Energy-ecological efficiency of dual-fuel series plug-in hybrid electric vehicle considering WTW emissions

Environmental Science and Pollution Research - This paper discussed the possibility of replacing the internal combustion engine of the series plug-in hybrid electric vehicle (PHEV) powered by...     

Is sledding safe? Beyond acute,traumatic injuries: Estimating the spine loads sustained by children while sledding

ObjectiveCompare acceleration level between two sleds used for downhill winter sliding. The hypotheses include (a) acceleration levels will differ significantly between sled types, (b) acceleration levels will be unsafe, (c) acceleration levels will not differ significantly between genders.DesignCross sectional study, within subject design. A cross correlation was used to verify similar terrain and path of travel between the two sleds. The trials with the highest correlation, between sleds, were then used in a t-test to analyze the differences in the mean, maximum, minimum, peak accelerations, average and maximum peak levels between the two sleds and genders. A one-way ANOVA evaluated the relationship among gender and all variables.SettingIn a randomized order, participants slid down the hill three times with one sled, followed by three times with the other. Acceleration was captured with a PBC piezoelectric accelerometer connected to a Larson Davis Human Vibration Meter 100.ParticipantsFive males and seven females, age 7–14 years, were recruited for this study. Participants were a sample of convenience.ResultsThe measured accelerations exceeded safe levels with values ranging from 1.07 m/s² to 1330 m/s² (mean = 241.97 m/s²). Two-tailed t-test showed no significant difference in acceleration between sleds. A one-way ANOVA determined that there is no significant difference between gender or sled for any measured variables.ConclusionAcceleration magnitudes did not differ significantly between sled types or between genders. Peak acceleration levels were determined to be unsafe, in particular with regard to the forces transmitted to the spine.     

How humans shape wolf behavior in Banff and Kootenay National Parks, Canada

This paper describes the conceptualization and implementation of an agent-based model to investigate how varying levels of human presence could affect elements of wolf behavior, including highway crossings; use of areas in proximity to roads and trails; size of home ranges; activities, such as hunting, patrolling, resting, and feeding pups; and survival of individuals in Banff and Kootenay National Parks, Canada. The model consists of a wolf module as the primary component with five packs represented as cognitive agents, and grizzly bear, elk, and human modules that represent dynamic components of the environment. A set of environmental data layers was used to develop a friction model that serves as a base map representing the landscape over which wolves moved. A decision model was built to simulate the sequence of wolf activities. The model was implemented in a Java Programming Language using RePast, an agent-based modeling library. Six months of wolf activities were simulated from April 16 to October 15 (i.e., a season coherent with regard to known wolf behaviors), and calibrated with GPS data from wolf radiocollars (n = 15) deployed from 2002 to 2004. Results showed that the simulated trajectories of wolf movements were correlated with the observed trajectories (Spearman's rho 0.566, P < 0.001); other critical behaviors, such as time spent at the den and not traveling were also correlated. The simulations revealed that wolf movements and behaviors were noticeably affected by the intensity of human presence. The packs’ home ranges shrank and wolves crossed highways less frequently with increased human presence. In an extreme example, a wolf pack whose home range is traversed by a high-traffic-volume highway was extirpated due to inability to hunt successfully under a scenario wherein human presence levels were increased 10-fold. The modeling prototype developed in this study may serve as a tool to test hypotheses about human effects on wolves and on other mammals, and guide decision-makers in designing management strategies that minimize impacts on wolves and on other species functionally related to wolves in the ecosystem.     

Using alcohol intoxication goggles (Fatal Vision® goggles) to detect alcohol related impairment in simulated driving

Objective: Fatal vision goggles (FVGs) are image-distorting equipment used within driver education programs to simulate alcohol-related impairment. However, there is no empirical evidence comparing the behavioral effects associated with wearing FVGs to alcohol intoxication. The purpose of this study was to determine the validity of FVGs in producing alcohol-related impairment in simulated driving.

Methods: Twenty-two healthy males (age: 23 ± 3 years, mean ± SD) participated in a placebo-controlled crossover design study involving 4 experimental trials. In each trial, participants completed a baseline level simulated driving task followed by an experimental driving task, involving one of 4 treatments: (1) a dose of alcohol designed to elicit 0.080% breath alcohol concentration (BrAC; AB), (2) an alcohol placebo beverage (PB), (3) FVG (estimated % blood alcohol concentration [BAC] 0.070–0.100+), and (4) placebo goggles (PGs). The driving tasks included 3 separate scenarios lasting ～5 min each; these were a simple driving scenario, a complex driving scenario, and a hazard perception driving scenario. Selected lateral control parameters (standard deviation of lane position [SDLP]; total number of lane crossings [LCs]) and longitudinal control parameters (average speed; standard deviation of speed [SDSP]; distance headway; minimum distance headway) were monitored during the simple and complex driving scenarios. Latency to 2 different stimuli (choice reaction time [CRT]) was tested in the hazard perception driving scenario. Subjective ratings of mood and attitudes toward driving were also provided during each of the trials.

Results: Neither placebo treatment influenced simulated driving performance. Mean BrAC was 0.060 ± 0.010% at the time of driving on the AB trial. Lateral control: In the simple driving scenario, SDLP and LC were not affected under any of the experimental treatments. However, in the complex driving scenario, significantly greater SDLP was observed on both the FVG and AB trials compared to their respective baseline drives. LC increased significantly from baseline on the AB trial only. Longitudinal control: Speed was not affected by any of the experimental treatments; however, SDSP increased significantly from baseline on the FVG trial. A significant reduction in distance headway and minimum distance headway was detected on the FVG trial compared to baseline. Hazard perception: Neither AB nor FVG trials were influential on CRT. Subjective mood ratings were significantly altered on the AB and FVG trials compared to baseline and placebo conditions. Participants reported reduced willingness and ability to drive under the active treatments (AB and FVG) than the placebo treatments (PB and PG).

Conclusions: FVGs may have some utility in replicating alcohol-related impairment on specific driving performance measurements. Hence, the equipment may offer an alternative approach to researching the impact of alcohol intoxication on simulated driving performance among populations where the provision of alcohol would otherwise be unethical (e.g., prelicensed drivers).     

Adult-supervised practice driving for adolescent learners: The current state and directions for interventions

IntroductionThe aim of this study was to quantify and identify correlates to the amount of parent-supervised behind-the-wheel practice hours by novice teen drivers.MethodsA national survey of 945 parents of recently licensed teen drivers was conducted. Multivariate logistic regression was used to identify factors related to the number of practice hours completed.ResultsSixty-one percent of parents reported practicing 50 or more hours with their teen. Two-parent involvement was associated with more practice hours, though use of a professional driving instructor was not. Parents of teens licensed in states mandating 50 or more hours of practice driving were more likely to report at least 50 practice hours than those in states mandating 20–40 hours or in states without mandates.Impact on IndustryThe findings underscore the integral role of parents in the learning to drive process and provide further support for GDL requirements for practice hours.     

A Bayesian hierarchical model for assessing the impact of human activity on nitrogen dioxide concentrations in Europe

Ambient concentrations of many pollutants are associated with emissions due to human activity, such as road transport and other combustion sources. In this paper we consider air pollution as a multi-level phenomenon on a continental scale within a Bayesian hierarchical model. We examine different scales of variation in pollution concentrations ranging from large scale transboundary effects to more localised effects which are directly related to human activity. Specifically, in the first stage of the model, we isolate underlying patterns in pollution concentrations due to global factors such as underlying climate and topography, which are modelled together with spatial structure. At this stage measurements from monitoring sites located within rural areas are used which, as far as possible, are chosen to reflect background concentrations. Having isolated these global effects, in the second stage we assess the effects of human activity on pollution in urban areas. The proposed model was applied to concentrations of nitrogen dioxide measured throughout the EU for which significant increases are found to be associated with human activity in urban areas. The approach proposed here provides valuable information that could be used in performing health impact assessments and to inform policy.     

When all life counts in conservation

Conservation science involves the collection and analysis of data. These scientific practices emerge from values that shape who and what is counted. Currently, conservation data are filtered through a value system that considers native life the only appropriate subject of conservation concern. We examined how trends in species richness, distribution, and threats change when all wildlife count by adding so-called non-native and feral populations to the International Union for Conservation of Nature Red List and local species richness assessments. We focused on vertebrate populations with founding members taken into and out of Australia by humans (i.e., migrants). We identified 87 immigrant and 47 emigrant vertebrate species. Formal conservation accounts underestimated global ranges by an average of 30% for immigrants and 7% for emigrants; immigrations surpassed extinctions in Australia by 52 species; migrants were disproportionately threatened (33% of immigrants and 29% of emigrants were threatened or decreasing in their native ranges); and incorporating migrant populations into risk assessments reduced global threat statuses for 15 of 18 species. Australian policies defined most immigrants as pests (76%), and conservation was the most commonly stated motivation for targeting these species in killing programs (37% of immigrants). Inclusive biodiversity data open space for dialogue on the ethical and empirical assumptions underlying conservation science.     

Optimization of the high-pressure, near-critical liquid-based microsortation of recyclable post-consumer plastics

High-pressure, near-critical liquids were used as float-sink separation media for the microsortation of polyolefin mixtures and PET/PVC mixtures. Near-critical carbon dioxide was used for the refinement of the polyolefins, and sulfur hexafluoride was used to separate post-consumer PVC from PET. Preliminary experiments indicated that there was no overlap in the density ranges of post-consumer HDPE, LDPE and PP containers. There was no overlap in the PET and PVC densities, with the exception of a single PVC packaging material with a density in the PET range. These initial results indicated that a float-sink separation was a viable means of microsortation. Separations of 91% LDPE (1/8′ beads)/9% PP (1/8′ chopped strands) resin mixtures and mixed post-consumer polyolefin flakes were then conducted in a laboratory-scale, 1-I batch apparatus. This apparatus not only permitted the observation of the separation, but also enabled the separated fractions to be removed from the high-pressure environment. The results indicated that LDPE purity of greater than 98.9% was obtained in 3 min or less if (a) the fluid density was 0.018 g/cm³ greater than the PP density and only 0.002 g/cm³ less than the LDPE density, thereby providing the greatest buoyancy force for the removal of the PP, (b) the fluid was recirculated upward through the bed of mixed plastics, facilitating the upward movement of the PP, and (c) the loading was kept at levels below 40% by volume. HDPE purity of 99% was also attained with clean, dry, post-consumer mixed plastic flakes. The loadings for these separations were very low, however, due to the difficulty in agitating the mixed bed of plastics using fluid recirculation. An economic analysis of these microsortation processes indicated that the value of the sorted plastics relative to the mixed feed must increase by approx. $0.08/lb for the CO₂-based separation and approx. $0.27/lb for the SF₆-based separation to justify the implementation of these high-pressure processes.