叶片微观结构变化对其颗粒物滞纳能力的影响

叶片作为植物滞留大气颗粒物最主要的载体,其表面微观结构特征和粗糙度的差异是颗粒物滞纳能力的重要决定因素.叶片微观结构会随着生长(内部因素)以及环境污染强度(外部因素)发生变化,然而现有的粉尘喷洒模拟实验,一般持续时间较短,而微观结构变化响应具有明显的滞后性,其结果无法客观反映由内外因素作用引起的微观结构变化对颗粒物滞纳能力的影响.本研究利用新叶和老叶研究叶片生长,并选择自然状态下不同污染源条件研究污染强度,分析叶片表面微观结构的变化及其对颗粒物滞纳能力的影响.研究得到3种常绿树种(矮紫杉Taxus cuspidata var.、侧柏Platycladus orientalis和油松Pinus tabuliformis)的老叶滞纳TSP、 PM_(10)、 PM_(2.5)和PM_1量均高于新叶,随着叶片的生长其颗粒物滞纳量在增大,且新叶与老叶对不同粒径颗粒物的滞纳量间均存在极显著的差异.生长中叶片粗糙度Rq值的增大是老叶颗粒物滞纳能力增大的主要原因. 5个树种(侧柏、油松、国槐Sophora japonica、毛白杨Populus tomentosa和银杏Ginkgo biloba)TSP和PM_(10)滞纳量为重度污染区高于相对清洁区.而PM_(2.5)和PM_1滞纳量则是油松、银杏和侧柏为重度污染区高于相对清洁区,国槐和毛白杨为相对清洁区高于重度污染区.不同污染强度区域间叶片TSP、PM_(10)和PM_(2.5)滞纳量存在着极显著的差异,PM_1滞纳量也存在着差异.主要归因于与相对清洁区相比,重度污染区叶片的气孔指数降低,蜡质层退化,表面纹理和细胞边界更加不规则,绒毛变长,变硬,叶片微观结构的这些变化使得重度污染区叶片粗糙度Rq值高于相对清洁区,且叶片背面的增加较正面更明显.研究结果将为深入揭示叶片颗粒物滞纳能力的驱动因素,以及提出更科学地提升净化颗粒物功能的城市森林管理措施提供数据支持.     

植物叶表尘及重金属对城市大气颗粒物污染的指示与评估

城市大气颗粒物污染问题日渐突出,目前主要依靠大气站点的直接观测数据反映污染的即时状况,而植物叶表尘及重金属的监测为评价大气颗粒物阶段性污染状况提供了新的途径.本研究通过分析北京交通带和公园共7个样点的臭椿(Ailanthus altissima)、槐(Sophora japonica)、北京杨(Populus beijingensis)、榆树(Ulmus pumila)、紫叶李(Prunus cerasifera f.atropurpurea)等5种常见绿化树种的叶表尘及重金属Cd、Cr、Cu、Mn、Ni、Pb、Zn含量,并计算尘金属综合累积指数(MAI),进而与邻近站点大气颗粒物观测数据对比并进行统计分析,尝试量化评价植物所处环境的大气颗粒物及尘重金属综合污染状况.结果表明:采用榆树叶表尘可量化评价大气可吸入颗粒物PM10的月均质量浓度,相对误差为1.2%~10.6%;臭椿叶表尘可量化评价大气细颗粒物PM2.5的月均质量浓度和月均空气质量指数(AQI),相对误差分别为0.18%~3.7%和0.26%~5.7%.MAI值可指示大气尘重金属综合污染状况,本研究中京承高速和朝阳公园大气尘重金属综合污染较重,其次为念坛公园、望京公园和玉蜓桥,最轻为岳各庄桥和麋鹿苑.     

Direct and indirect costs of nonfatal road traffic injuries in Iran: A population-based study

Objectives: The objective of this study was to assess the incidence rate as well as direct and indirect costs of nonfatal road traffic injuries (RTIs) in Iran in 2011.

Methods: Data from the 2011 national household survey were used. In this survey, data on demographics, history, and costs of injury were obtained in 2 steps: first, direct face-to-face interview and second, telephone calls. We estimated the incidence rate of nonfatal RTIs in this year. The direct costs included medical care as well as nonmedical costs paid by the patient or insurance services. The indirect costs were estimated by considering the cost of absence from work or education. We also used logistic regression analyses to investigate risk factors of nonfatal RTIs.

Results: We found 76 nonfatal RTI cases (0.96%) out of 7,886 whole reference study cases. These 76 injured patients had a history of RTI in the preceding 3 months. The annual incidence of RTIs was estimated at 3.84%. The mean age of RTI cases was 28.5 ± 10.6 and 88.16% of them were male. Male gender was a major risk factor (odds ratio [OR] = 9.64, 95% confidence interval [CI], 4.79–19.41) and marriage was a protective factor (OR = 0.44, 95% CI, 0.28–0.70) for RTI. The medians of direct, indirect, and total costs were US$214, US$163, and US$387, respectively. The total cost of nonfatal RTIs in Iran was estimated at 1.29% of the gross domestic product (GDP) in 2011.

Conclusions: In Iran, nonfatal RTIs imposed a total cost of almost US$7 billion to the country for one year. Extension and more serious implementation of preventive measurements seem necessary to decrease this notable burden of RTIs.     

Assessment of patients' medical fitness to drive by primary care physicians: A cross-sectional study

Objectives: Motor vehicle collisions (MVCs) are a significant health burden in Saudi Arabia. The literature has consistently indicated that chronic medical conditions, such as diabetes, heart disease, stroke, obstructive sleep apnea, and neurodevelopmental disorders, increase the risk of MVCs. Therefore, assessment of driver fitness by primary care physicians (PCPs) remains a major health intervention that might reduce MVCs. We studied the practices of PCPs in assessing medical fitness to drive in at-risk patients.

Methods: We conducted a cross-sectional study of all 88 government-funded primary care centers in the city of Riyadh, Saudi Arabia. We administered a self-reported questionnaire to PCPs that inquired about their driving risk assessment for specific medical conditions.

Results: Among all PCPs and centers, 189 PCPs (63%) from 74 centers (84%) participated in our survey. The mean age of the PCPs was 40 ± 10 years, and 108 (57%) were men. The average clinical experience of the group was 13 ± 9 years. Fewer than half of PCPs considered diabetes mellitus (45%) and obstructive sleep apnea (46%) as potential risks for MVCs. Approximately 45% of PCPs did not notify any authority or relatives of potential driving issues that they noticed in their patients. Only 15% of the participants believed that PCPs were responsible for alerting authorities about their fitness to drive.

Conclusions: PCPs did not adequately assess their patients' driving history and eligibility. Efforts are needed to improve awareness among PCPs regarding the effects of chronic medical conditions on driving.     

Risk of serious injury of occupants involved in frontal crashes of cab-over-type trucks

Objectives: Truck vehicles (TVs) have a different structure and stiffness than non-TVs and are used commercially for transporting goods. This study aimed to analyze whether truck occupants have a greater risk of serious injury than those of other types of vehicles.

Methods: Crash data were obtained from the Korean In-Depth Data Analysis Study (KIDAS) for calendar years 2011–2016. Vehicles involved in frontal crash were included and classified into TVs and non-TVs (passenger cars and sports utility vehicles). We compared the demographic characteristics and serious injuries by body region between the 2 groups and analyzed factors that contributed to the serious injury severity from frontal crashes.

Results: The analysis was based on 884 occupants; 177 (20.0%) were in TVs and 707 (80.0%) were in non-TVs. Non-TVs had more frontal airbags deployments than TVs (50.9% vs. 3.4%, P <.01). TV occupants were 4.8 times more likely to have a serious lower extremity (LE) injury (adjusted odds ratio [AOR] = 4.820; 95% confidence interval [CI], 2.407–9.653) and 2.5 times to have a serious abdominal injury (AOR = 2.465; 95% CI, 1.108–5.487) compared to non-TV occupants.

Conclusions: Truck occupants had more serious LE and abdominal injuries than those of other types of vehicles in frontal crashes. Structural improvement and legislative efforts to develop safety systems are necessary to improve the safety of truck occupants.     

地质地球化学特性对四川名优茶品质的影响

通过对四川名优茶产区地质、地球化学特征的研究,认为茶园海拔高度、土壤结构、土壤元素组合等对茶叶的品质具有深刻的影响。进一步研究了茶叶的感官指标:外形、汤色、香气、滋味、叶底与茶产地地质地球化学特征的关系,认为营养元素和有毒有害元素的丰缺不仅关系到茶叶的长势和饮用健康性,更是从口味上造成了影响。     

Trends in occupational injuries and fatality in Turkey

Introduction. The aim of this study was to evaluate the trend of occupational injuries in Turkey using epidemiologic criteria such as incidence mortality and fatality/all injuries recorded – rates. Materials and methods. Safety and health data were obtained from the Annual Statistic Books of the Social Insurance Institution (1988–2006) and Social Security Institution (2007–2011) of Turkey. Results. The results from the official data showed that although total employment is increasing the number of occupational injuries and incidence and mortality rates are decreasing. The results also demonstrate that occupational fatality/all injuries recorded – rate is increasing. The fatality/all injuries recorded – rate per 1000 injuries increased to 25.5 in 2011 from 8.6 in 1988. Each work day an average of five people died because of occupational injuries. Discussion and conclusions. The fatality/all injuries recorded – rate (the number of fatal cases per 1000 occupational injuries) is an important indicator of the injury rate for a country. Systems of occupational injury and illness surveillance constitute a critical resource for the management and reduction of occupational injuries and illness.     

Serious road injuries in The Netherlands dissected

Objective: This article discusses the characteristics and injury patterns of serious road injuries (Maximum Abbreviated Injury Scale [MAIS] 2+ inpatients) in The Netherlands.

Methods: In The Netherlands, the actual number of serious injuries is estimated by linking police data to hospital data. The distribution of serious road injuries over (1) travel mode and gender and (2) crash type and age are compared for the years 2000 and 2011. Moreover, the distribution of the injuries over the body regions is illustrated using colored injury body profiles.

Results: The number of serious injuries is higher for men than for women and increased from 16,500 in 2000 to 19,700 in 2011. In 2011, about half (51%) of the serious road injuries were due to a bicycle crash not involving a motor vehicle. The share of casualties aged 60 years and older is relatively high (43% in 2011) in these crashes. The injury body profiles show that head injuries (31%) and injuries to the lower extremities (37%) are most prevalent. Compared to other travel modes, pedestrians and riders of powered 2-wheelers relatively often sustain lower-leg injuries compared to other travel modes. Head injuries are most prevalent in cyclists who are injured in a crash with a motorized vehicle. Cyclists who are injured in a crash not involving a motor vehicle and casualties of 60 years and older relatively often include hip or upper-leg injuries.

Conclusion: The characteristics of serious road injuries differ from those of fatalities and the distribution of injuries over the body differs by travel mode, gender, and age.     

Dangerous student car drop-off behaviors and child pedestrian–motor vehicle collisions: An observational study

Objectives: The objective of this study was to examine the association between dangerous student car drop-off behaviors and historical child pedestrian–motor vehicle collisions (PMVCs) near elementary schools in Toronto, Canada.

Methods: Police-reported child PMVCs during school travel times from 2000 to 2011 were mapped within 200 m of 118 elementary schools. Observers measured dangerous student morning car drop-off behaviors and number of children walking to school during one day in 2011. A composite score of school social disadvantage was obtained from the Toronto District School Board. Built environment and traffic features were mapped and included as covariates. A multivariate Poisson regression was used to model the rates of PMVC/number of children walking and dangerous student car drop-off behaviors, adjusting for the built environment and social disadvantage.

Results: There were 45 child PMVCs, with 29 (64%) sustaining minor injuries resulting in emergency department visits. The mean collision rate was 2.9/10,000 children walking/year (SD = 6.7). Dangerous drop-off behaviors were observed in 104 schools (88%). In the multivariate analysis, each additional dangerous drop-off behavior was associated with a 45% increase in collision rates (incident rate ratio [IRR] = 1.45, 95% confidence interval [CI], 1.02, 2.07). Higher speed roads (IRR = 1.27, 95% CI, 1.13, 1.44) and social disadvantage (IRR = 2.99, 95% CI, 1.03, 8.68) were associated with higher collision rates.

Conclusions: Dangerous student car drop-off behaviors were associated with historical nonfatal child PMVC rates during school travel times near schools. Some caution must be taken in interpreting these results due small number of events and limitations in the data collection, because collision data were collected historically over a 12-year period, whereas driving behavior was only observed on a single day in 2011. Targeted multifaceted intervention approaches related to the built environment, enforcement, and education could address dangerous drop-off behaviors near schools to reduce child PMVCs and promote safe walking to school.     

树冠及叶凋落物对模拟酸雨缓冲能力的初探

用模拟试验的方法,对树冠、叶凋落物和鲜树叶缓冲酸雨的能力进行研究。结果表明,阔叶树比针叶树缓冲能力大;树叶汁液pH高的比低的缓冲能力大;阔叶树面积的大小,与缓冲能力成正比;针叶则相反。在pH2.0、3.0的处理中,它们的缓冲能力排序为:叶凋落物>鲜树叶>树冠。在pH4.5时,则是叶凋落物>树冠>鲜树叶。