We can all get along: The alignment of driver and bicyclist roadway design preferences in the San Francisco Bay Area

Two trends in the United States—growth in bicycling and enthusiasm for complete streets—suggest a need to understand how various roadway users view roadway designs meant to accommodate multiple modes. While many studies have examined bicyclists’ roadway design preferences, there has been little investigation into the opinions of non-bicyclists who might bicycle in the future. Additionally, little research has explored the preferences of the motorists who share roads with cyclists—despite the fact that motorists compose the vast majority of roadway users in the United States and similarly developed countries.This paper presents results from an internet survey examining perceived comfort while driving and bicycling on various roadways among 265 non-bicycling drivers, bicycling drivers, and non-driving bicyclists in the San Francisco Bay Area. Analysis of variance tests revealed that both drivers and bicyclists are more comfortable on roadways with separated bicycling facilities than those with shared space. In particular, roadways with barrier-separated bicycle lanes were the most popular among all groups, regardless of bicycling frequency. Striped bicycle lanes, a common treatment in the United States, received mixed reviews: a majority of the sample believed that they benefit cyclists and drivers through predictability and legitimacy on the roadway, but the lanes were rated significantly less comfortable than barrier-separated treatments—particularly among potential bicyclists.These findings corroborate research on bicyclists’ preferences for roadway design and contribute a new understanding of motorists’ preferences. They also support the U.S. Federal Highway Administration’s efforts to encourage greater accommodation of bicyclists on urban streets.     

基于TMS320C6416 DSP/BIOS的FLASH引导方式的实现

通过FLASH来引导DSP是实际应用中一种常见的应用方式,基于TMS320C6416 DSP/BIOS ,详细讨论如何配置存储区、代码段和数据段, 如何编写二次引导程序,生成复制表,以及怎样将COFF文件转换为便于FLASH 烧写的.hex文件.     

2-氯-6-N-芳基取代嘌呤衍生物的合成

N6嘌呤衍生物是重要的核苷类药物的中间体.以2-氨基-6-氯嘌呤为原料,通过重氮化反应制得2,6-二氯嘌呤,收率30.5%.2,6-二氯嘌呤分别与苯胺、邻氯苯胺和对氯苯胺,通过N-烃基化反应制得2-氯-6-N-芳基嘌呤,收率75.2%;2-氯-6-N-2′-氯苯基嘌呤,收率68.5%和2-氯-6-N-4′-氯苯基嘌呤,收率63.2%.使用元素分析、核磁共振、质谱和红外光谱对所得产品进行分析,结果表明所得产品为目标产品.2-氯-6-N-芳基取代嘌呤衍生物合成的最佳工艺条件为：n（2,6-二氯嘌呤）∶n（苯胺衍生物）=1∶5,使用戊醇为反应中的溶剂,其用量为m（C5H11OH）∶m（2,6-二氯嘌呤）=23∶1,反应温度为80℃.     

车市波动规律的新发展

为分析中国车市当前发展趋势，给汽车产销单位和领导机关决策提供参考，文章采用“车市波动分析法”，从宏观经济与车市波动关系入手，进行数据处理，作出车市波动图和数据表。分析研究后得出以下结论：中国车市2009年底已进入“第6次扩张高峰期”，达到创纪录的新水平，但后继波动恐难避免。文章根据中国车市发展实际提出波形组成内容变化新建议。     

三种特殊情况6‰下坡道电路设计

针对信号设计工作中所遇到一些具有6‰下坡道的站场,而站场布置较为特殊的情况,介绍如何进行6‰下坡道电路设计的电路处理方法。     

基于IPv6 Linux内核PIM-SMv2协议的研究与实现

随着组播技术的发展，基于IPv6的PIM-SMv2（Protocol Independent Multicast-Sparse Mode Version2）组播协议将作为一种切实可行的通信技术，得到广泛的应用和发展。本文分析了PIM-SMv2协议采用显示加入模式围绕根节点RP（Rendezvous Point）来建立单向共享树的工作原理，提出了在Linux操作系统中PIM-SMv2组播协议基于用户空间和系统内核来协调工作的总体设计思想和实现方案，设计了PIM-SMv2协议基于组播消息的预处理、组播数据包转发以及套接口属性设置3部分的实现机制和内核流程。通过搭建模拟广域网环境的三角形网络拓扑环境，实现了消息交互和通信功能，证明了方案的正确性和可行性。     

用新观点研究预测中国2010--2011年车市发展

为分析研究2011年及近期车市发展趋势,供汽车产销单位经营决策参考,采用“车市波动分析法”,用车市季度主要参数表和年度车市波动图分析车市实际走势。肯定了汽车产销量超美的成绩。指出2010年车市逐季度大幅回落趋势,分析了罕见的“波形异常”问题的影响及原因。对2011年面临形势进行了分析和预测：车市处于扩张后期,中下等市场,2011年后车市仍有可能小幅回升,对“十二五”期间车市发展持审慎乐观态度。     

髓样细胞白血病-1基因在多发性骨髓瘤发病中的分子机制

目的通过检测骨髓瘤细胞中依赖IL-6与否的髓样细胞白血病-1(mcl-1)基因的表达,阐明mcl-1基因在多发性骨髓瘤发病中的信号转导通路。方法应用JAK特异性抑制剂AG490、蛋白激酶抑制剂LY294002、ERK1/2信号通路的特异性阻断剂PD98059,分别研究了JAK/STAT通路、ras/MAPK通路及PI3K/Akt三大信号途径与mcl-1基因在多发性骨髓瘤中的关系。结果在骨髓瘤细胞8226和U266中,抑制ERK1/2活性不能改变mcl-1的表达;高浓度的AG490不能抑制STAT3的酪氨酸磷酸化;LY294002可抑制8226细胞和ANBL-6细胞的增殖,但不抑制mcl-1的表达。结论 Ras/MAPK通路以及PI3K通路在mcl-1基因的调节中无作用,但STAT的作用仍然需要进一步探讨。     

羟基锡酸锌包覆氢氧化镁

采用均匀沉淀法制取羟基锡酸锌,通过单因实验法考察了包覆质量比、包覆时间及包覆温度三个因素对ZnSn（OH）6包覆Mg（OH）2的包覆效果的影响,并且结合超声分散和共沸蒸馏制备了包覆效果较好的ZnSn（OH）6包覆Mg（OH）2.通过X射线衍射（XRD）、扫描电镜（SEM）、热重分析（DTA-TG）及能谱分析（EDX）等表征包覆产物,最终得出：ZnSn（OH）6包覆Mg（OH）2的最佳实验条件为：包覆质量比为20%;包覆反应时间为6 h;包覆反应温度为50℃.在此条件下制得的产物保持Mg（OH）2所呈现的形貌和热分解性能,不会影响其阻燃性能.     

Estimating the bus user time benefits of implementing a median busway: Methodology and case study

This paper presents a general framework to estimate the bus user time benefits of a median busway including the effects on travel time and access time. Unlike previous models, we take into account the effects of geometry and the interaction with the demand structure. Models for predicting the bus in-vehicle time benefits of a median dual carriageway busway against mixed traffic condition on 2 and 3 lanes roads are estimated using data from a case study in Santiago (Chile), using a bus travel time model empirically estimated and considering different base case situations, including mixed traffic operations and bus lanes. Results of the application show that the expected in-vehicle time savings of a median busway might be reduced by access time losses due to increased walking distances and road crossing delays. Also, that net time benefits can vary significantly according to the base situation and the structure of demand considered. These findings point out to the need of including a wider set of impacts when studying the benefits of median busways, beyond in-vehicle time savings only. The empirical work presented here is completely based on passive data coming from GPS and smartcards, what makes easier and cheaper to conduct this type of analysis as well as to do it with a comprehensive scope at an early stage of the development of a BRT project. This framework can be extended to other types of dedicated bus lanes provided that a corresponding bus travel time savings model is available.