Ammonia emissions from a representative in-use fleet of light and medium-duty vehicles in the California South Coast Air Basin

We used Fourier Transform Infrared Spectroscopy (FTIR) to measure tailpipe ammonia emissions from a representative fleet of 41 light and medium-duty vehicles recruited in the California South Coast Air Basin. A total of 121 chassis dynamometer emissions tests were conducted on these vehicles and the test results were examined to determine the effects of several key variables on ammonia emissions. Variables included vehicle type, driving cycle, emissions technology, ammonia precursor emissions (i.e. CO and NOx) and odometer readings/model year as a proxy for catalyst age. The mean ammonia emissions factor was 46 mg km^?1 (σ = 48 mg km^?1) for the vehicle fleet. Average emission factors for specific vehicle groups are also reported in this study. Results of this study suggest vehicles with the highest ammonia emission rates possess the following characteristics: medium-duty vehicles, older emissions technologies, mid-range odometer readings, and higher CO emissions. In addition, vehicles subjected to aggressive driving conditions are likely to be higher ammonia emitters. Since the vehicles we studied were representative of recent model year vehicles and technologies in urban airsheds, the results of our study will be useful for developing ammonia emissions inventories in Los Angeles and other urban areas where California-certified vehicles are driven. However, efforts should also be made to continue emissions testing on in-use vehicles to ensure greater confidence in the ammonia emission factors reported here.     

Handling data uncertainties in event tree analysis

Event tree analysis (ETA) is an established risk analysis technique to assess likelihood (in a probabilistic context) of an accident. The objective data available to estimate the likelihood is often missing (or sparse), and even if available, is subject to incompleteness (partial ignorance) and imprecision (vagueness). Without addressing incompleteness and imprecision in the available data, ETA and subsequent risk analysis give a false impression of precision and correctness that undermines the overall credibility of the process. This paper explores two approaches to address data uncertainties, namely, fuzzy sets and evidence theory, and compares the results with Monte Carlo simulations. A fuzzy-based approach is used for handling imprecision and subjectivity, whereas evidence theory is used for handling inconsistent, incomplete and conflicting data. Application of these approaches in ETA is demonstrated using the example of an LPG release near a processing facility.     

Development and Use of a Sedimentation Risk Index for Unpaved Road‐Stream Crossings in the Choctawhatchee Watershed1

Abstract: Unpaved road‐stream crossings increase sediment yields in streams and alter channel morphology and stability. Before restoration and sedimentation reduction strategies can be implemented, a priority listing of unpaved road‐stream crossings must be created. The objectives of this study were to develop a sedimentation risk index (SRI) for unpaved road‐stream crossings and to prioritize 125 sites in the Choctawhatchee watershed (southeastern Alabama) using this model. Field surveys involved qualitative and quantitative observations of 73 metrics related to waterway conditions, crossing structures, road approaches, and roadside soil erosion. The road‐stream crossing risk analyses involved elimination of candidate metrics based on redundancy, skewness, lack of data, professional judgment, lack of nonzero values, unbalanced box plots, and limited ranges of values. A final selection of 12 metrics formed the SRI and weighed factors involving soil erodibility, road sedimentation abatement features, and stream morphology alteration. The SRI was organized into narrative categories (excellent, good, fair, poor, and very poor) based on the distribution of scores. No excellent sites (scores ≥55) were found in this study, 17 (20.7%) were good (low sedimentation risk), 37 (45.1%) were fair (moderate sedimentation risk), 26 (31.7%) were poor (high sedimentation risk), and two (2.5%) were very poor (high sedimentation risk). There was no significant difference in SRI scores among crossing structure type (round culverts, box culverts, and bridges) (H = 4.31, df = 2, p = 0.058). A future study of the Choctawhatchee watershed involving the same study sites could assess the success of restoration plans and activities based on site score improvement or decline.     

Inception of formation and early morphogenesis of the bacterial light organ of the sea urchin cardinalfish, <Emphasis Type="Italic">Siphamia versicolor</Emphasis>

The cardinalfish Siphamia versicolor (Perciformes: Apogonidae) forms a bioluminescent symbiosis with the marine luminous bacterium Photobacterium mandapamensis, harboring the bacteria in a ventral, disc-shaped light organ and using the bacterial light apparently for counterillumination and attracting prey. Little definitive information has been available on the developmental and microbiological events surrounding the initiation of symbiosis, a critical stage in the life history of the fish, in S. versicolor or any of the many other species of bacterially luminous fish. To identify the stage at which light organ formation begins, to determine the origin of cells forming the light organ, and to characterize its bacterial colonization status during development, early developmental stages of S. versicolor obtained and reared from wild-caught mouth-brooding males were examined with histological and microbiological methods. A light organ primordium was not evident in embryos, post-embryos, or pre-release larvae, whereas the light organ began to form within 1 day of release of full-term pre-flexion larvae from the mouths of male fish. Analysis of post-release larvae revealed that the light organ arises from a proliferation and differentiation of intestinal epithelial cells, and that it quickly develops structural complexity, including the formation of chambers and gaps contiguous with the intestinal epithelium. However, the nascent light organ remained uncolonized by the symbiotic bacteria through several days of post-release development, even in the presence of high numbers of the symbiotic bacteria. These results demonstrate that the inception of light organ formation in S. versicolor occurs independently of its symbiotic bacteria and that receptivity to bacterial colonization apparently requires substantial post-release development of the light organ. Larvae therefore most likely acquire their symbiotic bacteria from seawater, during or shortly after the transition from the pre-flexion to the flexion developmental stage.     

Effects of time-gap settings of adaptive cruise control (ACC) on driving performance and subjective acceptance in a bus driving simulator

A study was conducted to investigate the effects of time-gap settings and contents of secondary tasks on a fix-based bus driving simulator on drivers’ performance while reclaiming control from ACC in a car-following scenario of emergency brake by the lead vehicle. Thirty professional bus drivers drove on the simulator with the scenario of highway traffic flow under 12 random time-gap settings: from 0.64 s to 2.40 s with the interval of 0.16 s. As for the effects of secondary tasks, subjects were evenly divided into three conditions: no secondary task interference, simple secondary task, and complex task. The results demonstrated that different safety demarcations of time-gaps on subjective acceptance and driving performance can be found out. The integrated demarcations separated time-gaps into divisions that represented different levels of danger. It revealed that the safer time-gaps for different situations were: longer than 1.60 s for none-secondary task distraction and longer than 2.08 s for being continuously distracted by secondary tasks. The demand for simple tasks is relatively high, so a larger time-gap is needed for the driver to remain safe. This research has implications for the time-gap selection of ACC and effects of secondary task distraction on buses. A next logical step will focus on determining time-gaps for lead vehicles on curves or slopes, when multiple vehicles are present ahead, and modeling driver behavior and performance with ACC for cars, buses, and other types of vehicles.     

Preventing corruption in humanitarian assistance: perceptions, gaps and challenges

Corruption is a threat to the purpose of humanitarian assistance. Until fairly recently, humanitarian assistance has not been considered an important arena in broader efforts aimed at curbing corruption, and corruption has not always been considered a particularly important concern for humanitarian assistance despite the obviously challenging nature of the context of humanitarian emergencies. Corruption, though, is a threat to humanitarian action because it can prevent assistance from getting to the people who most need it, and because it can potentially undermine public support for such assistance. This paper examines perceptions of corruption and its affects, documents best practices, and outlines gaps in understanding. It suggests recommendations for improving the capacity of humanitarian agencies to prevent and manage the risk of corruption. Agencies have taken steps to combat corruption and improve accountability--downwards and upwards--but scope remains for improvement and for greater sharing of learning and good practice.     

Impact of the Knudsen number and mass-transfer expression on multi-phase kinetic modeling

Three different mass-transfer expressions are employed within the Model of Aerosol, Gas, and Interfacial Chemistry (MAGIC) to study gas-phase molecular chlorine and bromine production from NaCl and NaBr aerosols, respectively. Simulations of chamber experiments are performed in which NaCl aerosols react with gas-phase ozone in the presence of UV light, in order to identify the importance of the Knudsen number and mass-transfer expression in systems with varying contributions from gas-phase, aqueous-phase, and interfacial chemistry. In the case of NaBr aerosols, simulations are performed of both dark and photolytic conditions. A range of Knudsen numbers spanning the continuum, transition and free-molecular regimes is studied. Particle size is varied over three orders of magnitude, and particle concentration is changed to keep either (a) total aerosol volume or (b) total aerosol surface area constant. When total aerosol volume is constant, the total amount of surface area available for interfacial reaction increases linearly with Knudsen number. Consequently peak gas-phase Cl₂ and Br₂ concentrations increase by two orders of magnitude from the continuum regime to the free-molecular regime. When total aerosol surface area is constant, total aerosol volume is inversely proportional to Knudsen number, with lesser volume being available at higher Knudsen numbers. Consequently Cl^? depletion in the kinetic regime leads to most gas-phase Cl₂ being produced in the transition regime. Gas-phase Br₂ concentration trends are determined by aqueous-phase reaction mechanisms, leading to a monotonic decrease in production with Knudsen number. At all Knudsen numbers, more gas-phase bromine is produced in the photolytic case than in the dark case, the difference being significant in the transition regime. Results of this study suggest that halogen production is insensitive to the mass-transfer expression used in the simulations.     

An outlook on Dutch road safety in 2020; future developments of exposure,crashes and policy

This paper discusses the method used for an outlook on road safety in the Netherlands until 2020. The objectives of the outlook are to judge the feasibility of the Dutch road safety policy targets and to estimate the effects in 2020 of new measures. The outlook consists of baseline forecasts assuming the unchanged continuation of the effect of current road safety policy as a starting point, and the effect of new measures on top of that. We used four different mobility scenarios, derived from a comprehensive study about the macro-economic development of Dutch society until 2040. In the mobility scenario with the largest growth it appeared doubtful whether the policy targets of that time for the maximum number of fatalities in 2020 (580) can be achieved. An extensive inventory of new measures after 2010 produced five already intended new measures, the effects of which were estimated. The results show that the target of maximum 580 fatalities in 2020 can probably be met. The recently adjusted policy target of 500 fatalities in 2020 is also feasible if additional new measures are taken.