Over the past decades, the plastic production has been dramatically increased. Indeed, a category of small plastic particles mainly with the shapes of fragments, fibers, or spheres, called microplastics (particles smaller than 5 mm) and nanoplastics (particles smaller than 1 μm) have attracted particular attention. Because of its wide distribution in the environment and potential adverse effects to animal and human, microplastic pollution has been reported as a serious environment problem receiving increased attention in recent years. As one of the commonly detected emerging contaminants in the environment, recent evidence indicates that the concentration of microplastics show an increasing trend, for the reason that up to 12.7 million metric tons of plastic litter is released into aquatic environment from land-based sources each year. Furthermore, microplastic exposure levels of model organisms in laboratory studies are usually several orders of magnitude higher than those found in environment, and the microplastics exposure conditions are also different with those observed in the environment. Additionally, the detection of microplastics in feces indicates that they can be excreted out of the bodies of animal and human. Hence, great uncertainties might exist in microplastics exposure and health risk assessment based on current studies, which might be exaggerated. Policies reduce microplastic emission sources and hence minimize their environmental risks are determined. To promote the above policies, we must first overcome the technical obstacles of detecting microplastics in various samples. 相似文献
For lack of an extinguishing agent with high-efficiency, non-toxic and environmentally friendly, a new type of extinguishing agent was fabricated to solve such an urgent problem. In this study, the zinc borate (ZB) and ferrocene (Fe(Cp)2) were utilized as two additives for extinguishants to suppress combustion reaction and the toxicity of the tail gas was detected. The mass fraction of ZB corresponding to the optimal inhibitory effect was determined to be 0.5–1.5%, by contrast, the optimum interval of Fe(Cp)2 was detected as 0.5–1.0%. Similarly, with the increasing proportion of the two additives, the homologous inhibitory action was gradually weakened. From the perspective of thermogravimetric analysis (TGA), it was indicated that the ZB accelerated the pyrolysis process of the extinguishant, making its thermal decomposition process more thoroughly. Meanwhile, the differential scanning calorimetry (DSC) demonstrated that the decomposition efficiency was markedly improved when the amount of ZB was maintained at 0.5–1.5%. Besides, the tail gas tests were implemented to assess the extent of toxic and harmful properties. In terms of the carbon monoxide (CO) and carbon dioxide (CO2) generated, once the mass fraction of ZB and Fe(Cp)2 was less than 1.5% and 1.0% respectively, the concentration of CO and CO2 was distinctly lower than that without additives. Moreover, the inhibitory ability on nitrogen oxides (NOx) was enhanced when the mass fraction of the two additives was kept below 1.0%. The results confirmed that a more practical extinguishant was proposed and it can provide guidance for the application and development of extinguishants. 相似文献
Objective: The objective of this study was to identify and quantify the motorcycle crash population that would be potential beneficiaries of 3 crash avoidance technologies recently available on passenger vehicles.
Methods: Two-vehicle crashes between a motorcycle and a passenger vehicle that occurred in the United States during 2011–2015 were classified by type, with consideration of the functionality of 3 classes of passenger vehicle crash avoidance technologies: frontal crash prevention, lane maintenance, and blind spot detection. Results were expressed as the percentage of crashes potentially preventable by each type of technology, based on all known types of 2-vehicle crashes and based on all crashes involving motorcycles.
Results: Frontal crash prevention had the largest potential to prevent 2-vehicle motorcycle crashes with passenger vehicles. The 3 technologies in sum had the potential to prevent 10% of fatal 2-vehicle crashes and 23% of police-reported crashes. However, because 2-vehicle crashes with a passenger vehicle represent fewer than half of all motorcycle crashes, these technologies represent a potential to avoid 4% of all fatal motorcycle crashes and 10% of all police-reported motorcycle crashes.
Discussion: Refining the ability of passenger vehicle crash avoidance systems to detect motorcycles represents an opportunity to improve motorcycle safety. Expanding the capabilities of these technologies represents an even greater opportunity. However, even fully realizing these opportunities can affect only a minority of motorcycle crashes and does not change the need for other motorcycle safety countermeasures such as helmets, universal helmet laws, and antilock braking systems. 相似文献