Viewpoints of adults with and without Autism Spectrum Disorders on public transport

BackgroundPublic transport is low cost, allows for independence, and facilitates engagement and participation for non-drivers. However, the viewpoints of individuals with cognitive disabilities are rarely considered. In Australia, the prevalence of Autism Spectrum Disorders (ASD) is approximately 1% and increasing. Many individuals with ASD do not possess a driver’s licence, indicating that access to public transport is crucial for their independence. However, at present, there is no research on the opinions of adults with ASD on public transport.AimTo identify the viewpoints of adults with ASD regarding the barriers and facilitators of public transport usage and their transportation preferences, and to contrast these against the viewpoints of neurotypical adults.MethodsQ method was used to identify the viewpoints of both participant groups on public transport. Participants consisted of 55 adults with a diagnosis of ASD and a contrast group of 57 neurotypical adults. Both groups completed a Q sort task which took place in either Perth or Melbourne, Australia.ResultsThe most prominent viewpoint indicated that both groups preferred to use public transport over driving and believed that it supported their independence. This viewpoint also indicated that both groups preferred to use electronic ticketing when using public transport. Interestingly, the second most prominent viewpoint indicated that both groups preferred to drive themselves by private car rather than use public transport.DiscussionIt appears that the viewpoints of adults with and without ASD regarding public transportation were largely similar. However, questions arose about whether the preference for public transport in the ASD group may be more a result of difficulties obtaining a driving licence than a deliberate choice. The only barrier specified by adults with ASD related to crowding on public transport. Safety and convenience in relation to location and timing of services were barriers reported by neurotypical adults.     

DIFFERENTIAL DIAGNOSIS IN THE INTRACRANIAL DISEASES： PROTON MAGNETIC RESONANCE SPECTROSCOPY STUDY

Protonmagneticresonancespectroscopy (1H MRS)isanewtechniqueoffunctionalimaginginbrainandprovidesauniquenoninvasivetoolforex aminingmetabolisminvivonow .Inrecentyear ,therearesomereportsaboutprotonMRSingrowthofbrainandhypoxia ischemicencephalopathy(HIE) [1- 4] ,butfewarticlesaboutclinicalapplica tionofprotonMRSindiagnosistumoursandtheirdifferentiationfromnon neoplasticlesions .WestudiedMRSin 38braintumorsand 14brainnon neoplasticlesions.Herewereporttheresults .MATERIALSANDMethods1　…     

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通过在河北省张家口至石家庄高速公路保定段中的实际,探讨冲击压实在湿陷性黄土处理中的应用。     

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随着大城市机动化水平的不断提高,城市交通量持续快速增长,加速了城市道路的拥堵,尤其是城市中心区。在此背景下,大量新建项目和改建项目的实施,又吸引了大量的新增交通量。因此,做好城市建设项目前期的交通规划工作,即交通影响分析．避免项目建成后对区域产生不能承受的交通影响,显得尤为必要。     

重载作用下高速公路小桥涵单板受力病害

高速公路重载路线上小桥涵出现单板受力有两个方面的主要原因,车辆轴载大、超载以及梁板的横向连接设计不足,使整体刚度不能满足横向传递荷载需要.实践证明,宣大高速公路上采用的单板受力处治措施是可行的,能取得良好的效果,值得推广使用.     

不同路网形式商业广场交通影响对比分析

结合两个大型商业建筑项目的实际情况,从交通组织、停车库出入口、交通影响区域、内部道路交叉口服务水平、地下空间利用等方面,对两种路网形式大型商业广场的交通影响分析做了对比,分析了两种布局形式对周边区域交通环境的影响程度,并探讨了造成这种现象的原因及对策.     

汽车焊接结构冲击拉伸强度分析

利用改进的霍普金森棒法对汽车用钢板的圆弧焊接接头试验片进行了静强度和冲击强度的拉伸试验,得到了三种不同材料试验片的应变率、应力波、冲击破坏变形和破坏速度并对试验结果进行了分析.试验结果为车体材料的选择提供了依据.     

气液环簧组合式缓冲器非对称拉压特性动力学建模及冲击仿真

为解决气液环簧组合式缓冲器呈现非对称拉压动态特性问题,构建了气液环簧组合式缓冲器动力学模型,基于MATLAB/Simulink软件编制了考虑不同吸能元件特性的车辆冲击动力学模型程序,研究了两辆单车冲击及两列动车组冲击的动态特性。研究结果表明：组合式缓冲器动力学模型既能有效地模拟拉伸状态下环簧缓冲器的线性加载特性,又能较好地模拟压缩状态下气液缓冲器随冲击速度变化的非线性加载动态特性,即组合式缓冲器动力学模型体现了明显的非对称拉压特性;低速与中高速冲击过程中,组合式缓冲器动力学模型及车辆冲击模型可依次完整有效地模拟缓冲器-压溃管-防爬器-车体结构变形产生的缓冲吸能动态过程及磁滞拉压特性曲线;列车冲击速度为5 km·h^-1时,最大车钩力及组合式缓冲器最大行程均小于缓冲器阻抗力和行程限值,其压缩加载特性曲线仅呈现出气液缓冲器的加载特性;冲击速度为20 km·h^-1时,最大车钩力为2 900 kN,最大行程为534 mm,防爬器已经触发,其压缩加载特性曲线呈现出了气液缓冲器-压溃管-防爬器组成的连续力学特性,此时车体结构未发生破坏;冲击速度达到25~30 km·h^-1时,列车开始发生结构破坏,车钩力陡升;全自动车钩与半永久车钩参数选型能够满足冲击速度20 km·h^-1以内的列车车体结构安全性。