Studies on transitory laxative effects of sorbitol and maltitol: II: Differences in laxative effects among various foods containing the sweetening agents

We studied the laxative effect of sweetening agents, hydrogenated glucose syrup (HGS) containing 88–92% maltitol, and sorbitol contained in various foods. The subjects were 89 volunteers (64 males and 25 females). Foods used in the study were tablets, bevarages, chewing gum, jelly, adzuki-bean jelly, chocolate and candies which contained one of the two sweetening agents.The doses of the sweetening agents were 0.4 g/kg for sweets in tablet form and 20 g for the other foods. Approximately 10% of the subjects exhibited diarrhea after taking tablets as a control; approximately 20% did so after taking HGS except for adzuki-bean jelly; and approximately 30% did so after taking sorbitol. There was no significant difference between HGS and the control substance. The incidence of diarrhea tended to be higher with the two sweetening agents only when contained in adzuki-bean jelly. The length of time between the ingestion of test substances and the first onset of diarrheal stool varied widely from less than one hour to 23 hours among individuals. However, adzuki-bean jelly diarrhea was induced within 5 hours in all subjects. Soft stool accounted for 60 – 90% of the macroscopic findings of diarrheal stool. Chief complaints of abdominal symptoms were gurgling, flatus and lower abdominal pain.     

The influence of lower extremity postures on kinematics and injuries of cyclists in vehicle side collisions

Objective: A cyclist assumes various cyclic postures of the lower extremities while pushing the pedals in a rotary motion while pedaling. In order to protect cyclists in collisions, it is necessary to understand what influence these postures have on the global kinematics and injuries of the cyclist.

Method: Finite element (FE) analyses using models of a cyclist, bicycle, and car were conducted. In the simulations, the Total Human Model of Safety (THUMS) occupant model was employed as a cyclist, and the simulation was set up such that the cyclist was hit from its side by a car. Three representative postures of the lower extremities of the cyclist were examined, and the kinematics and injury risk of the cyclist were compared to those obtained by a pedestrian FE model. The risk of a lower extremity injury was assessed based on the knee shear displacement and the tibia bending moment.

Results: When the knee position of the cyclist was higher than the hood leading edge, the hood leading edge contacted the leg of the cyclist, and the pelvis slid over the hood top and the wrap-around distance (WAD) of the cyclist's head was large. The knee was shear loaded by the hood leading edge, and the anterior cruciate ligament (ACL) ruptured. The tibia bending moment was less than the injury threshold. When the cyclist's knee position was lower than the hood leading edge, the hood leading edge contacted the thigh of the cyclist, and the cyclist rotated with the femur as the pivot point about the hood leading edge. In this case, the head impact location of the cyclist against the car was comparable to that of the pedestrian collision. The knee shear displacement and the tibia bending moment were less than the injury thresholds.

Conclusion: The knee height of the cyclist relative to the hood leading edge affected the global kinematics and the head impact location against the car. The loading mode of the lower extremities was also dependent on the initial positions of the lower extremities relative to the car structures. In the foot up and front posture, the knee was loaded in a lateral shear direction by the hood leading edge and as a result the ACL ruptured. The bicycle frame and the struck-side lower extremity interacted and could influence the loadings on lower extremities.     

Changing seasonality in Bangladesh

Regional Environmental Change - Bangladesh is reported to suffer from climatic changes, and local people begin to wonder that six seasons in Bangladeshi annual calendar transition to four seasons....     

Effect of additives on dechlorination of PVC by mechanochemical treatment

Polyvinyl chloride (–CH₂–CHCl–) _n (PVC) was ground with a powdered inorganic material (CaO, CaCO₃, SiO₂, Al₂O₃, or slag) in a planetary ball mill under atmospheric conditions to investigate the effect of additions on its dechlorination. The grinding causes a dehydrochlorinating reaction, forming a mixture of partially dechlorinated PVC and inorganic chloride, depending on the grinding time. The dechlorination increases as the grinding progresses, and is improved with increasing amounts of additives. The most effective additive is a mixture of CaO, SiO₂, and Al₂O₃, which has the same constituent components as blast furnace slag. CaO, a mixture of CaO, SiO₂, and blast furnace slag, are also effective, but CaCO₃ is the least effective additive tired. Received: August 3, 2000 / Accepted: September 21, 2000     

Sorption-desorption of atrazine and diuron in soils from southern Brazil

The objective of this study was to investigate the behavior of sorption and desorption of the herbicides atrazine (6-chloro-N2-ethyl-N4-isopropyl-1,3,5-triazine-2,4-diamine) and diuron [3-(3,4-dichlorophenyl)-1,1-dimethyleurea] in soil samples from a typical lithosequence located in the municipality of Mamborê (PR), southern Brazil. Five concentrations of 14C-atrazine and 14C-diuron were used for both herbicides (0.48, 0.96, 1.92, 3.84, and 7.69 mg L(-1)). Sorption of both herbicides correlated positively with the organic carbon and clay content of the soil samples. Sorption isotherms were well described by the Freundlich model. The slope values of the isotherm (N) ranged from 0.84 to 0.90 (atrazine) and from 0.75 to 0.79 (diuron) for the lithosequence samples. Sorption of diuron was high regardless of the soil texture or the concentration added. The desorption isotherms for atrazine and diuron showed good fit to the Freundlich equation (R2 >or= 0,87). Atrazine slope values for the desorption isotherms were similar for the different concentrations and were much lower than those observed for the sorption isotherms. Significant hysteresis was observed in the herbicide desorption. When the two herbicides were compared, it was found that diuron (N = 0.06-0.22) presented more pronounced hysteresis than atrazine. The results showed that, quantitatively, a greater atrazine fraction applied to these soils remains available to be leached in the soil profile, as compared to diuron.     

Recent sedimentary environment of coastal lagoon in southwestern Japan: evidence from major and trace elements

A geochemical study of the bottom sediments of Lake Shinji and the River Ohashi in southwestern Japan was carried out to determine their elemental compositions and to evaluate the pollution status of lake sediments by employing enrichment factor (EF), pollution load index (PLI), and geoaccumulation index (I _geo). Present-day water quality was also assessed. Results showed that the water quality of Lake Shinji contrasts slightly between the upper and lower parts. The chemical composition of the sediments, as measured by X-ray fluorescence, included major and trace elements and total sulfur (TS). Average abundances of As, Pb, Zn, Cu, Ni, and Cr in the Shinji sediments were 10, 29, 143, 27, 19, and 54 ppm, respectively, compared to 6, 18, 57, 16, 10, and 37 ppm in the river sediments. Based on the EF, PLI, and I _geo, the lake sediments are moderately to strongly polluted with respect to As, moderately polluted with Pb, Zn, and Cr, and unpolluted with Cu and Ni. The high EF and I _geo for As, Pb, and Zn in the lake sediments indicate that metal concentration has occurred in Shinji. Increases in the abundances of these metals are likely related to the fine-grained nature of the sediments, reducing conditions of the bottom sediments, enrichment in organic matter, and possibly a minor contribution from non-point anthropogenic sources. Trace metal contents are strongly correlated with Fe₂O₃ and TS, suggesting that Fe oxides and sulfides play a role in controlling abundances in the investigated areas.     

Development of odorous gas sampler and investigation of its practicality

The existing gas sampler is deficient in regard to its efficiency, handling and ability. In order to solve these problems, a new gas sampler was developed and its function was investigated. The sampler is a vessel made of aluminium and contains a polyester bag inside the vessel. The vacuum method is employed for taking the gas. The maximum capacity of the gas volume that can be taken is about 15 liters and sampling time can be from 15 sec to 10 min per sample. In addition, many odor surveys were carried out and the practicality of the new sampler was investigated. It was concluded that the new sampler was easy to handle and was more efficient than the existing gas sampler.     

Effects of vehicle impact velocity, vehicle front-end shapes on pedestrian injury risk

Objective: This study aimed at investigating the effects of vehicle impact velocity, vehicle front-end shape, and pedestrian size on injury risk to pedestrians in collisions with passenger vehicles with various frontal shapes. Method: A series of parametric studies was carried out using 2 total human model for safety (THUMS) pedestrian models (177 and 165?cm) and 4 vehicle finite element (FE) models with different front-end shapes (medium-size sedan, minicar, one-box vehicle, and sport utility vehicle [SUV]). The effects of the impact velocity on pedestrian injury risk were analyzed at velocities of 20, 30, 40, and 50?km/h. The dynamic response of the pedestrian was investigated, and the injury risk to the head, chest, pelvis, and lower extremities was compared in terms of the injury parameters head injury criteria (HIC), chest deflection, and von Mises stress distribution of the rib cage, pelvis force, and bending moment diagram of the lower extremities. Result: Vehicle impact velocity has the most significant influence on injury severity for adult pedestrians. All injury parameters can be reduced in severity by decreasing vehicle impact velocities. The head and lower extremities are at greater risk of injury in medium-size sedan and SUV collisions. The chest injury risk was particularly high in one-box vehicle impacts. The fracture risk of the pelvis was also high in one-box vehicle and SUV collisions. In minicar collisions, the injury risk was the smallest if the head did not make contact with the A-pillar. Conclusion: The vehicle impact velocity and vehicle front-end shape are 2 dominant factors that influence the pedestrian kinematics and injury severity. A significant reduction of all injuries can be achieved for all vehicle types when the vehicle impact velocity is less than 30?km/h. Vehicle designs consisting of a short front-end and a wide windshield area can protect pedestrians from fatalities. The results also could be valuable in the design of a pedestrian-friendly vehicle front-end shape. [Supplementary materials are available for this article. Go to the publisher's online edition of Traffic Injury Prevention for the following free supplemental resource: Head impact conditions and injury parameters in four-type vehicle collisions and validation result of the finite element model of one-box vehicle and minicar. ].