In situ ammonia removal in bioreactor landfill leachate

Although bioreactor landfills have many advantages associated with them, challenges remain, including the persistence of NH(3)-N in the leachate. Because NH(3)-N is both persistent and toxic, it will likely influence when the landfill is biologically stable and when post-closure monitoring may end. An in situ nitrogen removal technique would be advantageous. Recent studies have shown the efficacy of such processes; however, they are lacking the data required to enable adequate implementation at field-scale bioreactor landfills. Research was conducted to evaluate the kinetics of in situ ammonia removal in both acclimated and unacclimated wastes to aid in developing guidance for field-scale implementation. Results demonstrate that in situ nitrification is feasible in an aerated solid waste environment and that the potential for simultaneous nitrification and denitrification (even under low biodegradable C:N conditions) in field-scale bioreactor landfills is significant due to the presence of both aerobic and anoxic areas. All rate data fit well to Monod kinetics, with specific rates of removal of 0.196 and 0.117 mgN/day-g dry waste and half-saturation constants of 59.6 and 147 mgN/L for acclimated and unacclimated wastes, respectively. Although specific rates of ammonia removal in the unacclimated waste are lower than in the acclimated waste, a relatively quick start-up of ammonia removal was observed in the unacclimated waste. Using the removal rate expressions developed will allow for estimation of the treatment times and volumes necessary to remove NH(3)-N from recirculated landfill leachate.     

Local Arctic air pollution: Sources and impacts

Local emissions of Arctic air pollutants and their impacts on climate, ecosystems and health are poorly understood. Future increases due to Arctic warming or economic drivers may put additional pressures on the fragile Arctic environment already affected by mid-latitude air pollution. Aircraft data were collected, for the first time, downwind of shipping and petroleum extraction facilities in the European Arctic. Data analysis reveals discrepancies compared to commonly used emission inventories, highlighting missing emissions (e.g. drilling rigs) and the intermittent nature of certain emissions (e.g. flaring, shipping). Present-day shipping/petroleum extraction emissions already appear to be impacting pollutant (ozone, aerosols) levels along the Norwegian coast and are estimated to cool and warm the Arctic climate, respectively. Future increases in shipping may lead to short-term (long-term) warming (cooling) due to reduced sulphur (CO₂) emissions, and be detrimental to regional air quality (ozone). Further quantification of local Arctic emission impacts is needed.     

Potential and Shortcomings of Numerical Weather Prediction Models in Providing Meteorological Data for Urban Air Pollution Forecasting

The last decade progress in numericalweather prediction (NWP) modelling and studies of urbanatmospheric processes for providing meteorological data forurban air pollution forecasting is analysed on examples ofseveral European meteorological centres. Modern nested NWP models are utilising land-use databasesdown to 1 km resolution or finer, and are approaching thenecessary horizontal and vertical resolution suitable forcity scale. The recent scientific developments in the fieldof urban atmospheric physics and the growing availabilityof high-resolution urban surface characteristics datapromise further improvements of the capability of NWPmodels for this aim. A strategy to improve NWP data forthe urban air pollution forecasting is suggested.     

Monitoring, modelling and environmental exposure assessment of industrial chemicals in the aquatic environment

Monitoring and laboratory data play integral roles alongside fate and exposure models in comprehensive risk assessments. The principle in the European Union Technical Guidance Documents for risk assessment is that measured data may take precedence over model results but only after they are judged to be of adequate reliability and to be representative of the particular environmental compartments to which they are applied. In practice, laboratory and field data are used to provide parameters for the models, while monitoring data are used to validate the models' predictions. Thus, comprehensive risk assessments require the integration of laboratory and monitoring data with the model predictions. However, this interplay is often overlooked. Discrepancies between the results of models and monitoring should be investigated in terms of the representativeness of both. Certainly, in the context of the EU risk assessment of existing chemicals, the specific requirements for monitoring data have not been adequately addressed. The resources required for environmental monitoring, both in terms of manpower and equipment, can be very significant. The design of monitoring programmes to optimise the use of resources and the use of models as a cost-effective alternative are increasing in importance. Generic considerations and criteria for the design of new monitoring programmes to generate representative quality data for the aquatic compartment are outlined and the criteria for the use of existing data are discussed. In particular, there is a need to improve the accessibility to data sets, to standardise the data sets, to promote communication and harmonisation of programmes and to incorporate the flexibility to change monitoring protocols to amend the chemicals under investigation in line with changing needs and priorities.     

Cultural and socio-demographic predictors of car accident involvement in Norway,Ghana, Tanzania and Uganda

The prevalence of road traffic accidents is increasing towards endemic proportions in developing countries. The present study investigated cultural and demographic predictors of car accident involvement in a developed country in Europe and three developing countries in Sub-Saharan Africa. The comparison was carried out with questionnaires among a randomly obtained representative sample of the Norwegian population (n = 247) as well as stratified samples in Accra and Cape-Coast in Ghana (n = 299), Dar-es-Salaam and Arusha areas in Tanzania (n = 599), and the central Kampala and the Mbarara district in Uganda (n = 415). Measurement instruments of culture as symbol exchange and destiny orientation were used to predict self-reported road traffic accident involvement by car among the respondents. Demographic characteristics, such as gender, age and education, were also included as predictors of car accidents. The results showed that male gender was the only significant predictor of accident involvement in Norway. Introverted and extroverted culture, destiny orientation and written culture were associated with accident involvement in the African countries. Male gender also predicted accidents in these countries. Non-technical injury preventive countermeasures in developing countries could focus on cultural practice and fatalistic beliefs. Countermeasures in both developed and developing countries should target male drivers.     

Prevalence and concentrations of drugs in older suspected drugged drivers

Objective: Older drivers are somewhat more likely to be involved in car crashes than middle-aged drivers but less likely to be involved than younger drivers. This study aimed to assess the extent of drug use in older suspected drunk and drugged drivers, with respect to which drugs were detected and at which concentrations.

Methods: Blood samples from older suspected drunk and drugged drivers taken between February 1, 2012, and May 22, 2013, were identified from the database at the Norwegian Institute of Public Health and were retrospectively analyzed for a broad repertoire of drugs relevant for impairment. The prevalence of different drugs among the suspected drunk and drugged drivers was studied. Regarding drug concentrations, the findings in older drivers (>65 years) were compared to a reference group of apprehended drivers aged 20–40 years.

Results: Four hundred and ten older suspected drunk and drugged drivers were included. Any drug (including ethanol) was detected in 92% of blood samples, and ethanol was detected in 81%. Benzodiazepines were found in 15% of the older drivers and z-hypnotics (zopiclone or zolpidem) were detected in 13%. The most frequent single legal drugs found in blood samples taken from older impaired drivers were zopiclone (9.8%) and diazepam (9.3%). Regarding drug combinations, older drivers used a mean number of 1.4 drugs, and 20% of ethanol-positive cases showed at least one other drug. High drug concentrations of clonazepam and diazepam were more frequently seen in the younger group.

Conclusions: This study showed that drugs were detected in the vast majority of older drivers suspected for drunk or drugged driving. Ethanol was the most frequent drug detected, followed by zopiclone and diazepam. Older drivers combine drugs to a lesser degree than younger drivers, but their combination of ethanol and other drugs represents a considerable traffic risk. Lower concentrations of benzodiazepines are seen in older compared to younger drivers.     

Roadside survey on alcohol and drug use among drivers in the Arctic county of Finnmark (Norway)

Objective: The objective of this study was to determine the prevalence of alcohol and potentially impairing drugs among the general driving population in Finnmark and to compare the prevalence among Norwegian, Russian, and other foreign drivers by analyzing samples of oral fluid.

Methods: In collaboration with local police, drivers were selected for a voluntary and anonymous study using a multistage cluster sampling procedure (selection of roads, time intervals, and drivers within each interval) from September 2014 to October 2015. Age, gender, citizenship, time, and geographical site were recorded. Samples of oral fluid were collected using the Quantisal device. The samples were analyzed for alcohol with an enzymatic method and for 12 illicit drugs and 16 medicinal drugs and some metabolites using ultra-high-performance liquid chromatography with tandem mass spectrometry detection.

Results: A total of 3,228 drivers were asked to participate in the study. The refusal rate was 6.2%. Of the 3,027 participants in the study, 111 (3.7%) were Russian and 204 (6.7%) had citizenship other than Norwegian or Russian. The total prevalence of psychoactive substances was 4.3%. Alcohol was detected in 0.3%, psychoactive medicinal drugs in 2.5%, and illicit drugs in 1.6% of the samples. The most commonly found substances were the sleeping agent zopiclone (1.1%), tetrahydrocannabinol (THC; 1.1%), and the analgesic agent codeine (0.6%). Illicit drugs were detected significantly more often in samples from drivers of citizenship other than Norwegian or Russian. The prevalence of alcohol was somewhat higher among Russian drivers but not statistically significant. There were large differences between age groups and genders concerning illicit drugs and psychoactive medicinal drugs; illicit drugs were more frequently in samples from young male drivers, whereas psychoactive medicinal drugs were more frequently in samples from elderly female drivers.

Conclusion: The total prevalence of alcohol and drugs among the general driving population in Finnmark was low and similar to previous Norwegian roadside surveys. Illicit drugs were detected significantly more often in samples from drivers with citizenship other than Russian and Norwegian and among young male drivers.     

An investigation of driver attitudes and behaviour in rural and urban areas in Norway

This study aimed to investigate differences in self-reported driver attitudes and behaviour in rural, peri-urban and urban areas in Norway. Age, gender and education were controlled for. An additional aim was to investigate the relations between demographics, personality variables, driver attitudes and behaviour in the complete sample and across the different geographical areas. To obtain these aims, a questionnaire was distributed by mail to a randomly selected sample from the Norwegian population registry (N = 6203). Of the distributed questionnaires the response rate was 30%. Differences in attitudes and self-reported behaviour were significant due to type of geographical area. However, the results showed that gender, age and education caused stronger differences than type of geographical area in attitudes to driving and driver behaviour. SEM-analysis failed to reject the notion that the strength of the structural relations was similar in the geographical areas. This could imply that demographic characteristics, and their compositions in rural, peri-urban and urban areas, are more important for differences in driver behaviour and attitudes than characteristics of the traffic environment.     

The role of Greenland sharks (Somniosus microcephalus) in an Arctic ecosystem: assessed via stable isotopes and fatty acids

The Greenland shark (Somniosus microcephalus) is the only shark species known to inhabit ice-covered seas in the North Atlantic, but remains a missing component in most studies of Arctic food webs. In the present study, stable isotopes (SIs) of nitrogen (δ¹⁵N) and carbon (δ¹³C) and fatty acids (FAs) were analyzed to identify the role of Greenland sharks (sampled during June 2008–2009) in Kongsfjorden, a productive fjord on the west coast of Svalbard, Norway (~79ºN, 12–13ºE). The Greenland shark fed at a high trophic position (4.8) based on δ¹⁵N values, and δ¹³C confirmed that most (70 %) of their carbon was derived from phytoplankton-based food chains, which is consistent with a heavy reliance on pelagic teleosts and seals. Greenland sharks from Kongsfjorden had fatty acid profiles in both muscle and plasma (e.g., low 20:1n-9, high 22:5n-3) that suggested a low portion of Greenland halibut (Reinhardtius hippoglossoides) and high proportion of gadoids and seals in their diet compared to Greenland sharks sampled in Cumberland Sound, Canada, during April 2008, which were previously shown to derive much of their energy from Greenland halibut. The high proportions of seal fatty acids in both slow- (muscle) and fast- (plasma) turnover tissues indicate that trophic interactions between Greenland sharks and seals in Kongsfjorden are a common occurrence. Results from the present study suggest that Greenland sharks likely play a unique and significant role in Arctic marine food webs as a top predator of fishes and marine mammals.     

Thermal conversion of municipal solid waste via hydrothermal carbonization: comparison of carbonization products to products from current waste management techniques

Hydrothermal carbonization (HTC) is a novel thermal conversion process that may be a viable means for managing solid waste streams while minimizing greenhouse gas production and producing residual material with intrinsic value. HTC is a wet, relatively low temperature (180-350 °C) thermal conversion process that has been shown to convert biomass to a carbonaceous residue referred to as hydrochar. Results from batch experiments indicate HTC of representative waste materials is feasible, and results in the majority of carbon (45-75% of the initially present carbon) remaining within the hydrochar. Gas production during the batch experiments suggests that longer reaction periods may be desirable to maximize the production of energy-favorable products. If using the hydrochar for applications in which the carbon will remain stored, results suggest that the gaseous products from HTC result in fewer g CO(2)-equivalent emissions than the gases associated with landfilling, composting, and incineration. When considering the use of hydrochar as a solid fuel, more energy can be derived from the hydrochar than from the gases resulting from waste degradation during landfilling and anaerobic digestion, and from incineration of food waste. Carbon emissions resulting from the use of the hydrochar as a fuel source are smaller than those associated with incineration, suggesting HTC may serve as an environmentally beneficial alternative to incineration. The type and extent of environmental benefits derived from HTC will be dependent on hydrochar use/the purpose for HTC (e.g., energy generation or carbon storage).