Effects of ocean temperature on the southern range limits of two understory kelps, <Emphasis Type="Italic">Pterygophora californica</Emphasis> and <Emphasis Type="Italic">Eisenia arborea</Emphasis>, at multiple life-stages

Environmental factors have long been shown to influence species distributions, with range limits often resulting from environmental stressors exceeding organism tolerances. However, these abiotic factors may differentially affect species with multiple life-history stages. Between September 2004 and January 2006, the roles of temperature and nutrient availability in explaining the southern distributions of two understory kelps, Pterygophora californica and Eisenia arborea (Phaeophyceae, Laminariales), were investigated along the coast of California, USA and the Baja California Peninsula, Mexico, by limiting either: (a) tissue nitrogen uptake and storage by adult sporophytes during periods of elevated temperature, and/or (b) production of embryonic sporophytes by microscopic gametophytes. Results suggest that while adult sporophytes of both species are tolerant of high temperatures and low nutrients, reproduction by their microscopic stages is not. Specifically, while E. arborea produced embryonic sporophytes at both 12 and 18°C, temperatures commonly observed throughout the southern portion of its range, P. californica produced sporophytes at 12 but not at 18°C. As a result, it appears that the southern distribution of P. californica, which ends in northern Baja California, Mexico, may be limited by temperature acting on its microscopic stages. In contrast, the ability of E. arborea’s microscopic and adult stages to tolerate elevated temperatures allows it to persist in the warmer southern waters of Baja California, as well as to the north along the California coast where both species co-occur.     

Choosing rewarding flowers; perceptual limitations and innate preferences influence decision making in bumblebees and honeybees

Flowers exhibit great intra-specific variation in the rewards they offer. At any one time, a significant proportion of flowers often contain little or no reward. Hence, foraging profitably for floral rewards is problematic and any ability to discriminate between flowers and avoid those that are less rewarding will confer great advantages. In this study, we examine discrimination by foraging bees among flowers of nasturtium, Tropaeolum majus. Bee visitors included carpenter bees, Xylocopa violacea, which were primary nectar robbers; honeybees, Apis mellifera, which either acted as secondary nectar robbers or gathered pollen legitimately and bumblebees, Bombus hortorum, which were the only bees able to gather nectar legitimately. Many flowers were damaged by phytophagous insects. Nectar volume was markedly lower in flowers with damaged petals (which were also likely to be older) and in flowers that had nectar-robbing holes. We test whether bees exhibit selectivity with regards to the individual flowers, which they approach and enter, and whether this selectivity enhances foraging efficiency. The flowers approached (within 2 cm) by A. mellifera and B. hortorum were non-random when compared to the floral population; both species selectively approached un-blemished flowers. They both approached more yellow flowers than would be expected by chance, presumably a reflection of innate colour preferences, for nectar standing crop did not vary according to flower colour. Bees were also more likely to accept (land on) un-blemished flowers. A. mellifera gathering nectar exhibited selectivity with regards to the presence of robbing holes, being more likely to land on robbed flowers (they are not able to feed on un-robbed flowers). That they frequently approached un-robbed flowers suggests that they are not able to detect robbing holes at long-range, so that foraging efficiency may be limited by visual acuity. Nevertheless, by using a combination of long-range and short-range selectivity, nectar-gathering A. mellifera and B. hortorum greatly increased the average reward from the flowers on which they landed (by 68% and 48%, respectively) compared to the average standing crop in the flower population. Overall, our results demonstrate that bees use obvious floral cues (colour and petal blemishes) at long-range, but can switch to using more subtle cues (robbing holes) at close range. They also make many mistakes and some cues used do not correlate with floral rewards.     

Air pollutant concentrations near three Texas roadways, part II: Chemical characterization and transformation of pollutants

Spatial gradients of vehicular emitted air pollutants were measured in the vicinity of three roadways in the Austin, Texas area: (1) State Highway 71 (SH-71), a heavily traveled arterial highway dominated by passenger vehicles; (2) Interstate 35 (I-35), a limited access highway north of Austin in Georgetown; and (3) Farm to Market Road 973 (FM-973), a heavily traveled surface roadway with significant truck traffic. A mobile monitoring platform was used to characterize the gradients of CO and NO_x concentrations with increased distance from each roadway, while concentrations of carbonyls in the gas-phase and fine particulate matter mass and composition were measured at stationary sites upwind and at one (I-35 and FM-973) or two (SH-71) downwind sites. Regardless of roadway type or wind direction, concentrations of carbon monoxide (CO), nitric oxide (NO), and oxides of nitrogen (NO_x) returned to background levels within a few hundred meters of the roadway. Under perpendicular wind conditions, CO, NO and NO_x concentrations decreased exponentially with increasing distance perpendicular to the roadways. The decay rate for NO was more than a factor of two greater than for CO, and it comprised a larger fraction of NO_x closer to the roadways than further downwind suggesting the potential significance of near roadway chemical processing as well as atmospheric dilution. Concentrations of most carbonyl species decreased with distance downwind of SH-71. However, concentrations of acetaldehyde and acrolein increased farther downwind of SH-71, suggesting chemical generation from the oxidation of primary vehicular emissions. The behavior of particle-bound organic species was complex and further investigation of the size-segregated chemical composition of particulate matter (PM) at increasing downwind distances from roadways is warranted. Fine particulate matter (PM_2.5) mass concentrations, polycyclic aromatic hydrocarbons (PAHs), hopanes, and elemental carbon (EC) concentrations generally exhibited concentrations that decreased with distance downwind of SH-71. Concentrations of organic carbon (OC) increased from upwind concentrations immediately downwind of SH-71 and continued to increase further downwind from the roadway. This behavior may have primarily resulted from condensation of semi-volatile organic species emitted from vehicle sources with transport downwind of the roadway.     

Climate change mitigation policy paradigms—national objectives and alignments

The aim of this paper is to assess how policy goals in relation to the promotion of green growth, energy security, pollution control and greenhouse gas (GHG) emissions reductions have been aligned in policies that have been implemented in selected countries during the last decades as a basis for discussing how a multi objective policy paradigm can contribute to future climate change mitigation. The paper includes country case studies from Brazil, Canada, China, the European Union (EU), India, Japan, Mexico, Nigeria, South Africa, South Korea and the United States covering renewable energy options, industry, transportation, the residential sector and cross-sectoral policies. These countries and regions together contribute more than two thirds of global GHG emissions. The paper finds that policies that are nationally driven and that have multiple objectives, including climate-change mitigation, have been widely applied for decades in both developing countries and industrialised countries. Many of these policies have a long history, and adjustments have taken place based on experience and cost effectiveness concerns. Various energy and climate-change policy goals have worked together in these countries, and in practice a mix of policies reflecting specific priorities and contexts have been pursued. In this way, climate-change mitigation has been aligned with other policy objectives and integrated into broader policy packages, though in many cases specific attention has not been given to the achievement of large GHG emission reductions. Based on these experiences with policy implementation, the paper highlights a number of key coordination and design issues that are pertinent to the successful joint implementation of several energy and climate-change policy goals.     

Interaction of Temperature,Humidity, Driver Preferences,and Refrigerant Type on Air Conditioning Compressor Usage

ABSTRACT

Recent studies have shown large increases in vehicle emissions when the air conditioner (AC) compressor is engaged. Factors that affect the compressor-on percentage can have a significant impact on vehicle emissions and can also lead to prediction errors in current emissions models if not accounted for properly. During 1996 and 1997, the University of California, Riverside, College of Engineering-Center for Environmental Research and Technology (CE-CERT) conducted a vehicle activity study for the California Air Resources Board (CARB) in the Sacramento, CA, region. The vehicles were randomly selected from all registered vehicles in the region. As part of this study, ten vehicles were instrumented to collect AC compressor on/off data on a second-by-second basis in the summer of 1997. Temperature and humidity data were obtained and averaged on an hourly basis. The ten drivers were asked to complete a short survey about AC operational preferences. This paper examines the effects of temperature, humidity, refrigerant type, and driver preferences on air conditioning compressor activity.

Overall, AC was in use in 69.1% of the trips monitored. The compressor was on an average of 64% of the time during the trips. The personal preference settings had a significant effect on the AC compressor-on percentage but did not interact with temperature. The refrigerant types, however, exhibited a differential response across temperature, which may necessitate separate modeling of the R12 refrigerant-equipped vehicles from the R134A-equipped vehicles. It should be noted that some older vehicles do get retrofitted with new compressors that use R134A; however, none of the vehicles in this study had been retrofitted.     

公交柴油车道路排放特征的实测研究初探

利用GPS和SEMTECH-D车载排放测试仪测量了上海市公交车行驶工况和公交柴油车在市区道路上的排放状况.该研究共获得193400组公交车行驶工况数据,累计测量里程820 km,排放数据75420个.测量结果显示,上海市公交车平均车行速度14 km·h-1,最高车速为60 km·h-1;市区公交车平均车行速度14 km·h-1,最高车速小于60 km·h-1,市区公交车的怠速时间比在25%以上.被测公交柴油车的CO、THC和NOx平均里程排放因子为(3.41±0.86)、(1.95±0.47)和(4.56±0.99) g·km-1,与陈长虹等人2005年提供的卡车3和卡车5的排放状况相近.测量结果还显示,被测车辆进出站时单位里程排放量是正常行驶条件下的10倍.此外,在交通高峰期或拥堵期,车行速度降低至0～5 km·h-1时,被测公交柴油车的CO、THC和NOx平均里程排放因子升高至17.49、6.68和15.85 g·km-1,是平均车速时候的5.13倍、3.4倍和3.48倍,车辆排放污染将明显加剧.测量结果说明,加强城市交通管理,减少车辆拥堵,不仅可以提高公交车运行效率,而且也是降低公交车污染的有效措施.     

重型柴油车车载排放实测与加载影响研究

采用车载排放测试仪,对2辆重型柴油卡车在空载和加载条件下进行实际道路车载排放测试.通过分析获得了油耗与排放速率的速度-加速度及其工况点的分布,发现高油耗与高排放工况点主要集中在高速加速区域,加载时油耗与排放高值随工况点分布更广;车辆在(30±2.5)km·h^-1等速及加速行驶时受加载影响最大,此时加载油耗与排放约是空载的1.6～3.2倍左右;由实测结果发现,卡车Ⅰ和卡车Ⅱ加载时油耗及CO、HC、NO_x排放因子分别是空载的1.6倍、3.5倍、1.1倍、1.5倍以及1.2倍、1.0倍、0.9倍和1.5倍,加载对油耗与NO_x排放影响最为明显,对HC影响最小,CO影响取决于车辆保养水平;卡车Ⅱ较卡车Ⅰ车型更大,发动机功率更高,相同荷载时受加载影响较小,说明重型车在发动机负荷可承受的范围内合理装载,有助于避免油耗与排放恶化,提高燃油经济性和排放水平.     

Biomechanical response targets for physical and computational models of the pediatric trunk

Objectives: This paper quantifies pediatric thoracoabdominal response to belt loading to guide the scaling of existing adult response data and to assess the validity of a juvenile porcine abdominal model for application to the development of physical and computational models of the human child. Methods: Table-top belt-loading experiments were performed on 6, 7, and 15 year-old pediatric post-mortem human subjects (PMHS). Response targets are reported for diagonal belt and distributed loading of the anterior thorax and for horizontal belt loading of the abdomen. Results: The pediatric PMHS exhibited abdominal response similar to the swine, including the degree of rate sensitivity. The thoraces of the PMHS were as stiff as, or slightly more stiff than, published adult corridors. Conclusions: An assessment of age-related changes in thoracic stiffness suggests that the effective stiffness of the chest increases through the fourth decade of life and then decreases, resulting in stiffness values similar for children and elderly adults.     

Helping a Species Go Extinct: The Sumatran Rhino in Borneo

The Sumatran rhinoceros has been declining in numbers for more than a century, primarily due to bunting and to loss of its habitat as land is converted to other uses. Only in the last quarter century has the international community made concerted efforts to reverse this decline. However, government officials, international funding agencies, and conservation organizations, while paying lip service to the need for strong action, have often taken the path of least resistance in helping this species. Much of the money and effort put toward Sumatran rhino conservation has focused on new technologies or politically expedient strategies that have little to do with the real reasons behind the rhino's decline. The primary means of Sumatran rhino conservation in Indonesia and Malaysia, where viable populations might still exist, is still the capture and attempted breeding of this species-which, until now, has failed. I examined the history of the Sumatran rhino in Borneo and the recent situation in Sabah, where at least two important populations of this species might still survive. Sabah is presented as a case study that is indicative of the plight of the Sumatran rhino throughout its present range.