Emergency department visits by pediatric patients sustained as a passenger on a motorcycle

Objective: Currently only 5 out of the 50 states in the United States have laws restricting the age of passengers permitted to ride on a motorcycle. This study sought to characterize the visits by patients under the age of 16 to U.S. emergency departments (EDs) for injuries sustained as a passenger on a motorcycle.

Methods: In this retrospective cohort study, data were obtained from the Nationwide Emergency Department Sample (NEDS) for the years 2006 to 2011. Pediatric patients who were passengers on a motorcycle that was involved in a crash were identified using International Classification of Diseases, Ninth Revision (ICD-9) External Cause of Injury codes. We also examined gender, age, disposition, regional differences, common injuries, and charges.

Results: Between 2006 and 2011 there were an estimated 9,689 visits to U.S. EDs by patients under the age of 16 who were passengers on a motorcycle involved in a crash. The overall average patient age was 9.4 years, and they were predominately male (54.5%). The majority (85%) of these patients were treated and released. The average charges for discharged patients were $2,116.50 and amounted to roughly $17,500,000 during the 6 years. The average cost for admission was $51,446 per patient and totaled over $54 million. The most common primary injuries included superficial contusions; sprains and strains; upper limb fractures; open wounds of head, neck, and trunk; and intracranial injuries.

Conclusion: Although there were only about 9,700 visits to U.S. EDs for motorcycle crashes involving passengers less than 16 years old for 2006 to 2011, the total cost of visits that resulted in either ED discharge or hospital admission amounted to over $71 million.     

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.     

Motorcycle crashes potentially preventable by three crash avoidance technologies on passenger vehicles

Objective: The objective of this study was to identify and quantify the motorcycle crash population that would be potential beneficiaries of 3 crash avoidance technologies recently available on passenger vehicles.

Methods: Two-vehicle crashes between a motorcycle and a passenger vehicle that occurred in the United States during 2011–2015 were classified by type, with consideration of the functionality of 3 classes of passenger vehicle crash avoidance technologies: frontal crash prevention, lane maintenance, and blind spot detection. Results were expressed as the percentage of crashes potentially preventable by each type of technology, based on all known types of 2-vehicle crashes and based on all crashes involving motorcycles.

Results: Frontal crash prevention had the largest potential to prevent 2-vehicle motorcycle crashes with passenger vehicles. The 3 technologies in sum had the potential to prevent 10% of fatal 2-vehicle crashes and 23% of police-reported crashes. However, because 2-vehicle crashes with a passenger vehicle represent fewer than half of all motorcycle crashes, these technologies represent a potential to avoid 4% of all fatal motorcycle crashes and 10% of all police-reported motorcycle crashes.

Discussion: Refining the ability of passenger vehicle crash avoidance systems to detect motorcycles represents an opportunity to improve motorcycle safety. Expanding the capabilities of these technologies represents an even greater opportunity. However, even fully realizing these opportunities can affect only a minority of motorcycle crashes and does not change the need for other motorcycle safety countermeasures such as helmets, universal helmet laws, and antilock braking systems.     

连续流反应器中培养好氧颗粒污泥的运行效能研究

在连续流完全混合反应器(CSTR)中,采用不同进水方式,以乙酸钠作为碳源配制的人工配水作为原水,对好氧颗粒污泥的运行效能进行了试验研究。研究表明,采用不同进水方式运行的2个反应器在颗粒污泥出现后,运行效能差别不大;好氧颗粒污泥反应器运行高效稳定,在水力停留时间为1.5h、COD容积负荷为1.0kg/(m3·d)的条件下,对COD、TP、NH4+-N和TN的去除率分别为90%、85%、95%和60%,并具有明显的脱氮除磷效果;反应器中存在同步硝化反硝化现象。     

罐底含油泥热解动力学参数计算方法的优选

在化学反应设计中反应动力学是较重要的因素。为得到更合理的污泥热解动力学参数计算方法,利用热重分析仪,在氮气气氛下对罐底含油污泥的热解特性进行研究。根据热重实验数据,分别采用Coats-Redfern法、Kissinger法、FWO法和Popescu法计算污泥热解动力学参数,并获取罐底泥热解制油的主要阶段(第2阶段)的反应活化能E、频率因子A并分析各种方法反应机理。通过对比不同计算方法得到动力学参数及拟合曲线与实验曲线的相关性,确定了最佳罐底含油污泥热解动力学参数计算方法。研究表明,Popescu法得到罐底泥的热解过程符合Jander方程,活化能E为101.43 kJ/mol,与FWO法得到的91.20 kJ/mol相近,且预测曲线与实验曲线有较好的相关性(0.9816),说明Popescu法计算罐底泥热解动力学参数更合适。     

基于底泥再悬浮试验的太湖水质模拟

为探索浅水湖泊水动力扰动作用对底泥再悬浮影响的规律,在室内矩形水槽内模拟了各种水动力条件下太湖底泥的起动规律,得到了太湖底泥在3种不同起动标准下的起动流速,通过考察上覆水中悬浮物浓度的变化,建立了底泥沉积物再悬浮通量与水体流速的定量化关系。结果表明:太湖底泥在个别动、少量动、普遍动3种标准下的起动流速分别为15、30和40 cm/s,且底泥沉积物再悬浮通量与流速呈现线性正相关关系,再悬浮通量随流速增大而增大,且相关性较好。将该试验结果应用于太湖的水量水质数学模型中,并和太湖实测资料进行了对比,取得了比较满意的效果。该模拟装置能够在室内可控条件下较好地反映太湖沉积物再悬浮特征,对太湖的富营养化治理具有重要意义。     

催化氧化技术治理苯化工装置和罐区含氮挥发性有机物废气

采用催化氧化技术对某石化企业苯胺、硝基苯等生产装置和罐区的含氮挥发性有机物(NVOCs)废气进行集中处理,建成了一套20 000 Nm~3/h规模的安全高效处理装置。采用自主研发的WSH-2N型蜂窝状Pt-Pd-Ce催化剂,在高效氧化有机物的同时,高选择性地将有机氮转化为N_2。运行结果表明,净化气非甲烷总烃质量浓度低于15 mg/m~3,非甲烷总烃去除率大于99%,NO_x质量浓度低于10 mg/m~3,苯、苯胺、硝基苯、环己烷等特征有机污染物浓度均低于检出限,各项指标优于国内外现有技术。     

颗粒化序列间歇式活性污泥反应器工艺处理化粪池污水

在序列间歇式活性污泥反应器(SBR)中成功培养出适应化粪池污水水质的好氧颗粒污泥.并将其应用于化粪池污水的处理.在好氧颗粒污泥培养的第15天左右,SBR中开始出现细小的颗粒,然后微生物在其上繁殖生长使颗粒逐渐增大而成熟;在第24天时,SBR中絮状活性污泥已基本实现了颗粒化.培养出的好氧颗粒污泥对化粪池污水有稳定的处理效果,在进水完全为化粪池污水时,COD、NH_4~+-N、TN的平均去除率分别为77%、61%、47%.但是,由于化粪池污水COD较低,因此无法维持较高的生物量,在后期的稳定运行过程中MLSS始终维持在2 500 mg/L左右.好氧颗粒污泥的同步硝化反硝化作用是其稳定脱氮的保证.     

强化生物通风修复过程中柴油衰减规律及其影响因素研究

强化生物通风技术对于修复因地下储油罐泄漏引起的土壤污染具有很大的应用前景。通过室内土柱模拟柴油泄漏污染土壤,从土柱中总石油烃（total petroleum hydrocarbon,TPH）剖面分布随时间的变化及降解模式角度,分析了其自然衰减和强化生物通风过程。结果表明：初始柴油浓度直接影响着各柱在自然衰减和强化生物通风过程中柱内的残余TPH平衡分布曲线的形状和浓度峰值位置;在前期自然衰减过程中（约1个月）,当土壤中的柴油浓度为5 000～40 000 mg油/kg土时,整个柱内TPH变化的主要原因是重力扩散迁移的结果;当土壤中的柴油浓度≤5 000 mg油/kg土时,其TPH的变化不仅是重力扩散迁移作用的结果,生物降解作用也存在;通风约2个月后,抽提作用对于保持土柱上部柴油浓度稳定变化的意义较为突出。     

国外学术界对《巴黎协定》的评价及履约前景分析

2016年《巴黎协定》的正式生效是全球环境治理的重要里程碑,是国际社会在应对气候变化的艰难进程中迈出的重要一步,标志着全球环境治理从此进入履约阶段。本文基于宾夕法尼亚大学智库与公民社会项目(TTCSP)公布的《2015年全球智库指数报告》,选取其中排名前十位的国际环境智库的研究报告和环境领域中代表性学者的相关论文,对国外学术界有关《巴黎协定》履约前景的分析进行了系统梳理,并对此做出简要评述。文章在肯定《巴黎协定》有力推进国际气候治理进程的同时,也指出在新的国际形势之下,尤其是在英国正式启动脱欧进程和特朗普新任美国总统后,其履约过程中更是存在着协定之内和协定之外的众多挑战和不确定性,本文的基本结论如下:首先,协定之内面临着协定缔约方国内批准程序上的挑战;国家自主贡献的实现与发展中国家能力建设;2℃温升目标的实现前景;审评和盘点的效力评估;碳市场机制能否有效运行。其次,协定之外面临着英国脱欧的潜在气候政策变化及影响;美国气候政策的可能变化及其影响。基于对以上智库报告和相关研究论文的分析,笔者对《巴黎协定》的履约前景得出几点看法:(1)正视国际气候合作的机遇与挑战;(2)对具体议题的落实需充满信心;(3)理性冷静看待英美气候政策的可能变化;(4)鼓励环境类国际组织之外的非国家行为体展开通力合作。对此,我们应正视履约中的挑战与不确定性,做好充分的应对之策,确保履约进程的顺利完成。总之,《巴黎协定》的履约前景不容乐观,国际社会任重道远。