Microplastics (MPs) are frequently regarded as environmental and biota contaminants. Yet, research on the accumulation of MPs in living entities, particularly aquatic insects that serve as food resources in the aquatic food chain, is limited. This study to investigate the accumulation of MPs in aquatic insects from water and sediment in an Egyptian wastewater basin. Four typical freshwater insect groups were used. The highest MP load per gram wet weight was reported by collector-gatherers (Chironomus sp. and Hydrophilus sp.), followed by collector-filterers (Culex sp.) with the second highest MP load. However, Predators (Aeshna sp.) had the lowest values. Also, the present results showed a reduction in the number of MPs in all insect taxa tested after a 24 h depuration time, with differences in the observed egestion ability. The mean number of MPs per individual significantly reduced after 24 h in both Chironomus sp. and Culex sp. larvae, where 53% and 40% of MPs particles were ejected from them, respectively. However, the ability of MP egestion decreases in Aeshna sp. nymph (25%), and the lowest proportion of ejection was observed in Hydrophilus sp. adults (9%). Polyethylene terephthalate fibers were the most abundant type of MP in both sediment and water, followed by fragments (polyethylene and polypropylene). Yet, only polyester fibers were detected in the various insect species. The average length of fibers in the various insects was somewhat shorter than in the surrounding environment. The current study reveals that MP ingestion by aquatic insects is not always related to levels of pollution in the environment, since other factors such as feeding strategies may play a role in MP ingestion. Based on these observations, further studies should be carried out on studies on toxicological impacts of MPs on freshwater/aquatic biota. 相似文献
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. 相似文献
Purpose. The current research was carried out to determine grip strength (GS) with change in posture and upper-limb muscle activity of manual workers and investigate the impacts of these changes. Methods. For the current research, 120 male and 80 female participants were selected and GS was assessed using a digital hand grip dynamometer in various conditions. Results. The outcomes showed that male participants had higher GS as compared to female participants. Maximum GS was found in a standing posture with the fixed forward shoulder at 45°, elbow at 90° and a neutral position of the wrist and forearm for all participants. Conclusions. Higher values of GS were attained in standing postures which may result in attainment of higher performance levels by the workers. The outcomes justify the importance of correct postures during manual work in industries employing traditional methods. 相似文献
ABSTRACTObjective: Alcohol-impaired driving presents a continued risk for traffic safety and results in a significant proportion of fatalities on the roadway. We examined how alcohol at a 0.05% blood alcohol concentration (BAC) compares to 0.10% BAC (above the current U.S. legal limit) in terms of impact on driving performance.Methods: Utilizing a within-subjects design, we recruited 108 healthy experienced drivers who were moderate to heavy drinkers. In a double-blind, placebo-controlled crossover design, we administered placebo and alcohol at the 0.05% and 0.10% BAC levels in a standardized simulated driving protocol. Drives occurred on the descending limb of the blood alcohol curve. This analysis focuses on the urban portion of the driveResults: The study observed clear differences in performance for lateral and longitudinal driving performance and glance behavior. Variability in lane keeping and average speed increased with BAC level, with degraded performance observed at 0.05% BAC. The frequency of lane departures and percentage of time focused on the forward roadway at 0.05% BAC did not differ from placebo but differed from the 0.10% BAC level.Conclusions: Overall, our results show that there is degraded performance in the urban driving environment and that much of that begins at or below the 0.05% BAC level. 相似文献