Mechanistic Aspects and Effects of Selected Tank-Mix Partners on Herbicidal Activity of a Novel Fatty Acid Ester.

Only a limited number of contact herbicides exist in agricultural production. While systemic herbicides are more efficient also at suboptimum spray coverage with long-lasting weed control, contact herbicides provide several advantages. There is no translocation to fruits or roots of plantation and other crop, low risk for resistance development, and minor risk for spray-drift damage. Besides, synthetic products that often have toxicological or residues issues, natural fatty acids, particularly pelargonic acid (PA), have contact activity and are safer for home and garden use. We recently described a methyl capped polyethylene glycol ester of pelargonic acid (PA-MPEG) that acts independent of acid formation. Both, PA-MPEG and PA are applied at high rates per hectare to achieve excellent weed control. Here, we report about potential additives to increase PA-MPEG efficacy. The herbicidal active, 1-decanol, and the non-phytotoxic alkylated seed oil-based adjuvant, HastenTM, improved performance and outperformed a commercial PA herbicide. Both, PA-MPEG and PA appear to mainly act by the disintegration of bio-membranes besides having effects on transpiration. The main suggested effect is desiccation due to cutting the water continuum at the site of evaporation in the intercellular spaces. The synergistic action of the adjuvant HastenTM and its practical uses are also discussed.

Capped polyethylene glycol esters of fatty acids as novel active principles for weed control.

BACKGROUND: Ever since the beginning of agriculture, yields have been threatened by weeds. Chemical weed control is far more effective and economical than other methods. The frequent use of herbicides has led to environmental and human health concerns, resulting in the banning of several herbicides and challenges for the future of important active compounds such as glyphosate. RESULTS: The herbicidal activity of sustainable alternatives based on certain esters of fatty acids (FA), the action of which is unrelated to the free acid, on common weeds is assessed and reported. The 13 derivatives of FA showed better physicochemical properties than pelargonic acid-based herbicides. All the reported compounds have phytotoxic activity, the highest efficacy being displayed by the methyl end-capped polyethylene glycol (mPEG) ester of pelargonic acid having 6EO (ethylene oxide). This mPEG ester showed equal or better phytotoxicity than the pelargonic acid benchmark at reduced application rate and spray volume. The active compound is a liquid at ambient temperatures, has no bad smell and is not volatile, in contrast to pelargonic acid. Notably, this active compound can be the final product, can be sprayed without adjuvants and is relatively easy to co-formulate. CONCLUSION: A new lead substance is presented that is a sustainable alternative to current contact herbicides. In particular, it has potential application on railways, in precision agriculture and as a harvest aid. Its good performance and technical properties suggest this mPEG ester group may also overcome the volatility-related problems of other organic acids such as auxins. © 2021 The Authors. Pest Management Science published by John Wiley & Sons Ltd on behalf of Society of Chemical Industry.

What makes a molecule a pre- or a post-herbicide - how valuable are physicochemical parameters for their design?

Pre-emergence herbicides are taken up by seeds before germination and by roots, hypocotyls, cotyledons, coleoptiles or leaves before emergence, whereas post-emergence herbicides are taken up primarily by foliage and stems. Most modern pre-emergence herbicides are lipophilic, but post-emergence herbicides may be lipophilic or hydrophilic. The metabolic conversion of herbicides to inactive or active metabolites after plant uptake is of major importance for some compound classes. Several herbicides are proherbicides as for example some acetyl-coenzyme A carboxylase (ACCase)-inhibitors. The physicochemical characteristics of proherbicides and herbicides are usually unrelated. A major role can be attributed to the site of action at a cellular level. A great number of herbicides such as photosystem II (PS II)-inhibitors, protoporphyrinogen oxidase (PPO)-inhibitors or carotenoid biosynthesis inhibitors require light for activity. Others, such as cellulose-biosynthesis and mitotic inhibitors seem to be primarily active in belowground organs. Several lipophilic barriers against the uptake of xenobiotics exist in aboveground and belowground plant parts. The relevance of these barriers needs, however, further clarification. Uptake and translocation models are valuable tools for the explanation of the potential movement of compounds. Many factors other than uptake and translocation have, however, to be considered for the design of herbicides. For post-emergence herbicides, ultraviolet (UV) light stability, stability in formulations, and mixability with other agrochemicals have to be kept in mind while, in addition to the aforementioned factors soil interaction plays a major role for pre-emergence herbicides. In our opinion, general physicochemical characteristics of pre- or post-emergence herbicides do, unfortunately not exist yet. © 2021 The Authors. Pest Management Science published by John Wiley & Sons Ltd on behalf of Society of Chemical Industry.

Ten-year review of BMW Accident Research Program-investigated cases.

OBJECTIVE: Over the past 10 years, the BMW Accident Research Program (ARP) has investigated how and why occupants are injured in motor vehicle crashes by reconstructing the crash. This research discusses the 2006-2017 ARP case study methodology and comprehensively describes the cases investigated over the past decade. METHODS: Accident research program cases are selected according to emerging trends and issues identified by BMW. Driver interviews, inspection approvals, police reports, and medical records are obtained. ARP case investigations involve a multidisciplinary team of engineers, automobile crash experts, and a trauma team. For each case, the team reconstructs the crash and explores in detail the crash characteristics, injury outcomes, as well as case significance and countermeasures that could have prevented the crash or mitigated the severity of the crash or injuries sustained. RESULTS: The ARP investigated 476 BMW-involved crashes between 2006 and 2017 in the United States. The majority of the crash investigations involved a frontal crash (55%). The other crash types included rollover (17%), nearside (13%), farside (9%), and rear crashes (5%). Crash characteristics such as roadway departure (26%), fatality (8%), elderly (>65 years old) occupant crashes (7%), crashes preceded by a medical event (4%), and crashes preceded by the driver falling asleep at the wheel (4%) are particularly informative in regards to advanced driver assistance systems (ADAS) role. The distribution of Maximum Abbreviated Injury Scale (MAIS) scores for the occupants were AIS 1 (23%), AIS 2 (33%), AIS 3 (10%), AIS 4 (4%), and AIS 5 + (7%); 16% of crashes involved uninjured occupants and 7% included no injury information. CONCLUSIONS: In-depth case reviews of moderate and severe crashes remain vital to determine emerging trends, patterns of crash injury, and analysis of driver assistance systems and other factors with potential to prevent the crash or limit severity.

Field effectiveness evaluation of advanced driver assistance systems.

OBJECTIVE: Advanced driver assistance systems (ADAS) are a class of vehicle technologies designed to increase safety by providing drivers with timely warnings and autonomously intervening to avoid hazardous situations. Though laboratory testing suggests that ADAS technologies will greatly impact crash involvement rates, real-world evidence that characterizes their effectiveness is still limited. This study evaluates and quantifies the association of ADAS technologies with the likelihood of a moderate or severe crash for new-model BMWs in the United States. METHODS: Vehicle ADAS option information for the cohort of model year 2014 and later BMW passenger vehicles sold after January 1, 2014 (n = 1,063,503), was coded using VIN-identified options data. ADAS technologies of interest include frontal collision warning with autonomous emergency braking, lane departure warning, and blind spot detection. BMW Automated Crash Notification system data (from January 2014 to November 2017) were merged with vehicle data by VIN to identify crashed vehicles (n = 15,507), including date, crash severity (delta V), and area of impact. Using Cox proportional hazards regression modeling, the study calculates the adjusted hazard ratio for crashing among BMW passenger vehicles with versus without ADAS technologies. The adjusted percentage reduction in moderate and severe crashes associated with ADAS is interpreted as one minus the hazard ratio. RESULTS: Vehicles equipped with both autonomous emergency braking and lane departure warning were 23% less likely to crash than those not equipped (hazard ratio [HR] = 0.77; 95% confidence interval [CI], 0.73-0.81), controlling for model year, vehicle size and body type. Autonomous emergency braking and lane departure warning generally occur together, making it difficult to tease apart their individual effects. Blind spot detection was associated with a 14% reduction in crashes after controlling for the presence of autonomous emergency braking and lane departure warning (HR =0.86; 95% CI, 0.744-0.99). Differences were observed by vehicle type and crash type. The combined effect of autonomous emergency braking and lane departure warning was greater in newer model vehicles: Equipped vehicles were 13% less likely to crash (HR =0.87; 95% CI, 0.79-0.95) among 2014 model year vehicles versus 34% less likely to crash (HR =0.66; 95% CI, 0.57-0.77) among 2017 model year vehicles. CONCLUSION: This robust cohort study contributes to the growing evidence on the effectiveness of ADAS technologies.

Transport properties of the mung bean (Vigna radiata) non-aerial hypocotyl membrane: permselectivity to hydrophilic compounds.

BACKGROUND: Aerial plant surfaces are covered by a lipophilic cuticular membrane (CM) that restricts the transport of water and small solutes. Non-aerial tissues do not exhibit such a barrier. Recent data have shown that large relative to CM hydrophilic agrochemicals were able to pass at high rates through the non-aerial coleoptile. RESULTS: A moderately large hydrophilic solute like PEG 1000 with a mean molar volume of 782 cm(3) mol(-1) was rejected by the non-aerial hypocotyl. Uptake of smaller solutes like urea (46.5 cm(3) mol(-1) ) was fast and with 99% after 1 day. Cut-off size estimations suggest a pore size diameter below 1.5 nm. CONCLUSION: Aerial and non-aerial CM differ largely in their absolute barrier properties. This difference is related to the absence of embedded cuticular waxes in the non-aerial hypocotyl membrane, which make the CM physically dense and cause low solubility of hydrophilic solutes. The free volume for diffusion at the interface of the non-aerial hypocotyl cuticle to the environment is much larger resulting in higher penetration rates. It is suggested that diffusion through the non-aerial hypocotyl does not proceed in a real channel system with continuous aqueous phase but is more like transport through a filter with restricted diffusion in the pore openings.

The benefits and tradeoffs for varied high-severity injury risk thresholds for advanced automatic crash notification systems.

OBJECTIVES: The objectives of this study are to (1) characterize the population of crashes meeting the Centers for Disease Control and Prevention (CDC)-recommended 20% risk of Injury Severity Score (ISS)>15 injury and (2) explore the positive and negative effects of an advanced automatic crash notification (AACN) system whose threshold for high-risk indications is 10% versus 20%. METHODS: Binary logistic regression analysis was performed to predict the occurrence of motor vehicle crash injuries at both the ISS>15 and Maximum Abbreviated Injury Scale (MAIS) 3+ level. Models were trained using crash characteristics recommended by the CDC Committee on Advanced Automatic Collision Notification and Triage of the Injured Patient. Each model was used to assign the probability of severe injury (defined as MAIS 3+ or ISS>15 injury) to a subset of NASS-CDS cases based on crash attributes. Subsequently, actual AIS and ISS levels were compared with the predicted probability of injury to determine the extent to which the seriously injured had corresponding probabilities exceeding the 10% and 20% risk thresholds. Models were developed using an 80% sample of NASS-CDS data from 2002 to 2012 and evaluations were performed using the remaining 20% of cases from the same period. RESULTS: Within the population of seriously injured (i.e., those having one or more AIS 3 or higher injuries), the number of occupants whose injury risk did not exceed the 10% and 20% thresholds were estimated to be 11,700 and 18,600, respectively, each year using the MAIS 3+ injury model. For the ISS>15 model, 8,100 and 11,000 occupants sustained ISS>15 injuries yet their injury probability did not reach the 10% and 20% probability for severe injury respectively. Conversely, model predictions suggested that, at the 10% and 20% thresholds, 207,700 and 55,400 drivers respectively would be incorrectly flagged as injured when their injuries had not reached the AIS 3 level. For the ISS>15 model, 87,300 and 41,900 drivers would be incorrectly flagged as injured when injury severity had not reached the ISS>15 injury level. CONCLUSIONS: This article provides important information comparing the expected positive and negative effects of an AACN system with thresholds at the 10% and 20% levels using 2 outcome metrics. Overall, results suggest that the 20% risk threshold would not provide a useful notification to improve the quality of care for a large number of seriously injured crash victims. Alternately, a lower threshold may increase the over triage rate. Based on the vehicle damage observed for crashes reaching and exceeding the 10% risk threshold, we anticipate that rescue services would have been deployed based on current Public Safety Answering Point (PSAP) practices.

Wettability of soybean (Glycine max L.) leaves by foliar sprays with respect to developmental changes.

BACKGROUND: Leaf wettability considerably defines the degree of retention of water and agrochemical sprays on crop and non-target plant surfaces. Plant surface structure varies with development therefore the goal was to characterise the wettability of soybean leaf surfaces as a function of growth stage (GS). RESULTS: Adaxial surfaces of leaves developed at GS 16 (BBCH) were 10 times more wettable with water than leaves at the lower canopy (GS 13). By measuring contact angles of a liquid having an intermediate surface tension on different leaf patches, an illustrative wetting profile was elucidated, showing to what degree wetting varies (from > 120° to < 20°) depending on leaf patch and GS. While the critical surface tension of leaf surfaces at different GSs did not correlate with the observed changes, the slope of the Zisman plot accurately represented the increase in wettability of leaves at the upper canopy and lateral shoots (GSs 17 to 19, 21 and 24). The discrimination given by the slopes was even better than that by water contact angles. SEM observations revealed that the low wettability observed at early GSs is mainly due to a dense layer of epicuticular wax crystals. The Zisman plot slope does not represent the changes in leaf roughness (i.e. epicuticular wax deposition), but provides an insight into chemical and compositional surface characteristics at the droplet-leaf interface. CONCLUSIONS: The results with different wettability measurement methods demonstrated that wetting is a feature that characterises each developmental stage of soybean leaves. Positional wettability differences among leaves at the same plant and within the same leaf are relevant for performance, selectivity and plant compatibility of agrochemicals. Implications are discussed.