Parameterizing soil and weather inputs for crop simulation models using the VEMAP database

Soil and weather data are critical for the operation of crop simulation models. However, in many cases they are not readily available, especially applications at a regional or larger spatial scale. The Vegetation/Ecosystem Modeling and Analysis Project (VEMAP) provides massive quantities of geo-referenced soil and weather data variables on a half-degree latitude–longitude grid covering the conterminous USA. The VEMAP data were derived from a range of products and analyses, including ground observations, cluster analyses, kriging interpolation, and data assimilation. The objective of this study was to convert the soil and daily weather data of VEMAP into a format that can be used in the popular modeling software Decision Support System for Agrotechnology Transfer (DSSAT). Users can select appropriate soil or daily weather information for the area of interest. The conversion of the VEMAP data resulted in 5927 unique soil profiles and 3261 unique weather station files that encompass daily data from 1895 to 1993. To demonstrate the utility of this database in DSSAT, one representative county of the state of Georgia, USA was selected and a soybean simulation model was employed to simulate final yield using the extracted soil and daily weather data for the normal year (1961–1990). Meanwhile, the extracted daily weather data were compared with ground station observations from the National Weather Service Cooperative Observer Program (COOP). The paired t-test showed that no significant differences were found between the daily weather data and between simulated yields based on VEMAP and COOP weather data for the selected location. The outcome of this research showed that the VEMAP data can be used for crop model applications. However, further research is needed to assess the accuracy of the datasets for a variety of crops at a regional or national scale.     

A Review of Known and Hypothetical Transmission Routes for Noroviruses

Human noroviruses (NoVs) are considered a worldwide leading cause of acute non-bacterial gastroenteritis. Due to a combination of prolonged shedding of high virus levels in feces, virus particle shedding during asymptomatic infections, and a high environmental persistence, NoVs are easily transmitted pathogens. Norovirus (NoV) outbreaks have often been reported and tend to affect a lot of people. NoV is spread via feces and vomit, but this NoV spread can occur through several transmission routes. While person-to-person transmission is without a doubt the dominant transmission route, human infective NoV outbreaks are often initiated by contaminated food or water. Zoonotic transmission of NoV has been investigated, but has thus far not been demonstrated. The presented review aims to give an overview of these NoV transmission routes. Regarding NoV person-to-person transmission, the NoV GII.4 genotype is discussed in the current review as it has been very successful for several decades but reasons for its success have only recently been suggested. Both pre-harvest and post-harvest contamination of food products can lead to NoV food borne illness. Pre-harvest contamination of food products mainly occurs via contact with polluted irrigation water in case of fresh produce or with contaminated harvesting water in case of bivalve molluscan shellfish. On the other hand, an infected food handler is considered as a major cause of post-harvest contamination of food products. Both transmission routes are reviewed by a summary of described NoV food borne outbreaks between 2000 and 2010. A third NoV transmission route occurs via water and the spread of NoV via river water, ground water, and surface water is reviewed. Finally, although zoonotic transmission remains hypothetical, a summary on the bovine and porcine NoV presence observed in animals is given and the presence of human infective NoV in animals is discussed.     

Multicenter clinical experience with non-invasive cell-free DNA screening for monosomy X and related X-chromosome variants

Objective

We aimed to investigate how the presence of fetal anomalies and different X chromosome variants influences Cell-free DNA (cfDNA) screening results for monosomy X.

Methods

From a multicenter retrospective survey on 673 pregnancies with prenatally suspected or confirmed Turner syndrome, we analyzed the subgroup for which prenatal cfDNA screening and karyotype results were available. A cfDNA screening result was defined as true positive (TP) when confirmatory testing showed 45,X or an X-chromosome variant.

Results

We had cfDNA results, karyotype, and phenotype data for 55 pregnancies. cfDNA results were high risk for monosomy X in 48/55, of which 23 were TP and 25 were false positive (FP). 32/48 high-risk cfDNA cases did not show fetal anomalies. Of these, 7 were TP. All were X-chromosome variants. All 16 fetuses with high-risk cfDNA result and ultrasound anomalies were TP. Of fetuses with abnormalities, those with 45,X more often had fetal hydrops/cystic hygroma, whereas those with “variant” karyotypes had different anomalies.

Conclusion

Both, 45,X or X-chromosome variants can be detected after a high-risk cfDNA result for monosomy X. When there are fetal anomalies, the result is more likely a TP. In the absence of fetal anomalies, it is most often an FP or X-chromosome variant.     

Two ways of defining sustainable mobility: Autolib’ and BeMobility

Abstract

European cities have emerged as laboratories for ‘sustainable mobility'. In the last few years, they have supported numerous electric car projects which combine clean engine technologies with offers on public or shared mobility. This paper compares two ongoing public electric car services in Berlin (BeMobility) and Paris (Autolib’). We explain how both projects shape future visions of sustainable mobility and transform regional transport systems in specific ways through their performative impact as local transport policy tools. Focusing on the socio-economic and political processes through which both projects were conceived and put into practice, we explain their differences as they reflect participating actors' interests in a French versus German industrial and transport policy context after the economic crisis in 2008. We find that whereas BeMobility integrates electric cars as one element in Berlin's intermodal transport system, and thus is centred around ‘intermodality' as the central vision of sustainable transport, Autolib’ in Paris essentially reproduces the dominant mode of private passenger car transport through adding a shared electric car fleet.     

Methyl tert-butyl ether (MTBE) in finished drinking water in Germany

In the present study 83 finished drinking water samples from 50 cities in Germany were analyzed for methyl tert-butyl ether (MTBE) content with a detection limit of 10 ng/L. The detection frequency was 46% and the concentrations ranged between 17 and 712 ng/L. Highest concentrations were found in the community water systems (CWSs) of Leuna and Spergau in Saxony-Anhalt. These CWSs are supplied with water possibly affected by MTBE contaminated groundwater. MTBE was detected at concentrations lower than 100 ng/L in drinking water supplied by CWSs using bank filtered water from Rhine and Main Rivers. The results from Leuna and Spergau show that large groundwater contaminations in the vicinity of CWSs pose the highest risk for MTBE contamination in drinking water. CWSs using bank filtered water from Rhine and Main Rivers are susceptible to low MTBE contaminations in finished drinking water. All measured MTBE concentrations were below proposed limit values for drinking water.     

Methyl tert-butyl ether (MTBE) in urban and rural precipitation in Germany

The use of the oxygenate methyl tert-butyl ether (MTBE) in gasoline has led to detectable concentrations in urban and rural air up to 160 ppbV. Results from MTBE measurement in precipitation have not been reported so far. In the present study, 120 samples of precipitation collected at 17 sampling locations all over Germany have been analyzed for their MTBE content. Analysis is performed by a combination of headspace-solid-phase microextraction (HS-SPME) and gas chromatography/mass spectrometry (GC-MS). A 75 μm poly(dimethylsiloxane)/Carboxene fiber and a cryostat is used for SPME. The detection limit is 10 ng/l. In precipitation samples, MTBE was detected in wintertimes only with a maximum concentration of 85 ng/l. Measurement at Frankfurt/M City from 6 September 2000 to 12 March 2001 provided for 49% of the data concentrations in the range of 30–85 ng/l (n=17). Sampling in winter 2000/2001 at several German cities and rural locations showed that MTBE is more often detectable in urban (86%, n=78) than in rural (18%, n=42) precipitation. By comparing the results with corresponding temperatures and amounts of precipitation it can be concluded that the detection of MTBE in urban precipitation is observed at ambient temperatures lower than about 10–15°C. Moreover, the first precipitation after a dry period accumulates more MTBE than precipitation during or at the end of a wet period (wash-out effect). Highest concentrations occurred in snow samples. Corresponding mean air equilibrium concentrations of 0.04 ppbV (urban samples) and 0.01 ppbV (rural samples) are calculated. This is about one magnitude lower than year round and summertime measurements in the US and in Switzerland. Urban runoff (n=12) and corresponding precipitation sampling indicate that urban runoff might be composed of about 20% MTBE that is already transported by air and precipitation, whereas about 80% may be attributed to direct uptake of vehicle emissions and leakage near the road during precipitation.     

The varying roles of the dimensions of affluence in air pollution: a regional STIRPAT analysis for Germany

Environmental Science and Pollution Research - STIRPAT models investigate the impacts of population, affluence, and technology on the environment, with most STIRPAT studies revealing positive...