Idle emissions from heavy-duty diesel vehicles: review and recent data

Heavy-duty diesel vehicle idling consumes fuel and reduces atmospheric quality, but its restriction cannot simply be proscribed, because cab heat or air-conditioning provides essential driver comfort. A comprehensive tailpipe emissions database to describe idling impacts is not yet available. This paper presents a substantial data set that incorporates results from the West Virginia University transient engine test cell, the E-55/59 Study and the Gasoline/Diesel PM Split Study. It covered 75 heavy-duty diesel engines and trucks, which were divided into two groups: vehicles with mechanical fuel injection (MFI) and vehicles with electronic fuel injection (EFI). Idle emissions of CO, hydrocarbon (HC), oxides of nitrogen (NOx), particulate matter (PM), and carbon dioxide (CO2) have been reported. Idle CO2 emissions allowed the projection of fuel consumption during idling. Test-to-test variations were observed for repeat idle tests on the same vehicle because of measurement variation, accessory loads, and ambient conditions. Vehicles fitted with EFI, on average, emitted approximately 20 g/hr of CO, 6 g/hr of HC, 86 g/hr of NOx, 1 g/hr of PM, and 4636 g/hr of CO2 during idle. MFI equipped vehicles emitted approximately 35 g/hr of CO, 23 g/hr of HC, 48 g/hr of NOx, 4 g/hr of PM, and 4484 g/hr of CO2, on average, during idle. Vehicles with EFI emitted less idle CO, HC, and PM, which could be attributed to the efficient combustion and superior fuel atomization in EFI systems. Idle NOx, however, increased with EFI, which corresponds with the advancing of timing to improve idle combustion. Fuel injection management did not have any effect on CO2 and, hence, fuel consumption. Use of air conditioning without increasing engine speed increased idle CO2, NOx, PM, HC, and fuel consumption by 25% on average. When the engine speed was elevated from 600 to 1100 revolutions per minute, CO2 and NOx emissions and fuel consumption increased by >150%, whereas PM and HC emissions increased by approximately 100% and 70%, respectively. Six Detroit Diesel Corp. (DDC) Series 60 engines in engine test cell were found to emit less CO, NOx, and PM emissions and consumed fuel at only 75% of the level found in the chassis dynamometer data. This is because fan and compressor loads were absent in the engine test cell.     

Adaptation to climate change in Southern Africa: factoring in AIDS

This paper addresses the interactions between the AIDS epidemic and climate change in southern Africa, particularly as they impact on food security. An assessment was undertaken through a comprehensive literature review. Understanding the underlying causes of regional food insecurity inevitably means understanding the role of the AIDS epidemic and increasingly climate change amongst other stressors. AIDS cuts through household and community level capacity, as well as the capacity of key facilitators of the adaptation process including state extension services and civil society organisations. The main argument of the paper is that adaptation to climate change must explicitly factor in the existing and long-term effects of the epidemic. While calls for embracing adaptation abound, little is being done to assess and strengthen the organisational capacity of institutions, which should play leading roles in any attempt to help prepare for a changing climate. In particular the capacity of key agencies has been undermined by the AIDS epidemic. This reiterates the need for a multisectoral approach and building bridges between agriculture and health sectors to ensure longer term support to livelihoods where HIV and hunger coexist, often overlaid by climate change.     

Temperature modeling in activated sludge systems: a case study.

A model of temperature dynamics was developed as part of a general model of activated-sludge reactors. Transport of heat was described by the one-dimensional, advection-dispersion equation, with a source term based on a theoretical heat balance over the reactor. The model was compared to several reference models, including a tanks-in-series model and the dispersion model with heat components neglecting biochemical-energy inputs and other activated-sludge, heat-balance terms. All the models were tested under steady-state and dynamic conditions at a full-scale facility, the Rock Creek wastewater treatment plant in Hillsboro, Oregon, using meteorological data from a station located 16 km from the plant. The dispersion model and tanks-in-series model matched in situ temperature data with absolute-mean errors less than 0.1 degrees C. Neglecting biochemical-heat-energy inputs in the activated-sludge reactor underestimated temperatures by up to 0.5 degrees C. The biochemical-heat-energy inputs accounted for 30 to 40% of the total heat flux throughout the year.     

Toxicological evaluation of constructed wetland habitat sediments utilizing 10-day sediment toxicity test and bacterial bioluminescence

A toxicological evaluation was conducted on wetland habitats created as a result of run-off from agricultural areas. These temporary wetlands were created by using drop pipes as a means of reducing erosional cutting in agricultural fields. Toxicity bioassays utilizing bacterial bioluminescence and Hyalella azteca were used to assess sediment pore water and whole sediment, respectively. Inhibition of bacterial bioluminescence was initially used to determine relative toxicities of pore water from ten wetland sites. Constructed wetland sites were compared to the University of Mississippi Biological Field Station, a relatively pristine reference site. The H. azteca ten day sediment toxicity test was utilized to assess sediment from four selected sites using survival and growth as toxicological endpoints. Results from the toxicological evaluation, along with extensive ecological evaluations, were used to assess the best approach for implementation of temporary wetland habitats with existing agricultural practices.     

Open fetal surgery for myelomeningocele

Despite efforts at prevention through the use of preconception folic acid, spina bifida remains one of the most common congenital anomalies of the central nervous system that is compatible with life. It is, however, associated with a significant degree of lifelong morbidity. The development of open fetal surgery for myelomeningocele (MMC) has been a long process but one that serves as a model for how new procedures and technologies need to be properly evaluated before being brought into mainstream medical practice. Even so, risks and benefits need to be evaluated for each patient. The currently available studies have been carried out on a highly selected patient population where the fetal findings provided the maximum opportunity for benefit from prenatal closure of the MMC defect. There is the potential that as the surgery becomes more widely available, pressure will be brought to bear to perform surgery in cases where the likelihood for benefit is decreased and yet the risks are not. The only way to duplicate the results of the current studies is to follow the methodology and criteria that were used in the studies. This will mean that not every fetus with an MMC will be a candidate for in utero surgery. The balance of risk to benefit will continue to evolve as further technological advances are evaluated and more follow-up information is obtained. Copyright © 2011 John Wiley & Sons, Ltd.     

A cost study for enhanced sludge washing of high-level radioactive waste at the U.S. Department of energy Hanford Site

Enhanced Sludge Washing (ESW) with caustic has the potential to significantly reduce the amount of sludge-based underground storage tank (UST) high-level radioactive waste at the Hanford Site. The alternative to ESW is a simple sludge wash, a process that does not take advantege of recent dissolution development efforts. During the past several years, studies have been conducted to determine the remediation cost savings derived from the development and deployment of ESW. The tank waste inventory and ESW process performance continues to be revised as waste characterization, and ESW development efforts advance. This study provides a new cost savings estimate based upon the most recent waste inventory and ESW process performance revisions, an estimate of the associated cost savings uncertainty, and an estimate of the rate of return (ROR) on the investment in technology development. The revised remediation cost savings estimate due to ESW of all UST waste at Hanford is $4.8 billion ± $0.7 billion within 95 percent confidence in 1998 dollars. The ROR on investment was estimated to range from 100 percent to 130 percent. A sensitivity analysis indicated that it would be difficult to imagine a remediation scenario for which ESW did not yield a significant remediation cost savings and ROR.     

The alcohol interlock: an underutilized resource for predicting and controlling drunk drivers

This report summarizes evidence presented during the Third Annual Ignition Interlock Symposium at Vero Beach, Florida, 29 October 2002. The ignition interlock prevents a car from starting when blood alcohol concentration (BAC) is elevated. We review some of our prior work as well as introduce previously unpublished results to demonstrate the manner in which the data recorded by the alcohol ignition interlock device can serve as an advance predictor of future driving under the influence (DUI) of alcohol risks. Data used in this current report represent approximately 2,200 ignition interlock users from Alberta, Canada, and about 8,000 interlock users from Quebec, Canada; the Alberta data set contained 5.5 million breath tests and the Quebec data 18.8 million breath tests. All tests are time and date stamped and this information was used to characterize patterns of BAC and vehicle use, and the relationship between BAC elevations and DUI offenses that accumulated after the interlock was removed from the vehicles. Findings from Cox regression (Marques et al., 2003) show that BAC elevations > .02-.04% are more potent predictors of repeat DUI (p < .0001) than even prior DUI (p < .006), usually found to be the strongest indicator of driver risk. Prior DUI obviously has no use for scaling the risk of first-time offenders. Drivers who are both multiple offenders and who have more than a few elevated interlock BAC tests are much more likely to repeat DUI. The timing and pattern of elevated BAC tests provided during the time drivers were required to use an alcohol ignition interlock device are remarkably similar on both a daily basis and an hourly basis when the interlock programs from the two provinces are compared directly. Both provinces had higher rates of elevated tests on Saturday and Sunday, and the fewest elevated tests on Tuesdays. The absolute rate of elevated tests is similar despite the two provinces adhering to different interlock lockout points (.02% Quebec; .04% Alberta). Charts tracking the Monday-Friday timing of elevated BAC tests by hour are nearly identical for both provinces. The most elevated BAC tests occurred between 7 and 9 A.M. Monday to Friday, even though most vehicle start attempts occurred much later in the day. This higher rate of elevated morning BAC likely represents drinking from the prior evening with alcohol not yet cleared from circulation; those with elevated BAC in the early morning were more likely to have a repeat offense even after accounting for prior DUI and the higher overall rate of elevated BAC tests. This is viewed as evidence of a drinking problem that will lead to impaired driving after the controlling function of the interlock is removed. Policy changes are discussed that might take better advantage of interlock information to improve the public response to drunk driving.     

Earthworm additions affect leachate production and nitrogen losses in typical midwestern agroecosystems

Earthworms affect soil structure and the movement of agrochemicals. Yet, there have been few field-scale studies that quantify the effect of earthworms on dissolved nitrogen fluxes in agroecosystems. We investigated the influence of semi-annual earthworm additions on leachate production and quality in different row crop agroecosystems. Chisel-till corn (Zea mays L.)-soybean [Glycine max (L.) Merr.] rotation (CT) and ridge-till corn-soybean-wheat (Triticum aestivum L.) rotation (RT) plots were arranged in a complete randomized block design (n = 3) with earthworm treatments (addition and ambient) as subplots where zero-tension lysimeters were placed 45 cm below ground. We assessed earthworm populations semi-annually and collected leachate biweekly over a three-year period and determined leachate volume and concentrations of total inorganic nitrogen (TIN) and dissolved organic nitrogen (DON). Abundance of deep-burrowing earthworms was increased in addition treatments over ambient and for both agroecosystems. Leachate loss was similar among agroecosystems, but earthworm additions increased leachate production in the range of 4.5 to 45.2% above ambient in CT cropping. Although leachate TIN and DON concentrations were generally similar between agroecosystems or earthworm treatments, transport of TIN was significantly increased in addition treatments over ambient in CT cropping due to increased leachate volume. Losses of total nitrogen in leachate loadings were up to approximately 10% of agroecosystem N inputs. The coincidence of (i) soluble N production and availability and (ii) preferential leaching pathways formed by deep-burrowing earthworms thereby increased N losses from the CT agroecosystem at the 45-cm depth. Processing of N compounds and transport in soil water from RT cropping were more affected by management phase and largely independent of earthworm activity.     

The influence of the age and sex distributions of drivers on the reduction of impaired crashes: Ontario, 1974-1999

Legislative changes and public media campaigns to prevent impaired driving are often cited as explanations for the reduction in the rate of impaired crashes over the past 25 years in most of the industrialized world. Other factors may have contributed to these reductions, such as changes in the age and sex distribution of the driver population. The primary purpose of this article is to assess the extent to which the reduction in impaired crashes in Ontario, Canada, may be attributable to the changing age and sex distribution of drivers. In Ontario, the rate of impaired crashes declined by 78.1% from 1974 to 1999. During this time period, the average age of drivers increased from 39.4 years in 1974 to 43.2 in 1999. Similarly, from 1974 to 1999 the percentage of all drivers that were women increased from 39.6% to 46.8%. Since statistics show the likelihood of impaired crashes is lower for both older drivers and women, the reduction of impaired crashes is partially due to these demographic changes. Using indirect standardization, the aging population accounted for an 8.6% decline in the rate of impaired crashes. The changing sex distribution of drivers accounted for a 9.4% decline in impaired crashes. Other global factors may also help to explain the reduction of impaired crashes, such as general road safety improvements and reductions in per adult consumption of alcohol.     

The alcohol interlock: an underutilized resource for predicting and controlling drunk drivers

This report summarizes evidence presented during the Third Annual Ignition Interlock Symposium at Vero Beach, Florida, 29 October 2002. The ignition interlock prevents a car from starting when blood alcohol concentration (BAC) is elevated. We review some of our prior work as well as introduce previously unpublished results to demonstrate the manner in which the data recorded by the alcohol ignition interlock device can serve as an advance predictor of future driving under the influence (DUI) of alcohol risks. Data used in this current report represent approximately 2,200 ignition interlock users from Alberta, Canada, and about 8,000 interlock users from Quebec, Canada; the Alberta data set contained 5.5 million breath tests and the Quebec data 18.8 million breath tests. All tests are time and date stamped and this information was used to characterize patterns of BAC and vehicle use, and the relationship between BAC elevations and DUI offenses that accumulated after the interlock was removed from the vehicles. Findings from Cox regression show that BAC elevations >.02-.04% are more potent predictors of repeat DUI (p<.0001) than even prior DUI (p<.006), usually found to be the strongest indicator of driver risk. Prior DUI obviously has no use for scaling the risk of first-time offenders. Drivers who are both multiple offenders and who have more than a few elevated interlock BAC tests are much more likely to repeat DUI. The timing and pattern of elevated BAC tests provided during the time drivers were required to use an alcohol ignition interlock device are remarkably similar on both a daily basis and an hourly basis when the interlock programs from the two provinces are compared directly. Both provinces had higher rates of elevated tests on Saturday and Sunday, and the fewest elevated tests on Tuesdays. The absolute rate of elevated tests is similar despite the two provinces adhering to different interlock lockout points (.02% Quebec;.04% Alberta). Charts tracking the Monday-Friday timing of elevated BAC tests by hour are nearly identical for both provinces. The most elevated BAC tests occurred between 7 and 9 A.M. Monday to Friday, even though most vehicle start attempts occurred much later in the day. This higher rate of elevated morning BAC likely represents drinking from the prior evening with alcohol not yet cleared from circulation; those with elevated BAC in the early morning were more likely to have a repeat offense even after accounting for prior DUI and the higher overall rate of elevated BAC tests. This is viewed as evidence of a drinking problem that will lead to impaired driving after the controlling function of the interlock is removed. Policy changes are discussed that might take better advantage of interlock information to improve the public response to drunk driving.