Investigations on the sorption of a toxaphene model congener, the B7-1450, on marine sediments

Sorption is a natural process that takes place in sediments or soils and changes the mobility and availability of hydrophobic organic compounds, such as toxaphene pesticide in the environment. The sorption of the 2-exo,3-endo,5-exo,8,9,10,10-heptachlorobornane (B7-1450), used as a model compound of the toxaphene heptachlorobornane congeners found in sediments, was investigated for the first time through a series of batch sorption experiments. The losses of B7-1450 due to adsorption onto glass walls and to evaporation occurring during analytical treatment steps were corrected. The study showed that these specific losses ranged from 2% to 3.5% for the glass walls adsorption and can be as high as 15% for the evaporation treatment. The sorption coefficients, K(d) and K(oc), of B7-1450 could be overestimated by >30%, particularly for low-concentration samples, if the losses were not corrected. Loss correction equations were established, validated and applied to determine sorption coefficients for the B7-1450 congener. The K(oc) values for B7-1450 determined over a gradient of concentrations ranged from 3.5x10(4) to 6.5x10(4)mlg(-1), revealing a strong affinity of B7-1450 for marine sediments.     

Platinum,palladium, and rhodium deposition to the <Emphasis Type="Italic">Prunus laurus cerasus</Emphasis> leaf surface as an indicator of the vehicular traffic pollution in the city of Varese area

Background, aim, and scope  

The widespread use of some platinum group elements as catalysts to minimize emission of pollutants from combustion engines produced a constantly growing increase of the concentration of these elements in the environment; their potential toxicological properties explain the increasing interest in routine easy monitoring. We have found that leaves of Prunus laurus cerasus are efficient collectors of particulate with a dimension <60–80 μm, and a simple and reliable procedure was developed to reveal traces of platinum, palladium, and rhodium released from automotive catalysts. The analysis of the dust deposited on the foliage is a direct indicator of traffic pollution.     

Effects of a temporary HDPE cover on landfill gas emissions: multiyear evaluation with the static chamber approach at an Italian landfill

According to the European Landfill Directive 1999/31/EC and the related Italian Legislation (“D. Lgs. No. 36/2003”), monitoring and control procedures of landfill gas emissions, migration and external dispersions are clearly requested. These procedures could be particularly interesting in the operational circumstance of implementing a temporary cover, as for instance permitted by the Italian legislation over worked-out landfill sections, awaiting the evaluation of expected waste settlements.A possible quantitative approach for field measurement and consequential evaluation of landfill CO₂, CH₄ emission rates in pairs consists of the static, non-stationary accumulation chamber technique. At the Italian level, a significant and recent situation of periodical landfill gas emission monitoring is represented by the sanitary landfill for non-hazardous waste of the “Fano” town district, where monitoring campaigns with the static chamber have been annually conducted during the last 5 years (2005-2009). For the entire multiyear monitoring period, the resulting CO₂, CH₄ emission rates varied on the whole up to about 13,100 g CO₂ m⁻² d⁻¹ and 3800 g CH₄ m⁻² d⁻¹, respectively.The elaboration of these landfill gas emission data collected at the “Fano” case-study site during the monitoring campaigns, presented and discussed in the paper, gives rise to a certain scientific evidence of the possible negative effects derivable from the implementation of a temporary HDPE cover over a worked-out landfill section, notably: the lateral migration and concentration of landfill gas emissions through adjacent, active landfill sections when hydraulically connected; and consequently, the increase of landfill gas flux velocities throughout the reduced overall soil cover surface, giving rise to a flowing through of CH₄ emissions without a significant oxidation. Thus, these circumstances are expected to cause a certain increase of the overall GHG emissions from the given landfill site.     

Self-purification ability of a resurgence stream

The self-purification ability of a resurgence stream has been investigated by taking samples along the course of a channeled tract made up of a first part in beaten soil (3.3 km) and a second in concrete (7.2 km). The study has been conducted by statistically processing pre-existent data, acquired monthly by analyzing waters at the beginning and at the end of the whole canal for 6 years, from 1995 to 2000 (historic data), and by performing specific experiments (recent data) to evaluate differently the self-purification capacity of the beaten soil section and that in concrete. A significant abatement of concentrations has been observed from historic data for ammonium, phosphates, turbidity, heavy metals and bacteria. From the recent data, all these parameters seem to decrease in the beaten soil tract. Whereas significant further decreases in the concrete tract were observed only for ammonium, phosphates and bacteria. For other parameters, e.g. pH, dissolved oxygen, chlorides, fluorides, sodium, and sulfates, a significant increase was observed from the historic data.     

Effects of acetaminophen in oxidative stress and neurotoxicity biomarkers of the gastropod Phorcus lineatus

Environmental Science and Pollution Research - The growing use of pharmaceutical drugs has become a major environmental issue considering that these substances (or their metabolites) end up...     

Situational characteristics of fatal pedestrian accidents involving vehicles traveling at low speeds in Japan

Abstract

Objective: This study aimed to investigate the situational characteristics of fatal pedestrian accidents involving vehicles traveling at low speeds in Japan. We focused on vehicles with 4 or more wheels. Such characteristics included daytime or nighttime conditions, road type, vehicle behaviors preceding the accident, and vehicle impact locations.

Methods: Pedestrian fatality data on vehicle–pedestrian accidents were obtained from the Institute for Traffic Accident Research and Data Analysis of Japan (ITARDA) from 2005 to 2014. Nine vehicle classifications were considered: Trucks with gross vehicle weight (GVW) ≥7.5 tons and <7.5 tons, buses, box vans, minivans, sport utility vehicles (SUVs), sedans, light passenger cars (LPCs), and light cargo vans (LCVs). We compared the situational daytime or nighttime conditions, road type, vehicle behaviors preceding the accident, and vehicle impact locations for accident-involved vehicles traveling at low and higher speeds across all vehicle types.

Results: The results indicate that pedestrian fatalities involving vehicles traveling at low speeds occurred more often under daytime conditions across all vehicle types. At signalized intersections, the relative proportions of pedestrian fatalities were significantly higher when vehicles were traveling at low speed, except when the accidents involved box vans or SUVs. Similarly, when vehicles turned right, the relative proportions of pedestrian fatalities were significantly higher when vehicles traveling at low speed were involved across all vehicle types. In terms of the frontal right vehicle impact location, the relative proportions of pedestrian fatalities were significantly higher when trucks with GVW ≥7.5 tons or <7.5 tons, sedans, or LCVs traveling at low speed were involved.

Conclusions: The situational characteristics of fatal pedestrian accidents involving vehicles traveling at low speeds identified in this study can guide targeted development of new traffic safety regulations or technologies specific to vehicle–pedestrian interactions at low vehicle travel speeds (i.e., driver alert devices or automated emergency braking systems). Ultimately, these developments can improve pedestrian safety by reducing the frequency or severity of vehicle–pedestrian accidents for vehicles turning right at intersections and/or reducing the number of resultant pedestrian fatalities.     

Effects of paracetamol on the polychaete Hediste diversicolor: occurrence of oxidative stress,cyclooxygenase inhibition and behavioural alterations

Environmental Science and Pollution Research - Pharmaceuticals are significant environmental stressors, since they are utilized around the world; they are usually released in to the aquatic system...     

A study on chest injury mechanism and the effectiveness of a headform impact test for pedestrian chest protection from vehicle collisions

This study was aimed at investigating the injury mechanism of pedestrian chests in collisions with passenger vehicles of various frontal shapes and examining the influence of the local structural stiffness on the chest injury risk by using the headform impact test at the chest contact area of the vehicle. Three simulations of vehicle to pedestrian collisions were conducted using three validated pedestrian finite element (FE) models of three pedestrian heights of 177 (AM50th), 165 and 150 cm and three FE vehicles models representing a one-box vehicle, a minicar and a medium car. The validity of the vehicle models was evaluated by comparing the headform acceleration against the measured responses from headform impact tests. The chest impact kinematics and the injury mechanisms were analyzed in terms of the distribution of the von Mises stress of the ribcage and in terms of the chest deflections. The chest contact locations on the front panel and the bonnet top were identified in connection to the causation of rib fractures. The risk of rib fractures was predicted by using the von Mises stress distribution. The headform impact tests were carried out at the chest contact area on the front panel and bonnet to examine the safety performance with respect to pedestrian chest protection. In simulations of the one-box vehicle to pedestrian collisions, the chest was struck directly by the frontal structure at a high velocity and deformed substantially, since a shear force was generated by the stiff windshield frame. The acceleration of the headform was related to the rib deflections. The injury threshold of the ribcage deflection (42 mm) corresponded to the headform average acceleration of 68 G. In the minicar collision, the chest was struck with the bonnet top and cowl area at a low velocity, and the deformation was small due to the distributed contact force between the chest and the bonnet top. Besides, the ribcage deformation was too small for bridging a relation between the headform accelerations and rib deflections. In the medium car collision, the deformation mode of the chest was similar to that in the minicar collision. The chest collided with the bonnet top at a low velocity and deformed uniformly. The deflection of the ribs had an observable correlation with the headform accelerations measured in the headform impact tests. The frontal shape of a vehicle has a large influence on a pedestrian’s chest loadings, and the chest deformation depends on the size of the pedestrian and the stiffness of the vehicle. The one-box passenger vehicle causes a high chest injury risk. The headform impactor test can be utilized for the evaluation of the local stiffness of a vehicle’s frontal structure. The reduction of the headform acceleration is an effective measure for pedestrian chest protection for specific shapes of vehicles by efficacy in modifying the local structural stiffness.