Impacts of climatic disasters in coastal Bangladesh: why does private adaptive capacity differ?

This paper quantitatively assesses the influences of various demographic and socio-economic factors, past adaptive behavioral factors, access to weather/climate information, and spatial/locational factors on coastal populations’ perceived adaptive capacity against major impacts of hydro-meteorological disasters on their livelihood. A total of 285 respondents from three coastal villages in Bangladesh were randomly interviewed between January and April 2009. Respondents rated their perceived adaptive capacity against 25 anticipated impacts of sea-level rise (SLR)-induced events on their livelihood. By employing the principal component analysis (PCA), perceived adaptive capacity was grouped into five major categories. Then, an adaptive capacity index for each of five major impacts, namely, “infrastructure damage and disrupted mobility,” “food and nutritional insecurity,” “low earning and higher cost of maintenance,” “loss of employment in offshore activities,” and “crisis of potable water and public health risk,” was prepared. How adaptive capacity against each of these major five categories of impacts differs due to the influence of various factors was assessed by employing the multivariate analysis of variance (MANOVA) technique. The MANOVAs show that age, sex, level of education, type of occupation, farmland holdings, past adaptive behavior against rainfall, salinity intrusion, freshwater crises, use of radio for weather information, and the distance of the homestead from the shoreline have varying levels of influence on respondents’ perceived adaptive capacity against each of the five major categories of impacts. Others factors have moderate to limited influences. The policy implication is that specific programs, rather than a generic one-size fits all program, must be initiated for enhancement of adaptive capacity against specific impacts.     

Comparative analysis of small mammal communities in Chisinau and Yaroslavl, two European cities located in different biomes

Comparative analysis of the structure of small mammal communities has been performed in two European cities located in different biomes: Chisinau (2008?C2009) and Yaroslavl (1994?C2002). The parameters studied included abundance, species composition, similarity and difference of faunas, species diversity, and proportions of groups differing in predisposition to synanthropy. It has been found that the structure of small mammal communities in these cities depends on specific physiographic conditions of the surrounding areas and on the distinctive features of the cities themselves (their structure, age, etc.). The similarity between the faunas is accounted for by the common ecological patterns of fauna formation in the biota of urban cenoses.     

Product Guide/1970

Abstract

In Mexico City, the use and composition of fuels determine that carbon monoxide (CO) comes mostly from mobile sources, and sulfur dioxide (SO₂) from fixed and mobile sources. By simultaneously measuring hydrocarbons (HC), CO, and SO₂ in the atmosphere of Mexico City, the relative amounts coming from different sources can be estimated. Assuming that some HC are emitted proportionally to CO emissions, we can establish that [HC]₁= m1? [CO], where the proportionality constant ml corresponds to the ratio of emissions factor for HC and CO in mobile sources. Similarly for fuels containing sulfur, it can be assumed that [HC]₂ = m2 ? [SO₂]. In this way, the total HC are [HC]_total=[HC]₀+ ml ? [CO]+ m2 ? [SO₂], where [HC]₀ corresponds mainly to other sources like solvent evaporation, gas consumption, and natural emissions. In this way, it can be estimated that in Mexico City 75% of average HC comes from mobile sources, 5% from sulfur-related sources, and 19% from natural sources and solvent evaporation. Compared with the HC/CO ratio measured in the exhaust pipe of vehicles, we estimated that 70% of HC emitted from mobile sources are evaporative losses, and only 30% come through the exhaust system.     

Instrumenting Light Aircraft for Air Pollution Research

Light aircraft and helicopters have been occasionally used to conduct aerial traverses for a single pollutant or atmospheric tracer. The continuous analyzer or sample collector is temporarily tied down with a seat belt or hand held. Flight variables are visually observed and written on the recorder chart, a notebook or possibly voice-recorded on a portable tape recorder. The versatile airborne instrumentation package described can measure and record up to 27 pollutant and flight variables from a Cessna Skymaster center-line thrust, light twin. Real-time analysis instrumentation include non-dispersive infrared analyzers for CO₂, CO, and hydrocarbons, conductivity and coulometric analyzers for sulfur dioxide and sulfur-containing gases, and Charlson-Ahlquist visual range nephelometer. A Battelle “bulk sampler” is used to collect particulates for weighing and microscopic examination. Indicated air speed, altitude, rate of climb, magnetic heading, temperature, and relative humidity are continuously measured. All variables are sequentially recorded on a 7-track, 200 bit per second, 27-channel, magnetic tape data logging system. Measured variables are recorded once each 0.3 to 0.8 sec—equivalent to 33-100 ft of traversedepending upon the number of variables recorded (i.e., between 9 and 27) when flying at 90 mph. Tape data are reduced directly by IBM 360 computer to a digital print-out or from tape to an X-Y analog plot.     

The Effect of Fuel Composition on Atmospheric Aerosol Due to Auto Exhaust

Aerosols attributable to automobile exhaust can be classified as two types—primary aerosol (initially present in the exhaust) and secondary aerosol (generated photochemically from hydrocarbons and nitrogen oxides in the exhaust). In this study, investigation was made of possible effects of motor-fuel composition on the formation of these aerosols. Secondary aerosol, of principal interest in this work, was produced by irradiating auto exhaust in Battelle-Columbus’ 610 ft³ environmental chamber. A limited number of determinations of primary aerosol in diluted auto exhaust was made at the exit of a 36 ft dilution runnel. Determination of both primary and secondary aerosol was based on light-scattering measurements.

Exhaust was generated with seven full-boiling motor gasolines, both leaded and nonleaded, in a 1967 Chevrolet which was not equipped with exhaust-emission control devices. Changes in fuel composition produced a maximum factor of three difference in light scattering due to primary aerosol. Aerosol yields, for consecutive driving cycles on the same fuel, vary considerably; as a result, ranking the fuels on the basis of average primary aerosol yield was not very meaningful. In addition to fuel composition, the more important independent variables are initial SO₂ concentration, relative humidity and initial hydrocarbon concentration. Statistical analysis of the data indicates that the seven test fuels can be divided into two arbitrary groups with regard to secondary aerosol-forming potential. The fuels in the lower light-scattering group had aromatic contents of 15 and 21%, while those in the higher light-scattering group had aromatic contents of 25, 48, and 55%. Although the fuels can be grouped on the basis of a compositional factor, the grouping of fuels with aromatic content ranging from 25 to 55% indicates that this compositional factor cannot be equated simply with aromatic content. In an associated study of the aerosol-forming potential of individual hydrocarbons prominent in auto exhaust, it was observed that aromatics produce substantially more photochemical aerosol than olefins and paraffins. However, experiments with binar/hydrocarbon mixtures containing aromatjcs, as well as in these exhaust experiments, a strong dependence of aerosol yield on the aromatic components is is not observed. Thus, the data indicate that the dependence of secondary aerosol formation on fuel factors is a complex one and cannot be predicted solely on the basis of a sirigle hydrocarbon component reactivity scale.

The two types of automobile aerosol did not have the same dependence on fuel, composition. The variation in total light scattering attributable to primary plus secondary aerosol was less than that due to either component alone. It therefore was concluded that the light scattering due to automobile exhaust emissions in these experiments was not significantly affected by changing fuel composition.     

Nitrogen Compounds other than NO in Automobile Exhaust Gas

Recent studies of organic pyrolyses in the presence of nitric oxide have shown that various nitogen compounds, such as hydrogen cyanide (HCN) and aceto-nitrile (CH₃CN) are formed. This suggests the possibility that such compounds will be found in internal combustion processes, and may be present in automobile exhaust gases. The present paper describes some gas-chromatographic and wet analyses of exhaust gases. It is concluded that the amounts of hydrogen cyanide are less than 1 ppm, but that various organic nitrogen compounds may reach a level of about 100 ppm. The significance of these results is discussed.     

Product Guide/1975

Measurements conducted on full-scale hazardous waste incinerators have occasionally shown a relationship between carbon monoxide (CO) emissions and emissions of toxic organic compounds. In this study, four mixtures of chlorinated C₁ and C₂ hydrocarbons were diluted in commercial-grade heptane and burned in a water-cooled turbulent flame reactor (TFR) under two different excess air levels. No correlation between CO and organic emissions could be discerned. Reasons for this lack of observable correlations are discussed in terms of combustion and chemical reaction kinetic theory.     

Biochemical and Physiological Detection of Sulfur Dioxide Injury to Pea Plants (Pisum sativum)

Biochemical and physiological experiments were conducted on pea plants (Pisum sativum) continuously exposed in growth chambers to SO₂ gas for 18 days. S0₂ gas concentrations were 0.1, 0.15, and 0.25 ppm. In plants exposed to 0.1 and 0.15 ppm it was clearly demonstrated that there was a greater accumulation of inorganic sulfur, a reduced buffer capacity of the cells relative to H-ions, and a stimulation of glutamate dehydrogenase activity. The only macroscopic symptom seen was slight chlorosis of the older leaves. There was only a slight decrease in fresh and dry weights of these plants compared to the control plants whereas in the group of plants exposed to 0.25 ppm SO₂ foliage necrosis was considerable. In addition, there was a marked reduction in the fresh and dry weights of the latter plants. However, the relationship among accumulated inorganic sulfur, reduced buffer capacity, and increased glutamate dehydrogenase activity as seen for the lower S0₂ concentrations was close. Accordingly, if might be possible to use these three parameters to diagnose S0₂ injury before any significant symptoms appear. In the case of severe SO₂ injury there was a marked increase in glutamine and ammonia concentrations suggesting that these factors in addition to the above could be used in diagnosing severe SO₂ injury. There was no significant difference between plants treated with 0.1 or 0.15 ppm SO₂ and control plants in the contents of K, Ca, P, and N fractions. Therefore, these factors would not be useful in the early detection of SO₂ injury.