The unrecognized danger of a new transportation mechanism of injury--pedicabs

Objective

Pedicabs are a new and controversial transportation innovation for tourists in congested areas in several U.S. cities. Scant literature on this trauma mechanism exists. The purpose of this study is to identify the incidence, demographics, morbidity, mortality, and potential for injury prevention of pedicab incidents amongst major trauma admissions at an urban, academic Level I Trauma Center.

Patients & Methods

Researchers conducted a retrospective review of the Trauma Registry from 2000 to 2009. All patients identified as being injured in a pedicab incident were reviewed. Demographics, diagnoses, toxicology, treatments, and injury severity scale (ISS) were collected. Outcomes included mortality, ICU, and hospital length of stay (LOS), discharge disposition, and hospital charges. A photographic survey of 50 local pedicabs was examined for the presence and use of safety equipment.

Results

During the period of January 2000 to July 2009 there were 15 major trauma victims from identified pedicab incidents. Falling from the pedicab was the mechanism of injury in 14 of 15 cases. There were two fatalities in victims following severe traumatic brain injury. Traumatic brain injury, skull fracture, or loss of consciousness was seen in 11/15 victims. Ethanol ingestion was detected in blood tests of 10 of the 14 adult victims. Median charges of hospitalization due to a pedicab related injury was US$29,956 ± 77,482. A photographic survey of 50 local pedicabs reveals very limited use of safety belts by passengers despite existing city ordinances.

Conclusions

Major trauma victims of pedicab incidents in the United States suffer significant injuries and death. Most cases occurred in passengers falling from the pedicab at night after alcohol ingestion. There is an opportunity for implementation of strategies toward improved injury prevention with this new form of transport.     

Fugacity modelling to predict the distribution of organic contaminants in the soil:oil matrix of constructed biopiles

Level I and II fugacity approaches were used to model the environmental distribution of benzene, anthracene, phenanthrene, 1-methylphenanthrene and benzo[a]pyrene in a four phase biopile system, accounting for air, water, mineral soil and non-aqueous phase liquid (oil) phase. The non-aqueous phase liquid (NAPL) and soil phases were the dominant partition media for the contaminants in each biopile and the contaminants differed markedly in their individual fugacities. Comparison of three soils with different percentage of organic carbon (% org C) showed that the % org C influenced contaminant partitioning behaviour. While benzene showed an aqueous concentration worthy of note for leachate control during biopiling, other organic chemicals showed that insignificant amount of chemicals leached into the water, greatly reducing the potential extent of groundwater contamination. Level II fugacity model showed that degradation was the dominant removal process except for benzene. In all three biopile systems, the rate of degradation of benzo(a)pyrene was low, requiring more than 12 years for soil concentrations from a spill of about 25 kg (100 mol) to be reduced to a concentration of 0.001 microgg(-1). The removal time of 1-methylphenanthrene and either anthracene or phenanthrene was about 1 and 3 years, respectively. In contrast, benzene showed the highest degradation rate and was removed after 136 days in all biopile systems. Overall, this study confirms the association of risk critical contaminants with the residual saturation in treated soils and reinforces the importance of accounting for the partitioning behaviour of both NAPL and soil phases during the risk assessment of oil-contaminated sites.     

Random forest models to estimate bankfull and low flow channel widths and depths across the conterminous United States

Channel dimensions (width and depth) at varying flows influence a host of instream ecological processes, as well as habitat and biotic features; they are a major consideration in stream habitat restoration and instream flow assessments. Models of widths and depths are often used to assess climate change vulnerability, develop endangered species recovery plans, and model water quality. However, development and application of such models require specific skillsets and resources. To facilitate acquisition of such estimates, we created a dataset of modeled channel dimensions for perennial stream segments across the conterminous United States. We used random forest models to predict wetted width, thalweg depth, bankfull width, and bankfull depth from several thousand field measurements of the National Rivers and Streams Assessment. Observed channel widths varied from <5 to >2000 m and depths varied from <2 to >125 m. Metrics of watershed area, runoff, slope, land use, and more were used as model predictors. The models had high pseudo R² values (0.70–0.91) and median absolute errors within ±6% to ±21% of the interquartile range of measured values across 10 stream orders. Predicted channel dimensions can be joined to 1.1 million stream segments of the 1:100 K resolution National Hydrography Dataset Plus (version 2.1). These predictions, combined with a rapidly growing body of nationally available data, will further enhance our ability to study and protect aquatic resources.     

PM10 emission factors for non-exhaust particles generated by road traffic in an urban street canyon and along a freeway in Switzerland

Recent studies have shown clear contributions of non-exhaust emissions to the traffic related PM10 load of the ambient air. These emissions consist of particles produced by abrasion from brakes, road wear, tire wear, as well as vehicle induced resuspension of deposited road dust. The main scope of the presented work was to identify and quantify the non-exhaust fraction of traffic related PM10 for two roadside locations in Switzerland with different traffic regimes. The two investigated locations, an urban street canyon with heavily congested traffic and an interurban freeway, are considered as being typical for Central Europe. Mass-relevant contributions from abrasion particles and resuspended road dust mainly originated from particles in the size range 1–10 μm. The results showed a major influence of vehicle induced resuspension of road dust. In the street canyon, the traffic related PM10 emissions (LDV: 24 ± 8 mg km^?1 vehicle^?1, HDV: 498 ± 86 mg km^?1 vehicle^?1) were assigned to 21% brake wear, 38% resuspended road dust and 41% exhaust emissions. Along the freeway (LDV: 50 ± 13 mg km^?1 vehicle^?1, HDV: 288 ± 72 mg km^?1 vehicle^?1), respective contributions were 3% brake wear, 56% resuspended road dust and 41% exhaust emissions. There was no indication for relevant contributions from tire wear and abrasion from undamaged pavements.     

Research Gaps Related to Forest Management and Stream Sediment in the United States

Water quality from forested landscapes tends to be very high but can deteriorate during and after silvicultural activities. Practices such as forest harvesting, site preparation, road construction/use, and stream crossings have been shown to contribute sediment, nutrients, and other pollutants to adjacent streams. Although advances in forest management accompanied with Best Management Practices (BMPs) have been very effective at reducing water quality impacts from forest operations, projected increases in demand for forest products may result in unintended environmental degradation. Through a review of the pertinent literature, we identified several research gaps related to water yield, aquatic habitat, sediment source and delivery, and BMP effectiveness that should be addressed for streams in the United States to better understand and address the environmental ramifications of current and future levels of timber production. We explored the current understanding of these topics based on relevant literature and the possible implications of increased demand for forest products in the United States.     

Fossil proxies of near-shore sea surface temperatures and seasonality from the late Neogene Antarctic shelf

We evaluate the available palaeontological and geochemical proxy data from bivalves, bryozoans, silicoflagellates, diatoms and cetaceans for sea surface temperature (SST) regimes around the nearshore Antarctic coast during the late Neogene. These fossils can be found in a number of shallow marine sedimentary settings from three regions of the Antarctic continent, the northern Antarctic Peninsula, the Prydz Bay region and the western Ross Sea. Many of the proxies suggest maximum spring–summer SSTs that are warmer than present by up to 5 °C, which would result in reduced seasonal sea ice. The evidence suggests that the summers on the Antarctic shelf during the late Neogene experienced most of the warming, while winter SSTs were little changed from present. Feedbacks from changes in summer sea ice cover may have driven much of the late Neogene ocean warming seen in stratigraphic records. Synthesized late Neogene and earliest Quaternary Antarctic shelf proxy data are compared to the multi-model SST estimates of the Pliocene Model Intercomparison Project (PlioMIP) Experiment 2. Despite the fragmentary geographical and temporal context for the SST data, comparisons between the SST warming in each of the three regions represented in the marine palaeontological record of the Antarctic shelf and the PlioMIP climate simulations show a good concordance.