Influence of oxide films on primary water stress corrosion cracking initiation of alloy 600

In the present study alloy 600 was tested in simulated pressurised water reactor (PWR) primary water, at 360 °C, under an hydrogen partial pressure of 30 kPa. These testing conditions correspond to the maximum sensitivity of alloy 600 to crack initiation. The resulting oxidised structures (corrosion scale and underlying metal) were characterised. A chromium rich oxide layer was revealed, the underlying metal being chromium depleted. In addition, analysis of the chemical composition of the metal close to the oxide scale had allowed to detect oxygen under the oxide scale and particularly in a triple grain boundary. Implication of such a finding on the crack initiation of alloy 600 is discussed. Significant diminution of the crack initiation time was observed for sample oxidised before stress corrosion tests. In view of these results, a mechanism for stress corrosion crack initiation of alloy 600 in PWR primary water was proposed

Neighbourhood, Route and Workplace-Related Environmental Characteristics Predict Adults' Mode of Travel to Work

Commuting provides opportunities for regular physical activity which can reduce the risk of chronic disease. Commuters' mode of travel may be shaped by their environment, but understanding of which specific environmental characteristics are most important and might form targets for intervention is limited. This study investigated associations between mode choice and a range of objectively assessed environmental characteristics.Participants in the Commuting and Health in Cambridge study reported where they lived and worked, their usual mode of travel to work and a variety of socio-demographic characteristics. Using geographic information system (GIS) software, 30 exposure variables were produced capturing characteristics of areas around participants' homes and workplaces and their shortest modelled routes to work. Associations between usual mode of travel to work and personal and environmental characteristics were investigated using multinomial logistic regression.Of the 1124 respondents, 50% reported cycling or walking as their usual mode of travel to work. In adjusted analyses, home-work distance was strongly associated with mode choice, particularly for walking. Lower odds of walking or cycling rather than driving were associated with a less frequent bus service (highest versus lowest tertile: walking OR 0.61 [95% CI 0.20–1.85]; cycling OR 0.43 [95% CI 0.23–0.83]), low street connectivity (OR 0.22, [0.07–0.67]; OR 0.48 [0.26–0.90]) and free car parking at work (OR 0.24 [0.10–0.59]; OR 0.55 [0.32–0.95]). Participants were less likely to cycle if they had access to fewer destinations (leisure facilities, shops and schools) close to work (OR 0.36 [0.21–0.62]) and a railway station further from home (OR 0.53 [0.30–0.93]). Covariates strongly predicted travel mode (pseudo r-squared 0.74).Potentially modifiable environmental characteristics, including workplace car parking, street connectivity and access to public transport, are associated with travel mode choice, and could be addressed as part of transport policy and infrastructural interventions to promote active commuting

Are GIS-modelled routes a useful proxy for the actual routes followed by commuters?

Active commuting offers the potential to increase physical activity among adults by being built into daily routines. Characteristics of the route to work may influence propensity to walk or cycle. Geographic information system (GIS) software is often used to explore this by modelling routes between home and work. However, if the validity of modelled routes depends on the mode of travel used, studies of environmental determinants of travel may be biased. We aimed to understand how well modelled routes reflect those actually taken, and what characteristics explain these differences. We compared modelled GIS shortest path routes with actual routes measured using QStarz BT-Q1000X Global Positioning System (GPS) devices in a free-living sample of adults working in Cambridge and using varying travel modes. Predictors of differences, according to length and percentage overlap, between the two route sets were assessed using multilevel regression models and concordance coefficients. The 276 trips, made by 51 participants, were on average 27% further than modelled routes, with an average geographical overlap of 39%. However, predictability of the route depended on travel mode. For route length, there was moderate-to-substantial agreement for journeys made on foot and by bicycle. Route overlap was lowest for trips made by car plus walk (22%). The magnitude of difference depended on other journey characteristics, including travelling via intermediate destinations, distance, and use of busy roads. In conclusion, GIS routes may be acceptable for distance estimation and to explore potential routes, particularly active commuting. However, GPS should be used to obtain accurate estimates of environmental contexts in which commuting behaviour actually occurs. Public health researchers should bear these considerations in mind when studying the geographical determinants and health implications of commuting behaviour, and when recommending policy changes to encourage active travel.The Commuting and Health in Cambridge study was developed by David Ogilvie, Simon Griffin, Andy Jones and Roger Mackett and initially funded under the auspices of the Centre for Diet and Activity Research (CEDAR), a UKCRC Public Health Research Centre of Excellence (087636/Z/08/Z and ES/G007462/1). Funding from the British Heart Foundation, Economic and Social Research Council, Medical Research Council, National Institute for Health Research and the Wellcome Trust, under the auspices of the UK Clinical Research Collaboration, is gratefully acknowledged. The study is now funded by the National Institute for Health Research Public Health Research programme (project number 09/3001/06: see http://www.phr.nihr.ac.uk/funded_projects). David Ogilvie is supported by the Medical Research Council (Unit Programme number MC_UU_12015/6). Jenna Panter is supported by an NIHR post-doctoral fellowship (NIHR-PDF-2012-05-157). The views and opinions expressed herein are those of the authors and do not necessarily reflect those of the NIHR PHR programme or the Department of Health. The funders had no role in study design, data collection and analysis, the decision to publish, or the preparation of the manuscript. We thank all staff from the MRC Epidemiology Unit Functional Group Team, in particular for study coordination and data collection (led by Cheryl Chapman), physical activity data processing and data management.This is the final version of the article. It first appeared from Elsevier via http://dx.doi.org/10.1016/j.jth.2014.10.00

Environmental determinants of active travel in youth: a review and framework for future research.

BACKGROUND: Many youth fail to meet the recommended guidelines for physical activity. Walking and cycling, forms of active travel, have the potential to contribute significantly towards overall physical activity levels. Recent research examining the associations between physical activity and the environment has shown that environmental factors play a role in determining behaviour in children and adolescents. However, links between the environment and active travel have received less attention. METHODS: Twenty four studies were identified which examined the associations between the environment (perceived or objectively measured) and active travel among youth aged 5-18 years. Findings were categorised according to the location of the environmental measure examined; attributes of the neighbourhood, destination and the route between home and destination. RESULTS: Results from the reviewed studies indicated that youth active travel is positively associated with social interactions, facilities to assist active travel and urban form in the neighbourhood as well as shorter route length and road safety en-route. A conceptual framework is presented which highlights the associations between active travel behaviours and environmental factors, drawing upon both existing and hypothesised relationships. CONCLUSION: We provide a review of the available literature and present a novel theoretical framework that integrates the environment into the wider decision making process around travel choices for children and adolescents. Further work should explore associations where gaps in understanding have been identified, and account for the main moderators of behaviour so hypothesised associations can be confirmed.RIGHTS : This article is licensed under the BioMed Central licence at http://www.biomedcentral.com/about/license which is similar to the 'Creative Commons Attribution Licence'. In brief you may : copy, distribute, and display the work; make derivative works; or make commercial use of the work - under the following conditions: the original author must be given credit; for any reuse or distribution, it must be made clear to others what the license terms of this work are

A longitudinal study of the distance that young people walk to school.

Walking or cycling to school has been associated with important health benefits. Distance between home and school is the main correlate of active commuting to school, but how far children walk to school and how this changes as children age is unknown. Mode of commuting and objectively-assessed distance to school were measured at 3 time points: aged 9/10 years, 10/11 years and 13/14 years. Data were analysed using ROC-curve analyses. With age, children walked further to school; the threshold distance that best discriminated walkers from passive commuters was 1421 m in 10-year-olds, 1627 m in 11-year-olds and 3046 m in 14-year-olds. Future interventions should consider the distance that young people actually walk.The SPEEDY study is funded by the National Prevention Research Initiative (http://www.npri.org.uk), consisting of the following Funding Partners: British Heart Foundation; Cancer Research UK; Department of Health; Diabetes UK; Economic and Social Research Council; Medical Research Council; Health and Social Care Research and Development Office for the Northern Ireland; Chief Scientist Office, Scottish Government Health Directorates; Welsh Assembly Government and World Cancer Research Fund. This work was also supported by the Medical Research Council [Unit Programme numbers MC_UU_12015/7; MC_UU_12015/4] and the Centre for Diet and Activity Research (CEDAR), a UKCRC Public Health Research: Centre of Excellence. Funding from the British Heart Foundation, Economic and Social Research Council, Medical Research Council, the National Institute for Health Research, and the Wellcome Trust, under the auspices of the UK Clinical Research Collaboration, is gratefully acknowledged. Jenna Panter is funded through a post-doctoral fellowship funded by the National Institute of Health Research. The views and opinions expressed herein are those of the authors and do not necessarily reflect those of the NIHR PHR programme or the Department of Health.This is the final version. It was first published by Elsevier at http://www.sciencedirect.com/science/article/pii/S135382921400159

40Ar–39Ar dating of volcanogenic products from the AND-2A core (ANDRILL Southern McMurdo Sound Project, Antarctica): correlations with the Erebus Volcanic Province and implications for the age model of the core

The AND-2A drillcore (Antarctic Drilling Program—ANDRILL) was successfully completed in late 2007 on the Antarctic continental margin (Southern McMurdo Sound, Ross Sea) with the aim of tracking ice proximal to shallow marine environmental fluctuations and to document the 20-Ma evolution of the Erebus Volcanic Province. Lava clasts and tephra layers from the AND-2A drillcore were investigated from a petrographic and stratigraphic point of view and analyzed by the 40Ar–39Ar laser technique in order to constrain the age model of the core and to gain information on the style and nature of sediment deposition in the Victoria Land Basin since Early Miocene. Ten out of 17 samples yielded statistically robust 40Ar–39Ar ages, indicating that the AND-2A drillcore recovered ≤230 m of Middle Miocene (∼128–358 m below sea floor, ∼11.5–16.0 Ma) and >780 m of Early Miocene (∼358–1093 m below sea floor, ∼16.0–20.1 Ma). Results also highlight a nearly continuous stratigraphic record from at least 358 m below sea floor down hole, characterized by a mean sedimentation rate of ∼19 cm/ka, possible oscillations of no more than a few hundreds of ka and a break within ∼17.5–18.1 Ma. Comparison with available data from volcanic deposits on land, suggests that volcanic rocks within the AND-2A core were supplied from the south, possibly with source areas closer to the drill site for the upper core levels, and from 358 m below sea floor down hole, with the “proto-Mount Morning” as the main source

Early Miocene volcanic activity and paleoenvironment conditions recorded in tephra layers of the AND-2A core (southern McMurdo Sound, Antarctica)

The ANtarctic geological DRILLing program (ANDRILL) successfully recovered 1138.54 m of core from drillhole, AND-2A, in the Ross Sea sediments (Antarctica). The core is composed of terrigenous claystones, siltstones, sandstones, conglomerates, breccias, and diamictites with abundant volcanic material. In this work we present sedimentological, morphoscopic, petrographic, and geochemical data on pyroclasts recovered from core AND-2A, which provide insights on eruption styles, volcanic sources, and environments of deposition. One pyroclastic fall deposit, 12 resedimented volcaniclastic deposits and 14 volcanogenic sedimentary deposits record a history of intense explosive volcanic activity in southern Victoria Land during the Early Miocene. Tephra were ejected during Subplinian and Plinian eruptions fed by trachytic to rhyolitic magmas and during Strombolian to Hawaiian eruptions fed by basaltic to mugearitic magmas in submarine/subglacial to subaerial environments. The long-lived Mt. Morning eruptive centre, located c. 80 km south of the drillsite, was recognized as the probable volcanic source for these products on the basis of volcanological, geochemical, and age constraints. The study of tephra in the AND-2A core provides important paleoenvironment information by revealing that the deposition of primary and moderately reworked tephra occurred in a proglacial setting under generally open water marine conditions

Loss of star forming gas in SDSS galaxies

Using the star formation rates from the SDSS galaxy sample, extracted using the MOPED algorithm, and the empirical Kennicutt law relating star formation rate to gas density, we calculate the time evolution of the gas fraction as a function of the present stellar mass. We show how the gas-to-stars ratio varies with stellar mass, finding good agreement with previous results for smaller samples at the present epoch. For the first time we show clear evidence for progressive gas loss with cosmic epoch, especially in low-mass systems. We find that galaxies with small stellar masses have lost almost all of their cold baryons over time, whereas the most massive galaxies have lost little. Our results also show that the most massive galaxies have evolved faster and turned most of their gas into stars at an early time, thus strongly supporting a downsizing scenario for galaxy evolution.Comment: 29 pages, 9 figures, ApJ, accepte

Individual, socio-cultural and environmental predictors of uptake and maintenance of active commuting in children: longitudinal results from the SPEEDY study.

BACKGROUND: Active commuting is prospectively associated with physical activity in children. Few longitudinal studies have assessed predictors of change in commuting mode. PURPOSE: To investigate the individual, socio-cultural and environmental predictors of uptake and maintenance of active commuting in 10-year-old children. METHODS: Children were recruited in 2007 and followed-up 12 months later. Children self-reported usual travel mode to school. 31 child, parent, socio-cultural and physical environment characteristics were assessed via self-reported and objective methods. Associations with uptake and maintenance of active travel were studied using multi-level multiple logistic regression models in 2012. RESULTS: Of the 912 children (59.1% girls, mean ± SD baseline age 10.2 ± 0.3 yrs) with complete data, 15% changed their travel mode. Those children who lived less than 1 km from school were more likely to take up (OR: 4.73, 95% CI: 1.97, 11.32, p = 0.001) and maintain active commuting (OR: 2.80 95% CI: 0.98, 7.96, p = 0.02). Children whose parents reported it was inconvenient to use the car for school travel were also more likely to take up (OR: 2.04, 95% CI: 1.08, 3.85, p = 0.027) and maintain their active commuting (OR: 5.43 95% CI: 1.95, 15.13, p = 0.001). Lower socio-economic status and higher road safety were also associated with uptake. CONCLUSIONS: Findings from this longitudinal study suggest that reducing the convenience of the car and improving the convenience of active modes as well as improving the safety of routes to school may promote uptake and maintenance of active commuting and the effectiveness of these interventions should be evaluated.RIGHTS : This article is licensed under the BioMed Central licence at http://www.biomedcentral.com/about/license which is similar to the 'Creative Commons Attribution Licence'. In brief you may : copy, distribute, and display the work; make derivative works; or make commercial use of the work - under the following conditions: the original author must be given credit; for any reuse or distribution, it must be made clear to others what the license terms of this work are