Sex pheromones and attractants in the Eucosmini and Grapholitini (Lepidoptera,Tortricidae)

Summary The geometric isomers (E,E)-, (E,Z)-, (Z,E)-, and (Z,Z)-8,10-dodecadien-1-yl acetate were identified as sex pheromone components or sex attractants in the tribes Eucosmini and Grapholitini of the tortricid subfamily Olethreutinae. Species belonging to the more ancestral Tortricinae were not attracted. Each one isomer was behaviourally active in males ofCydia andGrapholita (Grapholitini), either as main pheromone compound, attraction synergist or attraction inhibitor. Their reciprocal attractive/antagonistic activity in a number of species enables specific communication with these four compounds.Pammene, as well as otherGrapholita andCydia responded to the monoenic 8- or 10-dodecen-1-yl acetates. Of the tribes Olethreutini and Eucosmini,Hedya, Epiblema, Eucosma, andNotocelia trimaculana were also attracted to 8,10-dodecadien-1-yl acetates, but several otherNotocelia to 10,12-tetradecadien-1-yl acetates. The female sex pheromones ofC. fagiglandana, C. pyrivora, C. splendana, Epiblema foenella andNotocelia roborana were identified. (E,E)- and (E,Z)-8,10-dodecadien-1-yl acetate are producedvia a commonE9 desaturation pathway inC. splendana. CallingC. nigricana andC. fagiglandana females are attracted to wingfanning males.     

Predicting vehicle belt fit for children ages 6–12

Objective: To predict shoulder belt fit and lap belt fit as a function of child age, vehicle seat characteristics, and belt geometry.

Methods: In a previous study, the lap belt and shoulder belt fit of 44 children aged 5–12 were measured in a simulated vehicle seat while varying cushion length, cushion angle, seatback angle, and belt anchorage geometry. A regression model was developed to predict lap belt fit and shoulder belt fit as a function of vehicle parameters and child stature. These regression models were applied to the stature distribution of 6- to 12-year-olds using a range of vehicle geometry data to predict the proportion of children expected to achieve good belt fit in the second-row, outboard seating positions of 46 vehicles when not using belt-positioning boosters.

Results: Across the ranges observed in vehicles, lap belt angle had the strongest effect on lap belt fit, although vehicle cushion length also contributed. Shoulder belt fit was most strongly affected by D-ring location. Vehicles with the geometric conditions most suitable for children are estimated to provide good lap belt fit for 25% of children aged 6 to 12. In 20% of vehicles, the shoulder belt is too far inboard for the target child population; 20% of vehicles are estimated to have shoulder belt fit too far outboard for children ages 6 to 12.

Conclusions: Based on this geometric analysis, the rear seats of most vehicles are unlikely to provide good lap belt fit for up to 75% of children ages 6–12. Shoulder belt fit is outside the target range for 40% of children. Consequently, children under 12 years of age are likely to experience markedly poorer belt fit when transitioning out of a booster seat.     

Linking biophysical models and public preferences for ecosystem service assessments: a case study for the Southern Rocky Mountains

Through extensive research, ecosystem services have been mapped using both survey-based and biophysical approaches, but comparative mapping of public values and those quantified using models has been lacking. In this paper, we mapped hot and cold spots for perceived and modeled ecosystem services by synthesizing results from a social-values mapping study of residents living near the Pike–San Isabel National Forest (PSI), located in the Southern Rocky Mountains, with corresponding biophysically modeled ecosystem services. Social-value maps for the PSI were developed using the Social Values for Ecosystem Services tool, providing statistically modeled continuous value surfaces for 12 value types, including aesthetic, biodiversity, and life-sustaining values. Biophysically modeled maps of carbon sequestration and storage, scenic viewsheds, sediment regulation, and water yield were generated using the Artificial Intelligence for Ecosystem Services tool. Hotspots for both perceived and modeled services were disproportionately located within the PSI’s wilderness areas. Additionally, we used regression analysis to evaluate spatial relationships between perceived biodiversity and cultural ecosystem services and corresponding biophysical model outputs. Our goal was to determine whether publicly valued locations for aesthetic, biodiversity, and life-sustaining values relate meaningfully to results from corresponding biophysical ecosystem service models. We found weak relationships between perceived and biophysically modeled services, indicating that public perception of ecosystem service provisioning regions is limited. We believe that biophysical and social approaches to ecosystem service mapping can serve as methodological complements that can advance ecosystem services-based resource management, benefitting resource managers by showing potential locations of synergy or conflict between areas supplying ecosystem services and those valued by the public.     

Seasonal distribution and modeling of diesel particulate matter in the Southeast US

The fine and ultra fine size of diesel particulate mater (DPM) are of great health concern and significantly contribute to the overall cancer risk. In addition, diesel particles may contribute a warming effect on the planet's climate. The composition of these particles is composed principally of elemental carbon (EC) with adsorbed organic compounds, sulfate, nitrate, ammonia, metals, and other trace elements. The purpose of this study was to depict the seasonality and modeling of particulate matter in the Southeastern US produced by the diesel fueled sources (DFSs). The modeling results came from four one-month cases including March, June, September, and December to represent different seasons in 2003 by linking Models-3/CMAQ and SMOKE. The 1999 National Emissions Inventory Version 3 (NEI99) was used in this analysis for point, area, and non-road sources, whereas the National Mobile Inventory Model (NMIM) was used to create the on-road emissions. Three urban areas, Atlanta, Birmingham, and Nashville were selected to analyze the DPM emissions and concentrations. Even though the model performance was not very strong, it could be considered satisfactory to conduct seasonal distribution analysis for DPM. Important hourly DPM seasonality was observed in each city, of which higher values occurred at the morning traffic rush hours. The EC contributions of primary DPM were similar for all three sites (~ 74%). The results showed that there is no significant daily seasonality of DPM contribution to PM_2.5 for any of these three cities in 2003. The annual DPM contribution to total PM_2.5 for Atlanta, Nashville, and Birmingham were 3.7%, 2.5%, and 2.2%, respectively.     

Integrating local and scientific knowledge for environmental management

This paper evaluates the processes and mechanisms available for integrating different types of knowledge for environmental management. Following a review of the challenges associated with knowledge integration, we present a series of questions for identifying, engaging, evaluating and applying different knowledges during project design and delivery. These questions are used as a basis to compare three environmental management projects that aimed to integrate knowledge from different sources in the United Kingdom, Solomon Islands and Australia. Comparative results indicate that integrating different types of knowledge is inherently complex – classification of knowledge is arbitrary and knowledge integration perspectives are qualitatively very different. We argue that there is no single optimum approach for integrating local and scientific knowledge and encourage a shift in science from the development of knowledge integration products to the development of problem-focussed, knowledge integration processes. These processes need to be systematic, reflexive and cyclic so that multiple views and multiple methods are considered in relation to an environmental management problem. The results have implications for the way in which researchers and environmental managers undertake and evaluate knowledge integration projects.     

Phytoplankton production patterns in Massachusetts Bay and the absence of the 1998 winter–spring bloom

The seasonal productivity cycle and factors controlling annual variation in the timing and magnitude of the winter–spring bloom were examined for several locations (range: 42°20.35′–42°26.63′N; 70°44.19′–70°56.52′W) in Boston Harbor and Massachusetts Bay, USA, from 1995 to 1999, and compared with earlier published data (1992–1994). Primary productivity (mg C m⁻² day⁻¹) in Massachusetts Bay from 1995 to 1999 was generally characterized by a well-developed winter–spring bloom of several weeks duration, high but variable production during the summer, and a prominent fall bloom. The bulk of production (mg C m⁻³ day⁻¹) typically occurred in the upper 15 m of the water column. At a nearby Boston Harbor station a gradual pattern of increasing areal production from winter through summer was more typical, with the bulk of production restricted to the upper 5 m. Annual productivity in Massachusetts Bay and Boston Harbor ranged from a low of 160 g C m⁻² year⁻¹ to a high of 787 g C m⁻² year⁻¹ from 1992 to 1999. Mean annual productivity was higher (mean=525 g C m⁻² year⁻¹) and more variable near the harbor entrance than in western Massachusetts Bay. At the harbor station productivity varied more than 3.5-fold (CV=40%) over an 8 year sampling period. Average annual productivity (305–419 g C m⁻² year⁻¹) and variability around the means (CV=25–27%) were lower at both the outer nearfield and central nearfield regions of Massachusetts Bay. Annual productivity in 1998 was unusually low at all three sites (<220 g C m⁻² year⁻¹) due to the absence of a winter–spring phytoplankton bloom. Potential factors influencing the occurrence of a spring bloom were investigated. Incident irradiance during the winter–spring period was not significantly different (P > 0.05) among years (1995–1999). The mean photic depth during the bloom period was significantly deeper (P < 0.05) in 1998, signifying greater light availability with depth. Nutrients were also in abundance during the winter–spring of 1998 with stratified conditions not observed until May. In general, the magnitude of the winter–spring bloom in Massachusetts Bay from 1995 to 1999 was significantly correlated with winter water temperature (r ²=0.78) and zooplankton abundance (r ²=0.74) over the bloom period (typically February–April). The absence of the 1998 bloom was associated with higher than average water temperature and elevated levels of zooplankton abundance just prior to, and during, the peak winter–spring bloom period. Received: 3 July 2000 / Accepted: 6 December 2000     

Density derived estimates of standing crop and net primary production in the giant kelp <Emphasis Type="Italic">Macrocystis pyrifera</Emphasis>

Assemblages of macroalgae are believe to be among the most productive ecosystems in the world, yet difficulties in obtaining direct estimates of biomass and primary production have led to few macroalgal data sets from which the consequences of long-term change can be assessed. We evaluated the validity of using two easily measured population variables (frond density and plant density) to estimate the more difficult to measure variables of standing crop and net primary production (NPP) in the giant kelp Macrocystis pyrifera off southern California. Standing crop was much more strongly correlated to frond density than to plant density. Frond density data collected in summer were particularly useful for estimating annual NPP, explaining nearly 80% of the variation in the NPP from year to year. Data on frond densities also provided a relatively good estimate of seasonal NPP for the season that the data were collected. In contrast, estimates of seasonal and annual NPP derived from plant density data were less reliable. These results indicate that data on frond density collected at the proper time of year can make assessments of NPP by giant kelp more tractable. They also suggest that other easily measured variables that are strongly correlated with standing crop, such as surface canopy area, might serve as similarly useful proxies of NPP.     

Motor vehicle restraint system use and risk of spine injury

OBJECTIVE: Motor vehicle collision (MVC)-related spinal injury is a severe and often permanently disabling injury. In addition, strain injuries have been reported as a common outcome of MVCs. Although advances in automobile crashworthiness have reduced both fatalities and severe injuries, the impact of varying occupant restraint systems (seatbelts and airbags) on thoracolumbar spine injuries is unknown. This study examined the relationship between the occurrence of mild to severe cervical and thoracolumbar spine injury and occupant restraint systems among front seat occupants involved in frontal MVCs. METHODS: A retrospective cohort study was conducted among subjects obtained from the 1995-2004 National Automotive Sampling System. Cases were identified based on having sustained a spine injury of >/=1 on the Abbreviated Injury Scale (AIS), 1990 Revision. Risk risks (RRs) and 95% confidence intervals (CIs) were computed comparing occupant restraint systems with unrestrained occupants. RESULTS: We found an overall incidence of AIS1 cervical (11.8%) and thoracolumbar (3.7%) spinal injury. Seatbelt only restraints were associated with increased cervical AIS1 injury (RR = 1.40, 95% CI 1.04-1.88). However, seatbelt only restraints showed the greatest risk reduction for AIS2 spinal injuries. Airbag only restraints reduced thoracolumbar AIS1 injuries (RR = 0.29, 95% CI 0.08-1.04). Seatbelt combined with airbag use was protective for cervical AIS3+ injury overall (RR = 0.29, 95% CI 0.14-0.58), cervical neurological injury (RR = 0.19, 95% CI 0.05-0.81), and thoracolumbar AIS3+ injury overall (RR = 0.20, 95% CI 0.05-0.70). CONCLUSIONS: The results of this study suggest that seatbelts alone or in combination with an airbag increased the incidence of AIS1 spinal injuries, but provide protection against more severe injury to all regions of the spine. Airbag deployment without seatbelt use did not show increased protection relative to unrestrained occupants.