Review and comparison of wetland impacts and mitigation requirements between New Jersey,USA, Freshwater Wetlands Protection Act and Section 404 of the Clean Water Act

A review of wetland impacts authorized under the New Jersey Freshwater Wetlands Protection Act (FWPA) was conducted based on permitting data compiled for the period 1 July 1988 to 31 December 1993. Data regarding the acreage of wetlands impacted, location of impacts by drainage basin and watershed, and mitigation were analyzed. Wetland impacts authorized and mitigation under New Jersey's program were evaluated and compared with Section 404 information available for New Jersey and other regions of the United States.Under the FWPA, 3003 permits were issued authorizing impacts to 234.76 ha (602.27 acres) of wetlands and waters. Compensatory mitigation requirements for impacts associated with individual permits required the creation of 69.20 ha. (171.00 acres), and restoration of 16.49 ha (40.75 acres) of wetlands. Cumulative impacts by watershed were directly related to levels of development and population growth.The FWPA has resulted in an estimated 67% reduction [44.32 ha (109.47 acres) vs 136.26 ha (336.56 acres)] in annual wetland and water impacts when compared with Section 404 data for New Jersey. For mitigation, the slight increase in wetland acreage over acreage impacted is largely consistent with Section 404 data.Based on this evaluation, the FWPA has succeeded in reducing the level of wetland impacts in New Jersey. However, despite stringent regulation of activities in and around wetlands, New Jersey continues to experience approximately 32 ha (79 acres) of unmitigated wetland impacts annually. Our results suggest that additional efforts focusing on minimizing wetland impacts and increasing wetlands creation are needed to attain a goal of no net loss of freshwater wetlands.     

WATER SUPPLY AS A LIMITING FACTOR IN DEVELOPING COMMUNITIES: ENDOGENOUS VS. EXOGENOUS SOURCES1

ABSTRACT: A growing number of developing communities in New Jersey is planning for an ultimate population that would be supplied by endogenous sources of water. At the state and national level, however, reliance on exogenous sources appears to be in favor. Both viewpoints, of course, recognize that water supply is one of the major critical factors in determining the capacity of a land area to support population. Three planning issues that bear on this endogenous-exogenous source controversy are discussed: 1) deep aquifers which have recharge areas in other political jurisdictions and are therefore regulated by other bodies will not count as an endogenous source, reliance will be placed only on shallow water table aquifers which are recharged by local precipitation; 2) total development of the groundwater resources of a headwaters community could result in severe base flow diminishment, thereby supporting the notion that these communities have a regional responsibility to restrict their growth so as to preserve and protect the water supply for downstream users; and 3) yield decrementing estimates, i.e., how much recharge water is lost to runoff as a consequence of development, are needed in order to assess the magnitude of local water resources.     

The ethics and politics of the caged layer hen debate in New Zealand

Changes in attitudes toward animal welfare, with a greater emphasis on the importance of allowing animals to express normal patterns of behavior has led to an examination of the practice of keeping hens in battery cages. There is widespread scientific consensus that the conditions of confinement and the barren nature of battery cages severely restrict hens’ behavioral repertoire, and are thus detrimental to their welfare. The New Zealand Animal Welfare Act 1999, stipulates that animals must have “the opportunity to display normal patterns of behaviour.” In spite of this provision, the New Zealand government has not acted in phasing out battery cages, arguing instead that there is insufficient evidence that welfare will be improved by a phase-out. There is evidence of strong industry pressure on the government, and the use of tactics common in policy considerations where changes are resisted by powerful interests. It is important that policy processes are better managed so that welfare changes are based on both public preferences and scientific knowledge, and ways of doing this are discussed.     

RESPONSE CAPABILITY IN WATER CONTAMINATION EMERGENCIES1

ABSTRACT: Contamination of supplies by a wide variety of pollutants has long presented water managers with difficult problems. In the last fifteen years the issue of groundwater contamination has received a great deal of attention. Most work has focused on the source side of the problem. Questions have included: where do pollutants come from, how widespread is the problem, and what are the effects of the contaminants on human health and the environment? Very little work, however, has yet been done on the response side of this issue. Are water managers aware of water pollution problems (actual or potential) and their magnitude, and how well prepared are they to deal with contamination situations if they should develop? This paper reports results from a study of such questions for the southern New Jersey area. The study was intended to assess both the methodological and substantive issues involved in an empirical investigation of response capability. In addition to reporting methodological findings, the paper concludes that, while problem awareness is relatively high, actual preparedness and response capabilities are strikingly low.     

Coming to grips with scientific ignorance in the governance of endocrine disrupting chemicals and nanoparticles

New technologies are characterized by various forms of incertitude that challenge both scientific expertise and regulatory action. In this paper, we argue that these incertitudes place experts in irreducible double bind situations, which may end in paralysis. Double binds emerge when primary injunctions are contradicted by secondary injunctions at a different logical level, which affects the interpretation of the primary injunction. Adequately addressing the challenges posed by new technologies requires phronesis, or pragmatic, context-dependent and action-oriented knowledge grounded in value deliberation. Using endocrine disruptors and carbon nanotubes as empirical examples, we argue that in relation to new technologies involving various kinds of incertitude, being phronimos—the person who can do phronesis—involves synthetically and simultaneously enacting parts of the three interrelated domains of knowledge, ethics and institutions, also across different logical levels. The special kind of experience-based phronesic skill that required in the regulatory appraisal of new technologies is thus fundamentally related to the human capacity of pattern recognition. Finally, we argue that being aware of and making full use of practical wisdom thus conceptualized enables a new operationalization of the precautionary principle.     

燃煤锅炉深度脱硫脱氮技术

新国家排放标准的实施对燃煤锅炉二氧化硫和氮氧化物排放提出了严格的要求,目前单一的减排技术只能满足部分燃煤锅炉的排放要求。本文综述了国内外现有的脱硫和脱氮技术,提出了燃煤锅炉深度脱硫脱氮需考虑多种技术相结合,并针对不同容量和燃烧方式的锅炉推荐了合适的深度脱硫脱氮技术,可为燃煤锅炉污染物排放达到新国标提供技术参考。     

Trends in the use of psychoactive substances by truck drivers in São Paulo State,Brazil: A time-series cross sectional roadside survey (2009–2016)

Objective: Truck drivers represent a group that is susceptible to the use of stimulant substances to reduce the symptoms of fatigue, which may be caused by a stressful and exhausting work environment. The use of psychoactive substances may increase the risk for involvement in road traffic crashes. Previous studies have demonstrated that amphetamine, cocaine, and cannabis are the 3 main drugs used by Brazilian truck drivers. We studied the prevalence of amphetamine, benzoylecgonine (indicating use of cocaine), and Δ-9-tetrahydrocannabinol-9-carboxylic acid (THC-COOH; indicating use of cannabis) in urine samples from truck drivers in the state of São Paulo, Brazil, using the same methodology during 8 years (2009–2016).

Methods: Samples were collected during a health program supported by the Federal Highway Police. Toxicological analyses were performed using immunoassays and gas chromatography–mass spectrometry.

Results: The total prevalence of illicit drugs was 7.8%. Benzoylecgonine was the most prevalent substance (3.6%), followed by amphetamine (3.4%) and THC-COOH (1.6%). We found the highest drug prevalence in 2010 (11.3%) and the lowest in 2011 (6.1%). We could detect a slight change in the pattern of stimulant use: until 2010, amphetamine was the most prevalent substance; however, in 2011 benzoylecgonine became the most frequently detected substance. This lasted until 2015, probably due to changes in Brazilian legislation regarding appetite suppressants; the most common one is metabolized to amphetamine.

Conclusion: These data show that the use of psychoactive substances by truck drivers in Brazil did not decrease during the study period. This reinforces the need for further preventive measures to reduce drug use among drivers, which could lead to a decrease in traffic crashes in Brazil.     

Adaptation of a Canadian culpability scoring tool to Alberta police traffic collision report data

Objective: The objective of this study was to adapt a previously validated Canadian Culpability Scoring Tool (CCST) to Alberta police report data.

Methods: Police traffic collision reports from motor vehicle (MV) collisions in Calgary and Edmonton (Alberta, Canada) from 2010 to 2014 were used. Adaptation of the CCST was completed with input from personnel within Alberta Transportation, contributing to face and content validity. Two research assistants, given only the information necessary for scoring, evaluated 175 randomly selected MV–MV collisions. Interrater agreement was estimated using kappa (k) and reported with 95% confidence intervals (CIs). Discussion of disagreements between the research assistants and consultation from Alberta Transportation informed the algorithm used in the Alberta Motor Vehicle Collision Culpability Tool (AMVCCT). The AMVCCT was automated and applied to all motorists involved in collisions. Binary logistic regression was used to examine characteristics of the culpable and nonculpable drivers and their effects were reported using odds ratios (ORs) with 95% CIs.

Results: Interrater agreement for the random sample was excellent (k = 0.95; 95% CI, 0.92–0.99). Of those drivers hospitalized, 1,130 (37.54%) were rated not culpable and 1,880 (62.46%) were rated culpable. The odds of being culpable were higher for males than for females (OR = 1.43; 95% CI, 1.23–1.66). The odds of being culpable were higher in those impaired by alcohol than those considered “apparently normal” (OR = 61.10; 95% CI, 22.66–164.75). The odds of being deemed culpable, when compared with drivers >54 years old, were higher for those <25 years old (OR = 1.72; 95% CI, 1.35–2.20) and lower for those in the 40- to 54-year-old age group (OR = 0.78; 95% CI, 0.63–0.96). Driving between 12 a.m. and 6 a.m. resulted in higher odds of being culpable compare with all other 6-h time blocks. Direction and statistical significance remained consistent when applying the tool to all MV collisions. Sensitivity analysis including the removal of single vehicle collisions did not affect the direction or statistical significance of the main results.

Conclusions: The AMVCCT identified a culpable group that exhibited characteristics expected in drivers who are at fault in collisions. The age groups 25–39 and 40–54 demonstrated different results than the CCST. However, this is the only difference that exists in the findings of the AMVCCT compared to the CCST and could exist due to differences between the driving populations in Alberta and British Columbia. It is possible to adapt the CCST to provinces outside British Columbia and, in doing so, we can identify risk factors for collision contribution and not-at-fault drivers who represent the driving population.     

Being watched over by a conversation robot may enhance safety in simulated driving

IntroductionIn an aging society that is more and more information-oriented, being able to replace human passengers’ protective effects on vehicle drivers with those of social robots is both essential and promising. However, the effects of a social robot’s presence on drivers have not yet been fully explored. Thus, using a driving simulator and a conversation robot, this experimental study had two main goals: (a) to find out whether social robots’ anthropomorphic qualities (i.e., not the practical information the robot provides drivers) have protective effects by promoting attentive driving and alleviating crash risks; and (b) by what psychological processes such effects emerge. Method: Participants were recruited from young (n = 38), the middle-aged (n = 39), and the elderly (n = 49) age groups. They were assigned to either the treatment group (simulated driving in a conversation robot’s presence) or the control group (simulated driving alone), and their driving performance was measured. Mental states (peaceful, concentrating, and reflective) also were assessed in a post-driving questionnaire using our original scales. Results: Although the group of older participants did not experience protective effects (perhaps due to motion sickness), the young participants drove attentively, with the robot enhancing peace of mind. The protective effect was also observed among the middle-aged participants, and the verbal data analysis ascribed this to the robot’s role of expressing sympathy, especially when the middle-aged drivers nearly had not-at-fault crashes, which caused them to be stressed. In conclusion, we discuss the practical implications of the results.