Photochemical behavior of mercury ore in water

The photochemical behavior of mercury ore (cinnabar) in water was studied using a blacklight lamp as a substitute of sunlight. The mercury ore was photosolubilized in water as mercuric ion, and metallic mercury was then volatilized from the aqueous suspension of mercury ore by photoirradiation. The photosolubilization of the mercury ore and the mercury volatilization were enhanced by the presence of an electrolyte in suspension. From the results of chemical analysis of the aqueous suspension after the photoirradiation, it appears that the mercury sulfide in the ore is dissociated into mercuric ions and free sulfur in water by photoexcitation, and hence mercury ore is solubilized into water. Furthermore, the oxidation of the free sulfur into sulfate ions via polythionic acid results in the reduction of mercuric ions to metallic mercury; hence, the metallic mercury is volatilized.     

Motivation of Japanese companies to take environmental action to reduce their greenhouse gas emissions: an econometric analysis

To analyze the motivations of Japanese companies to take environmental actions to reduce their greenhouse gas (GHG) emissions, we used FY2006 research data and questioned Japanese industries regarding their reduction of GHG emissions. Empirical investigations revealed that voluntary targets set by industry organizations, government requirements, and advance responses to possible future regulations can positively influence environmental actions for GHG emission reduction; however, cost reductions and corporate social responsibility fulfillment cannot.

长江三峡库区江水和武汉地区地面水中PFOS和PFOA污染现状调查

为了弄清我国重要水系长江三峡库区水中的全氟有机物污染现状,从重庆上游至宜昌的不同江段和武汉地区采集江水样品,采用固相萃取-高效液相色谱/质谱仪联机系统选择离子法(HPLC/MS-SIM,PFOSm/z=499,PFOAm/z=413),测定了水样品中的PFOS和PFOA含量。调查结果表明,长江三峡库区江水和武汉地区地面水中均广泛存在着PFOS和PFOA污染。个别地区水样品中PFOS含量大于10ng·L-1,PFOA含量甚至高达111ng·L-1和298ng·L-1。这些结果提示,该水系局部地区可能存在着PFOS或PFOA污染源。     

Cadmium Contamination in Wild Birds as an Indicator of Environmental Pollution

Cadmium (Cd) is an environmental pollutant that has serioustoxicity in humans and animals and causes Itai-Itai disease.However, there is little available information on itscontamination in wildlife as an indicator of environmentalpollution. The Cd contents in the kidney and liver of 85 wildbirds from 9 different prefectures in Japan were investigated.The ranges of the Cd contents in the kidney and liver in allbirds were ND-174.4 and ND-21.2 g g^-1 dry wt.,respectively. The mean Cd contents were higher in theoil-contaminated birds than those in the non-contaminated ones.Furthermore, a strong correlation was obtained only between theCd contents in the kidney and those in the liver of theoil-contaminated seabirds and not in the other non-contaminatedones. These results suggest that wild birds reflect the levelof environmental contamination which should be monitored.     

Stemflow chemistry of urban street trees

pH and ion concentrations (Na(+), K(+), Mg(2+), Ca(2+), NO(-)(3)) in the stemflow of the evergreen broad-leaved tree, Ilex rotunda, planted in the median strip of a highway and nitrogen oxides concentration in the air in an urban site were compared with a suburban site in Fukuoka city, Japan. The annual average of the nitrogen oxides concentration in the air was higher and NO(-)(3) concentration in the stemflow at the urban site was higher or similar compared with the suburban site. However, the annual average of pH in the stemflow at the urban site was higher than at the suburban. The annual average cation concentrations in the stemflow at the urban site were higher than at the suburban except Na(+). In particular, K(+) and Ca(2+) were higher throughout the measurement period. Therefore, higher pH in the urban stemflow was probably due to neutralization by higher concentrations of K(+), Mg(2+) and Ca(2+).     

Hazard perception of stroke drivers in a video-based Japanese hazard perception task

Objective: Hazard perception (HP) is the ability to identify a hazardous situation while driving. Though HP has been well studied among neurologically intact populations, little is known about the HP of neurologically impaired populations (in this study, stroke patients). The purpose of this study is, first, to investigate the HP of stroke patients and, second, to verify the effect of lesion side (right or left hemisphere) on HP, from the viewpoint of hazard types.

Methods: Sixty-seven neurologically intact age-matched older drivers and 63 stroke patients with valid driver’s licenses conducted a video-based Japanese HP task. Participants were asked to indicate the hazardous events in the driving scenario. These events were classified into 3 types: (1) behavioral prediction hazards (BP), which are those where the cause is visible before it becomes a hazard; (2) environmental prediction hazards (EP), which are those where the ultimate hazard may be hidden from view; and (3) dividing and focusing attention hazards (DF), which are those where there is more than one potential hazard to monitor on approach．Participants also took part in the Trail Making Test (TMT) to evaluate visual information processing speed.

Results: The results showed that the number of responses was significantly fewer for stroke patients than for age-matched drivers for all hazard types (P < .001), and this difference was not affected by lesion side (P > .05). It was also found that stroke patients showed a slower response time than age-matched drivers only for BP (P < .001). The lesion side did not affect response latency (P > .05). Results of the TMT revealed that age-matched drivers completed the task significantly faster than stroke patients (P < .001) and that neither TMT-A nor TMT-B differentiated between patients with left hemisphere damage and patients with right hemisphere damage (P > .05).

Conclusions: Firstly, HP in stroke patients is low compared to age-matched drivers. Secondly, even if stroke patients notice hazards, their response may be delayed in a BP situation, due to a slower visual information processing speed. Thirdly, the lesion side does not appear to affect HP.     

The effects on Thailand of China’s import restrictions on waste: measures and challenges related to the international recycling of waste plastic and e-waste

Journal of Material Cycles and Waste Management - This paper has outlined the measures and challenges facing Thailand, which was forced to address a surge in imports of plastic waste and e-waste...     

Is there a difference between urban and rural areas in the disposal of home medical care waste? 13 years of nation-wide repeated cross-sectional study in Japan

Home medical care (HMC) is advancing not only in Japan but also throughout the world. In Japan, HMC waste is legally classified as municipal waste. Nevertheless, some municipalities do not collect some or all the HMC waste because of fear of infection. Therefore, this study was conducted to clarify the following two issues: First, have the municipalities made progress in collecting and appropriate disposal of HMC waste in the past 13 years? Second, is there a difference between a large city and a small city in terms of appropriate disposal progress? A total of 687 municipalities published the treatment of HMC waste. Currently, 42 municipalities collected all HMC waste. 236 municipalities were collecting HMC waste except for self-injection needle. 117 municipalities were collecting HMC waste except for self-injection needle and Syringe. The collection status of HMC waste was better in cities with high population than in cities with low population. HMC waste collection status was progressed over 13 years. However, more than 60% of the municipality staff stated that they could not avoid being anxious about infection caused by HMC waste. We suggest that providing HMC waste education to the municipalities wherein these efforts have not yet progressed is important.

     

Improvement of driver active interventions during automated driving by displaying trajectory pointers—A driving simulator study

Abstract

Objective: The handover of vehicle control from automated to manual operation is a critical aspect of interaction between drivers and automated driving systems (ADS). In some cases, it is possible that the ADS may fail to detect an object. In this event, the driver must be aware of the situation and resume control of the vehicle without assistance from the system. Consequently, the driver must fulfill the following 2 main roles while driving: (1) monitor the vehicle trajectory and surrounding traffic environment and (2) actively take over vehicle control if the driver identifies a potential issue along the trajectory. An effective human–machine interface (HMI) is required that enables the driver to fulfill these roles. This article proposes an HMI that constantly indicates the future position of the vehicle.

Methods: This research used the Toyota Dynamic Driving Simulator to evaluate the effect of the proposed HMI and compares the proposed HMI with an HMI that notifies the driver when the vehicle trajectory changes. A total of 48 test subjects were divided into 2 groups of 24: One group used the HMI that constantly indicated the future position of the vehicle and the other group used the HMI that provided information when the vehicle trajectory changed.

The following instructions were given to the test subjects: (1) to not hold the steering wheel and to allow the vehicle to drive itself, (2) to constantly monitor the surrounding traffic environment because the functions of the ADS are limited, and (3) to take over driving if necessary.

The driving simulator experiments were composed of an initial 10-min acclimatization period and a 10-min evaluation period. Approximately 10?min after the start of the evaluation period, a scenario occurred in which the ADS failed to detect an object on the vehicle trajectory, potentially resulting in a collision if the driver did not actively take over control and manually avoid the object.

Results: The collision avoidance rate of the HMI that constantly indicated the future position of the vehicle was higher than that of the HMI that notified the driver of trajectory changes, χ² = 6.38, P < .05. The steering wheel hands-on and steering override timings were also faster with the proposed HMI (t test; P < .05).

Conclusions: This research confirmed that constantly indicating the position of the vehicle several seconds in the future facilitates active driver intervention when an ADS is in operation.