Water quality effects of clearcut harvesting and forest fertilization with best management practices

Nine small (2.5 ha) and four large (70-135 ha) watersheds were instrumented in 1999 to evaluate the effects of silvicultural practices with application of best management practices (BMPs) on stream water quality in East Texas, USA. Two management regimes were implemented in 2002: (i) conventional, with clearcutting, herbicide site preparation, and BMPs and (ii) intensive, which added subsoiling, aerial broadcast fertilization, and an additional herbicide application. Watershed effects were compared with results from a study on the same small watersheds in 1981, in which two combinations of harvesting and mechanical site preparation without BMPs or fertilization were evaluated. Clearcutting with conventional site preparation resulted in increased nitrogen losses on the small watersheds by about 1 additional kg ha(-1) each of total Kjeldahl nitrogen (TKN) and nitrate-nitrogen (NO(3)-N) in 2003. First-year losses were not significantly increased on the large watershed with a conventional site preparation with BMPs. Fertilization resulted in increased runoff losses in 2003 on the intensive small watersheds by an additional 0.77, 2.33, and 0.36 kg ha(-1) for NO(3)-N, TKN, and total phosphorus, respectively. Total loss rates of ammonia nitrogen (NH(4)-N) and NO(3)-N were low overall and accounted for only approximately 7% of the applied N. Mean loss rates from treated watersheds were much lower than rainfall inputs of about 5 kg ha(-1) TKN and NO(3)-N in 2003. Aerial fertilization of the 5-yr-old stand on another large watershed did not increase nutrient losses. Intensive silvicultural practices with BMPs did not significantly impair surface water quality with N and P.     

Dehalogenation of polychlorinated biphenyls and polybrominated diphenyl ethers using a hybrid bioinorganic catalyst

The environmentally prevalent polybrominated diphenyl ether (PBDE) #47 and polychlorinated biphenyls (PCBs) #28 and #118 were challenged for 24 hours with a novel biomass-supported Pd catalyst (Bio-Pd(0)). Analysis of the products via GC-MS revealed the Bio-Pd(0) to cause the challenged compounds to undergo stepwise dehalogenation with preferential loss of the least sterically hindered halogen atom. A mass balance for PCB #28 showed that it is degraded to three dichlorobiphenyls (33.9%), two monochlorobiphenyls (12%), and biphenyl (30.7%). The remaining mass was starting material. In contrast, while PCB #118 underwent degradation to yield five tetra- and five trichlorinated biphenyls, no less chlorinated products or biphenyl were detected, and the total mass of degraded products was 0.3%. Although the Bio-Pd(0) material was developed for treatment of PCBs, a mass balance for PBDE #47 showed that the biocatalyst could prove a potentially useful method for treatment of PBDEs. Specifically, 10% of PBDE #47 was converted to identifiable lower brominated congeners, predominantly the tribrominated PBDE #17 and the dibrominated PBDE #4, 75% remained intact, while 15% of the starting mass was unaccounted for.     

Hydrocarbon emission fingerprints from contemporary vehicle/engine technologies with conventional and new fuels

The present paper presents results from the analysis of 29 individual C₂–C₉ hydrocarbons (HCs) specified in the European Commission Ozone Directive. The 29 HCs are measured in exhaust from common, contemporary vehicle/engine/fuel technologies for which very little or no data is available in the literature. The obtained HC emission fingerprints are compared with fingerprints deriving from technologies that are being phased out in Europe. Based on the total of 138 emission tests, thirteen type-specific fingerprints are extracted (Mean ± SD percentage contributions from individual HCs to the total mass of the 29 HCs), essential for receptor modelling source apportionment. The different types represent exhaust from Euro3 and Euro4 light-duty (LD) diesel and petrol-vehicles, Euro3 heavy-duty (HD) diesel exhaust, and exhaust from 2-stroke preEuro, Euro1 and Euro2 mopeds. The fuels comprise liquefied petroleum gas, petrol/ethanol blends (0–85% ethanol), and mineral diesel in various blends (0–100%) with fatty acid methyl esters, rapeseed methyl esters palm oil methyl esters, soybean oil methyl or sunflower oil methyl esters. Type-specific tracer compounds (markers) are identified for the various vehicle/engine/fuel technologies.An important finding is an insignificant effect on the HC fingerprints of varying the test driving cycle, indicating that combining HC fingerprints from different emission studies for receptor modelling purposes would be a robust approach.The obtained results are discussed in the context of atmospheric ozone formation and health implications from emissions (mg km^?1 for LD and mopeds and mg kW h^?1 for HD, all normalised to fuel consumption: mg dm^?3 fuel) of the harmful HCs, benzene and 1,3-butadiene.Another important finding is a strong linear correlation of the regulated “total” hydrocarbon emissions (tot-HC) with the ozone formation potential of the 29 HCs (ΣPO₃ = (1.66 ± 0.04) × tot-RH; r² = 0.93). Tot-HC is routinely monitored in emission control laboratories, whereas C₂–C₉ are not. The revealed strong correlations broadens the usability of data from vehicle emission control laboratories and facilitates the comparison of the ozone formation potential of HCs in exhaust from of old and new vehicle/engine/fuel technologies.     

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.     

重型柴油车实际道路排放与行驶工况的相关性研究

采用SEMTECH-D车载排放测试仪测量了东风柴油卡车在城市实际道路工况以及等速和加速工况下的油耗及污染物排放状况.测试结果显示,测试卡车实际道路综合百公里油耗为17.8 L,NOx、CO和HC排放因子分别为3.96、8.86和2.15g·km-1.其中主干道路况相对较差,油耗与排放因子较高,是所有测试道路平均水平的1.3～1.8倍左右.研究结果表明,重型车油耗及污染物排放与各行驶工况下的速度、加速度均密切相关,车辆在高速加速行驶状态下易产生高排放.车辆在30～50 km·h-1速度区间内等速行驶时,油耗与排放因子最为经济且环境友好.车辆在加速行驶时,油耗与NOx、CO排放因子可达到城市实际道路平均水平的2.0、2.2、1.4倍,急加速时达到2.8、2.1、14倍.应用比功率概念可准确描述车辆在各运行工况下的排放水平,但在重型车上缺乏实验依据,有待进一步研究.     

应用IVE模型计算上海市机动车污染物排放

为了解上海市机动车污染现状,建立上海市机动车源排放清单,分别选择上海市中心城区、商业区和收入相对较低区域中的主干道、快速道和次干道3种共9条典型道路,开展机动车技术水平参数、比功率(VSP)分布状况、启动状况等测试,并在此基础上将International Vehicle E-mission(IVE)模型本地化.调查结果表明,上海市区实际道路上轻型客车、出租车、公交巴士、卡车和摩托车(包含助动车)分别占道路总车流量的41.0%、30.8%、15.6%、6.9%和5.7%;从技术组成看,约85%的轻型客车和97%的出租车均安装有三元催化装置,约30%的公交巴士和90%的卡车没有达到欧Ⅰ标准;机动车的VSP分布主要集中在-2.9～1.2 kw·t-1.模式计算结果表明,2004年上海市机动车CO、VOC、NOx和PM排放量分别为57.06×104t、7.75×104t、9.20×104t和0.26×104t;20%的高排放车对总排放量的贡献占到25%～45%;启动过程中排放的CO、VOC和PM占总排放量的15%～25%,NOx仅占总排放量的4.5%.     

Rapidly assessing cobenefits to advance threat-management alliances

Conservation strategies aimed at reducing threats to biodiversity can have significant implications for multiple sectors in a socioeconomic system, but these cobenefits are often poorly understood. For example, many of the threats to native species also impede agricultural production, yet agriculture is typically perceived as in competition with conservation objectives. Although a comprehensive, multiobjective decision analysis is usually beyond the scope and capacity of conservation decision makers, failing to incorporate key socioeconomic costs and benefits into conservation decision-making processes can result in missed opportunities for diversifying outcomes and creating cost-sharing multisectoral partnerships. We devised a straightforward and readily interpretable approach to incorporate cobenefits into a threat-management prioritization approach. We used it to analyze the agricultural cobenefits of implementing 9 invasive animal management strategies designed to ensure the persistence of 148 threatened species across Australia's Lake Eyre Basin over 50 years. A structured elicitation process with 24 participants (scientists, land managers, agriculturalists, and other stakeholders) was used to collect information on each strategy, including costs, technical and social feasibility, benefits to native threatened species, and cobenefits to agricultural production systems. The costs of targeted invasive animal management to save threatened species across the basin (AU$33 million/year) outweighed the overall benefits to the agricultural industry (estimated AU$226 million/year). The return on investment for these management strategies varied substantially when agricultural cobenefits were considered alongside threatened species benefits and showed synergies and challenges. Our approach demonstrates the value of incorporating cobenefits of conservation actions into cost-effectiveness analyses to guide potential investment and partnerships and to diversify implementation pathways.     

Spatio-temporal patterns of juvenile marine turtle occurrence in waters of the European continental shelf

We present data spanning approximately 100 years regarding the spatial and temporal occurrence of marine turtle sightings and strandings in the northeast Atlantic from two public recording schemes and demonstrate potential signals of changing population status. Records of loggerhead (n = 317) and Kemp’s ridley (n = 44) turtles occurring on the European continental shelf were most prevalent during the autumn and winter, when waters were coolest. In contrast, endothermic leatherback turtles (n = 1,668) were most common during the summer. Analysis of the spatial distribution of hard-shell marine turtle sightings and strandings highlights a pattern of decreasing records with increasing latitude. The spatial distribution of sighting and stranding records indicates that arrival in waters of the European continental shelf is most likely driven by North Atlantic current systems. Future patterns of spatial-temporal distribution, gathered from the periphery of juvenile marine turtles habitat range, may allow for a broader assessment of the future impacts of global climate change on species range and population size.