Microbial activity in an acid resin deposit: biodegradation potential and ecotoxicology in an extremely acidic hydrocarbon contamination

Acid resins are residues produced in a recycling process for used oils that was in use in the forties and fifties of the last century. The resin-like material is highly contaminated with mineral oil hydrocarbons, extremely acidic and co-contaminated with substituted and aromatic hydrocarbons, and heavy metals. To determine the potential for microbial biodegradation the acid resin deposit and its surroundings were screened for microbial activity by soil respiration measurements. No microbial activity was found in the core deposit. However, biodegradation of hydrocarbons was possible in zones with a lower degree of contamination surrounding the deposit. An extreme acidophilic microbial community was detected close to the core deposit. With a simple ecotoxicological approach it could be shown that the pure acid resin that formed the major part of the core deposit, was toxic to the indigenous microflora due to its extremely low pH of 0-1.     

Characteristics and risks of drivers with low annual distance driven

OBJECTIVES: It has been noted by several authors that risk (defined only in terms of total expected numbers of crash involvements per total distance driven) paints a misleading picture of crash liability, particularly for the young and the old, as their high risk is associated with risky driving patterns typical of people who drive low annual kms. This article sets out to analyze these driving patterns of low-km drivers and to evaluate the risk of these patterns. As licensing programs tend to focus on young and old drivers, who tend to drive lower annual distances, income and employment data are also analyzed for low-km drivers. This is to provide a better picture for policy makers of the sort of people and the sorts of transportation requirements that their policies may affect. METHODS: Crash data and travel data were disaggregated by driver characteristics and by driving conditions (road type, day and night, weekend and weekday) and combined to form estimates of risk for typical driving patterns of driver groups. Characteristics of driving patterns and of the drivers themselves were derived for groups defined by age and by the amount of annual driving undertaken. RESULTS: Older drivers who drive less tend to have higher risk per km mainly due to their predominantly urban trips. Nevertheless, because older drivers on average manage to reduce their risk per distance driven by choosing driving patterns that are safer than the driving patterns of other age groups, the risk of older drivers as a group is not overestimated. CONCLUSION: Despite being quite different from one another, the low- and high-km driving patterns of younger drivers were found to impose identical risks.     

Effects of sulfur dioxide and nitric oxide on mercury oxidation and reduction under homogeneous conditions

This paper is particularly related to elemental mercury (Hg0) oxidation and divalent mercury (Hg2+) reduction under simulated flue gas conditions in the presence of nitric oxide (NO) and sulfur dioxide (SO2). As a powerful oxidant and chlorinating reagent, Cl2 has the potential for Hg oxidation. However, the detailed mechanism for the interactions, especially among chlorine (Cl)-containing species, SO2, NO, as well as H2O, remains ambiguous. Research described in this paper therefore focused on the impacts of SO2 and NO on Hg0 oxidation and Hg2+ reduction with the intent of unraveling unrecognized interactions among Cl species, SO2, and NO most importantly in the presence of H2O. The experimental results demonstrated that SO2 and NO had pronounced inhibitory effects on Hg0 oxidation at high temperatures when H2O was also present in the gas blend. Such a demonstration was further confirmed by the reduction of Hg2+ back into its elemental form. Data revealed that SO2 and NO were capable of promoting homogeneous reduction of Hg2+ to Hg0 with H2O being present. However, the above inhibition or promotion disappeared under homogeneous conditions when H2O was removed from the gas blend.     

The influence of rear turn-signal characteristics on crash risk

IntroductionThe relationship between the relative risk of a rear-end collision during a turn, merge, or lane change maneuver and the characteristics of the rear turn-signal configuration was examined using crash data from seven states in the United States.MethodRear turn-signal characteristics—including color, optics, separation, and light source—were identified for 55 vehicle models and used in a logistic regression analysis to model the odds of a rear-end collision. Additional variables including driver demographics (gender, age), vehicle age, and light condition were also modeled. Risk was assessed using a contrast group of striking vehicles in similar collisions.ResultsThe results suggest that the odds of being the struck vehicle were 3% to 28% lower among vehicles equipped with amber versus red turn signals. Although the analysis suggests that there may be a safety benefit associated with amber rear turn signals, it is unclear whether turn-signal color alone is responsible.Impact on IndustryThe results suggest that aspects of a vehicle's rear signal characteristics may influence crash risk.     

Heavy trucks, conspicuity treatment, and the decline of collision risk in darkness

IntroductionThe influence of amendments to Federal Motor Vehicle Safety Standard (FMVSS) 108, requiring conspicuity treatments on heavy tractors and trailers, was determined in analyses of the odds of fatal collisions in darkness.MethodComparisons were made between crashes in which conspicuity treatment was likely relevant, and those in which it was likely irrelevant.ResultsOver 23 years, the odds that a fatal collision involving a heavy truck occurred in darkness declined by 58% among relevant crashes, while little decline was observed for irrelevant crashes. Disaggregation into crash types revealed the largest declines occurred in fatal rear-end and angle collisions. A parallel analysis of light vehicles also found declines but no differences among crash type. Similar trends were also observed for nonfatal rear end collisions.ConclusionThe results suggest that detection failure may have contributed to the risk of striking a tractor-semitrailer in darkness, and that conspicuity treatments have reduced this risk.Impact on IndustryConspicuity treatments appear to reduce risk of collision into heavy trucks in darkness. It is likely that this benefit would also extend to other vehicles that are not included in the FMVSS 108 regulation (e.g., buses, single unit trucks, recreational vehicles), although many are so equipped, regardless of the regulation.     

Making a significant difference with burnout interventions: Researcher and practitioner collaboration

Burnout research over the past 30 years has yielded both knowledge and tools to apply to interventions at unit and organizational levels. Examples of innovative partnerships between researchers and practitioners point to the importance of multi‐level approaches in generating relevant and effective solutions to the burnout problem. Copyright © 2011 John Wiley & Sons, Ltd.     

Using game theory to describe strategy selection for environmental risk and carbon emissions reduction in the green supply chain

This paper provides an approach in the context of green supply chain management, using game theory to analyze the strategies selected by manufacturers to reduce life cycle environmental risk of materials and carbon emissions. Through the application of the ‘tolerability of risk’ concept, a basis for determining the extent of environmental risk and carbon emissions reduction has been established. Currently, scant attention is given to holistic supervision of the supply chain with respect to carbon emissions by governments, and thus the starting hypothesis here is that the default strategy that manufacturers will adopt is only to reduce carbon emissions, and thereby environmental risk, in so far as this is compatible with the aim of increasing revenue. Moreover, we further hypothesize that, once necessary governmental policy has been established in the supply chain management, the strategic choices of the manufacturers would be influenced by government penalties or incentives. A case example is provided to demonstrate the insight that indicates the application of game theory. The limitations of the game model and analysis are discussed, laying a foundation for further work.     

Concerns and future preparedness plans of a vulnerable population in New Jersey following Hurricane Sandy

Knowing how people prepare for disasters is essential to developing resiliency strategies. This study examined recalled concerns, evacuation experiences, and the future preparedness plans of a vulnerable population in New Jersey, United States, following Hurricane Sandy in 2012. Understanding the responses of minority communities is key to protecting them during forthcoming disasters. Overall, 35 per cent of respondents were not going to prepare for an event. Intended future preparedness actions were unrelated to respondents' ratings of personal impact. More Blacks and Hispanics planned on preparing than Whites (68 versus 55 per cent), and more Hispanics planned on evacuating than did others who were interviewed. A higher percentage of respondents who had trouble getting to health centres were going to prepare than others. Respondents' concerns were connected to safety and survival, protecting family and friends, and having enough food and medicine, whereas future actions included evacuating earlier and buying sufficient supplies to shelter in place.     

Dynamics in the global protected-area estate since 2004

Nations of the world have committed to a number of goals and targets to address global environmental challenges. Protected areas have for centuries been a key strategy in conservation and play a major role in addressing current challenges. The most important tool used to track progress on protected-area commitments is the World Database on Protected Areas (WDPA). Periodic assessments of the world's protected-area estate show steady growth over the last 2 decades. However, the current method, which uses the latest version of the WDPA, does not show the true dynamic nature of protected areas over time and does not provide information on sites removed from the WDPA. In reality, this method can only show growth or remain stable. We used GIS tools in an approach to assess protected-area change over time based on 12 temporally distinct versions of the WDPA that quantify area added and removed from the WDPA annually from 2004 to 2016. Both the narrative of continual growth of protected area and the counter-narrative of protected area removal were overly simplistic. The former because growth was almost entirely in the marine realm and the latter because some areas removed were reprotected in later years. On average 2.5 million km² was added to the WDPA annually and 1.1 million km² was removed. Reasons for the inclusion and removal of protected areas in the WDPA database were in part due to data-quality issues but also to on-the-ground changes. To meet the 17% protected-area component of Aichi Biodiversity Target 11 by 2020, which stood at 14.7% in 2016, either the rate of protected-area removal must decrease or the rate of protected-area designation and addition to the WDPA must increase.