Prediction of SVOC vegetation and atmospheric concentrations using calculated deposition velocities

A simple modeling concept was previously applied to study air-foliage exchange of both polybrominated diphenyl ethers (PBDEs) and polycyclic aromatic hydrocarbons (PAHs) using field measurements. In this paper, the predictive capabilities of this framework were tested using an independent set of data collected at the same sampling location for a different time period. Firstly, atmospheric (particle-bound and gaseous phase) PBDE and PAH concentrations were used to predict their accumulation in spruce needles. Conversely, we used PBDE and PAH concentrations in vegetation to predict their atmospheric concentrations. In both cases, calculated and measured values showed good agreement, providing evidence that the developed framework and our derived deposition velocities can be used as a predictive tool for these two different classes of semi-volatile organic compounds.     

TBT contamination of remote marine environments: ship groundings and ice-breakers as sources of organotins in the Great Barrier Reef and Antarctica

Remote marine environments such as many parts of the Great Barrier Reef (GBR) and the Antarctic are often assumed to be among the most pristine natural habitats. While distance protects them from many sources of pollution, recent studies have revealed extremely high concentrations of organotins in areas associated with shipping activities. Sediments at sites of ship groundings on the GBR have been found to contain up to 340,000 microg Sn kg(-1). Very high concentrations (up to 2290 microg Sn kg(-1)) have been detected in nearshore Antarctic sediments adjacent to channels cut through sea ice by ice-breaking vessels. In both cases, the bulk of the contamination is associated with flakes of antifouling paint abraded from vessel hulls, resulting in patchy but locally intense contamination of sediments. These particulates are likely to continue releasing organotins, rendering grounding sites and ice-breaking routes point-sources of contamination of surrounding environments. While the areas exposed to biologically-harmful concentrations of leached chemicals are likely to be limited in extent (1000-10,000 m(2)), deposition of antifouling paints constitutes a persistent ecological risk in otherwise pristine marine environments of high conservation value. The risk of contamination of GBR and Antarctic sediments by organotins needs to be considered against an important alternative risk: that less effective antifouling of ships hulls may increase the frequency of successful invasions by non-indigenous species. Additional options to minimise ecological risk include accident prevention and reducing organotin contamination from grounding sites through removal or treatment of contaminated sediments, as has been done at some sites in the GBR.     

Assessment Tools for Urban Catchments: Defining Observable Biological Potential1

Abstract: Urbanization represents a strong and increasingly more prevalent impact on stream quality worldwide. One of the characteristic effects of increased urbanization is a consistent decline in biological stream condition. The characterization of this biological degradation with increasing urbanization presents a number of advantages for the study and management of urban streams and catchments. In this paper, the limitation of biological condition with urbanization, called observed biological potential, is characterized. Using an urban intensity index and a biological index developed specifically for urban systems in the Baltimore, Maryland; Cleveland, Ohio; and San Jose, California regions, two principal techniques were compared (quantile regression and bin regression) to define observed biological potential along urban gradients. Quantile regression was selected as the preferable tool for describing observed biological potential given the consistency with which it can be applied and its statistical efficiency, however, bin quantile regression performed similarly. Having identified a numeric approximation of observed biological potential, two methods for identifying factors related to distance from potential as a way of identifying critical environmental factors affecting biological condition in urban areas were explored. The results of this work can be used for identifying benchmarks for urban stream biological condition, identifying limiting catchment characteristics, and prioritizing urban stream management efforts.     

Development and Use of a Sedimentation Risk Index for Unpaved Road‐Stream Crossings in the Choctawhatchee Watershed1

Abstract: Unpaved road‐stream crossings increase sediment yields in streams and alter channel morphology and stability. Before restoration and sedimentation reduction strategies can be implemented, a priority listing of unpaved road‐stream crossings must be created. The objectives of this study were to develop a sedimentation risk index (SRI) for unpaved road‐stream crossings and to prioritize 125 sites in the Choctawhatchee watershed (southeastern Alabama) using this model. Field surveys involved qualitative and quantitative observations of 73 metrics related to waterway conditions, crossing structures, road approaches, and roadside soil erosion. The road‐stream crossing risk analyses involved elimination of candidate metrics based on redundancy, skewness, lack of data, professional judgment, lack of nonzero values, unbalanced box plots, and limited ranges of values. A final selection of 12 metrics formed the SRI and weighed factors involving soil erodibility, road sedimentation abatement features, and stream morphology alteration. The SRI was organized into narrative categories (excellent, good, fair, poor, and very poor) based on the distribution of scores. No excellent sites (scores ≥55) were found in this study, 17 (20.7%) were good (low sedimentation risk), 37 (45.1%) were fair (moderate sedimentation risk), 26 (31.7%) were poor (high sedimentation risk), and two (2.5%) were very poor (high sedimentation risk). There was no significant difference in SRI scores among crossing structure type (round culverts, box culverts, and bridges) (H = 4.31, df = 2, p = 0.058). A future study of the Choctawhatchee watershed involving the same study sites could assess the success of restoration plans and activities based on site score improvement or decline.     

De-novo formation of dioxins and furans and the memory effect in waste incineration flue gases

The formation of dioxin (polychlorinated-rho-dibenzodioxins - PCDD) and furan (polychlorinated dibenzofurans - PCDF) in waste incineration flyash in relation to temperature has been investigated in a bench scale reactor. The PCDD/PCDF released into the exhaust gases of the reactor and trapped in a condensation and vapour phase adsorption system were also determined. The concentrations of PCDD/PCDF in the flyash were analysed in detail for all congeners and isomers including the mono-, di- and tri-PCDD/PCDF. De-novo synthesis of PCDD/PCDF was clearly seen in the flyash with large changes in concentrations of PCDD/PCDF with only small changes in temperature. Exhaust gas PCDD/PCDF were detected at all temperatures, with the maximum emission occurring at a flyash temperature of 350 degrees C, where the equivalent of over 42 times the total dioxin/furan concentration of the original flyash was lost to the vapour phase per unit mass of initial flyash. Although the desorbed species were mainly the lower mono- to tri-congener group of dioxins and furans, the desorbed dioxin/furans had a considerable toxic equivalent value.     

A note on the effectiveness of the house-arrest alternative for motivating DWI offenders to install ignition interlocks

Introduction

The effectiveness of ignition interlocks at reducing drunk driving has been limited by the ability of driving-while-intoxicated (DWI) offenders to avoid court orders to install the devices.

Methods

In a pilot program in New Mexico, four Santa Fe County judges imposed home confinement (via electronic monitoring bracelets) on offenders who claimed to have no car or no intention to drive. Interlock installation rates for Santa Fe County were compared with all other counties in New Mexico over a 2-year program and 2-year post-program period.

Results

During the two program years, 70% of the drivers convicted of DWI in Santa Fe County installed interlocks, compared to only 17% in the other counties, but when the program was terminated, the Santa Fe installation rate fell by 18.8 percentage points.

Summary

Mandating the alternative sanction of house arrest led to the highest reported interlock installation rate for DWI offenders.

Impact on Industry

Impaired driving is a substantial expense to employers, particularly when it bars driving that interferes with employment. Interlocks provide a method of protecting the public while permitting the offender to drive sober. This study was directed at increasing interlock use by DWI offenders.     

Effects of time-gap settings of adaptive cruise control (ACC) on driving performance and subjective acceptance in a bus driving simulator

A study was conducted to investigate the effects of time-gap settings and contents of secondary tasks on a fix-based bus driving simulator on drivers’ performance while reclaiming control from ACC in a car-following scenario of emergency brake by the lead vehicle. Thirty professional bus drivers drove on the simulator with the scenario of highway traffic flow under 12 random time-gap settings: from 0.64 s to 2.40 s with the interval of 0.16 s. As for the effects of secondary tasks, subjects were evenly divided into three conditions: no secondary task interference, simple secondary task, and complex task. The results demonstrated that different safety demarcations of time-gaps on subjective acceptance and driving performance can be found out. The integrated demarcations separated time-gaps into divisions that represented different levels of danger. It revealed that the safer time-gaps for different situations were: longer than 1.60 s for none-secondary task distraction and longer than 2.08 s for being continuously distracted by secondary tasks. The demand for simple tasks is relatively high, so a larger time-gap is needed for the driver to remain safe. This research has implications for the time-gap selection of ACC and effects of secondary task distraction on buses. A next logical step will focus on determining time-gaps for lead vehicles on curves or slopes, when multiple vehicles are present ahead, and modeling driver behavior and performance with ACC for cars, buses, and other types of vehicles.