European moves to temporarily ban the use of three insecticides linked to declines in bee populations have been met with legal action from two of the world’s biggest agricultural companies.
Syngenta, headquartered in Basel, Switzerland, said yesterday that it was challenging the European Commission’s ban on the controversial ‘neonicotinoid’ pesticides. The ban, which comes into force on 1 December, will last two years and cover three neonicotinoids: clothianidin, imidacloprid and thiamethoxam.
In a statement, the company said the commission’s decision was taken “on the basis of a flawed process”. John Atkin, the company’s chief operating officer, added that the commission was wrong to link thiamethoxam to declines in bee health.
Syngenta is challenging the thiamethoxam ban only, but another company — Bayer CropScience of Monheim, Germany — said yesterday that it had also begun legal action challenging the ban on all three chemicals. In a statement, it said that the Commission’s move is “unjustified, disproportionate and goes beyond the existing regulatory framework”.
A body of scientific evidence from laboratories studies shows that these chemicals can have a negative impact on bee health. A number of researchers have advocated that their use be restricted, according to the precautionary principle. But other scientists say that some of the laboratory research on the subject doesn’t necessarily reflect the real situation out in the field A spokeswoman for the European Commission said that its measures were based on scientific information and the conclusions of the European Food Safety Agency, which has ruled that these insecticides could pose a risk to bees in some circumstances.
Source: nature.com
used� a�����well as onboard computers, which data from 350 instrumentation points, to record every move of the 10,300-pound aircraft and its contents. The helicopter’s unusual black-and-white-speckled paint job — a photographic technique called full field photogrammetry — also aided in the data collection effort.
“High speed cameras filming at 500 images per second tracked each black dot, so after everything is over, we can plot exactly how the fuselage reacted structurally throughout the test,” said NASA test engineer Justin Littell.
This was the first of two planned tests using Navy-provided CH-46E Sea Knight fuselages. A similar helicopter equipped with additional technology, including high-performance, lightweight composite airframe retrofits, will be used in a crash test next summer. Both are part of the Rotary Wing Project in NASA’s Aeronautics Research Mission Directorate.
NASA will use the results of both tests in efforts to improve rotorcraft performance and efficiency. Researchers also want to increase industry knowledge and create more complete computer models that can be used to design better and safer helicopters.
The ultimate goal of NASA’s rotary wing research is to help make helicopters and other vertical take-off and landing vehicles more serviceable — able to carry more passengers and cargo — quicker, quieter, safer and greener, and lead to more extensive use in the airspace system.
For this test, Langley used six of its own crash test dummies. In addition to the fuselage, the Navy contributed seats, crash test dummies, a manikin and other elements of the test. The Army provided a manikin and a crash test dummy that simulated a patient lying in a stretcher. The Federal Aviation Administration provided a side-facing specialized crash test dummy and part of the data acquisition system. Cobham Life Support-St. Petersburg, a division of CONAX Florida Corporation, contributed an active restraint system for the cockpit.
Source: NASA