Identification and characterization of extracted microplastics from agricultural soil near industrial area: FTIR and X-ray diffraction method

Microplastics have been found in large quantities in agricultural soil and now become a major global issue. Different types of microplastic have adverse effects on agricultural soil. The most widely used method for the extraction of microplastics in agricultural soil is the density floatation method by using saturated NaCl solution. This method includes the pre-digestion of soil samples with H₂O₂ to remove all the organic matter present in the soil. Different types of microplastic particles were extracted and identified by using ATR-FTIR viz polypropylene, polybutylene tetrapthalate, polyethylene, polystyrene, and polyethylene tetrapthalate. The crystalline nature of extracted microplastic was checked by employing XRD analytical technique. Floatation with higher density saturated sodium chloride (NaCl) solution recovered approximately 80% MPs from soil. Floatation methods were found to be effective for extracting microplastics from soils.     

典型地区农用地污染调查及风险管控标准探讨

针对《土壤污染风险管控标准——农用地土壤污染风险管控标准》(GB 15618—2018),提出以土壤中全量浓度筛选值和管控值作为衡量农用地土壤污染风险管控的标准,对湖南省部分稻田农用地土壤及点对点稻米样品中镉、铅、砷、汞的总量和有效态浓度及稻米中含量进行监测,根据重金属总量浓度分为低风险、中风险、高风险3组。结果显示:(1)土壤及稻米中镉含量基本为随着风险级别的升高而增加,铅、砷在土壤和稻米中含量无规律性结果,汞监测结果均为未检出。(2)低风险组稻米镉超标率为12. 0%,高风险组稻米镉达标率为33. 3%,表明利用总量浓度对农用地土壤潜在风险进行分组存在一定的局限性。(3)依据4种重金属在土壤中总量及稻米(早稻)中含量情况,对风险级别进行调整并综合判断:有58个样品为低风险组,占样品总数的68. 2%,超标率为零;有15个样品为中风险组,占样品总数的17. 7%,超标率为80. 0%;有12个样品为高风险组,占样品总数的14. 1%,超标率为100. 0%。调整后评价结果与上述标准的划分目标更接近,能够提高上述标准的准确性和实用性。     

含氮生物降解促进剂对土壤吸附正十六烷的影响

选用正十六烷模拟润滑油,通过振荡平衡实验,考察了两种含氮脂肪酸型生物降解促进剂（甲基二乙醇胺油酸酯（MDEAO）和油酸二乙醇酰胺（ODEA））对水土体系中正十六烷吸附行为的影响。实验结果表明：正十六烷在水土体系中的有机质标化分配系数与土壤种类无关,与生物降解促进剂种类有关;土壤对正十六烷的吸附过程更符合Freundlich等温吸附模型;MDEAO的临界胶束浓度为2.0 mg/L,对土壤吸附正十六烷有一定的促进作用,ODEA的临界胶束浓度为0.7 mg/L,形成的胶束对正十六烷的增溶效果明显,促进了正十六烷在土壤中的解吸。     

郑州市土壤与绿色植物中汞的分布特征

汞污染具有生物积累性,因而得到社会广泛关注。研究监测和评估了郑州市城区土壤和绿色植物叶片中汞浓度、分布、污染水平等。研究发现郑州市主城区土壤总汞浓度为0. 150～0. 958 mg/kg,平均浓度为0. 448 mg/kg;郑州市主城区绿色植物叶片总汞浓度为0. 017～0. 249 mg/kg,平均浓度为0. 107 mg/kg;土壤和叶片中汞浓度按功能区排序为交通枢纽区工业区商业区行政区高教区住宅区。采用地累积指数法对郑州市80个土壤样品的汞污染水平进行评估,结果显示60%受到轻度污染,35%受到偏中度污染,5%受到中度污染。研究较为全面地分析了土壤汞污染的现状及浓度,为郑州市土壤汞污染防治提供参考。     

Are older drivers’ driving patterns during an on-road driving task representative of their real-world driving patterns?

Abstract

Objective: The current study investigated whether older drivers’ driving patterns during a customized on-road driving task were representative of their real-world driving patterns.

Methods: Two hundred and eight participants (male: 68.80%; mean age?=?81.52 years, SD?=?3.37 years, range?=?76.00–96.00 years) completed a customized on-road driving task that commenced from their home and was conducted in their own vehicle. Participants’ real-world driving patterns for the preceding 4-month period were also collected via an in-car recording device (ICRD) that was installed in each participant’s vehicle.

Results: During the 4-month period prior to completing the on-road driving task, participants’ median real-world driving trip distance was 2.66?km (interquartile range [IQR]?=?1.14–5.79?km) and their median on-road driving task trip distance was 4.41?km (IQR?=?2.83–6.35?km). Most participants’ on-road driving task trip distances were classified as representative of their real-world driving trip distances (95.2%, n?=?198).

Conclusions: These findings suggest that most older drivers were able to devise a driving route that was representative of their real-world driving trip distance. Future research will examine whether additional aspects of the on-road driving task (e.g., average speed, proportion of trips in different speed zones) are representative of participants’ real-world driving patterns.     

Structural equation model analysis for the evaluation of overall driving performance: A driving simulator study focusing on driver distraction

Objective: The present research relies on 2 main objectives. The first is to investigate whether latent model analysis through a structural equation model can be implemented on driving simulator data in order to define an unobserved driving performance variable. Subsequently, the second objective is to investigate and quantify the effect of several risk factors including distraction sources, driver characteristics, and road and traffic environment on the overall driving performance and not in independent driving performance measures.

Methods: For the scope of the present research, 95 participants from all age groups were asked to drive under different types of distraction (conversation with passenger, cell phone use) in urban and rural road environments with low and high traffic volume in a driving simulator experiment. Then, in the framework of the statistical analysis, a correlation table is presented investigating any of a broad class of statistical relationships between driving simulator measures and a structural equation model is developed in which overall driving performance is estimated as a latent variable based on several individual driving simulator measures.

Results: Results confirm the suitability of the structural equation model and indicate that the selection of the specific performance measures that define overall performance should be guided by a rule of representativeness between the selected variables. Moreover, results indicate that conversation with the passenger was not found to have a statistically significant effect, indicating that drivers do not change their performance while conversing with a passenger compared to undistracted driving. On the other hand, results support the hypothesis that cell phone use has a negative effect on driving performance. Furthermore, regarding driver characteristics, age, gender, and experience all have a significant effect on driving performance, indicating that driver-related characteristics play the most crucial role in overall driving performance.

Conclusions: The findings of this study allow a new approach to the investigation of driving behavior in driving simulator experiments and in general. By the successful implementation of the structural equation model, driving behavior can be assessed in terms of overall performance and not through individual performance measures, which allows an important scientific step forward from piecemeal analyses to a sound combined analysis of the interrelationship between several risk factors and overall driving performance.     

Preliminary studies on potential remediation of acid mine drainage‐impacted soils by amendment with drinking‐water treatment residuals

Mining operations result in a wide range of environmental impacts: acid mine drainage (AMD) and acid sulfate soils being among the most common. Due to their acidic pH and high soluble metal concentrations, both AMD and acid sulfate soils can severely damage the local ecosystems. Proper post‐mining management practices are necessary to control AMD‐related environmental issues. Current AMD‐impacted soil treatment technologies are rather expensive and typically not environmentally sustainable. We conducted a 60‐day bench‐scale study to evaluate the potential of a cost‐effective and environment‐friendly technology in treating AMD‐impacted soils. The metal binding and acid‐neutralizing capacity of an industrial by‐product, drinking water treatment residuals (WTRs) were used for AMD remediation. Two types of locally generated WTRs, an aluminum‐based WTR (Al‐WTR) and a lime‐based WTR (Ca‐WTR) were used. Highly acidic AMD‐impacted soil containing very high concentrations of metals and metalloids, such as iron, nickel, and arsenic, was collected from the Tab‐Simco coal mine in Carbondale, Illinois. Soil amendment using a 1:1 Al‐ and Ca‐WTR mix, applied at 5 and 10 percent rates significantly lowered the soluble and exchangeable fractions of metals in the AMD‐impacted soil, thus lowering potential metal toxicity. Soil pH increased from an extremely acidic 2.69 to a near‐neutral 6.86 standard units over the 60‐day study period. Results from this preliminary study suggest the possibility of a successful scale‐up of this innovative, cost‐effective, and environmentally sustainable technology for remediating AMD‐impacted acid sulfate soils.     

An integrated approach for assessing the migration behavior of chlorpyrifos and carbaryl in the unsaturated soil zone

Chlorpyrifos (O, O-diethyl O-3,5,6-trichloropyridin-2-yl phosphorothioate) and carbaryl (1-naphthyl methylcarbamate) are often applied concurrently as insecticides in food production. The aim of this study was to research their migration behavior in a real environment. We researched the leaching of both pesticides by setting up field lysimeters on a farm with the typical soil used in fruit production today. In order to analyze the variables involved in this process, we performed complementary adsorption studies, we performed complementary adsorption studies using batches and undisturbed soil laboratory columns for both compounds. The results for pesticide transport through the lysimeters showed that less than 1% of chlorpyrifos was recovered in the leachates, while almost 17% was recovered for carbaryl. Having completed the experiment in undisturbed laboratory columns, soil analysis showed that chlorpyrifos mainly remained in the first 5 cm, while carbaryl moved down to the lower sections. These results can be explained in view of the sorption coefficient values (K_D) obtained in horizons A and B for chlorpyrifos (393 and 184 L kg^?1) and carbaryl (3.1 and 4.2 L kg^?1), respectively. By integrating the results obtained in the different approaches, we were able to characterize the percolation modes of these pesticides in the soil matrix, thus contributing to the sustainable use of resources.     

Autonomous emergency braking systems adapted to snowy road conditions improve drivers' perceived safety and trust

Objective: This study investigated drivers' evaluation of a conventional autonomous emergency braking (AEB) system on high and reduced tire–road friction and compared these results to those of an AEB system adaptive to the reduced tire–road friction by earlier braking. Current automated systems such as the AEB do not adapt the vehicle control strategy to the road friction; for example, on snowy roads. Because winter precipitation is associated with a 19% increase in traffic crashes and a 13% increase in injuries compared to dry conditions, the potential of conventional AEB to prevent collisions could be significantly improved by including friction in the control algorithm. Whereas adaption is not legally required for a conventional AEB system, higher automated functions will have to adapt to the current tire–road friction because human drivers will not be required to monitor the driving environment at all times. For automated driving functions to be used, high levels of perceived safety and trust of occupants have to be reached with new systems. The application case of an AEB is used to investigate drivers' evaluation depending on the road condition in order to gain knowledge for the design of future driving functions.

Methods: In a driving simulator, the conventional, nonadaptive AEB was evaluated on dry roads with high friction (μ = 1) and on snowy roads with reduced friction (μ = 0.3). In addition, an AEB system adapted to road friction was designed for this study and compared with the conventional AEB on snowy roads with reduced friction. Ninety-six drivers (48 males, 48 females) assigned to 5 age groups (20–29, 30–39, 40–49, 50–59, and 60–75 years) drove with AEB in the simulator. The drivers observed and evaluated the AEB's braking actions in response to an imminent rear-end collision at an intersection.

Results: The results show that drivers' safety and trust in the conventional AEB were significantly lower on snowy roads, and the nonadaptive autonomous braking strategy was considered less appropriate on snowy roads compared to dry roads. As expected, the adaptive AEB braking strategy was considered more appropriate for snowy roads than the nonadaptive strategy. In conditions of reduced friction, drivers' subjective safety and trust were significantly improved when driving with the adaptive AEB compared to the conventional AEB. Women felt less safe than men when AEB was braking. Differences between age groups were not of statistical significance.

Conclusions: Drivers notice the adaptation of the autonomous braking strategy on snowy roads with reduced friction. On snowy roads, they feel safer and trust the adaptive system more than the nonadaptive automation.     

新制备生物炭的特性表征及其对石油烃污染土壤的吸附效果

生物炭作为一种绿色环保的功能材料因其在污水处理和污染土壤修复方面具有显著效果而受到极大关注.采用红外光谱、元素分析仪及微孔分析对不同温度(200、300、400、500和600℃)条件下制备的木屑和麦秆生物炭进行特性表征,并采用制备的生物炭净化石油污染土壤,分别考察了污染物性质、生物质原料和热解温度对其净化效果的影响.结果表明,随着热解温度的增高,生物炭芳香化程度增加,极性降低,微孔结构逐渐发育,表面积增大.加入生物炭33 d后,污染土壤中总石油烃及其组分烷烃的浓度比对照略有降低,而PAHs浓度下降显著.随着热解温度升高,2种生物炭对PAHs的吸附强度均逐渐增大,芳香度增高、表面积增大是强吸附的主要原因.2种生物炭在400℃及以下温度制备时对PAHs的吸附强度为:木屑生物炭＞麦秆生物炭;而400℃以上温度制备的生物炭吸附强度则相反,即麦秆生物炭＞木屑生物炭,说明生物炭原料对其吸附强度也具有显著影响.