Obsolete pesticides and application of colonizing plant species for remediation of contaminated soil in Kazakhstan

In Kazakhstan, there is a problem of finding ways to clean local sites contaminated with pesticides. In particular, such sites are the deserted and destroyed storehouses where these pesticides were stored; existing storehouses do not fulfill sanitary standards. Phytoremediation is one potential method for reducing risk from these pesticides. Genetic heterogeneity of populations of wild and weedy species growing on pesticide-contaminated soil provides a source of plant species tolerant to these conditions. These plant species may be useful for phytoremediation applications. In 2008–2009 and 2011, we surveyed substances stored in 80 former pesticide storehouses in Kazakhstan (Almaty oblast) to demonstrate an inventory process needed to understand the obsolete pesticide problem throughout the country, and observed a total of 354.7 t of obsolete pesticides. At the sites, we have found organochlorine pesticides residues in soil including metabolites of dichlorodiphenyltrichloroethane and isomers of hexachlorocyclohexane. Twenty-four of the storehouse sites showed pesticides concentrations in soil higher than maximum allowable concentration which is equal to 100 μg kg^?1 in Kazakhstan. Seventeen pesticide-tolerant wild plant species were selected from colonizing plants that grew into/near the former storehouse’s pesticides. The results have shown that colonizing plant annual and biannual species growing on soils polluted by pesticides possess ability to accumulate organochlorine pesticide residues and reduce pesticide concentrations in soil. Organochlorine pesticides taken up by the plants are distributed unevenly in different plant tissues. The main organ of organochlorine pesticide accumulation is the root system. The accumulation rate of organochlorine pesticides was found to be a specific characteristic of plant species and dependent on the degree of soil contamination. This information can be used for technology development of phytoremediation of pesticide-contaminated soils.     

Seasonal variations of air pollutant concentrations within Krasnoyarsk City

This paper examines the significant differences in seasonal variations of criteria pollutant concentrations in various parts of a large urban area. These differences are caused by the microclimatic heterogeneity of the city and show the influence of breeze and orographic-type circulations on urban air pollution. The temperature heterogeneity of Krasnoyarsk territory during the winter leads to an increase of 150% in CO air pollution levels in the central part of city. During the summer the orographical heterogeneity of Krasnoyarsk City leads to increases of up to 400% in air pollution for different areas.     

Pollution status and human health risk assessment of potentially toxic elements and polycyclic aromatic hydrocarbons in urban street dust of Tyumen city,Russia

Environmental Geochemistry and Health - This study investigated levels and sources of pollution and potential health risks associated with potentially toxic elements (PTEs) and polycyclic aromatic...     

Use and misuse of motor-vehicle crash death rates in assessing highway-safety performance

OBJECTIVES: The objectives of the article are to assess the extent to which comparisons of motor-vehicle crash death rates can be used to determine the effectiveness of highway-safety policies over time in a country or to compare policy effectiveness across countries. METHODS: Motor-vehicle crash death rates per mile traveled in the 50 U.S. states from 1980 to 2003 are used to show the influence on these rates of factors independent of highway-safety interventions. Multiple regression models relating state death rates to various measures related to urbanization and demographics are used. RESULTS: The analyses demonstrate strong relationships between state death rates and urbanization and demographics. Almost 60% of the variability among the state death rates can be explained by the independent variables in the multiple regression models. When the death rates for passenger vehicle occupants (i.e., excluding motorcycle, pedestrian, and other deaths) are used in the regression models, almost 70% of the variability in the rates can be explained by urbanization and demographics. CONCLUSIONS: The analyses presented in the article demonstrate that motor-vehicle crash death rates are strongly influenced by factors unrelated to highway-safety countermeasures. Overall death rates should not be used as a basis for judging the effectiveness (or ineffectiveness) of specific highway-safety countermeasures or to assess overall highway-safety policies, especially across jurisdictions. There can be no substitute for the use of carefully designed scientific evaluations of highway-safety interventions that use outcome measures directly related to the intervention; e.g., motorcyclist deaths should be used to assess the effectiveness of motorcycle helmet laws. While this may seem obvious, there are numerous examples in the literature of death rates from all crashes being used to assess the effectiveness of interventions aimed at specific subsets of crashes.     

Building resilience and adaptation to manage Arctic change

Unprecedented global changes caused by human actions challenge society's ability to sustain the desirable features of our planet. This requires proactive management of change to foster both resilience (sustaining those attributes that are important to society in the face of change) and adaptation (developing new socioecological configurations that function effectively under new conditions). The Arctic may be one of the last remaining opportunities to plan for change in a spatially extensive region where many of the ancestral ecological and social processes and feedbacks are still intact. If the feasibility of this strategy can be demonstrated in the Arctic, our improved understanding of the dynamics of change can be applied to regions with greater human modification. Conditions may now be ideal to implement policies to manage Arctic change because recent studies provide the essential scientific understanding, appropriate international institutions are in place, and Arctic nations have the wealth to institute necessary changes, if they choose to do so.     

Effect of quasi-static prestrain on the formability of dual phase steels in electrohydraulic forming

Dual phase steels derive their name from their microstructure, which consists of islands of martensite surrounded by a ferrite matrix. These steels are increasingly being used in automobile structures in order to reduce weight, improve fuel economy, and maintain crash safety performance. The higher strength grades of dual phase steels, such as DP780 and DP980, often present significant formability challenges in sheet stamping operations, and therefore any technologies which could alleviate these issues would be of significant value to the automotive industry. Electrohydraulic forming (EHF) is based upon the electro-hydraulic effect: a complex phenomenon related to the discharge of high voltage electrical current through a liquid. In EHF, electrical energy is stored in a bank of capacitors and is converted into the kinetic energy needed to form sheet metal by rapidly discharging that energy across a pair of electrodes submerged in a fluid. During such a discharge, a high pressure, high temperature plasma channel is created between the tips of the electrodes. The resulting shockwave in the liquid, initiated by the expansion of the plasma channel, is propagated toward the blank at the acoustic velocity of the fluid, and the mass and momentum of the water in the shock wave accelerates the sheet metal blank toward the die. The objective of this paper is to report the results of formability testing of dual phase steels under three basic conditions: (1) conventional limiting dome height (LDH) testing; (2) starting with a flat blank and using one pulse of EHF to fill the desired die geometry; and (3) starting with a quasi-static preforming step to partially fill the die cavity and then using one pulse of EHF to fill the remaining area of the die cavity. A hybrid process which combines sheet hydroforming (HF) and EHF as described herein has the potential to reduce the cycle time of the EHF process by replacing the initial EHF forming increments with one quasi-static preforming step. Additionally, a numerical model was developed and employed in order to better understand the sheet deformation process within EHF. The numerical model consists of four distinct models that are integrated into one: (1) an electrical model of the discharge channel, (2) a model of the plasma, (3) a model of the liquid as a pressure-transmitting medium, and (4) a deformable sheet metal blank in contact with a rigid die. Significant improvements in formability were confirmed experimentally for DP780 and DP980 by forming into conical and v-shape dies using EHF from a flat sheet and by using EHF combined with a quasi-static preforming step. Numerical modeling showed that the peak strain rates occurring in both single-pulse EHF the hybrid HF-EHF process are approximately 17,000 units per second.     

Industrial and wildfire aerosol pollution over world heritage Lake Baikal

Lake Baikal is the biggest reservoir of fresh water with unique flora and fauna; presently it is negatively affected by climate change, water warming, industrial emissions, shipping, touristic activities, and Siberian forest fires. The assessment of air pollution - related Baikal's ecosystem damage is an unsolved problem. Ship, based expedition exploring the Baikal atmospheric aerosol loading, was performed over the lake area in July 2018. We combine the aerosol near - water and vertical distributions over the Lake Baikal basin with meteorological observations and air mass transportation simulations. Lidar sounding of aerosol fields in the troposphere assesses the atmospheric background in the pristine areas and the pollution during fire-affected periods. Aerosol optical properties (scattering and spectral absorption) converted to the particle number size, black carbon (BC) mass, and Absorption Angstrom Exponent (AAE) provide the inside into aerosol characterization. Transport of industrial emissions from Krasnoyarsk and Irkutsk regions, and wildfire plumes from Republic of Yakutia relates the pollution sources to the increased concentrations of fine particle numbers, PM₁₀ and BC mass over Southern and Northern/Central Baikal, respectively. The highest PM₁₀ and BC are associated to the harbor and touristic areas of intensive shipping and residential biomass burning. Deposition estimates applied to aerosol data exhibit the pollution fluxes to water surface over the whole Baikal area. AAE marks the impact of coal combustion, residential biomass burning, and wildfires indicating the high pollution level of the Lake Baikal ecological system .     

Physiological testing of Mytilus galloprovincialis for the environmental assessing of coastal marine areas: a case study in Boka Kotorska Bay (the Adriatic Sea)

The aim of this work was to validate in the field certain measurement of the heart rate alterations of the bioindicator organism Mytilus galloprovicialis as a tool for ecotoxicological biomonitoring and assessment applications related to coastal and marine environment. The latter was determined by testing the mussels according to the method of functional loading (1-hour lowered salinity stress-exposure). The time of heart rate (HR) recovery (T_rec) and the coefficient of HR variation (CV_HR) in a group of tested animals were used as biomarkers for the assessment of their physiological state. It was found that the values of the biomarkers in mussels from our reference location were 1.3-1.5 times lower than in mussels from differently polluted coastal areas of the Bay. The study also included an investigation of the relationship between the mussel’s cardiac rhythm characteristics and the bioaccumulation of trace elements in their soft tissues, caused by chronic pollution. The conclusion was drawn that this approach to the physiological testing of mussels could be useful in developing a rapid and low-cost method for the assessment of the health of coastal ecosystems.     

Driver mortality in frontal crashes: comparison of newer and older airbag designs

In 1997, the National Highway Traffic Safety Administration amended its requirements for frontal crash performance under Federal Motor Vehicle Safety Standard 208 to temporarily allow 30 mi/h (48 km/h) sled tests with unbelted dummies as an alternative to 30 mi/h head-on rigid-barrier vehicle tests. This change permitted automakers to reduce airbag inflation forces so that they would be less likely to injure occupants who are close to airbags when they first deploy. Most vehicle models were sled-certified starting in model year 1998. Airbag-related deaths have decreased since 1997; however, controversy persists about whether reduced inflation forces might be decreasing protection for some occupants in high-severity frontal crashes. To examine the effects of the regulatory changes, this study computed rate ratios (RR) and 95% confidence intervals (95% CI) for passenger vehicle driver deaths per vehicle registration during 2000-2002 at principal impact points of 12 o'clock for 1998-99 model year vehicles relative to 1997 models. Passenger vehicles included in the study had both driver and passenger front airbags, had the same essential designs during the 1997-1999 model years, and had been sled-certified for drivers throughout model years 1998 and 1999. An adjustment was made for the higher annual mileage of newer vehicles. Findings were that the effect of the regulatory change varied by vehicle type. For cars, sport utility vehicles, and minivans combined, there was an 11 percent decrease in fatality risk in frontal crashes after changing to sled certification (RR = 0.89; 95% CI = 0.82-0.96). Among pickups, however, estimated frontal fatality risk increased 35 percent (RR = 1.35; 95% CI = 1.12-1.62). For a broad range of frontal crashes (11, 12, and 1 o'clock combined), the results indicated a modest net benefit of the regulatory change across all vehicle types and driver characteristics. However, the contrary finding for pickups needs to be researched further.