Growth and population dynamic model for the non-zooxanthellate temperate solitary coral Leptopsammia pruvoti (Scleractinia, Dendrophylliidae)

In corals where complex life history processes decoupling age from size (e.g., fragmentation, fusion, partial colony mortality) are rare or clearly detectable, individual age may be determined from size, and age-based growth and population dynamic models may be applied. One example is the solitary Mediterranean coral Leptopsammia pruvoti Lacaze-Duthiers 1897, whose population size and structure, and growth rates were determined at Calafuria (43°28′N and 10°20′E), Ligurian Sea, from December 2007 to June 2009. Growth rate decreased with increasing size. The growth curve derived from field measurements confirmed the one obtained by growth band analysis. The frequency of individuals decreased exponentially with age, indicating a steady state population. Turnover time was 2.3 years. Maximum life span was 13 years. Most reproductive output was from intermediate age classes (6 years), while older individuals (>7 years), although having higher fecundity, were rare and accounted for a minority of population reproductive output. In comparison with other solitary dendrophylliids, L. pruvoti life strategy was characterized by a reproduction with r-strategy correlates (high fecundity, short embryo incubation, small planula size, fast achievement of sexual maturity), and a rate of demographic renewal occurring halfway along the r–K continuum (intermediate turnover time and maximum longevity).     

Emission factors for high-emitting vehicles based on on-road measurements of individual vehicle exhaust with a mobile measurement platform

Fuel-based emission factors for 143 light-duty gasoline vehicles (LDGVs) and 93 heavy-duty diesel trucks (HDDTs) were measured in Wilmington, CA using a zero-emission mobile measurement platform (MMP). The frequency distributions of emission factors of carbon monoxide (CO), nitrogen oxides (NO(x)), and particle mass with aerodynamic diameter below 2.5 microm (PM2.5) varied widely, whereas the average of the individual vehicle emission factors were comparable to those reported in previous tunnel and remote sensing studies as well as the predictions by Emission Factors (EMFAC) 2007 mobile source emission model for Los Angeles County. Variation in emissions due to different driving modes (idle, low- and high-speed acceleration, low- and high-speed cruise) was found to be relatively small in comparison to intervehicle variability and did not appear to interfere with the identification of high emitters, defined as the vehicles whose emissions were more than 5 times the fleet-average values. Using this definition, approximately 5% of the LDGVs and HDDTs measured were high emitters. Among the 143 LDGVs, the average emission factors of NO(x), black carbon (BC), PM2.5, and ultrafine particle (UFP) would be reduced by 34%, 39%, 44%, and 31%, respectively, by removing the highest 5% of emitting vehicles, whereas CO emission factor would be reduced by 50%. The emission distributions of the 93 HDDTs measured were even more skewed: approximately half of the NO(x) and CO fleet-average emission factors and more than 60% of PM2.5, UFP, and BC fleet-average emission factors would be reduced by eliminating the highest-emitting 5% HDDTs. Furthermore, high emissions of BC, PM2.5, and NO(x) tended to cluster among the same vehicles.     

Geographic distribution and environmental characterization of livestock production systems in Eastern Africa

The central role played by livestock in the livelihoods of rural households in the developing world is seldom fully appreciated by policy makers, development agencies and donors. Knowledge gaps in the geographic distribution and environmental determinants of farming systems, especially if viewed through the livestock lens, compound this problem. We have produced a map of pastoral, agro-pastoral and mixed farming systems across Eastern Africa, by analysing datasets collected in the framework of livelihood analysis. Input data were gathered between 2000 and 2007 by various emergency and development agencies for Djibouti, Eritrea, Kenya, Somalia, Uganda and parts of Ethiopia and Sudan. A quantitative definition of the production systems is adopted, based on the ratio of livestock- to crop-derived income. The resulting livelihood-based map of livestock production systems was compared through correspondence analysis to an alternative livestock production systems map, produced independently from environmental data. Convergence between the two mapping approaches was evident. The geographic distribution of the livestock production systems was also modelled using multivariate analysis of remotely sensed and other geospatial datasets. Models show high statistical accuracy, and were thus used to fill the gaps in the observed distribution of livestock production systems. Finally, selected environmental factors underpinning the systems (agro-climatology, human and livestock populations and land cover) were analysed in detail, enabling the livestock production systems to be characterized in terms of them. The regional scope of the map, as well as its direct link with a vast amount of livelihood information, render it a valuable tool for a range of development and research applications, including those related to global change.     

The role of environmental and socio-demographic indicators in the analysis of land use changes in a protected area of the Natura 2000 Network: the case study of Lake Trasimeno,Umbria, Central Italy

This article sets out to analyse how and to what degree land use is linked to the physical characteristics of the territory itself, and the way in which changes in land use are determined by agricultural and socio-demographic dynamics. The study was conducted within the territorial boundaries of five municipalities surrounding Lake Trasimeno and refers to the periods 1977–2000 for land use and 1971–2001 for socio-demography data. The use of environmental, social, economic and agricultural indicators demonstrates how a mix of various indicators are useful for monitoring the changes which took place. It also shows the powerful influence that socio-demographic factors exert upon land use and landscape change.     

Indoor air quality in university environments

This study evaluates the airborne microflora in research laboratories of the University of Chieti (Italy). A quali-quantitative evaluation of the index microbial air contamination was performed using the settle plate method. The microbial air contamination was evaluated during 6 months in three university buildings (A, B, and C). Nutrient agar plates were exposed, monthly, for 1 h at the morning and the afternoon to evaluate the colony forming units per plate per hour. Together with the quantitative analysis, the most frequent bacterial and fungal colonies isolated were also characterized. Moreover, in each sampling, the number of the occupants in each room was recorded to evaluate a possible relationship with the microbial pollution. The microbial concentration was always within the limit values defined for these environments. Buildings A and C displayed a seasonal fluctuation of airborne microflora with the increase in microbial concentration in the warmer season (April to June) in respect to the colder period (October to December). The most common microorganisms detected in the indoor air of the examined buildings were Gram-positive bacteria, belonged to the genera Staphylococcus, Bacillus, and Actinomyces. Data presented here underline the useful monitoring of the research university laboratories also emphasizing the effectiveness of the settle plate method.     

Anoxic-aerobic treatment of the liquid fraction of cattle manure

Cattle manure from a dairy farm was treated in order to reduce its pollution potential. The manure came from a farm with 120 cows kept in stables in a free stall barn. As pretreatment, the manure is usually filtered on the farm using a screw press separator with a 0.5 mm mesh. Approximately 70% of the total filtered volume passes through the screen, thus constituting the liquid fraction. This fraction, with a composition of around 64,500 mg COD/l, 5770 mg total-N/l and 800 mg total-P/l, was subjected to centrifugation followed by a two-step biological treatment (anoxic-aerobic) to reduce organic matter (COD), nitrogen and phosphorus compounds. Centrifugation led to the following removal efficiencies: 35% total solids, 60% COD, 75% total phosphorus and 20% total nitrogen (mainly organic nitrogen). With the subsequent anoxic-aerobic treatment, average removal efficiencies of 85% for COD, 90% for total phosphorus and 75% for total nitrogen were achieved.     

Impact of roadside noise barriers on particle size distributions and pollutants concentrations near freeways

Increasing epidemiological evidence has established an association between a host of adverse health effects and exposure to ambient particulate matter (PM) and co-pollutants, especially those emitted from motor vehicles. Although PM and their co-pollutants dispersion profiles near the open freeway have been extensively characterized by means of both experimental measurements and numerical simulations in recent years, such investigations near freeways with roadside barriers have not been well documented in the literature. A few previous studies suggested that the presence of roadside structures, such as noise barriers and vegetation, may impact the decay of pollutant concentrations downwind of the freeway by limiting the initial dispersion of traffic emissions and increasing their vertical mixing due to the upward deflection of airflow. Since the noise barriers are now common roadside features of the freeways, particularly those running through populated urban areas, it is pertinent to investigate the impact of their presence on the particles and co-pollutants concentrations in areas adjacent to busy roadways. This study investigated two highly trafficked freeways (I-710 and I-5) in Southern California, with two sampling sites for each freeway, one with and the other without the roadside noise barriers. Particle size distributions and co-pollutants concentrations were measured in the immediate proximity of freeways and at different distances downwind of the freeways. The results showed the formation of a “concentration deficit” zone in the immediate vicinity of the freeway with the presence of roadside noise barrier, followed by a surge of pollutant concentrations further downwind at 80–100 m away from freeway. The particle and co-pollutants concentrations reach background levels at farther distances of 250–400 m compared to 150–200 m at the sites without roadside noise barriers.     

Fate and degradation of triasulfuron in soil and water under laboratory conditions

The behavior and fate of triasulfuron (TRS) in water and soil systems were examined in laboratory studies. The degradation of TRS in both buffer solution and soil was highly pH-sensitive. The rate of degradation could be described with a pseudo first-order kinetic and was much faster at pH 4 than at pH 7 and 9. Aqueous hydrolysis occurred by cleavage of the sulfonylurea bridge to form 2-(2-chloroethoxy) benzenesulfonamide (CBSA) and [(4-methoxy-6-methyl-1,3,5-triazin-2-yl)amino] (AMMT). AMMT was unstable in aqueous solutions in any pH condition but it degraded more quickly at pH 4 and 9. CBSA did not degrade in aqueous solutions or in enriched cultures but it underwent a quick degradation in the soil. The rates of TRS degradation in sterile and non-sterile soils were similar, suggesting that microorganisms played a minimal role in the breakdown process. This hypothesis is supported by the results of studies on the degradation of TRS by enriched cultures during which the molecule underwent a prevalently chemical degradation.     

Where Sustainable Transport and Social Exclusion Meet: Households Without Cars and Car Dependence in Great Britain

Abstract

A secondary analysis of the British National Travel Survey for the years 2002–2010 shows that the composition of the group of carless households is a good indicator of the level of car dependence in a local area: indeed, while non-car ownership in peripheral and rural areas very often correspond to a marginal socio-demographic situation, this is less and less true as one moves towards larger urban areas. Similarly, while in sparse areas most households without cars are either virtually immobile or reliant on car lifts, in large urban areas the ‘mobility gap’ between car-owning and carless households is considerably smaller, as the latter are able to use modal alternatives to the car. These findings are interpreted with reference to an integrated theoretical framework, showing how changes in land use and the environmental and social impacts of increasing motorization are intimately linked. Notably, the consequences of the self-reinforcing cycle of car dependence on two forms of car-related transport disadvantage (car deprivation and forced car ownership) are highlighted. Overall, the article highlights how the socio-demographic composition and the travel behaviour of carless households vary systematically across different types of area: this has interesting implications for sustainable transport policy and research.