日本污染控制概述

日本的环境污染控制大体上经历过工业化早期，二次大战后的恢复发展期和七十年代后的全面控制三个时期，并于七十代下半期后形成了以“注重人类居住环境和文化环境中的生活质量”为特征的环境政策和全面维系环境质量的概念，在水污染控制，固体废弃物管理和大气污染控制方面制订了一系列排放标准和管理标准。     

Evaluating the technical efficiencies of fishing vessels to achieve effective management of overexploited fisheries

Global marine capture fisheries are undergoing serious stress, with overfishing as one of the major problems. In order to mitigate the overexploitation of capture fisheries, government regulation or fisheries management is necessary. Among various management approaches, vessel quantity control is being widely employed. To achieve effective governance of fisheries, the technical efficiency (TE) issue needs to be considered in the implementation of vessel quantity control. Using the Pacific saury (Cololabis saira) stick-held dip net fishery in Japan as a case study, this paper estimated the TE of sampled fishing vessels and explored the possible factors affecting the gap in efficiency. This paper aims to provide suggestions for a better implementation of vessel quantity control in global Pacific saury fishery, and also to serve as an empirical example of integrating TE analysis into management of overexploited fisheries for achieving satisfactory effects. Results show the TE score of the sampled fishery averaged around 0.7 from 2009 to 2014, and factors concerning owners/skippers’ motivation such as vessel ownership and specialization, vessel tonnage as well as skippers’ age show positive effects on the TE. Our findings in the present work provide important strategies for mitigating overexploitation in fisheries. Conducting technical efficiency analysis of targeted fisheries is a vital issue to be considered for designing and realizing an effective implementation of fisheries management approaches. The large vessels and the enthusiasm of vessel owners/skippers need to be particularly addressed when vessel quantity limit is considered to mitigate the problem of overfishing.     

Impact of COVID-19 type events on the economy and climate under the stochastic DICE model

Environmental Economics and Policy Studies - The classical DICE model is a widely accepted integrated assessment model for the joint modeling of economic and climate systems, where all model state...     

Features of fatal injuries in older cyclists in vehicle–bicycle accidents in Japan

Objective: The purpose of this study was to identify and better understand the features of fatal injuries in cyclists aged 75 years and over involved in collisions with either hood- or van-type vehicles.

Methods: This study investigated the fatal injuries of cyclists aged 75 years old and over by analyzing accident data. We focused on the body regions to which the fatal injury occurred using vehicle–bicycle accident data from the Institute for Traffic Accident Research and Data Analysis (ITARDA) in Japan. Using data from 2009 to 2013, we examined the frequency of fatally injured body region by gender, age, and actual vehicle travel speed. We investigated any significant differences in distributions of fatal injuries by body region for cyclists aged 75 years and over using chi-square tests to compare with cyclists in other age groups. We also investigated the cause of fatal head injuries, such as impact with a road surface or vehicle.

Results: The results indicated that head injuries were the most common cause of fatalities among the study group. At low vehicle travel speeds for both hood- and van-type vehicles, fatalities were most likely to be the result of head impacts against the road surface.

The percentage of fatalities following hip injuries was significantly higher for cyclists aged 75 years and over than for those aged 65–74 or 13–59 in impacts with hood-type vehicles. It was also higher for women than men in the over-75 age group in impacts with these vehicles.

Conclusions: For cyclists aged 75 years and over, wearing a helmet may be helpful to prevent head injuries in vehicle-to-cyclist accidents. It may also be helpful to introduce some safety measures to prevent hip injuries, given the higher level of fatalities following hip injury among all cyclists aged 75 and over, particularly women.     

Initial design process of the sustainability science ontology for knowledge-sharing to support co-deliberation

Implementation of the sustainability science (SS) approach is often difficult because of poor communication between experts from different academic fields. We focused on ontology engineering as a method of knowledge structuring that supports the co-deliberation process. However, SS is too broad for a few experts to construct an ontology because SS targets and covers almost all existing research fields from the viewpoint of problem-solving. The N-iteration process is required for completing an SS ontology. In the present paper, we discuss the initial design process for constructing an ontology on SS from the aspect of a knowledge-sharing tool to support co-deliberation. First, we identified the SS ontology by referring to the existing literature. Second, we traced the structuring process of the SS ontology, which is independent of the existing research domain. Third, we compared the SS ontology with existing ontologies or concept structures on SS. Fourth, we assessed the SS ontology produced in the initial process in terms of relevance and coverage and addressed areas for improvement in order to facilitate co-deliberation among researchers from different domains. As a result of developing the SS ontology and applying it to the mapping tool that we developed based on the ontology, we found the following three points: the SS ontology enables us to define concepts relevant to SS without overlapping by distinguishing part-of and attribute-of relationships at the upper level of the ontology; the SS-based mapping tool successfully represents the potential countermeasures required by the targeted problem for all scientific fields except experimental engineering; however, the SS ontology requires further improvement in order to represent the conceptual linkage arising from compound and secondary problems and the fulfillment of classes at the lower hierarchy of Shortage problem, and requires slots for the entire hierarchy. In addition, based on the discussion of the areas for improvement, we found that missing slots and classes should be added in the process in which we use or improve tools corresponding to a variety of requirements for supporting co-deliberation. In this way, we are able to propose an incremental process for constructing the SS ontology from the aspect of a knowledge-sharing tool to support co-deliberation.     

Mutagenicity of anaerobic fenitrothion metabolites after aerobic biodegradation

Previous studies have revealed that the mutagenicity of fenitrothion increases during anaerobic biodegradation, suggesting that this insecticide's mutagenicity could effectively increase after it pollutes anaerobic environments such as lake sediments. To investigate possible changes to the mutagenicity of fenitrothion under aerobic conditions after it had already been increased by anaerobic biodegradation, batch incubation cultures were maintained under aerobic conditions. The mutagenicity, which had increased during anaerobic biodegradation, decreased under aerobic conditions with aerobic or facultative bacteria, but did not disappear completely in 22 days. In contrast, it did not change under aerobic conditions without bacteria or under continued anaerobic conditions. These observations suggest that the mutagenicity of anaerobically metabolized fenitrothion would not necessarily decrease after it arrives in an aerobic environment: this would depend on the presence of suitable bacteria. Therefore, fenitrothion-derived mutagenic compounds may pollute the water environment, including our drinking water sources, after accidental pollution of aerobic waters. Although amino-fenitrothion generated during anaerobic biodegradation of fenitrothion was the principal mutagen, non-trivial contributions of other, unidentified metabolites to the mutagenicity were also observed.     

Assessment of air pollution in Nagasaki City: determination of polycyclic aromatic hydrocarbons and their nitrated derivatives, and some metals

Air pollutants such as polycyclic aromatic hydrocarbons (PAHs), their nitrated derivatives (NPAHs), and some metals on airborne particles in Nagasaki city, Japan were determined over a period of 12 months by high-performance liquid chromatography with chemiluminescence, fluorescence and flameless atomic absorption spectrometry. The average concentrations (range) were 18.24 (4.07-41.54) ng/m3 for total PAHs, 0.91 (0.23-4.10) pg/m3 for NPAHs, 7.95 (1.71-16.31) ng/m3 for Pb, 11.56 (3.35-24.96) ng/m3 for Mn and 3.79 (0.97-14.71) ng/m3 for Ni (n = 136). The toxic equivalency factors adjusted concentration of total PAHs determined in Nagasaki city area was 2.33 ng/m3. Concentrations of total PAHs and NPAHs in winter were higher than those in summer. In a weekly variations study, total PAHs and NPAHs concentrations, as well as traffic volume showed a similar tendency with all values higher during weekdays and lower at the weekend. The correlation coefficients between total PAHs or NPAHs and traffic volume were 0.781 and 0.818, respectively. These results suggested that one of the main sources for NPAHs and PAHs in a city area might be motor vehicles.     

Multi-component behavior of fixed-bed adsorption of dioxins by activated carbon fiber

The multi-component behavior of fixed-bed adsorption of dioxins (DXNs) was examined through detailed analyses of the concentration profiles of isomers in fixed-bed activated carbon fiber (ACF). Regularities in both adsorption rates and strengths were clarified. (1) The rate of transfer in the adsorption of polychlorinated dibenzo-p-dioxins and polychlorinated dibenzofurans (PCCDs/DFs) tends to increase with decreasing number of chlorine substituents. Axial dispersion also tends to increase with a decreasing number of chlorine substituents under our experimental conditions. (2) Homologues with the same number of chlorine substituents in PCDDs/DFs have similar adsorption strengths. The adsorption strength of PCDD/DF isomers is probably greater than that of co-planar polychlorinated biphenyls (co-PCB) isomers when the number of chlorine substituents is identical. (3) The adsorption strength of isomers depends on their molecular structure. In PCDDs/DFs the toxic isomers, all of which have vicinal chlorine substituents at the 2, 3, 7 and 8 positions, are relatively strong. It is clear, especially in TeCDDs, that isomers with vicinal chlorine substituents are stronger than isomers without. In co-PCBs, isomers without chlorine substituents at ortho positions are stronger than those with, and (4) A close analogy exists between the adsorption strength order for ACF and the elution order in gas chromatography (GC).     

Analysis of car-to-bicycle approach patterns for developing active safety devices

Objective: To reduce the severity of injuries and the number of cyclist deaths in traffic accidents, active safety devices providing cyclist detection are considered to be effective countermeasures. The features of car-to-bicycle collisions need to be known in detail to develop such safety devices.

Methods: The study investigated near-miss situations captured by drive recorders installed in passenger cars. Because similarities in the approach patterns between near-miss incidents and real-world fatal cyclist accidents in Japan were confirmed, we analyzed the 229 near-miss incident data via video capturing bicycles crossing the road in front of forward-moving cars. Using a video frame captured by a drive recorder, the time to collision (TTC) was calculated from the car's velocity and the distance between the car and bicycle at the moment when the bicycle initially appeared.

Results: The average TTC in the cases where bicycles emerged from behind obstructions was shorter than that in the cases where drivers had unobstructed views of the bicycles. In comparing the TTC of car-to-bicycle near-miss incidents to the previously obtained results of car-to-pedestrian near-miss incidents, it was determined that the average TTC in car-to-bicycle near-miss incidents was significantly longer than that in car-to-pedestrian near-miss incidents.

Conclusions: When considering the TTC in the test protocol of evaluation for safety performance of active safety devices, we propose individual TTCs for evaluation of cyclist and pedestrian detections, respectively. In the test protocols, the following 2 scenarios should be employed: bicycle emerging from behind an unobstructed view and bicycle emerging from behind obstructions.