Surface water acidity is decreasing in large areas of Europe and North America in response to reductions in atmospheric S deposition, but the ecological responses to these water-quality improvements are uncertain. Biota are recovering in some lakes and rivers, as water quality improves, but they are not yet recovering in others. To make sense of these different responses, and to foster effective management of the acid rain problem, we need to understand 2 things: i) the sequence of ecological steps needed for biotic communities to recover; and ii) where and how to intervene in this process should recovery stall. Here our purpose is to develop conceptual frameworks to serve these 2 needs. In the first framework, the primarily ecological one, a decision tree highlights the sequence of processes necessary for ecological recovery, linking them with management tools and responses to bottlenecks in the process. These bottlenecks are inadequate water quality, an inadequate supply of colonists to permit establishment, and community-level impediments to recovery dynamics. A second, more management-oriented framework identifies where we can intervene to overcome these bottlenecks, and what research is needed to build the models to operationalize the framework. Our ability to assess the benefits of S emission reduction would be simplified if we had models to predict the rate and extent of ecological recovery from acidification. To build such models we must identify the ecological steps in the recovery process. The frameworks we present will advance us towards this goal. 相似文献
Thirty-two Norway spruce [Picea abies (L.) Karst.] and Scots pine (Pinus sylvestris L.) stands in southern Sweden were studied for a period of 12 years to evaluate acidification-induced chemical changes in the soil. Soil, at 20-30 cm depth in the mineral layer, was sampled three times during this period (1988, 1993 and 1999). The results show that pH(BaCl2) in mineral soil decreased by, on average, 0.17 units between 1988 and 1999, accompanied by an increase in aluminium (Al) concentration and a decrease in base saturation in the soil. In 1999, the base saturation was below 5% in 58% of the 32 sites compared with 16% in 1988 and 7% in 1993. Concentrations of calcium (Ca), potassium (K) and magnesium (Mg) are low and decreasing. Based on C/N ratios in humus, 45% of the sites may be subjected to leaching of considerable amounts of nitrate. The results show that the acidification of coniferous forest soils in southern Sweden is continuing, and that the negative effects on the nutrient status in soil are extensive. The results are compared with reference values for productive, long-term sustainably managed boreal coniferous or mixed forest soils and implications for long-term sustainability are discussed. 相似文献
Recent evidence shows that females of many species can discriminate against males and/or male phenotypes they have mated with previously. However, these studies have not tested whether actual mating is necessary to induce the avoidance behaviour. A preference for strangers may have evolved because it avoids multiple matings with similar genotypes. Alternatively, there may be selection against mating with familiar individuals directly. By choosing its first mate among unfamiliar individuals (which are less likely close relatives than are those encountered early in life), a virgin might disentangle some of the potential benefits of avoiding genetic incompatibility and inbreeding in the offspring from the costs of remating. In this study, we test whether Drosophila melanogaster flies bias their mate choice towards strangers according to previous, non-copulatory, experience. Based on 173 trials over 12 weeks, virgin females presented with two virgin males were 59% more likely to mate with a novel male than the one which she had been housed with for 8 h the day before. Hence we present the first report showing that a dipteran can distinguish between previously encountered and not previously encountered conspecifics. 相似文献
In order to carry out efficient traffic and air quality management, validated models and PM emission estimates are needed. This paper compares current available emission factor estimates for PM10 and PM2.5 from emission databases and different emission models, and validates these against eight high quality street pollution measurements in Denmark, Sweden, Germany, Finland and Austria.The data sets show large variation of the PM concentration and emission factors with season and with location. Consistently at all roads the PM10 and PM2.5 emission factors are lower in the summer month than the rest of the year. For example, PM10 emission factors are in average 5–45% lower during the month 6–10 compared to the annual average.The range of observed total emission factors (including non-exhaust emissions) for the different sites during summer conditions are 80–130 mg km−1 for PM10, 30–60 mg km−1 for PM2.5 and 20–50 mg km−1 for the exhaust emissions.We present two different strategies regarding modelling of PM emissions: (1) For Nordic conditions with strong seasonal variations due to studded tyres and the use of sand/salt as anti-skid treatment a time varying emission model is needed. An empirical model accounting for these Nordic conditions was previously developed in Sweden. (2) For other roads with a less pronounced seasonal variation (e.g. in Denmark, Germany, Austria) methods using a constant emission factor maybe appropriate. Two models are presented here.Further, we apply the different emission models to data sets outside the original countries. For example, we apply the “Swedish” model for two streets without studded tyre usage and the “German” model for Nordic data sets. The “Swedish” empirical model performs best for streets with studded tyre use, but was not able to improve the correlation versus measurements in comparison to using constant emission factors for the Danish side. The “German” method performed well for the streets without clear seasonal variation and reproduces the summer conditions for streets with pronounced seasonal variation. However, the seasonal variation of PM emission factors can be important even for countries not using studded tyres, e.g. in areas with cold weather and snow events using sand and de-icing materials. Here a constant emission factor probably will under-estimate the 90-percentiles and therefore a time varying emission model need to be used or developed for such areas.All emission factor models consistently indicate that a large part (about 50–85% depending on the location) of the total PM10 emissions originates from non-exhaust emissions. This implies that reduction measures for the exhaust part of the vehicle emissions will only have a limited effect on ambient PM10 levels. 相似文献
A method for determination of the climate gases CH4, CO2 and N2O in air samples and soil atmosphere was developed using GC-MS. The method uses straightforward gas chromatography (separation of the gases) with a mass spectrometric detector in single ion mode (specific determination). The gases were determined with high sensitivity and high sample throughput (18 samples h(-1)). The LOD (3sigma) for the gases were 0.10 micro L L(-1) for CH4, 20 microL L(-1) for CO2 and 0.02 microL L(-1) for N2O. The linear range (R2 = 0.999) was up to 500 microL L(-1) for CH4, 4000 microL L(-1) for CO2 and 80 microL L(-1) for N2O. The samples were collected in 10 mL vials and a 5 microL aliquot was injected on column. The method was tested against certified gas references, the analytical data gave an accuracy within +/-5% and a precision of +/-3%. The presence of < or = 10% by volume of C2H2 (often used experimentally to prevent N2 formation from N2O) did not interfere with detection for the targeted trace gases. 相似文献
Objective: Standard deviation of lateral position (SDLP) is often the primary outcome in experimental studies on impaired driving. However, other measures may be easier and more practical to obtain and reflect a broader range of driving-related behaviors. We wanted to assess the validity and sensitivity of a range of measures in a driving simulator as well as during real driving and compare these to SDLP.
Methods: Twenty healthy male volunteers undertook 6 driving trials each, 3 in a regular car on a closed track resembling rural road conditions and 3 in a simulator with an identical driving scenario. Ethanol was used as impairing substance due to its well-characterized effects on driving. The subjects were tested sober and at blood alcohol concentrations (BAC) of approximately 0.5 and 0.9 g/L. We explored dose–response relationships between BAC and a range of driving-related measures, as well as their BAC-dependent effect sizes.
Results: In simulator driving, ethanol intake increased steering wheel reversal frequency, steering wheel movement measures, average speed, standard deviation of speed, and pedal use frequency. At the test track, only steering wheel movement and standard deviation of speed were significantly correlated to BAC. Likewise, reaction to unexpected incidents and observance of red traffic lights were adversely affected by ethanol in the simulator but not at the test track. Whereas SDLP showed a relatively large effect size that was similar in simulated and real driving, all other measures demonstrated smaller effect sizes, with less pronounced BAC effects on the test track than in the simulator.
Conclusions: The results suggest that the driving-related measures explored in this study are less sensitive to alcohol-mediated driving impairment than SDLP, especially during real (test track) driving. The discrepancy in effect sizes between simulated and real driving may imply low external validity of these measures in simulator studies. 相似文献