The New Danish Stream Monitoring Programme (Novana) – Preparing Monitoring Activities For The Water Framework Directive Era

Denmark has a long tradition of monitoring the aquatic environment. Previous monitoring has mainly focused on loss of nutrients and subsequent impacts on the biological structure in lakes and coastal areas. However, as part of the third Action Plan for the Aquatic Environment more emphasis has been put on stream ecology. The present paper describes background, strategy and content of the new NOVANA stream programme, which will run for the period 2004–2009. The new programme will encompass more than 800 stations covering all stream types in Denmark and monitoring will include three biological quality elements (macrophytes, macroinvertebrates and fish) as well as physico-chemical features and hydromorphological elements. In addition, the new programme integrates monitoring of elements both in the stream itself and in the riparian zone. Compliance with important European Commission Directives such as the Water Framework Directive and the Habitat Directive is discussed.     

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.     

The Tarland Catchment Initiative and its effect on stream water quality and macroinvertebrate indices

The Tarland Catchment Initiative is a partnership venture between researchers, land managers, regulators, and the local community. Its aims are to improve water quality, promote biodiversity, and increase awareness of catchment management. In this study, the effects of buffer strip installations and remediation of a large septic tank effluent were appraised by water physico-chemistry (suspended solids, NO, NH, soluble reactive P) and stream macroinvertebrate indices used by the Scottish Environmental Protection Agency. It was done during before and after interventions over an 8-yr period using a paired catchment approach. Because macroinvertebrate indices were previously shown to respond negatively to suspended solid concentrations in the study area, the installation of buffer strips along the headwaters was expected to improve macroinvertebrate scores. Although water quality (soluble reactive P, NH) improved downstream of the septic tank effluent after remediation, there was no detectable change in macroinvertebrate scores. Buffer strip installations in the headwaters had no measurable effects (beyond possible weak trends) on water quality or macroinvertebrate scores. Either the buffer strips have so far been ineffective or ineffectiveness of assessment methods and sampling frequency and time lags in recovery prevent us detecting reliable effects. To explain and appreciate these constraints on measuring stream recovery, continuous capacity building with land managers and other stakeholders is essential; otherwise, the feasibility of undertaking sufficient management interventions is likely to be compromised and projects deemed unsuccessful.     

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.     

Spatial PM2.5 mobile source impacts using a calibrated indicator method

Motor vehicles are major sources of fine particulate matter (PM_2.5), and the PM_2.5 from mobile vehicles is associated with adverse health effects. Traditional methods for estimating source impacts that employ receptor models are limited by the availability of observational data. To better estimate temporally and spatially resolved mobile source impacts on PM_2.5, we developed an approach based on a method that uses elemental carbon (EC), carbon monoxide (CO), and nitrogen oxide (NO_x) measurements as an indicator of mobile source impacts. We extended the original integrated mobile source indicator (IMSI) method in three aspects. First, we generated spatially resolved indicators using 24-hr average concentrations of EC, CO, and NO_x estimated at 4 km resolution by applying a method developed to fuse chemical transport model (Community Multiscale Air Quality Model [CMAQ]) simulations and observations. Second, we used spatially resolved emissions instead of county-level emissions in the IMSI formulation. Third, we spatially calibrated the unitless indicators to annually-averaged mobile source impacts estimated by the receptor model Chemical Mass Balance (CMB). Daily total mobile source impacts on PM_2.5, as well as separate gasoline and diesel vehicle impacts, were estimated at 12 km resolution from 2002 to 2008 and 4 km resolution from 2008 to 2010 for Georgia. The total mobile and separate vehicle source impacts compared well with daily CMB results, with high temporal correlation (e.g., R ranges from 0.59 to 0.88 for total mobile sources with 4 km resolution at nine locations). The total mobile source impacts had higher correlation and lower error than the separate gasoline and diesel sources when compared with observation-based CMB estimates. Overall, the enhanced approach provides spatially resolved mobile source impacts that are similar to observation-based estimates and can be used to improve assessment of health effects.

Implications: An approach is developed based on an integrated mobile source indicator method to estimate spatiotemporal PM_2.5 mobile source impacts. The approach employs three air pollutant concentration fields that are readily simulated at 4 and 12 km resolutions, and is calibrated using PM_2.5 source apportionment modeling results to generate daily mobile source impacts in the state of Georgia. The estimated source impacts can be used in investigations of traffic pollution and health.     

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.