The apparently dissolved concentration of polychlorinated naphthalenes (PCNs) and three planar polychlorinated biphenyls (pPCBs) were sampled and analysed in the water column of a marine fjord system. We also measured how much of these persistent organic pollutants (POPs) were associated with suspended particles. The field observations showed that an unexpectedly high portion of the pollutants were particle-associated. The factor of deviation from model predictions had positive linear regression on the soot carbon:particulate organic carbon ratio of the particles, and on estimates of the soot-water distribution coefficient for the PCNs. The spatial distribution of surface sediment concentrations of PCNs and polycyclic aromatic hydrocarbons (PAH) were found to consistently follow the sediment content of soot (f(SC)) to a larger extent than the bulk organic matter (f(OC)). There were no systematic differences in the strength of correlation of sediments concentrations of other POPs, i.e. octachlorostyrene and organochlorine pesticides with sediment concentration to f(SC) and f(OC). Mechanisms possible of generating these types of observations, e.g. adsorption to soot carbon in the marine particle, are discussed. 相似文献
An assessment of the physicochemical characteristics of the rat hepatic receptors for 2,3,7,8-TCDD and for corticosteroid hormones reveals striking analogies between both receptor systems. 相似文献
Chlorinated aliphatic hydrocarbons are common groundwater contaminants. One possible remediation option is in-situ reductive dechlorination by zero-valent iron, either by direct injection or as reactive barriers. Chlorinated ethenes (tetrachloroethene: PCE; trichloroethene: TCE) have received extensive attention in this context. However, another common groundwater pollutant, 1,1,1-trichlorethane (TCA), has attracted much less attention. We studied TCA reduction by three types of granular zero-valent irons in a series of batch experiments using polluted groundwater, with and without added aquifer material. Two types of iron were able to reduce TCA completely with no daughter product concentration increases (1,1-dichloroethane: DCA; chloroethane: CA). One type of iron showed slower reduction, with intermediate rise of DCA and CA concentrations. When evaluating the formation of daughter products, the tests on the groundwater alone showed different results than the groundwater plus aquifer batches: DCA did not temporarily accumulate in the batches with added aquifer material, contrary to the batches without added aquifer material. 1,1-dichloroethene (DCE, also present in the groundwater as an abiotic degradation product of TCA) was also reduced slower in the batches without added aquifer material than in the batches with aquifer material. Redox potentials gradually decreased to low values in batches with aquifer material without iron, while the batches with groundwater alone maintained a constant higher redox potential. Either adsorption processes or microbiological activity in the samples could explain these phenomena. Polymerase Chain Reaction (PCR: a targeted gene probe technique) for chlorinated aliphatic compound (CAH)-degrading bacteria confirmed the presence of Dehalococcoides sp. (chloroethene-degraders) but was negative for Desulfobacterium autotrophicum (a known co-metabolic TCA degrader). DCA reduction was rate determining: first-order half-lives of 300-350 h were observed. TCA was fully removed within hours. CA is resistant to reduction by zero-valent iron but it is known to hydrolyze easily. Since CA did not accumulate in our batches, it may have disappeared by the latter mechanism or it may not have formed as a major daughter product. 相似文献
Objective: The objective of this study was to estimate the safety benefits of in vehicle lane departure warning (LDW) and lane keeping aid (LKA) systems in reducing relevant real-world passenger car injury crashes.
Methods: The study used an induced exposure method, where LDW/LKA-sensitive and nonsensitive crashes were compared for Volvo passenger cars equipped with and without LDW/LKA systems. These crashes were matched by car make, model, model year, and technical equipment; that is, low-speed autonomous emergency braking (AEB) called City Safety (CS). The data were extracted from the Swedish Traffic Accident Data Acquisition database (STRADA) and consisted of 1,853 driver injury crashes that involved 146 LDW-equipped cars, 11 LKA-equipped cars, and 1,696 cars without LDW/LKA systems.
Results: The analysis showed a positive effect of the LDW/LKA systems in reducing lane departure crashes. The LDW/LKA systems were estimated to reduce head-on and single-vehicle injury crashes on Swedish roads with speed limits between 70 and 120 km/h and with dry or wet road surfaces (i.e., not covered by ice or snow) by 53% with a lower limit of 11% (95% confidence interval [CI]). This reduction corresponded to a reduction of 30% with a lower limit of 6% (95% CI) for all head-on and single-vehicle driver injury crashes (including all speed limits and all road surface conditions).
Conclusions: LDW/LKA systems were estimated to lower the driver injury risk in crash types that the systems are designed to prevent; that is, head-on and single-vehicle crashes. Though these are important findings, they were based on a small data set. Therefore, further research is desirable to evaluate the effectiveness of LDW/LKA systems under real-world conditions and to differentiate the effectiveness between technical solutions (i.e., LDW and LKA) proposed by different manufacturers. 相似文献
Objective: Whiplash-associated disorder (WAD), commonly denoted whiplash injury, is a worldwide problem. These injuries occur at relatively low changes of velocity (typically <25 km/h) in impacts from all directions. Rear impacts, however, are the most common in the injury statistics. Females have a 1.5–3 times higher risk of whiplash injury than males.?Improved seat design is the prevailing means of increasing the protection of whiplash injury for occupants in rear impacts. Since 1997, more advanced whiplash protection systems have been introduced on the market, the Saab Active Head Restraint (SAHR) being one of the most prominent. The SAHR—which is height adjustable—is mounted to a pressure plate in the seatback by means of a spring-resisted link mechanism.?Nevertheless, studies have shown that seats equipped with reactive head restraints (such as the SAHR) have a very high injury-reducing effect for males (~60–70%) but very low or no reduction effect for females. One influencing factor could be the position of the head restraint relative to the head, because a number of studies have reported that adjustable head restraints often are incorrectly positioned by drivers.?The aim was to investigate how female and male Saab drivers adjust the seat in the car they drive the most.Methods: The seated positions of drivers in stationary conditions have been investigated in a total of 76 volunteers (34 females, 42 males) who participated in the study. Inclusion criteria incorporated driving a Saab 9–3 on a regularly basis.Results: The majority of the volunteers (89%) adjusted the head restraint to any of the 3 uppermost positions and as many as 59% in the top position.?The average vertical distance between the top of the head and the top of the head restraint (offset) increase linearly with increasing statures, from an average of ?26 mm (head below the head restraint) for small females to an average of 82 mm (head above the head restraint) for large males. On average, the offset was 23 mm for females, which is within a satisfactory range and in accordance with recommendations; the corresponding value for males was 72 mm.?The backset tended to be shorter among female volunteers (on average 27 mm) compared to the male volunteers (on average 44 mm). Moreover, the backset tended to increase with increasing statures.Conclusions: Incorrect adjustment of the head restraint cannot explain the large differences found between the sexes in the effectiveness of the SAHR system. 相似文献
To implement policies about sustainable landscapes and rural development necessitates social learning about states and trends of sustainability indicators, norms that define sustainability, and adaptive multi-level governance. We evaluate the extent to which social learning at multiple governance levels for sustainable landscapes occur in 18 local development initiatives in the network of Sustainable Bergslagen in Sweden. We mapped activities over time, and interviewed key actors in the network about social learning. While activities resulted in exchange of experiences and some local solutions, a major challenge was to secure systematic social learning and make new knowledge explicit at multiple levels. None of the development initiatives used a systematic approach to secure social learning, and sustainability assessments were not made systematically. We discuss how social learning can be improved, and how a learning network of development initiatives could be realized. 相似文献
Assessing ecological sustainability involves monitoring of indicators and comparison of their states with performance targets that are deemed sustainable. First, a normative model was developed centered on evidence-based knowledge about (a) forest composition, structure, and function at multiple scales, and (b) performance targets derived by quantifying the habitat amount in naturally dynamic forests, and as required for presence of populations of specialized focal species. Second, we compared the Forest Stewardship Council (FSC) certification standards’ ecological indicators from 1998 and 2010 in Sweden to the normative model using a Specific, Measurable, Accurate, Realistic, and Timebound (SMART) indicator approach. Indicator variables and targets for riparian and aquatic ecosystems were clearly under-represented compared to terrestrial ones. FSC’s ecological indicators expanded over time from composition and structure towards function, and from finer to coarser spatial scales. However, SMART indicators were few. Moreover, they poorly reflected quantitative evidence-based knowledge, a consequence of the fact that forest certification mirrors the outcome of a complex social negotiation process. 相似文献
The main aims of this study were to investigate (1) the occurrence and strength of the shyness–boldness behavioural syndrome
in brown trout fry, (2) whether this syndrome is associated with paternal migratory life history, (3) whether fry survival
and growth in the wild is associated with paternal life history and/or boldness and (4) whether offspring performance showed
maternal effects. Nine female migratory trout were each crossed with one migratory and one resident male and the offspring
were raised in hatchery tanks until first feeding. The behavioural studies showed that fry that responded bold towards a novel
object also accepted a novel food item earlier and responded more aggressively towards their own mirror image. Principal component
analysis showed that this shyness–boldness syndrome (PC1) explained 34% of the behavioural variation. Offspring boldness was
not affected by paternal migratory life history, but significant effects of the female parent suggested maternal and/or genetic
effects. Deviations from this pattern (PC2), where some individuals behaved less aggressively and performed more approaches
to food, explained an additional 17% of the variation in behaviour, and was significantly influenced by length and paternal
migratory life history. Fry growth and survival in nature was not associated with boldness (PC1) or PC2, suggesting that alternative
behavioural strategies can be successful in nature. However, female parent effects on variation in fry size persisted over
the first growth period in the wild, suggesting that these effects may influence offspring fitness during early life when
major selection occurs. 相似文献