Production rates of (A) CH₄ and (B) CO₂ in planted and unplanted microcosms with and without RS application; means ± SD (n = 4).

<p>The differences between the treatments over time were examined using Duncan <i>post hoc</i> test of a one-way ANOVA. Different letters on the top of bars indicate significant difference (<i>P</i><0.05) between the data.</p

Urban freight and road safety in the era of e-commerce

Objective: E-commerce has increased freight volumes and shifted freight vehicles to local streets and arterials. These changes have caused increasing concern over traffic safety in urban areas, but there has been limited investigation of road safety impacts. To advance understanding of this issue, we examined recent trends in urban freight-related safety in the United States and characteristics of these crashes. Methods: We estimated annual rates of fatal and nonfatal urban freight-related injuries from 2005 through 2015 using data from the NHTSA’s Fatal Analysis Reporting System and National Automotive Sampling System General Estimates System. We compared trends in fatal and nonfatal urban freight-related injuries, stratified by road type (interstate vs. not), to overall crash injury trends. We used piecewise linear regression models to test trend changes. We examined and compared specific crash and injury characteristics associated with urban freight-involved crashes, compared to other types of crashes, for the most recent year of data analyzed. Results: Though freight and overall crash fatality rates per vehicle mile traveled declined between 2005 and 2009, increases were observed between 2009 and 2015. Fatality rates increased 3% for all vehicle crashes, 17% for urban freight-involved crashes, and 15% for urban freight-involved crashes not occurring on interstates. Nonfatal injury rates for urban freight-involved crashes rose even more rapidly between 2009 and 2015. Nonfatal injury rates for urban freight-involved crashes increased 45%, rates for urban freight-involved crashes not occurring on interstates increased 40%, and overall nonfatal injury rates for all vehicle crashes increased 3% during this time. Of all urban freight-related crashes resulting in nonfatal injury, the proportion occurring on non-interstate roads increased from 17% to 25% between 2005 and 2015, and these crashes were more likely to occur on weekdays between 6 a.m. and 4 p.m., when freight demand is high, than weekends or evenings. Conclusions: Freight-involved injury and fatality rates are rising more rapidly than overall road traffic–related rates, both in all areas and in urban areas. These crashes are also increasingly occurring on local roads and arterials as opposed to interstates. These findings can help policymakers better understand the changing patterns of freight-related safety issues. As freight volumes increase in commercial and residential areas, planners must increasingly consider freight needs and ensure that space is allocated to this function. Additionally, changes to surveillance systems are necessary to better track burden and risk factors associated with these crashes and inform crash prevention efforts.</p

Phase noise accumulation in recirculating frequency shifting loop based programmable optical frequency comb

The phenomenon of linewidth continuously broadening along with the recirculation number in recirculating frequency shifting loop is observed. In this paper, a novel method of measuring the phase noise accumulation induced by EDFA in recirculating frequency shifting loop is proposed and the experiment results support the viewpoint of the laser linewidth will be broadening by EDFA. An empirical formula has been extracted to estimate the linewidth deterioration of the RFS output. We demonstrate the relationship between the linewidth and the recirculation number of the RFS based optical frequency comb in both theoretically and experimentally. By employing the recirculation frequency shifting loop, the phase noise accumulation induced by EDFA could be measured obviously and the linewidth of each tone can be measured precisely

Percentage contribution of (A) ROC, (B) SOM and (C) RS to produced and dissolved CO₂ in planted microcosms with RS treatment; means ± SD (n = 4).

<p>The differences between contributions to produced and dissolved CH₄ were tested by two-tailed independent t-tests, indicated by ^* when <i>P</i><0.05.</p

δ¹³C values of CH₄ and CO₂ derived from ROC in planted rice microcosms with RS application.

<p>The values were calculated using δ¹³C of CH₄ and CO₂ produced in rice field soil; means ± SD (n = 4).</p

Percentage contribution of (A) ROC, (B) SOM and (C) RS to produced and dissolved CH₄ in planted microcosms with RS treatment; means ± SD (n = 4).

<p>The differences between contributions to produced and dissolved CH₄ were tested by two-tailed independent t-tests, indicated by ^* when <i>P</i><0.05.</p

Values of δ¹³C of dried rice plants obtained from planted microcosms without (control) and with addition of ¹³C-labeled RS.

<p>RS I and RS II denote the two treatments, the δ¹³C of rice straw applied was 213.0‰ and 474.7‰ for RS I and RS II, respectively; means ± standard deviation (SD) (n = 3). The differences between the treatments over time were examined using Duncan <i>post hoc</i> test of a one-way ANOVA. Different letters on the top of bars indicate significant difference (<i>P</i><0.05) between the data.</p

Temporal change of the concentrations of dissolved (A) CH₄ and (B) CO₂ in planted microcosms with and without addition of ¹³C-labeled RS; means ± SD (n = 4).

<p>The differences between the treatments over time were examined using Duncan <i>post hoc</i> test of a one-way ANOVA. Different letters on the top of bars indicate significant difference (<i>P</i><0.05) between the data.</p

δ¹³C values of CH₄ and CO₂ derived from ROC in planted rice microcosms with RS application.

<p>The values were calculated using δ¹³C of CH₄ and CO₂ dissolved in pore water; means ± SD (n = 4).</p

Chemical Nature of Stochastic Generation of Protein-based Carbonyls: Metal-catalyzed Oxidation versus Modification by Products of Lipid Oxidation^†

An assessment of 2,4-dinitrophenylhydrazine (DNPH)-detectable protein-based carbonyls is one of the most common assays used to quantify oxidative stress in vitro and in vivo. In this study, we compared, for the lipid-binding protein β-lactoglobulin, the extent to which carbonyl reactivity could be introduced by adventitious metal-catalyzed oxidation (MCO) in the absence and presence of a polyunsaturated lipid or by treatment with various individual bifunctional lipid oxidation products capable of introducing carbonyls into proteins by adduction to nucleophilic side chains. With metal ions and either O2/reductant or H2O2 as the terminal oxidant, the maximal level of DNPH-detectable carbonyl generation obtainable in several hours was 0.1−0.2 mol carbonyl per mol protein monomer, with Cu(II) being more effective than Fe(II). Exposure instead to bifunctional lipoxidation-derived aldehydes (1−2 mM) generated in some cases in excess of 1 mol carbonyl per mol protein. The rank order of carbonyl incorporation reactivity was acrolein > 4-oxo-2-nonenal > 4-hydroxy-2-nonenal > 2,4-decadienal > malondialdehyde. Protein cross-linking ability followed a somewhat different rank order. Parallel studies on reductively methylated β-lactoglobulin revealed that His and Cys residues are intrinsically more responsible than Lys residues for carbonyl appearance and that the availability of Lys residues accounts for the reduction of carbonyl content at later time (presumably reflecting cross-linking chemistry) that occurs for acrolein and 4-oxo-2-nonenal. Overall, these results suggest that DNPH reactivity observed physiologically on nonmetalloproteins may arise more from the attachment of lipid-derived products of oxidative stress than from adventitious MCO of side chains. Additional studies carried out to clarify the potential use of DNPH derivatization to tag peptide-based carbonyls for mass spectrometric analysis revealed that DNPH derivatization can reverse under the conditions used for proteolysis