monitoring bioaccumulation of contaminants in the belted kingfisher (ceryle alcyon)

The belted kingfisher (Ceryle alcyon), acommon piscivore in the eastern United States, hasbecome a common endpoint in ecological riskassessments (ERA) because of their high consumptionof potentially contaminated aquatic prey. Whilebioaccumulation data and biosurveys may be used tosupport conclusions of ERAs for kingfishers, thereare currently no published data on contaminantconcentrations in kingfishers. Additionally,methods available for collecting biological samples(e.g., feathers, eggs, food debris, etc.) fromkingfisher burrows can be detrimental to thereproductive success of the birds. We present amethod for obtaining samples from burrows during orfollowing the nesting season. The method wasapplied to kingfisher burrows on the Oak RidgeReservation (ORR) in eastern Tennessee. Feathers,eggshells, and nestlings were collected from burrows and analyzed. In addition, carcasses ofthree adult kingfishers found dead on the ORR wereanalyzed. Metals and radionuclides were accumulatedby both juvenile and adult birds. Body burdens ofcadmium, lead, and cesium-137 in adult birds were belowlevels associated with toxicity. Concentrations of selenium and mercury were observed at potentiallytoxic levels. Contaminants in eggshells andnestling feathers indicate exposure, however, thereis insufficient information to evaluate thetoxicological significance of this contamination.National Laboratory Oak Ridge National Laboratory is managed for the U.S. Department of Energy by Lockheed Martin Energy Research Corp. under contract DE-AC05-96OR22464     

摩托车后轮毂压铸模设计

摩托车后轮毂压铸模具精度要求高 ,且结构复杂。为满足铸件的技术要求 ,要合理选用压铸设备 ,合理地设计模具结构。分析了摩托车后轮毂的结构特点 ,介绍了摩托车后轮毂压铸模的结构 ,并详细说明了模具浇注系统、溢流系统、冷却系统、推出机构的设计。     

Why ecosystem management can't work without Social science: An example from the California northern spotted owl controversy

It is increasingly obvious that social science, while not a sufficient condition for making ecosystem management effective, is a necessary condition. A social science typology of ecosystems is developed, applied, and shown to have substantial and unexpected implications for the practice of ecosystem management. Ecologists and environmental scientists, in particular, will find some conclusions uncomfortable. The application involves a case material from the California northern spotted owl controversy.     

Investigation of Child Restraint System (CRS) Compatibility in the Vehicle Seat Environment

Objective: Child restraint system (CRS) misuse is common and can have serious consequences to child safety. Physical incompatibilities between CRS and vehicles can complicate the installation process and may worsen CRS misuse rates. This study aims to identify the most common sources of incompatibility between representative groups of CRS and vehicles.

Methods: Detailed dimensional data were collected from 59 currently marketed CRS and 61 late model vehicles. Key dimensions were compared across all 3,599 theoretical CRS/vehicle combinations and the most common predicted incompatibilities were determined. A subset of 34 physical installations was analyzed to validate the results.

Results: Only 58.2% of rear-facing (RF) CRS/vehicle combinations were predicted to have proper agreement between the vehicle's seat pan angle and the CRS manufacturers’ required base angle. The width of the base of the CRS was predicted to fit snugly between the vehicle's seat pan bolsters in 63.3% of RF CRS/vehicle combinations and 62.2% of forward-facing (FF) CRS/vehicle combinations. FF CRS were predicted to be free of interaction with the vehicle's head restraint in 66.4% of combinations. Roughly 90.0% of RF CRS/vehicle combinations were predicted to have enough horizontal clearance space to set the front seat in the middle its fore/aft slider track. Compatibility rates were above 98% regarding the length of the CRS base compared to the length of the vehicle seat pan and the ability of the top tether to reach the tether anchor. Validation studies revealed that the predictions of RF CRS base angle range vs. seat pan angle compatibility were accurate within 6%, and head restraint interference and front row clearance incompatibilities may be more common than the dimensional analysis approach has predicted.

Conclusions: The results of this study indicate that RF CRS base angles and front row clearance space, as well as FF CRS head restraint interference, are frequent compatibility concerns. These results enable manufacturers, researchers, and consumers to focus their attention on the most relevant CRS/vehicle incompatibility issues in today's market.     

Introduction: General versus specific measures and the special case of core self‐evaluations

This paper introduces a Journal of Organizational Behavior point/counterpoint exchange (this issue) that focuses on the appropriate level of aggregation primarily in the assessment of personality in general and core self‐evaluations (CSE) in particular. Gilad Chen reviews arguments for and against the higher‐order construct of CSE, offering a number of recommendations for strengthening it. Timothy Judge and John Kammeyer‐Mueller offer a defense of CSE, and then extend the discussion to the measurement of other constructs beyond the personality domain. Together these two papers provide important insights about the appropriate level of aggregation of individual measures, and situations in which higher‐order versus lower‐order measures might be preferred. Copyright © 2011 John Wiley & Sons, Ltd.     

Seat strength in rear body block tests

Purpose: This study collected and analyzed available testing of motor vehicle seat strength in rearward loading by a body block simulating the torso of an occupant. The data were grouped by single recliner, dual recliner, and all belts to seat (ABTS) seats.

Methods: The strength of seats to rearward loading has been evaluated with body block testing from 1964 to 2008. The database of available tests includes 217 single recliner, 65 dual recliner, and 18 ABTS seats. The trends in seat strength were determined by linear regression and differences between seat types were evaluated by Student's t-test. The average peak moment and force supported by the seat was determined by decade of vehicle model year (MY).

Results: Single recliner seats were used in motor vehicles in the 1960s to 1970s. The average strength was 918 ± 224 Nm (n = 26) in the 1960s and 1,069 ± 293 Nm (n = 65) in the 1980s. There has been a gradual increase in strength over time. Dual recliner seats started to phase into vehicles in the late 1980s. By the 2000s, the average strength of single recliner seats increased to 1,501 ± 335 Nm (n = 14) and dual recliner seats to 2,302 ± 699 Nm (n = 26). Dual recliner seats are significantly stronger than single recliner seats for each decade of comparison (P < .001). The average strength of ABTS seats was 4,395 ± 1,185 in-lb for 1989–2004 MY seats (n = 18). ABTS seats are significantly stronger than single or dual recliner seats (P < .001). The trend in ABTS strength is decreasing with time and converging toward that of dual recliner seats.

Conclusions: Body block testing is an quantitative means of evaluating the strength of seats for occupant loading in rear impacts. There has been an increase in conventional seat strength over the past 50 years. By the 2000s, most seats are 1,700–3,400 Nm moment strength. However, the safety of a seat is more complex than its strength and depends on many other factors.     

Oligopoly meets oligopsony: The case of permits

This paper derives market equilibria (in demand functions and in bidding strategies) between oligopolists and oligopsonists in a market with intermediates and no competition in final markets. To the best of my knowledge, this theme has not been explored, despite two observations: Firstly, the commonly applied framework of non-competitive and competitive fringe firms has implausible properties for the limit of purely strategic players. Secondly, real world cases correspond at least potentially to such strategic interactions, e.g., non-competitive players selling and buying permits (CO₂ and SO₂). The major implications are that these non-competitive markets are characterized by a kind of double marginalization (on the demand and the supply side) resulting in too little trade and wrong price signals.     

The strategic use of innovation to influence regulatory standards

This paper investigates the welfare consequences of strategic behavior by firms to affect the amount of environmental regulation they face. Environmental regulation often attempts to force an industry to develop cleaner technology, but the regulator may have no means to commit to a specific standard. This lack of regulatory commitment induces firms to choose innovation strategically. It is well-known that firms have incentives to suppress innovation to induce the regulator to ratchet down the standard, and this strategic behavior lowers welfare. This paper explores a countervailing incentive. In oligopoly settings, firms have heightened incentives to innovate so as to increase regulation and raise rivals costs. In equilibrium, the incentive to raise rivals cost can mitigate the welfare loss arising from no regulatory commitment. Also, a regulator who is unable to commit ex ante to the stringency of a regulatory standard can induce more clean technology than a regulator with a commitment mechanism.     

A Comparison of Volunteer,BioRID P3 and Hybrid III Performance in Rear Impacts

The most important tool for testing seat-systems in rear impacts is a crash test dummy. However, investigators have noted limitations of the most commonly used dummy, the Hybrid III. The BioRID I is a step closer to a biofidelic crash test dummy, but it is not user-friendly and the straightening of the thoracic spine kyphosis is smaller than that 220of humans. To reduce these problems, a new BioRID prototype was developed, the P3. It has new neck muscle substitutes, a softer thoracic spine and a softer rubber torso than does the BioRID I.

The BioRID P3 was compared with volunteer test data in a rigid and a standard seal without head restraints. The dummy kinematic performance, pressure distribution between subject and seatback, neck loads and accelerations were compared with those of ten volunteers and a Hybrid III. The BioRID P3 provided repeatable test results and its response was very similar to that of the average volunteer in rear impacts at Δv = 9 km/h.