土壤汞的地球化学行为及其污染的防治对策

综述了土壤汞的来源 ,以及汞在土壤中的迁移方式、转化模式和富集行为 ,并介绍了当前几种土壤汞污染的防治对策 ,重点讨论了改进农耕技术、减少人为活动向大气的排汞量、生物修复以及电解法等方法 ,最后对土壤汞的研究方向进行了展望。     

Road trauma among young Australians: Implementing policy to reduce road deaths and serious injury

Objective: The objective of this study was to estimate the likely reduction in road trauma associated with the implementation of effective interventions to reduce road trauma among young Australians.

Methods: A desktop evaluation was conducted to model the likely reduction in road trauma (deaths and serious injuries resulting in hospitalization) among young people aged 17–24 years residing in Queensland, New South Wales, and Victoria. Potential interventions were identified using a rapid literature review and assigned a score based on evidence of effectiveness and implementation feasibility with the 3 highest scoring interventions included in the modeling. Likely reduction in road trauma was estimated by applying the average risk reduction effect sizes for each intervention to baseline risk (passenger or driver death or serious injury per 100,000 population) of road trauma for young Australians. Point estimates were calculated for the potential number of deaths and serious injuries averted in each state and per 100,000 population, with a one-way sensitivity analysis conducted using uncertainty ranges identified.

Results: Peer passenger and night driving restrictions as well as improved vehicle safety measures had the greatest potential to reduce road trauma. Peer passenger restrictions could avert 14 (range: 5–24) and 24 (range: 8–41) hospitalizations per year in Queensland and New South Wales, respectively, and night driving restrictions could avert 17 (range: 7–26), 28 (range: 12–45), and 13 (range: 6–21) hospitalizations annually in Queensland, New South Wales, and Victoria. These interventions reduced fatalities by less than 1 death annually in each state. Improved vehicle safety measures could avert 0–3, 0–4, and 0–3 deaths and 3–91, 4–156, and 2–75 hospitalizations in Queensland, New South Wales, and Victoria.

Conclusions: Key elements of graduated licensing (peer passenger and night driving restrictions) along with vehicle safety interventions offer modest but practically significant reductions in road trauma for young Australians. State governments need to revise current legislation to ensure that these reductions in road trauma can be realized.     

Road accident fatality risks for “vulnerable” versus “protected” road users in northern Ghana

Background: Road traffic injuries (RTIs) are a serious epidemic that claims more than a million lives across the globe each year. The burden of RTIs is particularly pronounced in Africa and other low- and middle-income countries. The unfavorable disparity of the burden of road trauma in the world is largely attributable to unsafe vehicles, lack of appropriate road infrastructure, and the predominance of vulnerable road users (VRUs) in developing countries. However, little research exists in northern Ghana to highlight the scale and risk of death among road users.

Objective: The objective of this research was to establish the relative risk of death among road users in northern Ghana.

Methods: Crash data from police reports between 2007 and 2011 were analyzed for the Upper Regions of Ghana. Conditional probabilities and multivariable logistic regression techniques were used to report proportions and adjusted odds ratios (AORs), respectively.

Results: Generally, crashes in northern Ghana were extremely severe; that is, 35% of all injury related collisions were fatal. The proportion of fatal casualties ranged between 21% among victims of sideswipe collisions and 41% among pedestrians and victims of rear-end collisions. Though males were 6 times more likely to die than females overall, females were more likely to die as pedestrians (90% of all female casualty deaths) and males were more likely to die as riders/drivers (78% of all male casualty deaths). Pedestrians were 3 times more likely to die (odds ratio [OR] = 3.1; 95% confidence interval [CI], 2.4 to 4.1) compared with drivers/riders. Compared with drivers, the odds of death among cyclists was about 4 times higher (AOR = 3.6; 95% CI, 2.3 to 5.6) and about 2 times higher among motorcyclists (AOR = 1.6; 95% CI, 1.2 to 2.2). Compared with casualties aged between 30 and 59 years, children under 10 years and those aged 60 years and above were independently 2 times more likely to die in traffic collisions.

Conclusion: Provision of requisite road infrastructure is vital for the safety of VRUs in northern Ghana. Cycle paths and lanes (for cyclists) as well as sidewalks (for pedestrians) in particular will separate VRUs from motorists and improve their safety. Enforcement of traffic laws particularly regarding helmet use, speeding, and alcohol use will be beneficial. Introduction of the demerit points system in the enforcement of traffic regulations may have significant deterrent effects on road users who have the penchant for violating traffic regulations. Road safety education is also required to create responsible road users.     

Health-related quality of life 24 months after sustaining a minor musculoskeletal injury in a road traffic crash: A prospective cohort study

Objectives: A better understanding of the long-term factors that independently predict poorer quality of life following mild to moderate musculoskeletal injuries is needed. We aimed to establish the predictors of quality of life (including sociodemographic, health, psychosocial, and pre-injury factors) 24 months after a noncatastrophic road traffic injury.

Methods: In a prospective cohort study of 252 participants with mild/moderate injury sustained in a road traffic crash, quality of life was measured 24 months following the baseline survey. A telephone-administered questionnaire obtained information on various potential explanatory variables. Health-related quality of life was measured using the European Quality of Life–5 Dimensions (EQ-5D) and Medical Outcomes Survey Short Form–12 (SF-12). Multivariable linear regression analyses determined the associations between explanatory variables and quality of life measures.

Results: Mean SF-12 physical component summary (PCS) and mental component summary (MCS) scores increased by 7.3 and 2.5 units, respectively, from baseline to 24-month follow-up. Each 10-year increase in baseline age was independently associated with 3.1-unit (P < .001) and 1.5-unit (P = .001) decrease in EQ Visual Analogue Scale (VAS) and SF-12 PCS scores at follow-up, respectively. Poor/fair compared to excellent pre-injury health was associated with a 0.16-, 21.3-, and 11.5-unit decrease in EQ-5D summary (P = .03), VAS scores (P = .001), and SF-12 PCS scores (P < .001), respectively. Baseline pain severity ratings and pain catastrophizing scores were inversely associated with 24-month EQ VAS scores (both P < .001). Each unit increase in baseline pain score (P = .001) and pain catastrophizing score (P = .02) was associated with a 1.0- and 4.6-unit decrease in SF-12 MCS scores at 24 months, respectively. Other observed predictors of quality of life measures (EQ-5D summary and/or VAS scores and/ or SF-12 MCS) included marital status, smoking, hospital admission, pre-injury health (anxiety/depression and chronic illness), and whiplash injury.

Conclusion: Sociodemographic indicators, pre-injury health, and biopsychosocial correlates were independently associated with health-related quality of life 24 months following a noncatastrophic road traffic crash injury.     

Road Erosion and Delivery Index (READI): A Model for Evaluating Unpaved Road Erosion and Stream Sediment Delivery

The Road Erosion and Delivery Index (READI) is a new geographic information system–based model to assess erosion and delivery of water and sediment from unpaved road networks to streams. READI quantifies the effectiveness of existing road surfacing and drain placements in reducing road sediment delivery and guides upgrades to optimize future reductions. Roads are draped on a digital elevation model and parsed into hydrologically distinct segments. Segments are further divided by engineered drainage structures. For each segment, a kinematic wave approximation generates runoff hydrographs for specified storms, with discharge directly to streams at road–stream crossings and onto overland‐flow plumes at other discharge points. Plumes are attenuated by soil infiltration, which limits their length, with delivery occurring if plumes intersect streams. Sediment production and sediment delivery can be calculated as a relative dimensionless index. READI predicts only a small proportion of new drains and new surfacing results in the majority of sediment delivery reductions. The model illustrates how the spatial relationships between road and stream networks, controlled by topography and network geometries, influence patterns of road–stream connectivity. READI was applied in seven northern California basins. The model was also applied in a recent burn area to examine how reduced hillslope infiltration can result in increased hydrologic connectivity and sediment delivery.     

面向生态环境保护的长江上游老旧码头布局功能优化

针对长江上游部分港口码头环保基础设施、技术、工艺较为落后,难以满足日益趋严的环保要求的问题,以重庆长寿港区为例,按照“关键生态环境问题识别—码头布局功能优化—生态风险分析”的思路,开展了长江上游老旧码头布局功能优化研究.结果表明:①现状中存在的关键生态环境问题:煤炭砂石等高污染码头作业区分布散、规模小且同质化经营,导致岸线集约化利用程度低;铁水联运条件未充分利用,导致公路转运对城区环境压力凸显.②基于产业规模与泊位建设供需分析—泊位布置—作业区布置的技术路线,通过优化临港产业布局,关停并转作业区6个,恢复岸线483 m,规划生产性泊位由56个减至46个,规划利用岸线由9 565 m减至8 225 m,促进码头作业规模化、产业结构合理化、岸线利用集约化.③根据铁路物流量测算,规划提升铁路运能,预测2035年铁路货运分担率将达13%、水运分担率将达29%、公路运输量将逐年下降.④布局功能优化后,港口码头与铁公水联运的生态环境相对风险值大幅降低,证实了岸线集约利用和提高铁水联用运输结构比例可降低交通运输对区域生态环境的风险压力.研究显示,面向绿色可持续发展的产业总体布局与面向高效低污染的铁水联运优化,是长江上游老旧码头提升发展的有效途径.      

长株潭城市群气溶胶时空分布与传输规律

为研究长株潭城市群大气污染时空演化特征及潜在传输规律,采用2008~2016年中分辨率成像光谱仪（MODIS）MAIAC气溶胶光学厚度（AOD）数据,分析长株潭城市群近10a来AOD演化特征.在此基础上,利用拉格朗日混合型单粒子轨迹模式（HYSPLIT）及全球资料同化系统（GDAS）气象要素数据研究大气污染物潜在传输规律.结果表明,长株潭城市群AOD呈现下降趋势,并以春、夏季下降幅度最为显著.空间上,AOD总体呈北高南低、西高东低分布特征,并与经济发展、城市化水平等因素密切相关.此外,长株潭城市群大气污染物向外长距离传输（>1500km）、中距离传输（500~1500km）以及局地传输（0~500km）比率分别为17.89%、36.45%和45.66%,主要影响湖北、江西、安徽、广东、广西、江苏和浙江等地区.研究结果有助于理解长株潭城市群大气污染的时空变化规律,同时为区域“联防联控”、建设“美丽中国”提供科学的辅助依据.     

基于多源观测资料的海峡西岸城市春季颗粒物污染研究

以海西区沿海城市为研究对象,重点分析了厦门地区2017年春季大气颗粒物污染过程中边界层要素演变及颗粒物水平和垂直分布特征,并利用地面观测数据、气溶胶激光雷达、卫星遥感分析等多源观测资料,探讨了3月1—2日颗粒物污染过程.研究表明,海西区颗粒物污染过程中,暖区条件下静稳小风和高温高湿条件有利于局地细颗粒物的吸湿增长,细颗粒物占比较高,而在受冷锋南下影响下东北大风和高湿条件下,粗颗粒占比较高;海西区沿海各城市的细颗粒污染趋势基本一致,而粗颗粒污染峰值在沿海城市由北向南依次出现,表现出显著的向南传输的特征;海西区细颗粒污染主要集中在近地面层,受人为源排放累积影响,粗颗粒则是由外源输入,并沉降至近地面附近;冷空气南下过程中,在由锋前暖区的静稳条件向冷锋过境转变时,气溶胶污染由局地累积向区域传输转变,颗粒物尺度也从细颗粒物转变为粗颗粒物.海西区空气总体较为清洁,在污染相对较小条件下,颗粒物污染是通过多来源、多尺度的污染物造成的,是受细颗粒局地源产生和输送及外源粗颗粒物的输入和沉降共同影响的.     

乳化纳米铁浆液在含水层中的迁移特征研究

本文主要研究地下水修复试剂乳化纳米铁（EZVI）在含水层中的迁移特性和影响因素.一维模拟柱实验考察EZVI的穿透曲线和模拟柱中分布情况.结果表明：乳化植物油对纳米铁的改性显著提高了纳米铁在含水层中的迁移能力,EZVI的迁移距离为未改性纳米铁的2~3倍;EZVI中的乳化植物油会随水流迁移,分别形成纳米铁反应带和植物油反应带;岩性对迁移的影响表现为介质粒径越大,越有利于EZVI的迁移,且EZVI在粗砂中的迁移能力是细砂的1.9倍;注入速率通过影响纳米铁迁移到含水层介质表面的几率影响迁移行为,注入速率越大,迁移距离越长;共存离子对乳化纳米铁的迁移性能影响不大,会引起微量的铁的损失.最佳迁移效果的条件是3cm/min的注入速度,2g/L的注入浓度.