Estudi de l'impacte ecotoxicològic de l'insecticida imidacloprid en diferents compartiments ambientals

En les darreres dècades la necessitat d’una major producció en l’agricultura ha implicat l’ús de productes químics per a millorar la producció. Entre aquests productes trobem els insecticides que, tot i ser específics per a determinades funcions, en molts casos acaben afectant també a altres organismes que no en són la diana. Els assajos d’ecotoxicitat són una eina clau per a determinar el grau d’afectació d’aquests insecticides. En aquest estudi es pretén determinar l’efecte de l’aplicació directa en el sòl de les dosis recomanades de l’insecticida Confidor 20SL (amb imidacloprid com a principi actiu) sobre Eisenia fetida i dels lixiviats d’aquests sòls sobre Daphnia magna i Selenastrum capricornutum simulant fenòmens d’escorrentia o lixiviació naturals. En el cas de E.fetida s’obté una LC50 de 24.71 mg/kg sòl i per la reproducció un valor de EC50 de 8.41 mg/kg sòl. S’observa allunyament en totes les dosis utilitzades i la EC50 és de 2.57 mg/kg sòl. No s’han pogut determinar efectes a nivell neurològic a partir de la determinació de l’activitat de l’ AChE. A l’exposar D.magna als lixiviats del sòl contaminat no s’han observat efectes clars ni en la mortalitat ni en la reproducció. El mateix succeeix amb S.capricornutum. Les dosis d’aplicació del pesticida Confidor, representen una amenaça per a E.fetida pel que fa a efectes subletals però no podem dir el mateix per als organismes aquàtics.

Lane-Departure Safety Countermeasures: Strategic Action Plan for the Iowa Department of Transportation, 2011

Lane departure crashes are the single largest category of fatal and major injury crashes in Iowa. The Iowa Department of Transportation (DOT) estimates that 60 percent of roadway-related fatal crashes are lane departures and that 39 percent of Iowa’s fatal crashes are single-vehicle run-off-road (SVROR) crashes. Addressing roadway departure was identified as one of the top eight program strategies for the Iowa DOT in their Comprehensive Highway Safety Plan (CHSP). The goal is to reduce lane departure crashes and their consequences through lane departure-related design standards and policies including paved shoulders, centerline and shoulder rumble strips, pavement markings, signs, and median barriers. Lane-Departure Safety Countermeasures: Strategic Action Plan for the Iowa Department of Transportation outlines roadway countermeasures that can be used to address lane departure crashes. This guidance report was prepared by the Institute for Transportation (InTrans) at Iowa State University for the Iowa DOT. The content reflects input from and multiple reviews by both a technical advisory committee and other knowledgeable individuals with the Iowa DOT.

Evaluation of Rumble Stripes on Low-Volume Rural Roads in Iowa—Phase I, TR-577, 2009

Single-vehicle run-off-road crashes are the most common crash type on rural two-lane Iowa roads. Rumble strips have been proven effective in mitigating these crashes, but these strips are commonly installed in paved shoulders adjacent to higher-volume roads owned by the State of Iowa. Lower-volume paved rural roads owned by local agencies do not commonly feature paved shoulders but frequently experience run-off-road crashes. This project involved installing “rumble stripes,” which are a combination of conventional rumble strips with a painted edge line placed on the surface of the milled area, along the edge of the travel lanes but at a narrow width to avoid possible intrusion into the normal vehicle travel paths. Candidate locations were selected from a list of paved local rural roads that were most recently listed in the top 5% of roads for run-off-road crashes in Iowa. Horizontal curves were the most favored locations for rumble stripe installation because they commonly experience roadway departure crashes. The research described in this report was part of a project funded by the Federal Highway Administration, Iowa Highway Research Board, and Iowa Department of Transportation to evaluate the effectiveness of edge line rumble strips in Iowa. The project evaluated the effectiveness of “rumble stripes” in reducing run-off-road crashes and in improving the longevity and wet weather visibility of edge line markings. This project consists of two phases. The first phase was to select pilot study locations, select a set of test sites, install rumble stripes, summarize lessons learned during installation, and provide a preliminary assessment of the rumble stripes’ performance. This information is summarized in this report. The purpose of the second phase is to provide a more long-term assessment of the performance of the pavement markings, conduct preliminary crash assessments, and evaluate lane keeping. This will result in a forthcoming second report.

Safety Benefits of Paved Shoulders, 2009

Single vehicle run-off-road (ROR) crashes are the largest type of fatal passenger vehicle crash in the United States (NCHRP 500 2003). In Iowa, ROR crashes accounted for 36% of rural crashes and 9% of total crashes in 2006. Run-off-road crashes accounted for more than 61.8% of rural fatal crashes and 32.6% of total fatal crashes in Iowa in 2006. Paved shoulders are a potential countermeasure for ROR crashes. Several studies are available which have generally indicated that paved shoulders are effective in reducing crashes. However, the number of studies that quantify the benefits are limited. The research described in this report evaluates the effectiveness of paved shoulders. Model results indicated that covariate for speed limit was not significant at the 0.05 confidence level and was removed from the model. All other variables which resulted in the final model were significant at the 0.05 confidence level. The final model indicated that season of the year was significant in indicating expected number of total monthly crashes with a higher number of crashes occurring in the winter and fall than for spring and summer. The model also indicated that presence of rumble strips, paved shoulder width, unpaved shoulder width, and presence of a divided median were correlated with a decrease in crashes. The model also indicated that roadway sections with paved shoulders had fewer crashes in the after period as compared to both the before period and control sections. The actual impact of paved shoulders depends on several other covariates as indicated in the final model such as installation year and width of paved shoulders. However, comparing the expected number of total crashes before and after installation of paved shoulders for several scenarios indicated around a 4.6% reduction in the expected number of monthly crashes in the after period.

Road Safety Audit for US 52 in Dubuque County from IA 136 to the NCL of Dubuque, 2008

A section of US 52 between Dubuque and Luxemburg, Iowa, was listed in the top 5% of Iowa highways for severe crashes involving impaired drivers and single vehicle run-off-road crashes during 2001–2005, and several crashes have occurred on this roadway near the towns of Luxemburg, Holy Cross, and Rickardsville, Iowa, many on curves. Staff and officials from the Iowa Department of Transportation (Iowa DOT), Iowa State Patrol, Governor’s Traffic Safety Bureau, Federal Highway Administration, Center for Transportation Research and Education Dubuque County, and a retired fire chief met to review crash data and discuss potential safety improvements to U.S. Highway 52. This report outlines the findings and recommendations of the road safety audit team to address the safety concerns on this US 52 corridor and explains several mitigation strategies that the Iowa DOT District 6 Office has selected.

Road Safety Audit for US 6 from the ECL of Iowa City to the WCL of West Liberty in Johnson and Muscatine Counties, Iowa, 2008

Approximately 13.2 miles of US 6 in eastern Iowa extends from the east corporate limits of Iowa City, Iowa, to the west corporate limits of West Liberty, Iowa. This segment of US 6 is a service level B primary highway, with an annual daily traffic volume varying from 3,480 vehicles per day (vpd) to 5,700 vpd. According to 2001–2007 crash density data from the Iowa Department of Transportation (Iowa DOT), the corridor is currently listed among the top 5% of non-freeway Iowa DOT roads in several crash categories, including crashes involving excessive speed, impaired drivers, single-vehicle run-off-road, and multiple-vehicle crossed centerline. A road safety audit of this corridor was deemed appropriate by the Iowa Department of Transportation’s Office of Traffic and Safety. Staff and officials from the Iowa DOT, Iowa State Patrol, Governor’s Traffic Safety Bureau, Federal Highway Administration, Center for Transportation Research and Education, and several local law enforcement and transportation agencies met to review crash data and discuss potential safety improvements to this segment of US 6. This report outlines the findings and recommendations of the road safety audit team to address the safety concerns on this US 6 corridor and explains several selected mitigation strategies.

Road Safety Audit Report for US 61 from the ECL of Muscatine to the WCL of, 2008

U.S. Highway 61 between Muscatine and Davenport, Iowa, is a four-lane divided section of road approximately 21 miles in length. This section was found to be among the top 5% of Iowa roadways for single-vehicle run-off-road, impaired driver, unbelted driver, and speed-related crashes for the period of 2001 through 2005. A road safety audit of this corridor was deemed appropriate by the Iowa Department of Transportation’s Office of Traffic and Safety. Staff and officials from the Iowa Department of Transportation (Iowa DOT), Iowa State Patrol, Governor’s Traffic Safety Bureau, Federal Highway Administration, Center for Transportation Research and Education, and several local law enforcement and transportation agencies met to review crash data and discuss potential safety improvements to US 61. This report outlines the findings and recommendations of the road safety audit team to address the safety concerns on this US 61 corridor and explains several selected mitigation strategies.

Road Safety Audit for County Road W-55 in Washington County, Iowa, 2009

A road safety audit was conducted for a seven-mile section of County Road W-55 in Washington County, Iowa. In 2006, the average annual daily traffic on this roadway was found to be 1,290 vehicles per day. Using crash data from 2001 to 2007, the Iowa Department of Transportation (Iowa DOT) has identified this roadway as being in the top 5% of Iowa secondary rural roads with the highest density of serious (fatal and major injury) crashes for single-vehicle run-off-road incidents. Considering these safety data, the Washington County Engineer requested that a road safety audit be conducted to identify areas with safety concerns and to recommend low-cost mitigation to address those concerns. Staff and officials from the Iowa DOT, Iowa State Patrol, Governor’s Traffic Safety Bureau, Federal Highway Administration, Institute for Transportation, and local law enforcement and transportation agencies met to review crash data and discuss potential safety improvements to this segment of W-55. This report outlines the findings and recommendations of the road safety audit team to address the safety concerns on this W-55 corridor and explain several selected mitigation strategies.

Road Safety Audit for County Road H-46 from Redwood Avenue to the Southerly Corporate Limits of Fairfield in Jefferson County, Iowa, 2010

Jefferson County Road H-46 from Redwood Avenue to the southeast corporate limits (SCL) of Fairfield, Iowa, is a paved roadway approximately 6.5 miles long made of asphaltic concrete pavement with curvilinear alignment. The roadway consists of a 22 ft wide pavement, last overlaid in 2002, with 3 to 4 ft wide earth shoulders. Traffic estimates indicated volumes ranging from 500 to 1,590 vehicles per day, with numbers increasing as the route nears Fairfield. This roadway was found to be among the highest 5 percent of similar Iowa roadways in terms of severity of run-off-road crashes. In response, Iowa Department of Transportation (Iowa DOT) requested a road safety audit to examine the roadway and suggest possible mitigation. Representatives from the Iowa DOT, Federal Highway Administration, Institute for Transportation, local law enforcement, and local government met to review crash data and discuss potential safety improvements to this segment H-46. This report outlines the findings and recommendations of the road safety audit team for addressing the safety concerns on this roadway.

Road Safety Audits for County Road X-23 from IA 2 to the South Corporate Limits of West Point and for County Road W-62 from US 218 to IA 27 in Lee County, Iowa, 2010

On October 20–21, 2009, two road safety audits were conducted in Lee County, Iowa: one for a 6 mile section of County Road X-23 from IA 2 to the south corporate limits of West Point and one for a 9.7 mile section of County Road W-62 from US 218 to IA 27. Both roads have high severe crash histories for the years of 2001 through 2008. Using these crash data, the Iowa Department of Transportation (Iowa DOT) has identified County Road X-23 as being in the top 5 percent of similar roads for run-off-road crashes. The Iowa DOT lists County Road W-62 as a high-risk rural road that has above-average crash numbers and is eligible for funding under the Federal High-Risk Rural Road Program. Considering these issues, the Lee County Engineer and Iowa DOT requested that road safety audits be conducted to address the safety concerns and to suggest possible mitigation strategies.

Macrofossils in Raraku Lake (Easter Island) integrated with sedimentary and geochemical records towards a palaeoecological synthesis for the last 34,000 years

Macrofossil analysis of a composite 19 m long sediment core from Rano Raraku Lake (Easter Island)was related to litho-sedimentary and geochemical features of the sediment. Strong stratigraphical patterns are shown by indirect gradient analyses of the data. The good correspondence between the stratigraphical patterns derived from macrofossil (Correspondence Analysis) and sedimentary and geochemical data (Principal Component Analysis) shows that macrofossil associations provide sound palaeolimnological information in conjunction with sedimentary data. The main taphonomic factors in fluencing the macrofossil assemblages are run-off from the catchment, the littoral plant belt, and the depositional environment within the basin. Five main stages during the last 34,000 calibrated years BP (cal yr BP) are characterised from the lithological, geochemical, and macrofossil data. From 34 to 14.6 cal kyr BP (last glacial period) the sediments were largely derived from the catchment, indicating a high energy lake environment with much erosion and run-off bringing abundant plant trichomes, lichens, and mosses into the centre of Raraku Lake.

The Sedimentology, Ichnology and Hydrogeochemistry of the Late Miocene, Marginal Marine, Upper Pebas and Nauta Formations, Amazonian Foreland Basin, Peru

This thesis includes detailed sedimentological and ichnological studies on two geological units: the Pebas Formation, with a special focus in its informal upper member, and the Nauta Formation. Both formations were deposited during the Miocene in Northeastern Peruvian Amazonia, in the Amazon retroarc foreland basin. The Pebas and Nauta successions mainly consist of non-consolidated, clastic sedimentary deposits arranged into sand- to mud-dominated heterolithic successions, which can be upward-coarsening to upward-fining. Sediments in both the Pebas and Nauta successions range from mud to fine- to medium-grained sand. The main facies observed were 1) mud-dominated horizontal heterolithic couplets; 2) rooted brownish mud; 3) lenticular, mud-draped, cross-stratified sand; 4) mud- to sand-dominated, inclined heterolithic stratification; 5) sand-dominated horizontal heterolithic couplets; and 6) mud-draped, trough cross-stratified sand. Locally, tidal rhythmites were documented. The facies are interpreted as: 1) muddy, shallow, subaqueous flats/shoals; 2) palaeosols; 3) secondary tidal channels or run-off creeks; 4) tidally influenced point bars; 5) shoreface deposits; and 6) subtidal compound dunes. Thalassinoides-dominated Glossifungites ichnofacies, low-diversity expressions of the Skolithos ichnofacies and depauperate suites consisting of elements common to the Cruziana ichnofacies strongly indicate brackish-water conditions. However, continental trace fossil assemblages, with possible elements common to the Scoyenia ichnofacies, have also been identified. In addition to the palaeoenvironmental study, a local hydrogeochemical characterisation of the Pebas and Nauta formations was also conducted. The geochemistry of the groundwaters reflects the characteristics and the soil geochemistry of the geological formations studied. The Pebas formation has low hardness, acid to neutral waters, whereas the upper Pebas has high hardness, acid to neutral waters. In both units, the arsenic content is locally high. The Nauta formation has low hardness acid groundwaters. A regional review of the Pebas and Nauta formations placed the local observations into a continental perspective and suggests that the whole Pebas-Nauta system was a probably shallow (some tens of metres at maximum), brackish- to freshwater, tidally-influenced epicontinental embayment with a probable semi-diurnal to mixed tidal regime and a microtidal range, surrounded by continental environments such as forest floors, lagoons, rivers and their flood plains, and lakes.

Polyphosphate Accumulation by Marine Bacteria

Phosphate (Pi) is one among the most important essential residues in maintenance and inheritance of life, with far diverse physiological role as structural, functional and energy transduction. Phosphate accumulation in wastewaters containing run off of fertilizers and industrial discharges is a global problem that results in algal blooms in bays, lakes and waterways. Currently available methods for removing phosphates from wastewater are based primarily on polyP accumulation by the activated sludge bacteria. PolyP plays a critical role in several environmental and biotechnological problems. Possible relation of interaction between polyP accumulation phenomenon, the low biomass, low Pi uptake, and varying results obtained in response to the impact of sodium chloride, pH, temperature, various inorganic salts and additional carbon sources studied, are all intriguing observations in the present investigation. The results of the present study have evidenced very clearly the scope for potential strains of bacteria from both sea water and marine sediments which could be exploited both for Pi removal in wastewater released by industries and intensive aquaculture practices in to the aquatic environment as well as to harness the potential strains for industrial production of polyP which was wide range of applications.

Studies on the toxic effects of selected heavy metals in the freshwater mussel lamellidens corrianus (lea)

Industrialisation affects air, water, and soil. Industrial effluents which enter the aquatic environment either by direct disposal or through run off, affect living organisms at morphological and physiological levels. In any living tissue toxic materials exert their effects first at molecular and biochemical levels (Robbins and Angell, 1976). Most of the industrial effluents contain elevated concentrations of organic and inorganic chemicals capable of eliciting stimulatory or inhibitory effects on the metabolism of aquatic organisms. Heavy metals form an important group of environmental pollutants. Effects of pollution on the aquatic environment by heavy metals have received considerable attention in recent years due to their toxicity even at very low levels, persistence in the environment, and chances of getting biomagnified. A pollutant that does not affect a particular process under normal unstressed condition may affect the ability of the animal to adjust to changing environmental conditions which ultimately decrease its chances of survival (Thurberg et al., 1973

Water quality status and Primary productivity of Valanthakad Backwater in Kerala

The water quality and primary productivity of Valanthakad backwater (9° 55 10. 24 N latitude and 76° 20 01. 23 E longitude) was monitored from June to November 2007. Significant spatial and temporal variations in temperature, transparency, salinity, pH, dissolved oxygen, sulphides, carbon dioxide, alkalinity, biochemical oxygen demand, phosphatephosphorus, nitrate-nitrogen, nitrite-nitrogen as well as primary productivity could be observed from the study. Transparency was low (53.75 cm to 159 cm) during the active monsoon months when the intensity of solar radiation was minimum, which together with the run off from the land resulted in turbid waters in the study sites. The salinity in both the stations was low (0.10 ‰ to 4.69 ‰) except in August and November 2007. The presence of total sulphide (0.08 mg/ l to 1.84 mg/ l) and higher carbon dioxide (3 mg/ l to 17 mg/ l) could be due to hospital discharges and decaying slaughter house wastes in Station 1 and also from the mangrove vegetation in Station 2. Nitrate-nitrogen and phosphate-phosphorus depicted higher values and pronounced variations in the monsoon season. Maximum net primary production was seen in November (0.87 gC/ m3/ day) and was reported nil in September. The chlorophyll pigments showed higher values in July, August and November with a negative correlation with phosphate-phosphorus and nitrite-nitrogen. The study indicated that the water quality and productivity of Valanthakad backwater is impacted and is the first report from the region