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A heterogeneous source of several chlorine oxides, in particular OCIO and CICIO2, from CIO radicals passed over water-ice surfaces at low pressures is demonstrated. CIO radicals are generated in a flow system and reaction products are monitored by UV-vis absorption spectroscopy and time-of-flight mass spectrometry using electron-impact and resonance-enhanced mulitphoton ionization, respectively.

Soot samples from a spark generator, a flame and a diesel passenger car were collected and investigated by Fourier transform infrared (FTIR) spectroscopy mounting on 10 cm vacuum cell connected to a standard flow system with He as carrier gas. The reaction probability on diesel engine soot was of slower magnitude and the reaction of soot with NO2 cannot account for the HONO levels observed in urban air.

In-situ measurements of various properties of traffic-related aerosol particles have been performed with a mobile laboratory. The measured aerosol quantities include particle chemical composition (sulfate, nitrate, total organic matter, ammonium, black carbon) as well as particle size distributions covering diameters from 10 to 300nm, and total particle number density. Additionally, gas phase emissions (CO2, NO, NO2) were monitored. We performed six measurement drives in the vicinity of the city of Aachen (population ca. 260,000) at 50.8°N, 6.1°E in Germany on motorways, rural roads, and in the inner city of Aachen in June 2005. The results indicate that the main influence of traffic on the aerosol properties results in soot particles coated with organic matter, having a modal diameter around 100nm (“soot mode”). The abundance of these particles was found to be highest in the inner city traffic. Nucleation mode particles (around 30nm) have been observed occasionally during truck chasings on motorways. These particles consisted mainly of organic compounds but included possibly also a sulfuric acid core. Data observed under “motorway background” conditions were similar to the rural regional road data. Highest number concentrations have been observed during truck chasings. Comparison between non-refractory (here with respect to 600°C) and total particle volume indicated a higher contribution of refractory material under all traffic-influenced conditions compared to rural road data. Fuel specific emission ratios were derived for a subset of 18 truck-chasing experiments, yielding (8.3±5.8)×1015 kg−1 for particle number, 224±136mgkg−1 for black carbon, 125±125mgkg−1 for organic matter, 17±12gkg−1 for NO and 18±14gkg−1 for NO x (mean values and standard deviations). [Copyright &y& Elsevier]

The idea of a multiverse – an ensemble of universes – has received increasing attention in cosmology, both as the outcome of the originating process that generated our own Universe, and as an explanation for why our Universe appears to be fine-tuned for life and consciousness. Here we carefully consider how multiverses should be defined, stressing the distinction between the collection of all possible universes, and ensembles of really existing universes that are essential for an anthropic argument. We show that such realized multiverses are by no means unique. A proper measure on the space of all really existing universes or universe domains is needed, so that probabilities can be calculated, and major problems arise in terms of realized infinities. As an illustration we examine these issues in the case of the set of Friedmann–Lemaître–Robertson–Walker universes. Then we briefly summarize scenarios such as chaotic inflation, which suggest how ensembles of universe domains may be generated, and we point out that the regularities which must underlie any systematic description of truly disjoint multiverses must imply some kind of common generating mechanism. Finally, we discuss the issue of testability, which underlies the question of whether multiverse proposals are really scientific propositions. [ABSTRACT FROM AUTHOR]

Within the framework of the AIDA soot aerosol campaign diesel soot particles, spark generated soot particles, and aerosol mixtures were characterized with respect to their chemical state using different surface sensitive analysis methods. A comparison between diesel soot and graphite spark generated soot revealed a significant difference in the chemical composition of the particle surfaces. No distinct change from external to internal mixing could be detected by single particle mass spectrometry for mixtures of diesel soot and (NH4)2SO4 aerosol since the spectra of diesel soot and (NH4)2SO4 aerosol were surprisingly similar due to sulfate on the surface of diesel soot particles and traces of carbon impurities on ammonium sulfate particles. In addition to the expected formation of new particles a considerable change of the soot particle surface was detected while exposing diesel soot or spark generated soot to α-pinene and ozone, indicating a surface layer formed by oxidation products of α-pinene. However, the oxygen-containing hydrocarbon fragments detected by single particle mass spectrometry were distinctly different for the two soot types, which can be explained by either the different product adsorption or ionization behavior. Depositions of α-pinene reaction products on the surface could be confirmed by QMS-SIMS and XPS for particles of both types of soot. Due to the high mass resolution of TOF-SIMS acidic derivatives were identified as reaction products of α-pinene and ozone. The analytical methods applied in this work elucidated the different properties of spark generated soot compared to diesel soot. Therefore, spark generated soot should only be used with care as a general diesel soot surrogate. [Copyright &y& Elsevier]

A single-particle mass spectrometer (LAMPAS-2) was operated at an Autobahn (high-speed highway with significant heavy-duty diesel traffic), an urban and a rural site in the vicinity of Aachen (Germany). The single-particle mass spectra could be classified into eight classes, representing different types of mineral particles, inorganic salt particles, and carbonaceous aerosol particles. At all three sites characteristic patterns of diesel exhaust particles with and without secondary compounds (ammonium sulfate/nitrate) were observed. The relative contribution of diesel soot to the number of 0.5 μm particles was 23% or 35% at the rural and the Autobahn site, respectively. The absolute number of diesel exhaust particles was three times larger at the Autobahn site. At the urban site the diesel exhaust particle contribution ranged from 10% to 35%, depending on the local operation of heavy-duty construction vehicles. Elemental carbon and carbonaceous particles made up the majority number of the 0.5 μm particles, and showed a decreasing percentage towards 2 μm particle size. As expected mineral-soil-derived particles showed the reverse size distribution. The data sets were also analyzed using a reference pattern obtained from exhaust particles of a light-duty diesel vehicle as a fingerprint. A similar trend of the contribution to the diesel-exhaust-like particle class was found, although the absolute numbers were somewhat different. On-line single-particle mass spectrometry proved to be a promising tool to identify individual particles if characteristic reference spectra were available. [Copyright &y& Elsevier]

For frequency counts, the situation of extra zeros often arises in biomedical applications. This is demonstrated with count data from a dental epidemiological study in Belo Horizonte (the Belo Horizonte caries prevention study) which evaluated various programmes for reducing caries. Extra zeros, however, violate the variance—mean relationship of the Poisson error structure. This extra-Poisson variation can easily be explained by a special mixture model, the zero-inflated Poisson (ZIP) model. On the basis of the ZIP model, a graphical device is presented which not only summarizes the mixing distribution but also provides visual information about the overall mean. This device can be exploited to evaluate and compare various groups. Ways are discussed to include covariates and to develop an extension of the conventional Poisson regression. Finally, a method to evaluate intervention effects on the basis of the ZIP regression model is described and applied to the data of the Belo Horizonte caries prevention study. [ABSTRACT FROM AUTHOR]

OBJECTIVE--To assess the effects of three different antianginal drugs on heart rate, blood pressure, and heart rate variability. DESIGN--Randomised, single blind, placebo controlled, cross over study. SETTING--University hospital. PARTICIPANTS--Nine healthy male volunteers. INTERVENTIONS--Oral administration of either 50 mg gallopamil, 20 mg nifedipine, 100 mg metoprolol, or placebo according to a random crossover plan. MAIN OUTCOME MEASURES--Time intervals between consecutive R waves in electrocardiograms measured with an accuracy of 5 ms from digital Holter recordings. Blood pressure monitored continuously by finger plethysmography. RESULTS--Metoprolol lowered heart rate from 62(6) to 51(5) beats/min (p = 0.003) after 78(23) minutes. Nifedipine provoked reflex tachycardia from 56(5) to 94(18) beats/min (p < 0.001) at 10(3) minutes after treatment followed by an exponential decline in heart rate to baseline values with a time constant of 34(7) min in seven subjects but 83 minutes in one volunteer. One subject showed no exponential decline in heart rate. Nifedipine significantly lowered the supine mean arterial pressure from 86(6) to 67(6) mm Hg (p = 0.004) after 11(2) minutes, indicating an acute reduction in arterial resistance. Gallopamil did not significantly change mean heart rate or blood pressure. In the sitting position three hours after administration gallopamil and metoprolol significantly lowered power spectral density in the low frequency band (0.03 Hz to 0.15 Hz) compared with placebo (p < 0.05). Nifedipine did not produce such an effect. CONCLUSIONS--Gallopamil and metoprolol both inhibit cardiac sympathetic activation compared with placebo, whereas nifedipine causes reflex sympathetic activation. [ABSTRACT FROM PUBLISHER]