Single-laboratory evaluation and modification of U.S. EPA methods 7470 and 7471 for the determination of mercury in aqueous and solid hazardous wastes

The current U.S. Environmental Protection Agency (U.S. EPA) protocols for mercury determinations in aqueous and solid waste samples (SW-846 Methods 7470 and 7471) using recirculating cold-vapor atomic absorption spectrometry (CV-AAS) have been evaluated. The U.S. EPA methods are not sufficiently flexible to permit special quality control (QC) measures, have limited detectability for low-level mercury concentrations, and are plagued by spectral interferences caused by the nonspecific absorption of primary mercury radiation by volatile organic vapors. The U.S. EPA protocols have been modified in a single-laboratory study to facilitate additional QC measures, to enhance detectability for low-level mercury concentrations, and to eliminate nonspecific vapor absorption interferences. Volumetric manipulations for additional QC measures, if required, are facilitated by performing the sample digestions in Erlenmeyer flasks rather than in the current Biochemical Oxygen Demand (BOD) reduction-aeration bottles. Typical manipulations for additional QC measures that are now feasible include dilution of concentrated samples and multiple aliquot sampling for post-digestion spike and replicate analyses. Instrument detectability is improved 10-fold by using a gas sparging bottle as a dedicated reduction-aeration vessel and a silver wool-amalgamation CV-AAS system operated in an open configuration. The on-line amalgamation/thermal desorption process of the modified CV-AAS system eliminates interfering water and organic matrix vapors prior to the mercury absorption measurement. Good accuracy and precision have been obtained with the amalgamation CV-AAS system for the analyses of four reference sediment materials. The amalgamation CV-AAS measurements on the reference sediment digests have been successfully performed at absolute mercury concentration levels that are only 1 to 4 times above the instrumental detection limit of the U.S. EPA recirculating CV-AAS method.     

Health risks of residential wood heat

The resurgence in the use of wood in the United States for residential heating has been accompanied by a dramatic increase in deaths and injuries from residential fires. Toxic materials present in woodsmoke also appear to present a significant public health hazard. As a result of these factors, production of residential wood heat can be up to two orders of magnitude more hazardous than generation of an equivalent amount of electric energy at a coal-fired power plant. Proper care in installation and operation of wood stoves, as well as technological innovations that control wood-stove emissions, can greatly reduce the health and safety hazards of residential heating with wood.     

Surrogate measures of alcohol involvement in fatal crashes: Are conventional indicators adequate?

The problem of alcohol-related highway fatalities has led a majority of states to enact new legislative countermeasures. Because few states consistently collect information on alcohol involvement in fatal crashes, the evaluation of the effectiveness of these countermeasures has relied on surrogate measures of alcohol involvement. Using data from the U.S. Department of Transportation's Fatal Accident Reporting System (FARS), this study addresses the following questions: (a) Which of the several surrogate measures used are most likely to reflect alcohol involvement in fatal crashes? and (b) Do the trends in these surrogate measures provide an accurate appraisal of the true trends in alcohol-involved fatal crashes? The authors conclude that nighttime fatal crashes are the best surrogate measure of alcohol-involved crashes, but that surrogate measures may not accurately mirror trends in alcohol-involved fatal crashes over time, particularly in small states or over short durations. All drivers in fatal crashes should be given blood alcohol level (BAL) tests to most accurately assess the effects of drunk driving countermeasures.     

The Real-World Safety Potential of Connected Vehicle Technology

Objective: This article estimates the safety potential of a current commercially available connected vehicle technology in real-world crashes.

Method: Data from the Centre for Automotive Safety Research's at-scene in-depth crash investigations in South Australia were used to simulate the circumstances of real-world crashes. A total of 89 crashes were selected for inclusion in the study. The crashes were selected as representative of the most prevalent crash types for injury or fatal crashes and had potential to be mitigated by connected vehicle technology. The trajectory, speeds, braking, and impact configuration of the selected in-depth cases were replicated in a software package and converted to a file format allowing “replay” of the scenario in real time as input to 2 Cohda Wireless MK2 onboard units. The Cohda Wireless onboard units are a mature connected vehicle technology that has been used in both the German simTD field trial and the U.S. Department of Transport's Safety Pilot project and have been tuned for low false alarm rates when used in the real world. The crash replay was achieved by replacing each of the onboard unit Global Positioning System (GPS) inputs with the simulated data of each of the involved vehicles. The time at which the Cohda Wireless threat detection software issued an elevated warning was used to calculate a new impact speed using 3 different reaction scenarios and 2 levels of braking.

Results: It was found that between 37 and 86% of the simulated crashes could be avoided, with highest percentage due a fully autonomous system braking at 0.7 g. The same system also reduced the impact speed relative to the actual crash in all cases. Even when a human reaction time of 1.2 s and moderate braking of 0.4 g was assumed, the impact speed was reduced in 78% of the crashes. Crash types that proved difficult for the threat detection engine were head-on crashes where the approach angle was low and right turn–opposite crashes.

Conclusions: These results indicate that connected vehicle technology can be greatly beneficial in real-world crash scenarios and that this benefit would be maximized by having the vehicle intervene autonomously with heavy braking. The crash types that proved difficult for the connected vehicle technology could be better addressed if controller area network (CAN) information is available, such as steering wheel angle, so that driver intent can be inferred sooner. More accurate positioning in the real world (e.g., combining satellite positioning and accelerometer data) would allow the technology to be more effective for near-collinear head-on and rear-end crashes, because the low approach angles that are common in such crashes are currently ignored in order to minimize false alarms due to positioning uncertainty.