Transport impacts on atmosphere and climate: Land transport

Emissions from land transport, and from road transport in particular, have significant impacts on the atmosphere and on climate change. This assessment gives an overview of past, present and future emissions from land transport, of their impacts on the atmospheric composition and air quality, on human health and climate change and on options for mitigation.In the past vehicle exhaust emission control has successfully reduced emissions of nitrogen oxides, carbon monoxide, volatile organic compounds and particulate matter. This contributed to improved air quality and reduced health impacts in industrialised countries. In developing countries however, pollutant emissions have been growing strongly, adversely affecting many populations. In addition, ozone and particulate matter change the radiative balance and hence contribute to global warming on shorter time scales. Latest knowledge on the magnitude of land transport's impact on global warming is reviewed here.In the future, road transport's emissions of these pollutants are expected to stagnate and then decrease globally. This will then help to improve the air quality notably in developing countries. On the contrary, emissions of carbon dioxide and of halocarbons from mobile air conditioners have been globally increasing and are further expected to grow. Consequently, road transport's impact on climate is gaining in importance. The expected efficiency improvements of vehicles and the introduction of biofuels will not be sufficient to offset the expected strong growth in both, passenger and freight transportation. Technical measures could offer a significant reduction potential, but strong interventions would be needed as markets do not initiate the necessary changes. Further reductions would need a resolute expansion of low-carbon fuels, a tripling of vehicle fuel efficiency and a stagnation in absolute transport volumes. Land transport will remain a key sector in climate change mitigation during the next decades.     

Links among nitrification, nitrifier communities, and edaphic properties in contrasting soils receiving dairy slurry

Soil biotic and abiotic factors strongly influence nitrogen (N) availability and increases in nitrification rates associated with the application of manure. In this study, we examine the effects of edaphic properties and a dairy (Bos taurus) slurry amendment on N availability, nitrification rates and nitrifier communities. Soils of variable texture and clay mineralogy were collected from six USDA-ARS research sites and incubated for 28 d with and without dairy slurry applied at a rate of ~300 kg N ha(-1). Periodically, subsamples were removed for analyses of 2 M KCl extractable N and nitrification potential, as well as gene copy numbers of ammonia-oxidizing bacteria (AOB) and archaea (AOA). Spearman coefficients for nitrification potentials and AOB copy number were positively correlated with total soil C, total soil N, cation exchange capacity, and clay mineralogy in treatments with and without slurry application. Our data show that the quantity and type of clay minerals present in a soil affect nitrifier populations, nitrification rates, and the release of inorganic N. Nitrogen mineralization, nitrification potentials, and edaphic properties were positively correlated with AOB gene copy numbers. On average, AOA gene copy numbers were an order of magnitude lower than those of AOB across the six soils and did not increase with slurry application. Our research suggests that the two nitrifier communities overlap but have different optimum environmental conditions for growth and activity that are partly determined by the interaction of manure-derived ammonium with soil properties.     

Limitations for heavy metal release during thermo-chemical treatment of sewage sludge ash

Phosphate recycling from sewage sludge can be achieved by heavy metal removal from sewage sludge ash (SSA) producing a fertilizer product: mixing SSA with chloride and treating this mixture (eventually after granulation) in a rotary kiln at 1000 ± 100 °C leads to the formation of volatile heavy metal compounds that evaporate and to P-phases with high bio-availability. Due to economical and ecological reasons, it is necessary to reduce the energy consumption of this technology. Generally, fluidized bed reactors are characterized by high heat and mass transfer and thus promise the saving of energy. Therefore, a rotary reactor and a fluidized bed reactor (both laboratory-scale and operated in batch mode) are used for the treatment of granulates containing SSA and CaCl₂. Treatment temperature, residence time and - in case of the fluidized bed reactor - superficial velocity are varied between 800 and 900 °C, 10 and 30 min and 3.4 and 4.6 m s⁻¹. Cd and Pb can be removed well (>95 %) in all experiments. Cu removal ranges from 25% to 84%, for Zn 75-90% are realized. The amount of heavy metals removed increases with increasing temperature and residence time which is most pronounced for Cu.In the pellet, three major reactions occur: formation of HCl and Cl₂ from CaCl₂; diffusion and reaction of these gases with heavy metal compounds; side reactions from heavy metal compounds with matrix material. Although, heat and mass transfer are higher in the fluidized bed reactor, Pb and Zn removal is slightly better in the rotary reactor. This is due the accelerated migration of formed HCl and Cl₂ out of the pellets into the reactor atmosphere. Cu is apparently limited by the diffusion of its chloride thus the removal is higher in the fluidized bed unit.     

Characterization of On-Road Vehicle NO Emissions by a TILDAS Remote Sensor

ABSTRACT

A tunable infrared laser differential absorption spectrometer (TILDAS) was used to remotely sense the nitric oxide (NO) emissions from 1,473 on-road vehicles. The real-world measurement precision of this instrument in the limit of low NO concentration is 5 ppm of the vehicle exhaust, which corresponds to a 3o detection limit of 15 ppm. Our analysis of the distribution of negative concentration measurements produced during this experiment supports this claim, showing that the instrumental noise for this set of measurements was at most 8 ppm in the limit of low NO concentration. The high sensitivity of this instrument allowed us to measure the NO emissions of even the cleanest vehicles. The measured vehicle fleet NO emissions closely fit a gamma distribution with 10% of the fleet contributing about 50% of the total fleet emissions. Newer vehicles had lower NO emissions than older ones, but high NO emitters were found in every vehicle age cohort. On a vehicle-by-vehicle basis, NO emissions correlated very weakly with vehicle velocity, acceleration, power per unit mass, carbon monoxide (CO) emissions, and hydrocarbon (HC) emissions. High NO emitting vehicles could not be identified by remote sensing of CO or HC emissions and vice versa. When we compared the NO emissions for 117 vehicles measured more than one time, about half of the high NO emitters were found to be very consistent, while the other half varied significantly.     

Monitoring the formation of structures and patterns during initial development of an artificial catchment

The objective of this paper is to present observations, results from monitoring measurements, and preliminary conclusions about the development of patterns and structures during the first 5 years of development of an artificial catchment starting from point zero. We discuss the high relevance of initial system traits and external events for the system development and draw conclusions for further research. These investigations as part of a Collaborative Research Center, aim to disentangle and understand the feedback mechanisms and interrelationships of processes and their co-development with spatial and temporal structures and patterns by studying an initial, probably less complex ecosystem. Therefore, intensive measurements were carried out in the catchment with regard to the development of surface structures, hydrological patterns, vegetation dynamics, water chemistry, and element budgets. During the first 5 years, considerable changes within the catchment were observed. Both internal and external factors could be identified as driving forces for the formation of structures and patterns in the artificial catchment. Initial structures formed by the construction process and initial substrate characteristics were decisive for the distribution and flow of water. External factors like episodic events triggered erosion and dissection during this initial phase, promoted by the low vegetation cover, and the unconsolidated sandy substrate. The transformation of the initial geosystem into areas with evolving terrestrial or aquatic characteristics and from a very episodic to a more permanent stream network and discharge, together with the observed vegetation dynamics increased site diversity and heterogeneity with respect to water and nutrient availability and transformation processes compared with the more homogenous conditions at point zero. The processes and feedback mechanisms in the initial development of a new landscape may deviate in rates, intensity, and dominance from those known from mature ecosystems. It is therefore crucial to understand these early phases of ecosystem development and to disentangle the increasingly complex interactions between the evolving terrestrial and aquatic, biotic, and abiotic compartments of the system. Long-term monitoring of initial ecosystems may provide important data and parameters on processes and the crucial role of spatial and temporal structures and patterns to solve these problems. Artificially created catchments could be a suitable tool to study these initial developments at the landscape scale under known, designed, and defined boundary conditions.     

Gender differences in driver's license theory test scores in the Netherlands

INTRODUCTION: Gender differences were investigated in a sample of persons (N=34,755) who completed the driver's license theory test in the Netherlands. RESULTS: Contrary to recent findings from Sweden, no gender differences were found. IMPACT OF INDUSTRY: The present study signifies the importance of standardization in driver testing.     

Association patterns among male and female spotted hyenas (Crocuta crocuta) reflect male mate choice

Although female animals tend to be choosier than males in selecting mates, sexual selection theory predicts that males should also be choosy when female fecundity varies. Reproductive success among female spotted hyenas varies greatly with social rank. Our goals were therefore to determine whether male hyenas preferentially associate with high-ranking females, and whether male preferences are affected by female reproductive state. Interactions between adult males and females were observed intensively, and association indices calculated for all male-female pairs, over a 7-year period in one population of free-living hyenas. Males initiated most affiliative interactions with females, and males associated most closely with females that were likeliest to be fertile. High- and middle-ranking males associated most closely with high-ranking females, but low-ranking males associated equally closely with females in all rank categories. We used molecular markers to determine the paternity of cubs born during the study period, and found that sires associated more closely with the mothers of those cubs than did non-sires, particularly during the last months before conception. These association data indicate that male spotted hyenas do indeed exhibit selective mate choice, and that they prefer females likeliest to maximize male reproductive success.