Laboratory degradation studies of bentazone, dichlorprop, MCPA, and propiconazole in Norwegian soils

Laboratory degradation studies were performed in Norwegian soils using two commercial formulations (Tilt and Triagran-P) containing either propiconazole alone or a combination of bentazone, dichlorprop, and MCPA. These soils included a fine sandy loam from Hole and a loam from Kroer, both of which are representative of Norwegian agricultural soils. The third soil was a highly decomposed organic material from the Froland forest. A fourth soil from the Skuterud watershed was used only for propiconazole degradation. After 84 d, less than 0.1% of the initial MCPA concentration remained in all three selected soils. For dichlorprop, the same results were found for the fine sandy loam and the organic-rich soil, but in the loam, 26% of the initial concentration remained. After 84 d, less than 0.1% of the initial concentration of bentazone remained in the organic-rich soil, but in the loam and the fine sandy loam 52 and 69% remained, respectively. Propiconazole was shown to be different from the other pesticides by its persistence. Amounts of initial concentration remaining varied from 40, 70, and 82% in the reference soils after 84 d for the organic-rich soil, fine sandy loam, and loam, respectively. The organic-rich soil showed the highest capacity to decompose all four pesticides. The results from the agricultural soils and the Skuterud watershed showed that the persistence of propiconazole was high. Pesticide degradation was approximated to first-order kinetics. Slow rates of degradation, where more than 50% of the pesticide remained in the soil after the 84-d duration of the experiment, did not fit well with first-order kinetics.     

The affordability of sustainable entrepreneurship certification for SMEs

Sustainable entrepreneurship is a spin-off concept from sustainable development that can be defined as the continuing commitment by business to behave ethically and contribute to economic development while improving the quality of life of the workforce, their families, local communities, society and the world at large, as well as future generations. This is an approach that is applied mostly by large, often industrial companies. In their wake, a whole range of sustainability certificates have come about. Because of the proliferation of complex and costly procedures to obtain them, SMEs have almost unanimously ignored and repudiated the idea of sustainable entrepreneurship. Although the gains can be substantial in terms of risk control, business relationships with large companies and positive reputation, the question is raised whether SMEs can actually afford to do business in a sustainable manner.

The case study provides the preconditions for implementation of sustainable business practices by SMEs. First, the smaller financial resources of SMEs are not a prohibitive determinant. Lack of time, however, is. When preconditions are solved, SMEs should select a simple, pragmatic and effective format that is tailored to their needs. The case study offers some convincing examples. Finally, SMEs should look at the return and the opportunity costs of a sustainability strategy rather than simply examining the financial costs.     

Road safety effects of roundabouts in Flanders

INTRODUCTION: This paper analyzes the effect on road safety of 95 roundabouts that were built in Flanders between 1994 and 1999. RESULTS: The study shows that the effect on the number and severity of road accidents adjusted for the trend and regression to the mean is significant, but varies considerably in accordance with the speed limit regime on the intersection. Roundabouts are most effective on intersections of a main road with a high speed limit (90 km/h) and an adjacent road with a lower speed limit (50 or 70 km/h). The empirical analysis reveals a reduction of 34% (varying between 15% and 59%) for the total number of injury accidents, 30% (7%-45%) for light injury accidents, and 38% (27%-72%) for serious injury accidents. This study also takes a closer look at the impact of different post-implementation periods using accident data of 1-, 3-, or 6-years after the construction of a roundabout on the calculated effectiveness results and warns for a severe underestimation when a one-year period is used. IMPACT ON INDUSTRY: An effective traffic safety policy based on scientific results thus requires some patience from the policy-makers.