Scattering cross-section emission factors for visibility and radiative transfer applications: military vehicles traveling on unpaved roads

Emission factors for particulate matter (PM) are generally reported as mass emission factors (PM mass emitted per time or activity) as appropriate for air quality standards based on mass concentration. However, for visibility and radiative transfer applications, scattering, absorption, and extinction coefficients are the parameters of interest, with visibility standards based on extinction coefficients. These coefficients (dimension of inverse distance) equal cross-section concentrations, and, therefore, cross-section emission factors are appropriate. Scattering cross-section emission factors were determined for dust entrainment by nine vehicles, ranging from light passenger vehicles to heavy military vehicles, traveling on an unpaved road. Each vehicle made multiple passes at multiple speeds while scattering and absorption coefficients, wind velocity and dust plume profiles, and additional parameters were measured downwind of the road. Light absorption of the entrained PM was negligible, and the light extinction was primarily caused by scattering. The resulting scattering cross-section emission factors per vehicle kilometer traveled (vkt) range from 12.5 m2/vkt for a slow (16 km/ hr), light (1176 kg) vehicle to 3724 m2/vkt for a fast (64 km/hr), heavy (17,727 kg) vehicle and generally increase with vehicle speed and mass. The increase is approximately linear with speed, yielding emission factors per vkt and speed ranging from 4.2 m2/(vkt km/hr) to 53 m2/(vkt km/hr). These emission factors depend approximately linearly on vehicle mass within the groups of light (vehicle mass < or =3100 kg) and heavy (vehicle mass >8000 kg) vehicles yielding emission factors per vkt, speed, and mass of 0.0056 m2/(vkt km/hr kg) and 0.0024 m2/(vkt km/hr kg), respectively. Comparison of the scattering cross-section and PM mass emission factors yields average mass scattering efficiencies of 1.5 m2/g for the light vehicles and of 0.8 m2/g for the heavy vehicles indicating that the heavy vehicles entrain larger particles than the light vehicles.     

Heavy metals and selenium in feathers of three shorebird species from Delaware bay

Concentrations of lead, cadmium, mercury, selenium, chromium and manganese were examined in breast feathers of shorebirds migrating north through Cape May, New Jersey in 1991 and 1992. Although we predicted that metal levels would be positively correlated with weight, this was only true for mercury in red knots (Calidris canutus). Selenium was negatively correlated with weight in red knots. No other significant correlation of metal concentrations with weight were found. Lead and mercury were highest in sanderlings (C. alba). Selenium and manganese were highest in red knots, while chromium and cadmium levels were highest in semipalmated sandpipers (C. pusilus). For 1991, interspecific metals differences were significant for all metals except lead. For semipalmated sandpipers, cadmium and chromium concentrations were significantly higher in 1991 while managese concentrations were significantly higher in 1992.     

Contribution of individual components of a job cycle on overall severity of whole-body vibration exposure: a study in Indian mines

Drivers of earth-moving machines are exposed to whole-body vibration (WBV). In mining operations there can be a combination of relatively high magnitudes of vibration and long exposure times. Effective risk mitigation requires understanding of the main aspects of a task that pose a hazard to health. There are very few published studies of WBV exposure from India. This paper reports on a study that considered the contribution of the component phases of dumper operations, on the overall vibration exposure of the drivers. It shows that vibration magnitudes are relatively high, and that haulage tasks are the main contributor to the exposure. It is recommended that driver speed, haul road surfaces and vehicle maintenance/selection are optimized to ensure minimization of vibration. If this is not sufficient, operation times might need to be reduced in order to ensure that the health guidance caution zone from Standard No. ISO 2631-1:1997 is not exceeded.     

Preferred conservation policies of shark researchers

There is increasing concern about the conservation status of sharks. However, the presence of numerous different (and potentially mutually exclusive) policies complicates management implementation and public understanding of the process. We distributed an online survey to members of the largest professional shark and ray research societies to assess member knowledge of and attitudes toward different conservation policies. Questions covered society member opinions on conservation and management policies, personal histories of involvement in advocacy and management, and perceptions of the approach of conservation nongovernmental organizations (NGOs) to shark conservation. One hundred and two surveys were completed (overall response rate 21%). Respondents considered themselves knowledgeable about and actively involved in conservation and management policy; a majority believed scientists have a responsibility to advocate for conservation (75%), and majorities have sent formal public comments to policymakers (54%) and included policy suggestions in their papers (53%). They believe sustainable shark fisheries are possible, are currently happening today (in a few places), and should be the goal instead of banning fisheries. Respondents were generally less supportive of newer limit‐based (i.e., policies that ban exploitation entirely without a species‐specific focus) conservation policy tools, such as shark sanctuaries and bans on the sale of shark fins, than of target‐based fisheries management tools (i.e., policies that allow for sustainable harvest of species whose populations can withstand it), such as fishing quotas. Respondents were generally supportive of environmental NGO efforts to conserve sharks but raised concerns about some NGOs that they perceived as using incorrect information and focusing on the wrong problems. Our results show there is an ongoing debate in shark conservation and management circles relative to environmental policy on target‐based natural resources management tools versus limit‐based conservation tools. They also suggest that closer communication between the scientific and environmental NGO communities may be needed to recognize and reconcile differing values and objectives between these groups.     

Battery powered electric vehicles charged via solar photovoltaic arrays developed for light agricultural duties in remote hilly areas in the Southern Mediterranean region

In the Southern Mediterranean region hilly and remote areas are afflicted with the high cost of diesel fuel, problematic supply, poor or non-existent grid connections and lack of maintenance technicians to service farm grid generation systems and machinery. A prototype Battery Powered Electric Vehicle (BPEV) charged using a solar photovoltaic array (10 kWp) was installed at a monastery situated at Achkout (Lebanon) with a total agricultural area of 50 ha, 10 ha of which was devoted to viticulture. The purpose of this was to investigate the potential for the cleaner production of power hence reducing the use of diesel fuels in agriculture. Data collected from the test site is presented and used to validate a numerical model. The numerical model was then used to extend the study further to the other countries bordering the Mediterranean Sea which have different levels of solar irradiance. Currently the average cost of diesel fuel within the EU is at an all-time high of 1.32 €/L. A life cycle costing determined that if the current trends in inflation in the EU continue and that fuel costs increase by 7.5% per annum, then battery powered electric vehicles charged using solar photovoltaics are economically viable in areas of high solar irradiance. The numerical model was then used to determine the outcome of using lithium titanate batteries instead of conventional lead-acid batteries. Adoption of the described system for a 10 ha vineyard would result in annual fuel saving of 4200–5200 L of diesel depending on which location in the Mediterranean area a system such as this is installed.     

Causes and Consequences of Backdrafting of Vented Gas Appliances

Abstract

House depressurization occurs when household equipment such as a kitchen or bathroom fan or a fireplace exhausts air from the house and lowers the pressure indoors with respect to the outside. The operation of air handlers for forced-air heating or cooling systems also can have a depressurization effect. This depressurization can hinder the natural draft from vented combustion appliances and lead to backdrafting, which in turn can result in combustion gases spilling into the indoor airspace. Extensive spillage can cause elevated indoor levels of combustion products such as carbon dioxide (CO2) and water vapor, as well as contaminants such as carbon monoxide (CO) and nitrogen dioxide (NO2).

The focus of this paper is to review studies on depressurization- induced backdrafting and spillage from gas-fired, drafthood equipped furnaces and domestic hot water heaters. Qualitative and quantitative techniques that were used in depressurization and backdrafting studies conducted in Canada, Europe, and the United States are analyzed. These studies have shown that exhaust fans operated simultaneously with fireplaces depressurize houses by 3 to 8 Pa on average. The CO indoor concentrations due to spillage, as reported in these studies, generally have been lower than 5 ppm. However, such low CO concentrations do not necessarily imply that a potential problem associated with backdrafting does not exist. Other combustion products, such as NO2, rarely have been measured in prior backdrafting studies.

It can be concluded from the literature review that causes of house depressurization are well understood. However, more comprehensive research is needed to better understand the frequency, duration, and severity of depressurization-induced spillage in a broad cross section of houses. Efforts in this direction have begun recently in the United States through a workshop to define research issues, pilot studies to develop comprehensive measurement protocols, and consensus standard development activities to prepare standardized methods and protocols.     

Addressing inequality and intolerance in human–wildlife coexistence

Millennia of human conflict with wildlife have built a culture of intolerance toward wildlife among some stakeholders. We explored 2 key obstacles to improved human–wildlife coexistence: coexistence inequality (how the costs and benefits of coexisting with wildlife are unequally shared) and intolerance. The costs of coexisting with wildlife are often disproportionately borne by the so-called global south and rural communities, and the benefits often flow to the global north and urban dwellers. Attitudes and behaviors toward wildlife (tolerance versus intolerance) vary with social and cultural norms. We suggest more empathetic advocacy is needed that, for example, promotes conservation while appropriately considering those who bear the costs of conflict with wildlife. To achieve more equitable cost-sharing, we suggest limiting the costs incurred by those most affected or by sharing those costs more widely. For example, we advocate for the development of improved wildlife compensation schemes, increasing the scale of rewilding efforts, and preventing wildlife-derived revenue leaching out of the local communities bearing the costs of coexistence.