Digital technology and human development: A charter for nature conservation

The application of digital technology in conservation holds much potential for advancing the understanding of, and facilitating interaction with, the natural world. In other sectors, digital technology has long been used to engage communities and share information. Human development—which holds parallels with the nature conservation sector—has seen a proliferation of innovation in technological development. Throughout this Perspective, we consider what nature conservation can learn from the introduction of digital technology in human development. From this, we derive a charter to be used before and throughout project development, in order to help reduce replication and failure of digital innovation in nature conservation projects. We argue that the proposed charter will promote collaboration with the development of digital tools and ensure that nature conservation projects progress appropriately with the development of new digital technologies.     

Inventory and substance flow analysis of polybrominated diphenyl ethers in the Nigerian transport sector—end-of-life vehicles policy and management

Recently, certain polybrominated diphenyl ethers (PBDEs) have been listed as persistent organic pollutants (POPs) in the Stockholm Convention. In this study, a preliminary material and substance flow analysis of commercial pentabromodiphenyl ether (c-PentaBDE) was conducted for motor vehicles—a major use sector for POP-PBDE in polyurethane (PUR) foam—for Nigeria. The methodology of the Stockholm Convention PBDE inventory guidance was used for the calculation of c-PentaBDE. Material/substance flow analysis was conducted applying the STAN software. The time frame for this analysis was 1980–2010, considering that this was the period when POP-PBDE-containing vehicles were largely imported into Nigeria.It is estimated that the approximately 19 million passenger cars imported from 1980 to 2010 contained ca. 270 t of POP-PBDEs in ca. 401,000 t of PUR foam. A major share of cars from the USA and only a small share of cars from Europe and Asia were impacted. This simplified material and substance flow of PUR foams and POP-PBDEs in motor vehicles demonstrated the potential for environmental/human contamination and pollution of recycling/reuse for Nigeria and other developing countries.The study developed the first preliminary inventory of end-of-life vehicles for Nigeria, following which the environment ministry has taken up the important issue of end-of-life vehicles management. Considering that a range of other pollutants are contained in vehicles (e.g. heavy metals, flame retardants, PCBs, chlorofluorocarbons, hydrofluorocarbons and waste oil), this initiated activity should finally lead to an integrated management of pollutants and resources from the transport sector.     

洗车废水处理技术现状与展望

洗车废水中含有泥砂、油乳化液、有机物及洗涤剂类污染物质。在分析中 ,对洗车废水的水质进行了分类 ,并针对不同的水质 ,对国内的大型洗车场的处理工艺和小型洗车行的洗车废水回用工艺进行了介绍和分析 ,对国外采用膜工艺处理洗车废水的相关研究也进行了简要的介绍 ,同时提出了洗车废水的污泥处理问题。从社会、经济效益来看 ,洗车废水回用是必然趋势。现行的洗车废水回用处理工艺回用率低、处理效果不理想 ,采用高效、简单、实用、经济的原则进行设计 ,满足社会对洗车水回用的需求是未来洗车废水处理技术发展的要求     

Fuels for Transportation

There is a need to reduce the amount of fossil energy used for transport, both because of the easily available fossil fuel is becoming sparser and because of climate concerns. In this article, the concept of “peak oil” is briefly presented. Second, a practical approach to reduction of fossil fuel use for transport elaborated by two British commissions is presented. A key feature is the introduction of electric cars. This raises the third issue covered in this article: namely, how battery technology is going to meet the increasing needs posed by the transport sector.     

Diesel passenger car PM emissions: From Euro 1 to Euro 4 with particle filter

This paper examines the impact of the emission control and fuel technology development on the emissions of gaseous and, in particular, PM pollutants from diesel passenger cars. Three cars in five configurations in total were measured, and covered the range from Euro 1 to Euro 4 standards. The emission control ranged from no aftertreatment in the Euro 1 case, an oxidation catalyst in Euro 2, two oxidation catalysts and exhaust gas recirculation in Euro 3 and Euro 4, while a catalyzed diesel particle filter (DPF) fitted in the Euro 4 car led to a Euro 4 + DPF configuration. Both certification test and real-world driving cycles were employed. The results showed that CO and HC emissions were much lower than the emission standard over the hot-start real-world cycles. However, vehicle technologies from Euro 2 to Euro 4 exceeded the NOx and PM emission levels over at least one real-world cycle. The NOx emission level reached up to 3.6 times the certification level in case of the Euro 4 car. PM were up to 40% and 60% higher than certification level for the Euro 2 and Euro 3 cars, while the Euro 4 car emitted close or slightly below the certification level over the real-world driving cycles. PM mass reductions from Euro 1 to Euro 4 were associated with a relevant decrease in the total particle number, in particular over the certification test. This was not followed by a respective reduction in the solid particle number which remained rather constant between the four technologies at 0.86 × 10¹⁴ km^?1 (coefficient of variation 9%). As a result, the ratio of solid vs. total particle number ranged from ～50% in Euro 1–100% in Euro 4. A significant reduction of more than three orders of magnitude in solid particle number is achieved with the introduction of the DPF. However, the potential for nucleation mode formation at high speed from the DPF car is an issue that needs to be considered in the over all assessment of its environmental benefit. Finally, comparison of the mobility and aerodynamic diameters of airborne particles led to fractal dimensions dropping from 2.60 (Euro 1) to 2.51 (Euro 4), denoting a more loose structure with improving technology.     

空气喷射处理饱和土壤和地下水中有机污染物

空气喷射 (airsparging)被认为是修复由可挥发性有机物污染的饱和土壤和地下水的一种有效新技术。介绍了空气喷射技术的现场应用与研究现状 ,讨论了空气喷射技术的原理和各种影响因素 ,说明了其对于饱和土壤中有氧生物降解的促进作用 ,分析了空气喷射技术的应用前景。     

Panel Discussion on Energy Efficiency

The session on energy efficiency had no formal presentations and was organized as a panel discussion with four panelists. It was concluded that energy efficiency and saving measures on the short term is the most effective way to contribute to a sustainable energy system. Measures to improve and encourage energy efficiency should be implemented at all levels; municipal/local, national and super-national. Prices can be an effective instrument but need to be combined with systemic level measures. The transport sector was identified as the one with largest near future potential for increased energy efficiency. Agriculture and food is also an area with very large energy consumption and large potential for increased energy efficiency. The global population issue is yet another relevant, challenging and complex issue. It was noted that energy audits for end users in business and society increase awareness and insights into what they pay for, and they are likely to promote actions to save energy. Many measures are believed to suffer from Jevin’s paradox, i.e., that more efficient use of energy just leads to more energy consumption somewhere else. Many examples were given, however, where this does not happen. Another point put forward was that measures to make the energy system more efficient do not only mean constraints and regulations but also create great opportunities for market actors and societies.     

The fate and importance of organics in drinking water treatment: a review

In the pioneer days, the main driving forces for research of organics in drinking water treatment (DWT) were human health risks and optimisation of technology. The focus was on natural organic matter (NOM) structure, disinfection by-products (DBPs) formation, NOM removal by means of coagulation, adsorption, and oxidation, and development of the most efficient water treatment trains. Surprisingly, after decades of research, rapid development of analytical techniques and progress in risk assessment, the same driving forces are still in the limelight — although the topics have changed slightly. The attention switched from trihalomethanes to a new generation of DBPs. The definition of hydrophilic/hydrophobic NOM depends on the technique used for characterisation. It has become evident that numerous organic compounds can threaten water supply sources. Some of them had been ignored or overlooked in the past, but have recently been detected by advanced analytical tools even in drinking water. Prioritisation becomes priority per se. As far as processes are concerned, mainstream research has been following three lines: fouling mechanisms, application of hybrid processes and interactions between synthetic organic chemicals, other water constituents and materials used in DWT. Significant development has been made in membrane technology. This paper presents a broad overview of the recent organics research. Although the state-of-the-art technologies seem to have an answer to each and every question raised, it is still necessary to deal with specific problems on a case-by-case basis mainly due to the unique nature of NOM and different xenobiotics that may appear in various types of waters. In the end, human health risk, which derives from the presence/absence of organics, is only the tip of the iceberg — underneath lies a whole new universe — the socio-economic aspect of water treatment and quality that deserves much more attention.     

Environmental and resource constraints on Asian urban travel

In industrialising countries, personal income has been the main constraint on widespread car ownership. However, incomes are rising rapidly in many Asian cities, so that traffic congestion and air pollution are replacing income as barriers to higher car ownership. Global oil depletion and climate change are potential additional constraints. The main finding of this paper is that private car travel is unlikely to ever be the dominant mode in Asia's large cities. Instead, a combination of public transport and non-motorised travel seems the only feasible means of sustainably meeting the growing transport needs of congested Asian cities.     

An Analysis of Michigan and California CO Remote Sensing Measurements

Abstract

Remote sensing measurements of CO emissions from on-road vehicles were made in California in 1991 and in Michigan in 1992. It was determined that both fleets had a small linear increase in the high emitter frequency (vehicles emitting more than 4% CO) as a function of vehicle age for 1986 and newer model vehicles. Although high emitting vehicles were only a small minority of the fleet, they had a dominant impact on the mean CO and total CO emitted by the fleet. In Michigan, the highest emitting 5% of passenger cars generated 45% of the CO from cars. In California, the highest emitting 5% of passenger cars generated 38% of the CO from cars. There was a high correlation between the mean CO emitted by each model year of vehicle and the frequency of high emitting vehicles within the model year for both the Michigan and California fleets. The frequency of high emitters within any model year had no obvious relation to that model year’s certification standards. The high emitter frequencies for vehicles less than nine years old were very similar for the California and Michigan fleets. An increase in the high emitter frequency in the ten-year-old and older Michigan passenger car fleet (relative to the California passenger car fleet), suggests, but does not conclusively demonstrate, that the rate of high emitters in Michigan and California is reduced by the inspection and maintenance (I/M) programs.     

Rapid urban growth,land-use changes and air pollution in Santiago,Chile

This paper is a contribution to the understanding of the topoclimatic and environmental geography of the basin where Santiago — one of the most polluted Latin American city – is located. In the first part, land-use change is analysed looking at the climatic transformation caused by the rapid transit from natural semiarid surface to urban areas. In the second part, seasonal weather and daily cycles of slope winds and the available ventilation are described trying to relate those patterns with the spatial distribution of air pollution. A combination of meteorological, geographical and cultural factors explain extreme air pollution events: meteorologically, Santiago is under permanent subsidence inversion layers. Geographically, the city is located in a closed basin surrounded by mountains. Culturally, the urban area has the highest population concentration (40% of the national total), industries (near 70% of the total) and vehicles, which are the main sources of smog. The urban and suburban transport system is based on a large number of buses (diesel) and private cars, both experiencing a rapid growth from the past few years. The city and specially the transport system generates high emissions of pollutant, but the natural semiarid deforested soils and slopes are also important sources. The local wind system can explain the differential spatial distribution on the concentration of air pollutants in the city and its periphery. In winter (rain season) concentrations of particulate matter are higher at the centre and the SW part of the city. The andean piedmont area (E part of the city) shows minimum values, suggesting major ventilation effects of slope and valley winds. Ozone exceeds air quality standards in summer (dry season) at all sites in the centre and periphery. However, the O₃-concentrations are higher on preferred residential areas located at the piedmont area (E part of the city), suggesting air pollution transport effects. Currently, there is no consideration of these local climatic features in the process of urban planning.     

Composition,Size and Control of Automotive Exhaust Particulates

This paper on automobile exhaust particulates describes total particulate composition, size of exhausted lead particulates, and the effects of traps on total lead emitted. This study was conducted using cars manufactured during 1966-1970. Work in suspended particulate emission from several vehicles operated on a chassis dynamometer under Federal 7-mode cycle conditions has shown: (1 ) cars vary widely in the amounts and composition of their particulate emissions; (2) cold-cycle operation gives 2-8 times more particulate than hot engine operation; (3) lead compounds represent less than one-third of total particulates, the remainder being carbon compounds along with ammonium and nitrate ions and unknown materials; (4) carbon emission for stabilized cars using leaded gasoline varies widely but averages about 35% of the total; (5) suspended particulate emissions are nearly equal with new cars whether or not lead is present; (6) exhausted lead varies with the condition of the exhaust system and ranges between 7 and 30% of the lead consumed by the engine; (7) fuel additives affect the amount of emitted particulates; (8) probe sampling techniques underestimate by a large factor the amount of particulates emitted by vehicles; and (9) trapping systems offer potential for greatly reducing the emission of suspended total particulates.     

Development of the Tehran car driving cycle

This paper describes the development of the car driving cycle for the capital city of Tehran. Driving cycle is an essential requirement for the evaluation of the exhaust emissions using the chassis dynamometer test. In this study, the driving data are collected from several cars under real traffic conditions. The method used in this study for data analysis is based on the definition and the classification of the microtrips. The developed cycle is named TEH_CAR. The results reveal that the TEH_CAR cycle characteristics are close to the transient FTP cycle and different from the synthetic ECE cycle.     

An outline of the 1994-1998 European inspection and maintenance study: part I-design, tests, and results of experimental methods.

This paper provides an overview and the main results of a study aiming to evaluate current and alternative inspection and maintenance (I/M) programs to control emissions from in-use cars in Europe. For this purpose, a large number of passenger cars from five countries (France, Germany, Greece, the Netherlands, and the United Kingdom) were tested according to a common test protocol that included a variety of driving cycles and short tests, both legislative and specifically developed for this exercise. Evaluation of all test results was conducted with the objective of defining effective I/M test procedures and examining the potential of periodic I/M programs to reduce pollutant emissions and improve fuel economy of in-use cars. The results indicate that the current idle test used for catalyst-equipped cars in Europe is probably ineffective, while short transient loaded testing was found to offer higher potential in environmental terms. Regarding conventional gasoline cars, it is concluded that the idle test is sufficient, provided that the CO cut point is reduced and an HC test is added at high idle. Finally, the effectiveness of the free acceleration smoke test for diesels is questioned, while a transient cycle with continuous opacity measurement was found to be very promising. A companion paper further uses these results to analyze the likely cost-effectiveness on a per-country basis and discusses the possible effect of maintenance on emissions.     

Energy Choices and Public Policy

The subject of energy choices and public policy is one that has interested me at a professional level. The outlook for energy supply for Americans is uncertain. Will the OPEC crank the per barrel price of world oil up again this fall by three or four dollars? We don’t know. Will the cost of finding and developing new domestic oil reserves continue to rise, and will the domestic production continue to fall as it has been doing since 1970? We don’t know. Would regulating the price of old oil and natural gas entering into interstate commerce bring forth significantly increased supplies? We don’t know. The chances for reducing oil consumption—or at least checking the rate of increase—are equally uncertain. Will still higher prices, brought on by whatever means, cause people and industries to use less oil? We don’t know. Will demand shift away from oil and natural gas to cheaper, more plentiful energy sources? We don’t know. Will penalties, taxes, or exhortations get the motor vehicle industry to produce more gasoline efficient cars and trucks? We don’t know. We may not even get a chance to try. Will new, less energy intensive lifestyles take over? We don’t know.     

Internet technology and green productivity in agriculture

The high-quality development of agriculture requires not only sustainable growth of agricultural productivity but also green agricultural production. Internet technology has played an essential role in agricultural production and marketing in China over the past decades. This paper estimates provincial agricultural green growth in China from 1997 to 2019 and decomposes it into technological progress (TP) and efficiency changes (EC) based on the Luenberger productivity indicator method. Then an econometric model is employed to analyze the impact of the Internet on the growth of agricultural green productivity and each sub-component, and moderating role of farmer education in such effect. The empirical results indicated that annual average growth rate of agricultural green productivity in China is 1.33% from 1997 to 2019, and technological progress dominates its growth. The development of Internet technology has a significant positive impact on agricultural green productivity and its decomposition. Farmer education has strengthened the effect of Internet technology on agricultural green productivity and its decomposition TP and EC.

     

Automotive Emissions After Hot and Cold Starts in Summer and Winter

Randomly selected passenger automobiles were driven over a 7.5-mile composite route in Cincinnati, Ohio. Samples of the exhaust gases were collected from each car by means of a proportional sampler and analyzed for gross hydrocarbons, carbon monoxide, carbon dioxide, and oxides of nitrogen. In addition, detailed analysis of the hydrocarbons was made. This included parafins, 1 through 8 carbon, olefins, 2 through 6 carbon, and aromatics, 6 through 10 carbon. This paper compares the differences in these emissions immediately after starting with “cold” engines as opposed to emissions from cars started with engines already warmed up or “hot.” This determination was made under both cold and warm weather conditions. A comparison is also made in air pollutants emitted from cars driven under the summer as opposed to the winter conditions normally encountered in Cincinnati, Ohio.     

Transport impacts on atmosphere and climate: Land transport

Emissions from land transport, and from road transport in particular, have significant impacts on the atmosphere and on climate change. This assessment gives an overview of past, present and future emissions from land transport, of their impacts on the atmospheric composition and air quality, on human health and climate change and on options for mitigation.In the past vehicle exhaust emission control has successfully reduced emissions of nitrogen oxides, carbon monoxide, volatile organic compounds and particulate matter. This contributed to improved air quality and reduced health impacts in industrialised countries. In developing countries however, pollutant emissions have been growing strongly, adversely affecting many populations. In addition, ozone and particulate matter change the radiative balance and hence contribute to global warming on shorter time scales. Latest knowledge on the magnitude of land transport's impact on global warming is reviewed here.In the future, road transport's emissions of these pollutants are expected to stagnate and then decrease globally. This will then help to improve the air quality notably in developing countries. On the contrary, emissions of carbon dioxide and of halocarbons from mobile air conditioners have been globally increasing and are further expected to grow. Consequently, road transport's impact on climate is gaining in importance. The expected efficiency improvements of vehicles and the introduction of biofuels will not be sufficient to offset the expected strong growth in both, passenger and freight transportation. Technical measures could offer a significant reduction potential, but strong interventions would be needed as markets do not initiate the necessary changes. Further reductions would need a resolute expansion of low-carbon fuels, a tripling of vehicle fuel efficiency and a stagnation in absolute transport volumes. Land transport will remain a key sector in climate change mitigation during the next decades.     

Linking Salmon Aquaculture Synergies and Trade-Offs on Ecosystem Services to Human Wellbeing Constituents

Salmon aquaculture has emerged as a successful economic industry generating high economic revenues to invest in the development of Chiloe region, Southern Chile. However, salmon aquaculture also consumes a substantial amount of ecosystem services, and the direct and indirect impacts on human wellbeing are still unknown and unexplored. This paper identifies the synergies and trade-offs caused by the salmon industry on a range of ecosystem services. The results show that large economic benefits due to the increase of provisioning ecosystem services are also causing a reduction on regulating and cultural services. Despite the improvement on average income and poverty levels experienced in communities closely associated with the sector, this progress is not large enough and social welfare did not improve substantially over the last decade. The rest of human wellbeing constituents in Chiloe region have not changed significantly compared to the development in the rest of the country.     

Cold-start emissions of modern passenger cars at different low ambient temperatures and their evolution over vehicle legislation categories

The emissions of modern gasoline and diesel passenger cars are reduced by catalysts except in cold-starting. Since catalysts require a certain temperature (typically above 300 °C) to work to full efficiency, emissions are significantly higher during the warm-up phase of the car. The duration of this period and the emissions produced depend on the ambient temperature as well as on the initial temperature of the car's propulsion systems.The additional emissions during a warm-up phase, known as “cold-start extra emissions” (CSEEs) for emission inventory modelling, are mostly assessed by emission measurements at an ambient temperature of 23 °C. However, in many European countries average ambient temperatures are below 23 °C. This necessitates emission measurements at lower temperatures in order to model and assess cold-start emissions for real-world temperature conditions.This paper investigates the influence of regulated pollutants and CO₂ emissions of recent gasoline and diesel car models (Euro-4 legislation) at different ambient temperatures, 23, ?7 and ?20 °C. We present a survey and model of the evolution of cold-start emissions as a function of different car generations (pre-Euro-1 to Euro-4 legislations). In addition the contribution of CSEEs to total fleet running emissions is shown to highlight their increasing importance.For gasoline cars, it turns out that in average real-world driving the majority of the CO (carbon monoxide) and HC (hydrocarbon) total emissions are due to cold-start extra emissions. Moreover, the cold-start emissions increase considerably at lower ambient temperatures. In contrast, cold-start emissions of diesel cars are significantly lower than those of gasoline cars. Furthermore, the transition from Euro-3 to Euro-4 gasoline vehicles shows a trend for a smaller decline for cold-start extra emissions than for legislative limits. Particle and NO_x emission of cold-starts are less significant.