A relatively optimistic analysis of growth and pollution in a neoclassical framework

A series of neoclassical growth models, allowing for the fact that the production process results in pollution creation as well as useful output, is constructed and analyzed, placing particular emphasis on the role of technical progress. It is seen that firms not subject to pollution control are motivated to create an ever more polluting technology, but with control adequate technical progress allows exponential growth of per capita income with constant (or improving) environmental quality. If both limiting emissions and augmenting the absorptive capacity of the environment are available for pollution control, the marginal productivities of the two methods should be equalized.     

Two sides of the same coin? Rare and pest plants native to the United States and Canada

Plant biodiversity is at risk, with as many as 10% of native species in the United States being threatened with extinction. Habitat loss has led a growing number of plant species to become rare or threatened, while the introduction or expansion of pest species has led some habitats to be dominated by relatively few, mostly nonindigenous, species. As humans continue to alter many landscapes and vegetation types, understanding how biological traits determine the location of species along a spectrum from vulnerability to pest status is critical to designing risk assessment protocols, setting conservation priorities, and developing monitoring programs. We used boosted regression trees to predict rarity (based on The Nature Conservancy global rankings) and pest status (defined as legal pest status) from data on traits for the native vascular flora of the United States and Canada including Hawaii, Puerto Rico, and the Virgin Islands (n approximately = 15,000). Categories were moderately to highly predictable (AUCpest = 0.87 on 25% holdout test set, AUCrarity = 0.80 on 25% holdout test set). Key predictors were chromosome number, ploidy, seed mass, and a suite of traits suggestive of specialist vs. generalist adaptations (e.g., facultative wetland habitat association and phenotypic variability in growth form and life history). Specifically, pests were associated with high chromosome numbers, polyploidy, and seed masses ranging from 0.1 to 100 mg, whereas rare species were associated with low chromosome numbers, low ploidy, and large (>1000 mg) seed masses. In addition, pest species were disproportionately likely to be facultatively associated with wetlands, and variable in growth form and life history, whereas rare species exhibited an opposite pattern. These results suggest that rare and pest species contrast along trait axes related to dispersal and performance in disturbed or novel habitats.     

The impact of intersection design on simulated driving performance of young and senior adults

PURPOSE: The Federal Highway Administration (FHWA) proposed guidelines for highway design to increase the safe driving ability of older drivers; however, little empirical evidence exists to support the effectiveness of these guidelines. The purpose of this study was to investigate the effects of implementing these guidelines (in 4 pairs of intersections) on safe driving performance of older and younger drivers using a high-fidelity driving simulator. DESIGN AND METHODS: We replicated four intersection pairs (improved versus unimproved) in a high-fidelity, virtual reality driving simulator. Simulator scenarios were created from actual road locations, replicating road geometrics and traffic control devices. The simulator's controls were integrated with an actual vehicle to make the driving experience as realistic as possible. Kinematic measures were obtained from the simulator in conjunction with driving errors recorded by trained driving evaluators sitting in the cab of the car. Thirty-nine subjects, 19 younger and 20 older adults, participated in the study. RESULTS: For the kinematic data we found greater lateral control, as indicated by significantly smaller maximum yaw during the turn phase, at all of the improved intersections when compared to the unimproved intersections. We found some significant age differences, but mostly in only one of the intersection-pairs. For the behavioral data, there were significant differences in driving errors between improved and unimproved intersections in two intersection-pairs; however, there were no significant differences in driving errors between the older and younger drivers. IMPLICATIONS: The findings suggest that both young and older drivers may benefit from roadways with safety features recommended by the FHWA guidelines as indicated by the increased lateral control of the vehicle when negotiating these intersections. These findings generate critical information for those involved in the design of roadway systems.     

The impact of roadway intersection design on driving performance of young and senior adults

OBJECTIVE: To test the effectiveness of the FHWA guidelines for intersection design. METHODS: In an experimental design we used kinematics measures from an instrumented vehicle and behavioral (error) data collected during on-road evaluations to quantify the effects of improved versus unimproved intersections (turn phase) and to determine if these intersections were safer (vehicular stability and driver confidence) for both older (65-85 years) and younger (25 -45) drivers. We analyzed kinematics data with a 2 x 2 repeated measures ANOVA and behavioral data (driving errors yes, no) with Wilcoxon sign rank test (within subject variable: intersection improved vs. unimproved) and Wilcoxon rank sum test (between subject variable: age, younger vs. older driver). RESULTS: Kinematics measures (turn phase), showed three maneuvers had statistically significantly lesser side forces (measured by lateral acceleration and combined acceleration) for the improved conditions, and four maneuvers had statistically significantly greater, yet appropriate, speeds for the improved conditions. Lesser side forces indicated improved lateral stability and increased speed indicated greater confidence. Drivers made fewer errors on two of the improved intersections; but across all maneuvers, older drivers appeared to make fewer errors on the improved intersections. CONCLUSIONS: This study brings empirical intersection design and safety information for engineers and city planners to consider as they plan and develop intersections. Future researchers may want to use the conceptual and analytical framework of this study to determine the effectiveness of other FHWA guidelines. Given that these intersection design guidelines benefit younger and older drivers alike, plausible policy-making opportunities are opened in the design of safe roadway systems, to benefit the broad spectrum of adult drivers.     

What is the relationship between self-reported aberrant driving behaviors,mindfulness, and self-reported crashes and infringements?

Objectives: This study investigated the relationship between self-reported aberrant driving behaviors, mindfulness, and self-reported crashes and infringements.

Methods: Three hundred and eighteen participants (M = 46.0 years, SD = 13.7 years; female: 81.8%) completed an online survey that assessed aberrant driving behaviors, mindfulness (including regular mindfulness meditation [MM]), and self-reported crashes and infringements during the past 2 years. Structural equation modeling (SEM) was used to examine the relationship between self-reported aberrant driving behaviors and mindfulness simultaneously, as well as with participants' age and estimated kilometers driven over the past year.

Results: The results of the SEM showed that mindfulness was negatively related to each self-reported aberrant driving behavior, with the strongest relationships being between mindfulness and driving-related lapses (?0.58) and errors (?0.46). Participants who practice MM had significantly fewer crashes in the past 2 years and reported significantly fewer driving-related violations and lapses compared to participants who did not practice MM (crashes: 9.3% vs. 18.8%, P < .05; violations: M = 6.66 [SD = 3.44] vs. M = 7.68 [SD = 4.53], P < .05; errors: M = 5.17 [SD = 3.44] vs. M = 6.19 [SD = 4.12], P < .05).

Conclusions: More research is needed to understand whether MM results in more mindful and attentive drivers or whether individuals who practice MM may have other traits or behaviors that are linked to improved safety.     

Decentralized Groundwater Recharge Systems Using Roofwater and Stormwater Runoff1

Stephens, Daniel B., Mark Miller, Stephanie J. Moore, Todd Umstot, and Deborah J. Salvato, 2011. Decentralized Groundwater Recharge Systems Using Roofwater and Stormwater Runoff. Journal of the American Water Resources Association (JAWRA) 48(1): 134‐144. DOI: 10.1111/j.1752‐1688.2011.00600.x Abstract: Stormwater capture for groundwater recharge in urban areas is usually conducted at the regional level by water agencies. Field and modeling studies in New Mexico indicate that stormwater diverted to retention basins may recharge about 50% of precipitation that falls on the developed area, even in dry climates. Comparable volumes of recharge may be expected at homes, subdivisions, or commercial properties with low‐impact development (LID) technologies for stormwater control that promote recharge over evapotranspiration. Groundwater quality has not been significantly impacted at sites that have been recharging stormwater to aquifers for decades. Distributed recharge systems may be a good alternative to centralized regional facilities where there is limited land for constructing spreading basins or little funding for new infrastructure. LID technologies borrowed from stormwater managers are important tools for groundwater managers to consider to enhance recharge.     

Analysis of the Atmosphere for Light Hydrocarbons

A procedure has been developed for the analysis of trace quantities of light hydrocarbons in air. A freezetrap filled with chromatographic packing was installed in place of the gas sample loop of a flame ionization chromatograph. An air sample 0.1–0.5 liter volume was passed through the trap which was chilled with liquid oxygen. The trap wasthen brought to ice temperature and its contents simultaneously swept into the column. The resulting chrómatogram could be used to determine about 25 hydrocarbons through n-hexane. The minimum detectable concentration was below 1 ppb for these hydrocarbons. With such sensitivity it is possible to make useful measurements even on samples of light air pollution. Air samples from the Riverside area were analyzed in this fashion starting in the summer of 1965. The relative amounts of these hydrocarbons were then compared with the distribution reported for the various known hydrocarbon sources. The attenuation of the more reactive hydrocarbons by photolysis was also observed. A system for irradiating trapped air samples was also constructed. Samples were collected in 5-gallon borosilicate bottles which were then irradiated with ultraviolet radiation and the concentration changes followed.     

A Damaging Explosion of Peroxyacetyl Nitrate

A damaging explosion of the smog component peroxyacetyl nitrate (PAN) was traced to the presence of liquid PAN in a pressure gauge and pipe fitting attached to the metal container. Some of the PAN vapor had condensed while stored in a cold room at about 0°C over a weekend. Recommendations for avoiding a repetition of this accident are given.