商榷用水煤浆代替轻油改造年产30万吨合成氨

介绍用水煤浆代替轻油原料，改造年产３０万吨合成氨装置，重点论述其制氨工艺单元的合理组合和国产化措施。     

美国面向公共交通的土地开发新理论及启示

针对我国当前发展家用小汽车及轨道交通建设所存在的问题，分析了美国二战后面向小汽车的城市规划存在的诸多弊端，介绍了其面向公共交通的土地开发新思想及规划设计总则，提出了优先发展公共交通的建议。     

Distribution and characteristics of road traffic crashes in the Chaoyang District of Beijing, China

In many developing urban settings, economic growth and motorization are coupled with increasing rates of road traffic injuries (RTIs). By highlighting typical sites and circumstances at/in which car crashes occur, more specific targets for prevention can be identified. The study is based on police data for a 1-year period and covers the Chaoyang District, the biggest district of Beijing City. Focus is placed on crash patterns and their distribution by types of road and areas. Both fatal and non-fatal crashes are considered (n=754). In the main, the crashes occurred in relatively favorable driving circumstances (e.g., sunny weather, flat and straight roads, asphalted roads, and good traffic signals and road markings). They were also quite evenly distributed over time of day, day of week and season. Five crash patterns were highlighted, of which three were strongly associated with specific areas and four with specific types of road. The study supports the idea that type of road and RTI severity or pattern are closely related. It contributes to the development of context-relevant prevention measures aimed at reducing road crashes and minimizing their consequences and also supports safe planning of the road traffic environment.     

机动化时代的城市步行化——当代城市步行化特征辨析

随着城市机动化发展,特别是汽车交通的迅猛增长,我国城市生活中人车矛盾日益严重,对城市步行问题的研究显得十分迫切。该文由当代城市步行化的概念及内涵入手,深入剖析步行化与机动化二者之间的内在关系,指出当代步行化建设必须与机动化发展互为支撑,并在此基础上探讨了二者和谐的整合模式。     

面向“人本位”的城市道路交通规划建设探讨

介绍西方发达国家城市交通发展演变过程及经验教训,分析我国城市居民步行烦恼和购车意愿,提出面向“人本位”的道路交通规划理念,以应对私人小汽车的大量发展,维系城市交通为人服务的基本功能,从而将机动化带来的负面影响降到最低限度。     

Traffic fatalities and economic growth

This paper examines the relationship between traffic fatality risk and per capita income and uses it to forecast traffic fatalities by geographic region. Equations for the road death rate (fatalities/population) and its components--the rate of motorization (vehicles/population) and fatalities per vehicle (F/V)--are estimated using panel data from 1963 to 1999 for 88 countries. The natural logarithm of F/P, V/P, and F/V are expressed as spline (piecewise linear) functions of the logarithm of real per capita GDP (measured in 1985 international prices). Region-specific time trends during the period 1963-1999 are modeled in linear and log-linear form. These models are used to project traffic fatalities and the stock of motor vehicles to 2020. The per capita income at which traffic fatality risk (fatalities/population) begins to decline is 8600 US dollars (1985 international dollars) when separate time trends are used for each geographic region. This turning point is driven by the rate of decline in fatalities/vehicles as income rises since vehicles/population, while increasing with income at a decreasing rate, never declines with economic growth. Projections of future traffic fatalities suggest that the global road death toll will grow by approximately 66% over the next twenty years. This number, however, reflects divergent rates of change in different parts of the world: a decline in fatalities in high-income countries of approximately 28% versus an increase in fatalities of almost 92% in China and 147% in India. The road death rate is projected to rise to approximately 2 per 10,000 persons in developing countries by 2020, while it will fall to less than 1 per 10,000 in high-income countries.     

国际大都市交通发展战略

本文通过研究分析国际大都市在城市发展过程中碰到的机动化、城市化、信息化和生态化4大问题而采取的相应交通发展战略,对具体城市进行了实例研究,并结合上海交通规划的具体情况进行分析,以期通过本研究为21世纪我国大城市的发展提供参考。     

寻求“场所”与“交通”的平衡——南京珠江路商业街沿线步行空间改善规划研究

随着城市化、机动化的发展,拓展机动车空间,压缩步行空间在城市建设中屡见不鲜。为解决步行空间缺乏的问题,本文以南京市珠江路商业街为例,从用地特征、步行需求及供给环境、机动车与步行冲突等方面分析了目前珠江路商业街的步行情况。在此基础上,分别从创造畅达交通与提升场所空间两个方面,制定适宜的步行系统规划控制要求。并运用＂分区分类＂手段,对步行空间的＂街道设施及绿化带＂、＂行人步行带＂,以及＂建筑毗邻带＂分别提出控制要求。     

Driver's views and behaviors about safety in China--what do they NOT know about driving?

Driving safety has become an extremely severe problem in China due to rapid motorization. Unless more effective measures are taken, the fatality risk and the total fatalities due to road traffic accidents are expected to continue to increase. Therefore, focus group discussions were conducted to explore driver attitudes and safe driver characteristics. The results were then compared with a similar study conducted with US drivers. Although similarities were found, differences were of more importance. The Chinese drivers concentrate more on driving skills and capabilities, whereas the US drivers concentrate more on practical safe driving guidelines. Then direct field observations were conducted for the Chinese drivers to empirically investigate the issues discovered. The use of safety belts, running lights, headlights, and turn signals were observed to investigate the drivers' behaviors. Results show that the safety belt use ratio is about 64%, running light use is nearly zero during rainy and snowy weather, headlights use after sunset is substantially delayed, and only about 40% of drivers use turn signals to indicate their intention to change lanes. These findings indicate that the authorities need to take appropriate countermeasures to change the views of the Chinese drivers regarding driving safety and their unsafe driving behaviors. Improvement of training content and methods as well as police enforcement would be recommended.     

Economic development's effect on road transport-related mortality among different types of road users: a cross-sectional international study

The relationship between a country's stage of economic development and its motor vehicle crash (MVC) mortality rate is not defined for different road users. This paper presents a cross-sectional regression analysis of recent national mortality in 44 countries using death certificate data provided by the World Health Organization. For five types of road users, MVC mortality is expressed as deaths per 100,000 people and per 1000 motor vehicles. Economic development is measured as gross national income (GNI) per capita in U.S. dollars and as motor vehicles per 1000 people. Results showed overall MVC mortality peaked among low-income countries at about US$ 2000 GNI per capita and at about 100 motor vehicles per 1000 people. Overall mortality declined at higher national incomes up to about US$ 24,000. Most changes in MVC mortality associated with economic development were explained by changes in rates among nonmotorized travelers, especially pedestrians. Overall MVC rates were lowest when pedestrian exposure was low because there were few motor vehicles or few pedestrians, and were highest during a critical transition to motorized travel, when many pedestrians and other vulnerable road users vied for use of the roadways with many motor vehicles.