Effect of water chemistry on the aggregation and photoluminescence behavior of carbon dots

Carbon dots are rapidly emerging carbon-based nanomaterials that, due to their growing applications, will inevitable find their way to natural waters; however, their environmental fate is mostly unknown. Carbon dots with different surface functionality were fabricated and characterized by TEM and FT-IR. Their surface charge, given by the zeta potential, and their hydrodynamic diameter in suspension were investigated under a variety of environmentally relevant conditions. The effect of ionic strength was studied in the presence of monovalent (NaCl) and divalent (CaCl₂) cations, for pH levels from 3 to 11; humic acid was used as a model for dissolved natural organic matter. Total potential energies of interactions were modeled by classical DLVO theory. The experimental results showed that water chemistry altered the surface charge of the nanomaterials, but their hydrodynamic size could not be correlated to those changes. Evidence of specific interactions was found for the amino functionalized particles in most cases, as well as the plain carbon dots in the presence of Ca^2 + and humic acid. Nanoparticles remained largely stable in suspension, with some exception at the highest ionic strength considered. DLVO theory did not adequately capture the aggregation behavior of the system. Moreover, cation and/or humic acid adsorption negatively affected the emission intensity of the particles, suggesting limitations to their use in natural water sensing applications. The particular stability shown by the carbon dots results in exposure to organisms in the water column and the possibility of contamination transported to significant distances from their source.     

Characteristics and predictors of recidivist drink-drivers

Objective: The current study compared characteristics of nonrecidivist versus recidivist drink-drivers and of recidivists in their first versus second appearance at Back on Track (BOT), the remedial measures program for impaired drivers in Ontario, Canada.

Methods: Information from 59,134 convicted drivers who participated in BOT between 2000 and 2010 was examined to identify drivers who completed the program a second time following reconviction.

Results: A total of 586 recidivists were identified. Compared to nonrecidivist drivers, recidivists at first attendance were more likely to be male and had higher scores on measures of alcohol dependence and adverse legal consequences of substance use. Compared to nonrecidivist drivers, recidivists at second attendance were significantly older, had a higher income, were more likely to be retired, and were less likely to be employed part-time. They had fewer legal problems. Recidivists reported fewer drinking days and fewer drinks per occasion but greater use of benzodiazepines than nonrecidivists and had higher scores on a measure of future risk of alcohol- and drug-related problems. Comparison of recidivists' characteristics at first versus second attendance confirmed many of these findings, with second-time recidivists reporting fewer drinks per drinking day and greater use of benzodiazepines and having higher scores on a measure of future substance use problems than first-time recidivists.

Conclusions: Results suggest that identification of drivers at increased risk of recidivism may be possible at first program attendance by examining indicators of increased alcohol-related problems. In addition, recidivists appear to show a greater readiness to change at second attendance. Implications for remedial program development and recommendations for future research are discussed.     

Factors influencing PM10 emissions from road pavement wear

Accelerated pavement wear is one of the major environmental disadvantages of studded tyres in northern regions and results in increased levels of PM₁₀. Measurements of PM₁₀ in a road simulator hall have been used to study the influence of pavement properties, tyre type and vehicle speed on pavement wear. The test set-up included three different pavements (one granite and two quartzite with different aggregate sizes), three different tyre types (studded, non-studded, and summer tyres) and different speeds (30–70 km h^?1). The results show that the granite pavement was more prone to PM₁₀ production compared to the quartzite pavements. Studded winter tyres yield tens of times higher PM₁₀ concentrations compared to non-studded winter tyres. Wear from summer tyres was negligible in comparison. It was also shown that wear is strongly dependent on speed; every 10 km h^?1 increase yielded an increase of the PM₁₀ concentration of 680 μg m^?3 in one of the simulator experiments.     

A chemosorptive cylindrical denuder designed for personal exposure measurements of isocyanates-evaluation on generated aerosols of 4,4'-methylenediphenyl diisocyanate

A denuder/filter system constructed for solvent-free personal exposure measurements was evaluated for separation of vapour and particulate 4,4'-methylenediphenyl diisocyanate (4,4'-MDI) generated from heated PUR-foam. The two different phases were collected in the denuder and on the filter, respectively, by chemosorption on a polydimethylsiloxane (SE-30)-dibutylamine (DBA) stationary phase. Both repeatability and the total mass concentration of 4,4'-MDI were similar to that obtained from the reference method, in this case an impinger/filter system. The penetration of particles through the denuder at 300 ml min(-1) was nearly 100% in the particle size range 25 to 700 nm, which fits well with the Gormley-Kennedy equation. Denuder/filter sampling of the 4,4'-MDI aerosol at 500 ml min(-1) yielded a phase distribution that was in accordance with the results from the reference method. The method limit of detection was 6 ng m(-3) and 4 ng m(-3) for the denuder and filter, respectively, when using an air sampling flow rate of 300 ml min(-1) and a sampling period of 15 min. This is well below the Swedish occupational exposure limit (OEL) of 50 and 100 microg m(-3) for an 8-hour working day and a 5-min period, respectively.     

Perspectives on social capacity building for natural hazards: outlining an emerging field of research and practice in Europe

Social capacity building for natural hazards is a topic increasingly gaining relevance not only for so-called developing countries but also for European welfare states which are continuously challenged by the social, economic and ecological impacts of natural hazards. Following an outline of recent governance changes with regard to natural hazards, we develop a heuristic model of social capacity building by taking into account a wide range of existing expertise from different fields of research. Particular attention is paid to social vulnerability and its assessment, as well as to risk communication and risk education as specific strategies of social capacity building. We propose to distinguish between interventionist and participatory approaches, thus enabling for a better understanding of existing practices of social capacity building as well as their particular strengths and weaknesses. By way of conclusion, we encourage more research on social capacity building for natural hazards in the European context which at present is highly diverse and, at least in parts, only poorly investigated.     

Effects of travel mode on exposures to particulate air pollution

Monitoring was carried out of particulate concentrations whilst simultaneously walking and driving 48 routes in London, UK. Monitoring was undertaken during May and June 2005. Route lengths ranged from 601 to 1351 m, and most routes were travelled in both directions. Individual journey times ranged from 1.5 to 15 min by car (average 3.7 min) and 7.3 to 30 min (average 12.8 min) whilst walking; car trips were therefore repeated up to 5 times for each single walking trip and the results averaged for the route. Car trips were made with windows closed and the ventilation system on a moderate setting. Results show that mean exposures while walking are greatly in excess of those while driving, by a factor 4.7 for the coarse particle mass (PM10-PM2.5), 2.2 for the fine particle mass (PM2.5-PM1), 1.9 for the very fine particle mass (相似文献