A multidecadal oscillation in precipitation and temperature series is pronounced in low flow series from Puget Sound streams

In Pacific Northwest streams, summer low flows limit water available to competing instream (salmon) and out-of-stream (human) uses, creating broad interest in how and why low flows are trending. Analyses that assumed linear (monotonic) change over the last ~60 years revealed declining low flow trends in minimally disturbed streams. Here, polynomials were used to model flow trends between 1929 and 2015. A multidecadal oscillation was observed in flows, which increased initially from the 1930s until the 1950s, declined until the 1990s, and then increased again. A similar oscillation was detected in precipitation series, and opposing oscillations in surface temperature, Pacific Decadal Oscillation, and Interdecadal Pacific Oscillation series. Multidecadal oscillations with similar periods to those described here are well known in climate indices. Fitted model terms were consistent with flow trends being influenced by at least two drivers, one oscillating and the other monotonic. Anthropogenic warming is a candidate driver for the monotonic decline, and variation in (internal) climatic circulation for the oscillating trend, but others were not ruled out. The recent upturn in streamflows suggests that anthropogenic warming has not been the dominant factor driving streamflow trends, at least until 2015. Climate projections based on simulations that omit drivers of multidecadal variation are likely to underestimate the range, and rate of change, of future climatic variation.     

Response of bioaerosol cells to photocatalytic inactivation with ZnO and TiO2 impregnated onto Perlite and Poraver carriers

•ZnO/Perlite inactivated 72% of bioaerosols in continuous gas phase. •TiO₂ triggered the highest level of cytotoxicity with 95% dead cells onto Poraver. •Inactivation mechanism occurred by membrane damage, morphological changes and lysis. •ZnO/Poraver showed null inactivation of bioaerosols. •Catalysts losses at the outlet of the photoreactor for all systems were negligible. Bioaerosols are airborne microorganisms that cause infectious sickness, respiratory and chronic health issues. They have become a latent threat, particularly in indoor environment. Photocatalysis is a promising process to inactivate completely bioaerosols from air. However, in systems treating a continuous air flow, catalysts can be partially lost in the gaseous effluent. To avoid such phenomenon, supporting materials can be used to fix catalysts. In the present work, four photocatalytic systems using Perlite or Poraver glass beads impregnated with ZnO or TiO₂ were tested. The inactivation mechanism of bioaerosols and the cytotoxic effect of the catalysts to bioaerosols were studied. The plug flow photocatalytic reactor treated a bioaerosol flow of 460×1 0⁶ cells/m³_air with a residence time of 5.7 s. Flow Cytometry (FC) was used to quantify and characterize bioaerosols in terms of dead, injured and live cells. The most efficient system was ZnO/Perlite with 72% inactivation of bioaerosols, maintaining such inactivation during 7.5 h due to the higher water retention capacity of Perlite (2.8 mL/g_Perlite) in comparison with Poraver (1.5 mL/g_Perlite). However, a global balance showed that TiO₂/Poraver system triggered the highest level of cytotoxicity to bioaerosols retained on the support after 96 h with 95% of dead cells. SEM and FC analyses showed that the mechanism of inactivation with ZnO was based on membrane damage, morphological cell changes and cell lysis; whereas only membrane damage and cell lysis were involved with TiO₂. Overall, results highlighted that photocatalytic technologies can completely inactivate bioaerosols in indoor environments.     

Characteristics of animal-related motor vehicle crashes in select National Park Service units—United States, 1990–2013

Objectives: Nationally, animal–motor vehicle crashes (AVCs) account for 4.4% of all types of motor vehicle crashes (MVCs). AVCs are a safety risk for drivers and animals and many National Park Service (NPS) units (e.g., national park, national monument, or national parkway) have known AVC risk factors, including rural locations and substantial animal densities. We sought to describe conditions and circumstances involving AVCs to guide traffic and wildlife management for prevention of AVCs in select NPS units.

Methods: We conducted an analysis using NPS law enforcement MVC data. An MVC is a collision involving an in-transit motor vehicle that occurred or began on a public roadway. An AVC is characterized as a collision between a motor vehicle and an animal. A non-AVC is a crash between a motor vehicle and any object other than an animal or noncollision event (e.g., rollover crash). The final data for analysis included 54,068 records from 51 NPS units during 1990–2013. Counts and proportions were calculated for categorical variables and medians and ranges were calculated for continuous variables. We used Pearson’s chi-square to compare circumstances of AVCs and non-AVCs. Data were compiled at the park regional level; NPS parks are assigned to 1 of 7 regions based on the park’s location.

Results: AVCs accounted for 10.4% (5,643 of 54,068) of all MVCs from 51 NPS units. The Northeast (2,021 of 5,643; 35.8%) and Intermountain (1,180 of 5,643; 20.9%) regions had the largest percentage of the total AVC burden. November was the peak month for AVCs across all regions (881 of 5,643; 15.6%); however, seasonality varied by park geographic regions. The highest counts of AVCs were reported during fall for the National Capital, Northeast/Southeast, and Northeast regions; winter for the Southeast region; and summer for Intermountain and Pacific West regions.

Conclusions: AVCs represent a public health and wildlife safety concern for NPS units. AVCs in select NPS units were approximately 2-fold higher than the national percentage for AVCs. The peak season for AVCs varied by NPS region. Knowledge of region-specific seasonality patterns for AVCs can help NPS staff develop mitigation strategies for use primarily during peak AVC months. Improving AVC data collection might provide NPS with a more complete understanding of risk factors and seasonal trends for specific NPS units. By collecting information concerning the animal species hit, park managers can better understand the impacts of AVC to wildlife population health.     

Epidemiology of alcohol and drug screening among pedestrian fatalities in the United States, 2014–2016

Objective: U.S. pedestrian fatalities increased by 25% between 2010 and 2015. Risk factors include distractions, the built environment, urbanization, economic variables, and weather conditions. Of interest is the role of alcohol and drugs in premature death among pedestrians. This study sought to explore the prevalence of substance use screenings among pedestrian fatalities in the United States between 2014 and 2016.

Methods: Data were collected from the Fatality Analysis Reporting System provided by the NHTSA. Pedestrian crash variables included demographics as well as information regarding alcohol or drug testing status. Frequency and cross-tabulation tables were constructed to assess the prevalence of screening by person, place, and time. Log-linear analyses were completed to explore age, race, and sex differences. A 3-year examination period was used to control for yearly fluctuations and to incorporate an increasing trend in cases.

Results: Pedestrian fatalities accounted for 84% of all deaths among vulnerable road users during the examination period. Those most at risk were white males between the ages of 45 and 64. Over all states, 74.7% of fatalities were tested for alcohol and 67.1% were tested for drugs; further, 66.5% of cases were tested for both alcohol and drugs and 24.8% were tested for neither substance. Cases screened for both alcohol and drugs ranged from 2.9% in North Carolina to 95.7% in Nevada and those testing for neither substance ranged from a high of 68.9% in Indiana to a low of 1.1% in Maryland. Log-linear regression revealed significant differences in alcohol screening by age and race but not by sex. Differences in drug screening were not identified for any demographic variable. Fatalities tested for alcohol were significantly more likely to be tested for drugs; only 8.2% were screened solely for alcohol and 0.05% were screened for drugs alone.

Conclusions: Preventive strategies become more important as pedestrian crashes and fatalities increase. Risk reduction in the form of policy change, alterations to the built environment, or interdisciplinary approaches to injury prevention is dependent upon best evidence supported in part by more deliberate and consistent screening.     

The deflectors influence on flow complexity,bed morphology,sediment transport and water quality of urban lotic waters - A laboratory study

In this laboratory study different combinations of bed (sand, pebble gravel [gravel], and a mix of sand and gravel) and flow (typical and overtopping) were experimented with to investigate the impact of porous deflectors in flow diversity, water quality, and fish performance in prismatic open channels. Deflectors changed the gradually varied flow to a rapidly varied flow, as a sudden change in the water depth was observed at the deflectors, and this change was large for smooth beds. With the presence of gravel, the scouring near the downstream deflector was almost twice that of the sand bed, and with the scouring at its own upstream deflector, irrespective of whether the flow was typical or overtopping. This behavior was a result of sand mobilization due to shear stress and sand mobilization aided gravel transport. The mixed bed showed less gravel movement compared to the gravel-only bed. The percentage of sediment washed out was minor for all bed scenarios, indicating that sediment transport was local. Relative to the sand bed without deflectors (representing a typical urban canal), deflectors resulted in reduced and improved water quality (in terms of sediment load) for sand, and mixed bed, respectively. The fishes found refuge and were comfortable in the pool areas created by deflectors unlike in channels without deflectors where they showed exhaustion.     

武汉市一次污染过程的局地流场和边界层结构的数值模拟

利用2013年11月武汉市逐日空气质量资料、地面气象观测资料、NCEP/NCAR再分析资料和L波段雷达探空资料，通过WRF模式模拟空气污染生消过程中的局地气象条件变化，探讨特殊地形条件下边界层结构变化和局地环流在污染物生消过程中的作用和影响。结果表明：（1）武汉地区当背景环流场强的时候，由地形引起的局地流场对污染物扩散的影响就弱，反之当背景环流场弱的时候, 地形对流场影响明显:夜间为山风，白天为谷风。夜间山风与偏西北气流及偏东气流在武汉及周边地区辐合，形成气流汇聚带，在武汉地区形成一个反复污染带,即由地形引起的局地流场对污染物扩散的贡献就大；（2）武汉地区发生空气污染时，地面湿度较高，边界层呈上干下湿状态，其特征为暖而干且有偏东小风，这导致污染物不断堆积和重污染过程的形成。     

亚硝态氮胁迫下菲律宾蛤仔实时定量P CR内参基因的筛选

为了更好地从基因角度研究亚硝态氮对贝类的生态毒性,需要筛选一个合适的内参基因作为参考,对其毒性相关基因进行定量表达分析。本研究以菲律宾蛤仔(Ruditapes philippinarum)作为研究对象,以亚硝态氮胁迫的鳃组织cDNA作为模板,利用geNorm软件和NormFinder软件对6个候选内参基因进行表达稳定性分析,并对2个结果做了综合赋权分析。结果显示,geNorm分析的基因表达稳定性结果为ActinCyPAEF1αUbi18STubu,NormFinder软件分析的结果为ActinUbiCyPAEF1α18STubu,最后经加权赋值法综合分析获得6个候选基因的表达稳定性为ActinCyPAUbiEF1α18STubu,即Actin为表达最稳定的基因。因此,Actin可以作为衡量亚硝态氮胁迫后菲律宾蛤仔鳃组织中基因表达的内参基因。     

Road traffic injuries among riders of electric bike/electric moped in southern China

Objective: Electric bike/moped-related road traffic injuries have become a burgeoning public health problem in China. The objective of this study was to identify the prevalence and potential risk factors of electric bike/moped-related road traffic injuries among electric bike/moped riders in southern China.

Methods: A cross-sectional study was used to interview 3,151 electric bike/moped riders in southern China. Electric bike/moped-related road traffic injuries that occurred from July 2014 to June 2015 were investigated. Data were collected by face-to-face interviews and analyzed between July 2015 and June 2017.

Results: The prevalence of electric bike/moped-related road traffic injuries among the investigated riders was 15.99%. Electric bike/moped-related road traffic injuries were significantly associated with category of electric bike (adjusted odds ratio [AOR] = 1.36, 95% confidence interval [CI], 1.01–1.82), self-reported confusion (AOR = 1.77, 95% CI, 1.13–2.78), history of crashes (AOR = 6.14, 95% CI, 4.68–8.07), running red lights (AOR = 3.57, 95% CI, 2.42–5.25), carrying children while riding (AOR = 1.96, 95% CI, 1.37–2.85), carrying adults while riding (AOR = 1.68, 95% CI, 1.23–2.28), riding in the motor lane (AOR = 2.42, 95% CI, 1.05–3.93), and riding in the wrong traffic direction (AOR = 1.63, 95% CI, 1.13–2.35). In over 77.58% of electric bike/moped-related road traffic crashes, riders were determined by the police to be responsible for the crash. Major crash-causing factors included violating traffic signals or signs, careless riding, speeding, and riding in the wrong lane.

Conclusion: Traffic safety related to electric bikes/moped is becoming more problematic with growing popularity compared with other 2-wheeled vehicles. Programs need to be developed to prevent electric bike/moped-related road traffic injuries in this emerging country.     

Investigating the effect of geometric dimensions of median traffic barriers on crashes: Crash analysis of interstate roads in Wyoming using actual crash datasets

IntroductionDespite the numerous safety studies done on traffic barriers’ performance assessment, the effect of variables such as traffic barrier’s height has not been identified considering a comprehensive actual crash data analysis. This study seeks to identify the impact of geometric variables (i.e., height, post-spacing, sideslope ratio, and lateral offset) on median traffic barriers’ performance in crashes on interstate roads.MethodGeometric dimensions of over 110 miles median traffic barriers on interstate Wyoming roads were inventoried in a field survey between 2016 and 2018. Then, the traffic barrier data collected was combined with historical crash records, traffic volume data, road geometric characteristics, and weather condition data to provide a comprehensive dataset for the analysis. Finally, an ordered logit model with random-parameters was developed for the severity of traffic barrier crashes. Based on the results, traffic barrier’s height was found to impact crash severity.ResultsCrashes involving cable barriers with a height between 30″ and 42″ were less severe than other traffic barrier types, while concrete barriers with a height shorter than 32″ were more likely involved with severe injury crashes. As another important finding, the post-spacing of 6.1–6.3 ft. was identified as the least severe range in W-beam barriers.Practical applicationsThe results show that using flare barriers should reduce the number of crashes compared to parallel barriers.     

船舶螺旋桨射流对湘江河床底泥扰动影响分析

船舶航行时螺旋桨产生的射流会对河道水流产生扰动,这种扰动是否能引起河床底泥的再悬浮需要更深入的论证分析。通过对比分析螺旋桨射流发展规律的研究成果,以湘江典型河段为研究对象,结合实船测量结果和此段河流地质资料,探讨了螺旋桨射流对湘江长株潭段河床底泥扰动的影响,并对此段河床底泥起动和悬浮条件进行了理论分析。结果表明:在周围环境流速较低的条件下,螺旋桨射流初始速度、河床水深及泥沙粒径是决定泥沙是否运动的主要因素。湘江长株潭河段已基本库区化,大部分河道平均水深远大于航道的标准水深2.8 m,河床泥沙平均粒径大于0.87 mm,其中细颗粒泥沙很少,由于螺旋桨射流断面平均流速小于泥沙起动流速,悬浮指标计算值远大于4,因此可以判断船舶正常航行在该段河流时底泥难以起动和再悬浮。