Cancer and Non-Cancer Health Risk from Eating Cassava Grown in Some Mining Communities in Ghana

Food crops such as cassava, cocoyam and other tuber crops grown in mining communities uptake toxic or hazardous chemicals such as arsenic, and cadmium, from the soil. Cassava is a stable food for Ghanaians. This study evaluated human health risk from eating cassava grown in some mining communities in Ghana such as Bogoso, Prestea, Tarkwa and Tamso, which are important mining towns in the Western Region of Ghana. The study evaluated cancer and non-cancer health effects from eating cassava grown in the study areas in accordance with US Environmental Protection Agency’s Risk Assessment guidelines. The results of the study revealed the following: cancer health risk for Tamso, 0.098 (RME – Reasonable Maximum Exposure) and 0.082 (CTE – Central Tendency Exposure). This means that approximately 10 and 8 out of 100 resident adults are likely to suffer from cancer related cases by RME and CTE parameters respectively. For Prestea, we have 0.010 and 0.12, which also means that approximately 1 out of 100 and 10 resident adults out of 100 are also likely to suffer from cancer related diseases by RME and CTE parameters. The results of the study obtained were found to be above the acceptable cancer risk range of 1× 10⁻⁶ to 1× 10⁻⁴, i.e., 1 case of cancer out of 1 million or 100,000 people respectively.     

Dissipation of Endosulfan and Dichlorvos Residues In/On Cauliflower Curds

Dissipation behaviour of endosulfan and dichlorvos in/on cauliflower, variety Snowball-16, was studied during rabi season (Sep.–March) 2003–2004. Endosulfan and dichlorvos were sprayed @ 350 and 110g a.i. with 115 g a.i., respectively, 80 days after transplanting. Samples were taken at the interval of 0 (1h after spray), 3, 5, 7, and 10 days after spray (DAS) in triplicate and residues were estimated on GC-ECD system equipped with capillary column. The initial deposits of 3.452 and 0.295μgg⁻¹ of endosulfan and dichlorvos dissipated to 0.084 (97.56%) and 0.009 (96.95%), respectively after 10 DAS. Residues of endosulfan reached below maximum residue limit of 2μgg⁻¹ one day after spray and of dichlorvos were below MRL value of 0.5μgg⁻¹ even on 0 day. Dissipation pattern followed first order kinetics for both the insecticides with half life periods of 1.81 and 2.08 days for endosulfan and dichlorvos, respectively.     

Biomonitoring in the Boulder River Watershed, Montana, USA: Metal Concentrations in Biofilm and Macroinvertebrates, and Relations with Macroinvertebrate Assemblage

Portions of the Boulder River watershed contain elevated concentrations of arsenic, cadmium, copper, lead, and zinc in water, sediment, and biota. We measured concentrations of As, Cd, Cu, Pb, and Zn in biofilm and macroinvertebrates, and assessed macroinvertebrate assemblage and aquatic habitat with the objective of monitoring planned remediation efforts. Concentrations of metals were generally higher in downstream sites compared with upstream or reference sites, and two sites contained metal concentrations in macroinvertebrates greater than values reported to reduce health and survival of resident trout. Macroinvertebrate assemblage was correlated with metal concentrations in biofilm and macroinvertebrates. However, macroinvertebrate metrics were significantly correlated with a greater number of biofilm metals (8) than metals in invertebrates (4). Lead concentrations in biofilm appeared to have the most significant impact on macroinvertebrate assemblage. Metal concentrations in macroinvertebrates were directly proportional to concentrations in biofilm, indicating biofilm as a potential surrogate for monitoring metal impacts in aquatic systems.     

The Metallic Composition of Aerosols at Three Monitoring Sites in Korea During Winter 2002

In the present study, the distribution patterns of various metals were analyzed and compared using PM samples collected concurrently from three monitoring sites located in Korea (Seoul, Busan, and Jeju island) in December 2002. As these sites can represent metal pollution with different degrees of anthropogenic activities, their concentration levels were distinguished in a systematic manner in the order of Jeju, Busan, and Seoul. By comparing the present data sets with those measured previously from other locations in Korea and around the world, we attempted to diagnose the general status of elemental pollution on the Korean peninsula. Through an application of different statistical approaches, the major processes controlling elemental levels were assessed for each of the three study sites. The results indicated the importance of both crustal and anthropogenic sources in all sites with their relative roles varying significantly from each other. The results of the metal analysis data, when examined in relation to back trajectory analysis, confirmed that their concentration changes are affected quite sensitively with air mass movement patterns. The overall results of this study consistently indicated the contribution of a strong anthropogenic source area (e.g., China) to the observed metal concentration levels in the study area, but the strengths of such signals vary considerably across the Korean peninsula.     

Combining Logistic Models with Multivariate Methods for the Rapid Biological Assessment of Rivers Using Macroinvertebrates

This work represents an attempt to define a simple method to classify the relative degree of disturbance of sites in lotic systems on the basis of comparison of their faunistic composition with reference sites. Two ecotypes were selected in northern Portugal where benthic invertebrates were sampled in reaches with different levels of contamination. As a first stage, previous Geographic Information System information was used to define reference sites in each ecotype. Afterwards, multivariate techniques and non linear estimation models were combined to assess biological quality. This method allowed us to quantify sites according to increasing levels of contamination, after the probabilities of occurrence of taxa along a gradient of contamination taking into account the reference condition. The results suggest that this method is sensitive to organic pollution, easy to interpret, namely the species tolerance, and could be a good framework to establish regional rankings depending on the ecological impact of river sites.     

Depth perception,dark adaptation,vigilance and accident proneness of Chinese coal mine workers

To explore the relationships between human factors and accident proneness of coal mine workers, the depth perception, dark adaptation and vigilance abilities of 239 Chinese coal mine workers were tested and their accident proneness was surveyed with an accident proneness questionnaire. The results indicated that dark adaptation and vigilance abilities of the mine workers declined with increasing age. Vigilance had a significant negative relationship with accident proneness. There were significant differences in vigilance between coal mine workers doing different types of work. Individual difference in vigilance was relevant to the type of work that an individual did in a coal mine. The dark adaptation index had a significant positive relationship with accident proneness. Coal mine workers with weaker dark adaptation ability were also more accident prone. Some ergonomics recommendations concerning coal mine safety management in China are proposed.     

Changes in motorcycle-related injuries and deaths after mandatory motorcycle helmet law in a district of Vietnam

Objective: Our study measured the change in head injuries and deaths among motorcycle users in Cu Chi district, a suburban district of Ho Chi Minh City.

Methods: Hospital records for road traffic injuries (RTIs) were collected from the Cu Chi Trauma Centre and motorcycle-related death records were obtained from mortality registries in commune health offices. Head injury severity was categorized using the Abbreviated Injury Score (AIS). Rate ratios (RRs) were used to compare rates pre- and post-law (2005/2006–2009/2010). Cu Chi's population, stratified by year, age, and sex, was used as the denominator.

Results: Of records identifying the transportation mode at the time of injury, motorcyclists accounted for most injuries (3,035, 87%) and deaths (238, 90%). Head injuries accounted for 70% of motorcycle-related hospitalizations. Helmet use was not recorded in any death records and not in 97% of medical records. Males accounted for most injuries (73%) and deaths (88%). The median age was 28 years and 32 years for injuries and deaths, respectively. Compared to the pre-law period, rates of motorcycle injuries (RR = 0.53; 95% confidence interval [CI], 0.49–0.58), head injuries (RR = 0.35; 95% CI, 0.31–0.39), severe head injuries (RR = 0.47; 95% CI, 0.34–0.63), and deaths (RR = 0.69; 95% CI, 0.53–0.89) significantly decreased in the post-law period.

Conclusions: Rates of head injuries and deaths among motorcycle riders decreased significantly after implementation of the mandatory helmet law in Vietnam. To further examine the impact of the motorcycle helmet law, including compliance and helmet quality, further emphasis should be placed on gathering helmet use data from injured motorcyclists.     

Evaluation of geometrically personalized THUMS pedestrian model response against sedan–pedestrian PMHS impact test data

Objective: Evaluating the biofidelity of pedestrian finite element models (PFEM) using postmortem human subjects (PMHS) is a challenge because differences in anthropometry between PMHS and PFEM could limit a model's capability to accurately capture cadaveric responses. Geometrical personalization via morphing can modify the PFEM geometry to match the specific PMHS anthropometry, which could alleviate this issue. In this study, the Total Human Model for Safety (THUMS) PFEM (Ver 4.01) was compared to the cadaveric response in vehicle–pedestrian impacts using geometrically personalized models.

Methods: The AM50 THUMS PFEM was used as the baseline model, and 2 morphed PFEM were created to the anthropometric specifications of 2 obese PMHS used in a previous pedestrian impact study with a mid-size sedan. The same measurements as those obtained during the PMHS tests were calculated from the simulations (kinematics, accelerations, strains), and biofidelity metrics based on signals correlation (correlation and analysis, CORA) were established to compare the response of the models to the experiments. Injury outcomes were predicted deterministically (through strain-based threshold) and probabilistically (with injury risk functions) and compared with the injuries reported in the necropsy.

Results: The baseline model could not accurately capture all aspects of the PMHS kinematics, strain, and injury risks, whereas the morphed models reproduced biofidelic response in terms of trajectory (CORA score = 0.927 ± 0.092), velocities (0.975 ± 0.027), accelerations (0.862 ± 0.072), and strains (0.707 ± 0.143). The personalized THUMS models also generally predicted injuries consistent with those identified during posttest autopsy.

Conclusions: The study highlights the need to control for pedestrian anthropometry when validating pedestrian human body models against PMHS data. The information provided in the current study could be useful for improving model biofidelity for vehicle–pedestrian impact scenarios.     

Are older drivers’ driving patterns during an on-road driving task representative of their real-world driving patterns?

Abstract

Objective: The current study investigated whether older drivers’ driving patterns during a customized on-road driving task were representative of their real-world driving patterns.

Methods: Two hundred and eight participants (male: 68.80%; mean age?=?81.52 years, SD?=?3.37 years, range?=?76.00–96.00 years) completed a customized on-road driving task that commenced from their home and was conducted in their own vehicle. Participants’ real-world driving patterns for the preceding 4-month period were also collected via an in-car recording device (ICRD) that was installed in each participant’s vehicle.

Results: During the 4-month period prior to completing the on-road driving task, participants’ median real-world driving trip distance was 2.66?km (interquartile range [IQR]?=?1.14–5.79?km) and their median on-road driving task trip distance was 4.41?km (IQR?=?2.83–6.35?km). Most participants’ on-road driving task trip distances were classified as representative of their real-world driving trip distances (95.2%, n?=?198).

Conclusions: These findings suggest that most older drivers were able to devise a driving route that was representative of their real-world driving trip distance. Future research will examine whether additional aspects of the on-road driving task (e.g., average speed, proportion of trips in different speed zones) are representative of participants’ real-world driving patterns.