Protected area characteristics that help waterbirds respond to climate warming

Protected area networks help species respond to climate warming. However, the contribution of a site's environmental and conservation-relevant characteristics to these responses is not well understood. We investigated how composition of nonbreeding waterbird communities (97 species) in the European Union Natura 2000 (N2K) network (3018 sites) changed in response to increases in temperature over 25 years in 26 European countries. We measured community reshuffling based on abundance time series collected under the International Waterbird Census relative to N2K sites’ conservation targets, funding, designation period, and management plan status. Waterbird community composition in sites explicitly designated to protect them and with management plans changed more quickly in response to climate warming than in other N2K sites. Temporal community changes were not affected by the designation period despite greater exposure to temperature increase inside late-designated N2K sites. Sites funded under the LIFE program had lower climate-driven community changes than sites that did not received LIFE funding. Our findings imply that efficient conservation policy that helps waterbird communities respond to climate warming is associated with sites specifically managed for waterbirds.     

Listriodon guptai Pilgrim, 1926 (Mammalia, Suidae) from the early Miocene of the Bugti Hills, Balochistan, Pakistan: new insights into early Listriodontinae evolution and biogeography

New dental remains of listriodont suids are described from the lower member of the early to middle Miocene Vihowa Formation of the Bugti Hills, Pakistan. The material is homogeneous in terms of morphology and dimensions and referred as a whole to Listriodon guptai Pilgrim, 1926. This species is also mentioned in coeval deposits of the Zinda Pir Dome, Pakistan, dating back to ca. 19 Ma. The early occurrence of an advanced listriodont in Pakistan constrains the age of acquisition of several characters correlated to lophodonty within Listriodontini, and raises major questions about the early history of the Old World Listriodontinae. Strong morphological similarity between Listriodon guptai and the African species Listriodon akatikubas found in the late early Miocene of Maboko (Kenya, ca. 16.5 Ma) suggests that this latter is most probably a migrant originating from Asia.     

Risk of amniocentesis in women screened positive for Down syndrome with second trimester maternal serum markers

In routine obstetrical practice, prior to offering invasive prenatal diagnosis, it is crucial to weigh the risks attendant on amniocentesis against the individual's risk of aneuploidy. We took advantage of a policy of follow-up of patients undergoing Down syndrome maternal serum screening to compare the rates of fetal loss before 24 weeks and of early premature delivery at 24–28 weeks between women who underwent amniocentesis and women who did not. A total of 54 902 patients entered the study, of whom 4039 (7.35%) were lost to follow-up and 387 were excluded because of a severe fetal abnormality. Of the 50 476 remaining patients, 3472 had an amniocentesis whereas 47 004 had not and served as controls. In the amniocentesis group, the fetal loss rate before 24 weeks was 1.12% (95% CI=1.08–1.15) and the 24–28 weeks premature delivery rate was 0.40% (95% CI=0.39–0.41) which was significantly higher than in controls (0.42% with 95% CI 0.41–0.43 and 0.24% with 95% CI 0.23–0.25, respectively). The 0.86% difference in adverse outcome rates between the amniocentesis and control groups may be attributable to amniocentesis and compares favourably with the positive predictive value of maternal serum markers (1.70%) observed in the present study. Copyright © 2002 John Wiley & Sons, Ltd.     

Assessing the real-world performance of modern pollutant abatement systems on motorcycles

The present statutory pollutant emission limits Euro-3 for motorcycles imply the use of modern emission abatement systems such as three-way catalytic converters. Determining the quality of implementation of these new systems in different driving situations such as real-world driving is important, since motorcycles are commonly used for personal transportation in urban areas. For this reason, a test bench series was carried out with a sample of 10 motorcycles of state-of-the-art certification category Euro-3. Emission factors of regulated pollutants and CO₂ are presented on the basis of the statutory driving cycle, the latest version of the real-world Worldwide Motorcycle Test Cycle (WMTC) and the real-world Common Artemis Driving Cycle (CADC).The results of the statutory driving cycle show that 7 out of 10 motorcycles fail to comply with the present emission limits. The results of both real-world driving cycles confirm notable emissions of HC in urban and NO_x in motorway driving conditions. CO emissions of motorcycles with small displacement increase significantly in the urban and extra-urban sections of the CADC, which has a more dynamic velocity profile than the equivalent WMTC. Although pollutant emissions of motorcycles show a marked improvement compared with earlier certification classes, they clearly exceed the emission levels of modern light gasoline passenger cars, especially for CO and HC.     

Cold-start emissions of modern passenger cars at different low ambient temperatures and their evolution over vehicle legislation categories

The emissions of modern gasoline and diesel passenger cars are reduced by catalysts except in cold-starting. Since catalysts require a certain temperature (typically above 300 °C) to work to full efficiency, emissions are significantly higher during the warm-up phase of the car. The duration of this period and the emissions produced depend on the ambient temperature as well as on the initial temperature of the car's propulsion systems.The additional emissions during a warm-up phase, known as “cold-start extra emissions” (CSEEs) for emission inventory modelling, are mostly assessed by emission measurements at an ambient temperature of 23 °C. However, in many European countries average ambient temperatures are below 23 °C. This necessitates emission measurements at lower temperatures in order to model and assess cold-start emissions for real-world temperature conditions.This paper investigates the influence of regulated pollutants and CO₂ emissions of recent gasoline and diesel car models (Euro-4 legislation) at different ambient temperatures, 23, ?7 and ?20 °C. We present a survey and model of the evolution of cold-start emissions as a function of different car generations (pre-Euro-1 to Euro-4 legislations). In addition the contribution of CSEEs to total fleet running emissions is shown to highlight their increasing importance.For gasoline cars, it turns out that in average real-world driving the majority of the CO (carbon monoxide) and HC (hydrocarbon) total emissions are due to cold-start extra emissions. Moreover, the cold-start emissions increase considerably at lower ambient temperatures. In contrast, cold-start emissions of diesel cars are significantly lower than those of gasoline cars. Furthermore, the transition from Euro-3 to Euro-4 gasoline vehicles shows a trend for a smaller decline for cold-start extra emissions than for legislative limits. Particle and NO_x emission of cold-starts are less significant.