唐山市122辆小汽车车厢内甲醛污染状况调查

目的了解唐山市部分小汽车车厢内甲醛污染状况,为制定相应的防治对策提供依据。方法在唐山市市区选择使用不同年限的122辆小汽车,使用甲醛分析仪测定车内空气中的甲醛质量浓度,同时通过问卷调查获得车型、车龄等基本情况。结果车内空气甲醛的几何均数为0.098mg/m3,95%的可信区间为0.088～0.108mg/m3,参照国家《室内空气质量标准》GB/T18883-2002规定的甲醛浓度0.10mg/m3,58.2%的被调查车辆存在着不同程度的车厢内甲醛污染。车内甲醛污染主要存在于车龄在1年之内,半年之内的甲醛质量浓度最高。车辆档次、开窗习惯、有无使用吸附剂以及座椅材质在本次研究中未显示对车内甲醛浓度产生影响。结论唐山市小汽车车内甲醛污染严重,普遍超标。甲醛污染与车龄有关。     

2009—2013年无锡市新装修居室空气污染状况分析

目的了解无锡市新装修居室主要空气污染物现状,为新装修居民防治室内空气污染物提供依据。方法统计分析2009—2013年84家居室装修后3个月的甲醛、苯、甲苯、二甲苯和TVOC检测结果。结果 TVOC均值每年都超标,甲醛、苯、甲苯和二甲苯均值在2010—2013年间都达标。甲醛和甲苯超标率呈逐年降低趋势,方差分析显示5年间超标率差异有统计学意义(P甲醛=0.004;P甲苯=0.024)。甲醛、苯、甲苯和二甲苯浓度在6—8月明显高于其他月份,TVOC浓度全年都较高。2009—2013年各季节居室甲醛浓度差异有统计学意义(F=16.326,P<0.01)。线性分析显示甲醛浓度与气温显著相关(P<0.01)。结论 2009—2013年无锡市新装修居室空气污染物超标率逐年降低。TVOC与季节和气温关系不显著。气温对甲醛的释放有显著影响。建议新装修后居室空气污染物应首要关注TVOC,甲醛受气温影响,在冬季可以通过提高室内温度的方式促使装修材料中的甲醛尽快释放。     

乘用车内空气中甲醛的污染状况及其影响因素

目的确定汽车内甲醛测定的最佳条件,了解汽车中甲醛的污染情况、动态变化规律及影响因素。方法采用乙酰丙酮分光光度法进行测定,确定最佳采样时间、流量和显色时间。选取4种车型(基本型、多功能型、运动型和商用车)的乘用车为研究对象,监测不同温度(15和25℃)下,通风前及通风后不同时间(20、40、60、80、100和120min)以及出厂时、出厂后1、3、6个月和1a车内甲醛浓度变化。结果汽车内甲醛测定的最佳实验条件:采样流量为0.3L/min,采集时间为10min,用50ml吸收液的大型多孔玻板吸收管采集样品,严格控制显色时间为3min。各类车内甲醛浓度均不同程度地超标,汽车置于15℃的室内,通风1h后,甲醛浓度约为原来的80%;通风2h后,与通风1h比较,甲醛浓度变化不大。置于25℃的室外,通风1h后,车内甲醛浓度未有太大变化,通风2h后,甲醛浓度明显降低。随着汽车出厂时间的延长,车内甲醛浓度明显降低,出厂后1a车内甲醛浓度达到我国室内空气质量标准的限值(0.10mg/m3)。结论各类车型汽车普遍存在车内甲醛污染。车内甲醛浓度受自然通风、环境温度、出厂时间及车型的影响。     

某地下工事内空气污染物调查与分析

目的 检测某地下工事内空气污染物指标,科学评价空气污染状况,指导有关部门采取有效措施,维护作业人员的身心健康.方法 利用多种检测仪器测定地下工事内不同作业位置及其不同时间空气中臭氧(O3)、二氧化硫(SO2)、二氧化氮(NO2)、一氧化碳(CO)、二氧化碳(CO2)、甲醛(HCHO)、总挥发性有机物(TVOC)、可吸入颗粒物(PM10)8种主要污染物浓度,利用SPSS10.0统计软件,进行其差异显著性检验,并利用GB/T18883-2002标准对各作业点进行比较分析.结果 SO2、CO、NO2、PM10四个指标在标准范围内;控制间TVOC浓度等于标准上限;臭氧(O3)、二氧化碳(CO2)、甲醛(HCHO)超标情况严重,空气污染物浓度较高的作业位置依次是控制间、分析间、作业大厅和进风洞.结论 随着上班时间的延长,工事内空气污染程度逐渐加重.这与作业人员工作时间增加、地下工事内通风换气量不足、装修污染等因素有关,应采取相应的拮抗措施.     

唐山市家用车车厢内空气苯系物及甲醛污染状况调查

[目的]了解唐山市家用车车厢内空气苯系物及甲醛污染状况,为相关防制政策的制定提供依据。[方法]选择不同车龄的122辆家用车,分别测定车厢内空气中苯、甲苯、二甲苯及甲醛的浓度,同时通过问卷调查获得车型、车龄等基本信息。[结果]车内苯、甲苯、二甲苯及甲醛浓度的超标率分别为14．8％、26．2％、20．5％,58．2％。车龄在6个月之内的车辆苯、甲苯、二甲苯及甲醛的浓度较高,超标率亦较高,以后逐渐降低。车厢内空气苯、甲苯、二甲苯浓度分别受车内吸附剂、车辆档次及座椅材质的影响,经秩和检验,差异具有统计学意义。车辆档次、有无使用吸附剂、座椅材质以及是否在车内吸烟在本次研究中未显示对车内甲醛浓度产生影响。[结论]唐山市家用车车厢内普遍存在苯系物及甲醛污染,车辆的车龄、车内吸附剂的使用、车辆档次及座椅材质对车内苯系物浓度有影响。     

四大杀手污染车内空气

伴随越来越多的家庭开始购买汽车,车内空气污染也成为不可忽视的健康问题。专家介绍,导致车内空气质量严重下降的污染源主要集中在以下四大方面:一是新车内装饰材料中含有的甲醛、丙酮、二甲苯等有毒气体,其中车内空气超标,甲     

北京某区中小学教室挥发性有机物污染现状

目的了解中小学教室装修引起的空气中挥发性有机物污染现状,为完善学校教室空气质量标准,促进教室的合理装修提供依据。方法对北京市某区20所中小学教室内空气中甲醛、苯和总挥发性有机物(TVOC)浓度进行监测。结果学校教室空气中污染物除了二氧化碳、细菌和可吸入颗粒物等参数外,还包括挥发性有机物;装修完工后3个月内教室空气中TVOC浓度普遍较高,超标率高达78%。结论学校的装修行为易引发教室空气污染,危害学生健康,急需采取相关措施加强新、改、扩建和新装修学校教室的预防性监督和竣工验收。     

家用轿车内空气污染状况调查

随着人们生活水平的提高,家用轿车越来越普及,车内污染已成为影响人体健康的重要因素。轿车内许多非金属部件的材料和粘接剂主要为聚氨酯、聚丙烯、聚乙烯、聚氯乙烯、聚酰胺以及其他一些纤维织物等,在使用中会挥发产生甲醛、苯、甲苯、二甲苯等有害气体。为了解家用轿车内空气中甲醛及主要挥发性有机物(TVOC)的污染状况及对人体健康的影响,笔者于2010年8月对65辆正在使用的家用轿车内空气状况进行了监测。     

北京市典型养老院春季室内空气污染物分布特征与暴露水平

目的探讨北京市典型养老院春季室内空气污染特征与暴露水平。方法于2015年4—6月检测北京市两家典型养老院A(已建)、B(新建)内多个功能区的室内空气中甲醛、苯、甲苯、二甲苯和总挥发性有机物(TVOCs)的浓度,调查养老院建筑的基本情况和老年人的活动规律,并计算老年人在养老院内的空气污染物日平均暴露水平。结果养老院B各区域的空气污染物浓度和日均暴露水平均高于养老院A,差异有统计学意义(P0.05)。养老院A的室内空气污染物均符合GB/T 18883—2002《室内空气质量标准》的要求,而养老院B空气中的甲醛和TVOC浓度超标严重,其最高浓度分别为标准值的5.65倍和1.73倍;康复中心的甲苯浓度超标,其他区域的苯和甲苯浓度均不超标;二甲苯的超标率为77%。养老院A和B的各个功能区污染程度分别为卧室公共卫生间康复中心休息室、卧室公共卫生间休息室康复中心。老年人对养老院A空气中苯的日均暴露水平最低,为4.50μg/m3;对养老院B空气中TVOC的日均暴露水平最高,为57.84μg/m3。结论春季北京市典型养老院室内环境存在一定程度的空气污染,新建养老院老年人甲醛和TVOC的日均暴露水平较高。     

吸烟对室内空气污染的研究

目的了解吸烟对室内空气质量的影响及相关影响因素。方法对办公室内吸烟前以及吸烟后不同时间(5、10、15、30、60、90、120、150、180min)空气中CO、可吸入颗粒物(IP)、甲醛、总挥发性有机物(TVOC)浓度进行监测,并探讨通风状态以及吸烟人数对吸烟所致室内空气污染的影响。结果门窗关闭条件下,吸烟后5、10、15、30、60、90、120、150、180min,办公室内空气中CO、IP、甲醛、TVOC浓度均显著高于吸烟前(P<0.01)。CO未见超标。吸烟后120min,IP浓度降至标准限值。吸烟后180 min,甲醛、TVOC浓度仍然超标。门窗开启条件下,室内空气污染物浓度在吸烟后明显增加(P<0.01),但各指标均未超标,吸烟后30min基本恢复到吸烟前状态。门窗开启时,吸烟所致的室内空气污染物峰值浓度显著低于门窗关闭时(P<0.01)。吸烟人数与办公室污染物峰值浓度呈正相关(P<0.01)。结论吸烟导致严重的室内空气污染,污染程度随吸烟人数的增多而升高,通风可以有效降低污染程度。     

列车车厢内环境质量现状调查

目的了解旅客列车车厢内环境质量现状。方法参照相关卫生标准,采取统一的监测方法对不同车次始发列车车厢内环境空气质量进行现状调查。结果所有抽检列车车厢内平均温度高于国家标准,硬座车噪声和空气细菌总数、软座车PM10、餐车噪声平均值超出国家标准。硬座车车厢内照度低于软卧车、餐车;硬座车噪声低于餐车,但高于软卧车;硬卧车噪声低于餐车,空气细菌总数高于餐车;差异均有统计学意义,P〈0.01。结论不同列车车厢应根据污染现状进行相应的改善。     

Do the health benefits of cycling outweigh the risks?

Although from a societal point of view a modal shift from car to bicycle may have beneficial health effects due to decreased air pollution emissions and increased levels of physical activity, shifts in individual adverse health effects such as higher exposure to air pollution and risk of a traffic accident may prevail. We have summarized the literature for air pollution, traffic accidents, and physical activity using systematic reviews supplemented with recent key studies. We quantified the impact on all-cause mortality when 500,000 people would make a transition from car to bicycle for short trips on a daily basis in the Netherlands. We estimate that beneficial effects of increased physical activity are substantially larger (3-14 months gained) than the potential mortality effect of increased inhaled air pollution doses (0.8-40 days lost) and the increase in traffic accidents (5-9 days lost). Societal benefits are even larger because of a modest reduction in air pollution and traffic accidents. On average, the estimated health benefits of cycling were substantially larger than the risks relative to car driving for individuals shifting their mode of transport.     

Modifications of health behaviour in response to air pollution notifications in Copenhagen.

Ambient air quality is a major issue today in large cities all over the world. On the theoretical background of the health belief model and the health locus of control model, we studied the knowledge and beliefs about air pollution and the modifications of health behaviour brought about by information to the public about projected levels of air pollution, with special emphasis on reduction of outdoor activity and avoidance of car driving. Data were collected with a questionnaire among a sample of residents in the Copenhagen area. The respondents were almost universally knowledgeable about the prime emission source and concerned about the possible health effects of the air pollution in the area. Avoidance of outdoor activity was associated with personal experiences of symptoms ascribed to the air pollution, employment status, and with female sex, but not with knowledge or beliefs about the degree or health implications of the air pollution. The willingness to avoid car driving was positively associated with the belief that one can oneself influence one's health and with female sex. Lung diseased respondents were generally more prone to protect themselves than the healthy, both by avoiding outdoor activity and by being less willing to avoid car driving. The present study was conducted in an only moderately polluted city, and it is not clear whether the findings and conclusions can be generalized to more polluted cities. The study partly supported the underlying theories of the determinants of health behaviour, but also indicated a need for a broader theoretical framework, incorporating aspects of the respondents' life situation and personal experience which would be relevant to the specific type of health behaviour under study.     

People can detect poor air quality well below guideline concentrations: a prevalence study of annoyance reactions and air pollution from traffic.

OBJECTIVES: Motor vehicle exhaust fumes are the main source of atmospheric pollution in cities in industrialised countries. They cause respiratory disease and annoy people exposed to them. The relation between ambient exposure to air pollution mainly from motor vehicles and annoyance reactions in a general population was assessed. Also, the importance of factors such as age, sex, respiratory disease, access to the use of a car, and smoking habits on the reporting of these reactions was studied. METHODS: A postal questionnaire was sent out in 55 urban areas in Sweden that had nearly identical air quality monitoring stations of the urban air monitoring network. From each area, 150 people aged 16-70 were randomly selected. The questionnaire contained questions on perception of air quality as well as a question on how often exhaust fumes were annoying. RESULTS: Six-monthly nitrogen dioxide concentrations correlated consistently with the prevalence of reported annoyance related to air pollution and traffic exhaust fumes. Black smoke and sulphur dioxide had no significant effects. The frequency of reporting annoyance reactions was higher among people with asthma, women, and people with lack of access to a car. CONCLUSIONS: In this study town dwellers could detect poor air quality at concentrations well below current guidelines for outdoor air pollution. This suggests that questionnaire studies have a place in monitoring air quality.     

2007年广州市城区部分小汽车车内空气污染状况调查

[目的]了解小汽车车内微环境空气质量及其对车内人员健康造成的影响,以便提出相应的防治措施。[方法]2007年8月,黄埔区疾病预防控制中心在广州市城区对部分小汽车进行车内微环境有害因素检测,并对司机进行问卷调查及体格检查。[结果]调查司机和饮食从业人员各106人,眼睛有刺激感、喷嚏、咳嗽、头晕罹患率,司机高于饮食从业人员（P〈0.01或〈0.05） 恶心、腰痛、皮炎、月经不调（女性）罹患率2组人员的差异无统计学意义（P〉0.05） 出现症状者所占比例,开新车的为42.25%,开旧车的占22.86%（P〈0.05）。检测123辆小汽车,与室内空气质量标准比较,超标率甲苯、苯、甲醛分别为70.73%、61.79%、29.27%,二甲苯、总挥发性有机物（TVOC）、一氧化碳、二氧化碳、细菌总数分别为21.13%、56.91%、14.63%、2.44%、1.63%。[结论]小汽车内空气中多种有害因素超出国家卫生限值,部分司机出现相应临床症状。     

Assessing the relationship between the air pollution and incidence of respiratory diseases in the Primor'e territory

The prevalence of respiratory diseases in the Primorye territory is discussed. Ecological risk of air pollution effects on respiratory morbidity is estimated. High ecological risk of respiratory diseases in the cities of the region is determined by car transport waste discharge. Children and adolescents are more sensitive to air pollution and more often suffer from respiratory diseases.     

The relationship between air pollution from heavy traffic and allergic sensitization,bronchial hyperresponsiveness,and respiratory symptoms in Dutch schoolchildren

Studies have suggested that children living close to busy roads may have impaired respiratory health. This study was designed to test the hypothesis that exposure to exhaust from heavy traffic in particular is related to childhood respiratory health. Children attending 24 schools located within 400 m from busy motorways were investigated. The motorways carried between 5,190 and 22,326 trucks per weekday and between 30,399 and 155,656 cars per day. Locations were chosen so that the correlation between truck and car traffic counts was low. Air pollution measurements were performed at the schools for 1 year. Respiratory symptoms were collected by parent-completed questionnaire. Sensitization to common allergens was measured by serum immunoglobulin E and skin prick tests. Bronchial hyperresponsiveness (BHR) was measured with a hypertonic saline challenge. Respiratory symptoms were increased near motorways with high truck but not high car traffic counts. They were also related to air pollutants that increased near motorways with high truck traffic counts. Lung function and BHR were not related to pollution. Sensitization to pollen increased in relation to truck but not car traffic counts. The relation between symptoms and measures of exposure to (truck) traffic-related air pollution were almost entirely restricted to children with BHR and/or sensitization to common allergens, indicating that these are a sensitive subgroup among all children for these effects.     

军事坑道内空气质量综合评价方法的建立

目的在自然或机械通风状态下,探索一种地下坑道空气质量综合评价方法。方法查阅军事坑道现场试验资料,进行地下建筑现场空气污染调查,等效采用我军的屯兵坑道内空气污染物限值（GJB 3768-1999）和人防工程环境卫生标准（GB／T1 7216-1998）,参考公共场所卫生指数综合评价模式（WS／T 199-2001）。结果所建立的军事坑道空气卫生综合评价模式为P=√O＋Iav（Iav＋KS）（O-超标分指数个数;Iav-平均分指数;S分指数标准差;系数K=1．645√（n-1）n,其中n为分指数个数）;提出6项参评指标的限值（CO2≤0．15％、CO≤10mg／L、甲醛40．12mg／L、氨〈2mg／L、耗氧量≤8mg／L和细菌总数≤50cfu／皿,以及P值的4级卫生判定标准（合格、临界、较差、很差）。利用该评价方法对某高层建筑11个地下室空气现场调查资料分析评价,表明采样点超标项目越多,或超标倍数越多,综合指数P值就越大,判定结果符合空气卫生的实际状况。结论通过现场调查资料的实际应用验证,综合评价方法判定结果基本符合实际状况。此法简便,实用,准确。     

Do the Health Benefits of Cycling Outweigh the Risks?

Background

Although from a societal point of view a modal shift from car to bicycle may have beneficial health effects due to decreased air pollution emissions, decreased greenhouse gas emissions, and increased levels of physical activity, shifts in individual adverse health effects such as higher exposure to air pollution and risk of a traffic accident may prevail.

Objective

We describe whether the health benefits from the increased physical activity of a modal shift for urban commutes outweigh the health risks.

Data sources and extraction

We have summarized the literature for air pollution, traffic accidents, and physical activity using systematic reviews supplemented with recent key studies.

Data synthesis

We quantified the impact on all-cause mortality when 500,000 people would make a transition from car to bicycle for short trips on a daily basis in the Netherlands. We have expressed mortality impacts in life-years gained or lost, using life table calculations. For individuals who shift from car to bicycle, we estimated that beneficial effects of increased physical activity are substantially larger (3–14 months gained) than the potential mortality effect of increased inhaled air pollution doses (0.8–40 days lost) and the increase in traffic accidents (5–9 days lost). Societal benefits are even larger because of a modest reduction in air pollution and greenhouse gas emissions and traffic accidents.

Conclusions

On average, the estimated health benefits of cycling were substantially larger than the risks relative to car driving for individuals shifting their mode of transport.