Countering resistance to protected‐area extension

The establishment of protected areas is a critical strategy for conserving biodiversity. Key policy directives like the Aichi targets seek to expand protected areas to 17% of Earth's land surface, with calls by some conservation biologists for much more. However, in places such as the United States, Germany, and Australia, attempts to increase protected areas are meeting strong resistance from communities, industry groups, and governments. We examined case studies of such resistance in Victoria, Australia, Bavaria, Germany, and Florida, United States. We considered 4 ways to tackle this problem. First, broaden the case for protected areas beyond nature conservation to include economic, human health, and other benefits, and translate these into a persuasive business case for protected areas. Second, better communicate the conservation values of protected areas. This should include highlighting how many species, communities, and ecosystems have been conserved by protected areas and the counterfactual (i.e., what would have been lost without protected area establishment). Third, consider zoning of activities to ensure the maintenance of effective management. Finally, remind citizens to think about conservation when they vote, including holding politicians accountable for their environmental promises. Without tackling resistance to expanding the protected estate, it will be impossible to reach conservation targets, and this will undermine attempts to stem the global extinction crisis.     

Simulating and delineating future land change trajectories across Europe

Explorations of future land use change are important to understand potential conflicts between competing land uses, trade-offs associated with particular land change trajectories, and the effectiveness of policies to steer land systems into desirable states. Most model-based explorations and scenario studies focused on conversions in broad land use classes, but disregarded changes in land management or focused on individual sectors only. Using the European Union (EU) as a case study, we developed an approach to identifying typical combinations of land cover and management changes by combining the results of multimodel simulations in the agriculture and forest sectors for four scenarios from 2000 to 2040. We visualized land change trajectories by mapping regional hotspots of change. Land change trajectories differed in extent and spatial pattern across the EU and among scenarios, indicating trajectory-specific option spaces for alternative land system outcomes. In spite of the large variation in the area of change, similar hotspots of land change were observed among the scenarios. All scenarios indicate a stronger polarization of land use in Europe, with a loss of multifunctional landscapes. We analyzed locations subject to change by comparing location characteristics associated with certain land change trajectories. Results indicate differences in the location conditions of different land change trajectories, with diverging impacts on ecosystem service provisioning. Policy and planning for future land use needs to account for the spatial variation of land change trajectories to achieve both overarching and location-specific targets.

     

Interinstrument comparison of remote-sensing devices and a new method for calculating on-road nitrogen oxides emissions and validation of vehicle-specific power

Emissions of nitrogen oxides (NOx) by vehicles in real driving environments are only partially understood. This has been brought to the attention of the world with recent revelations of the cheating of the type of approval tests exposed in the dieselgate scandal. Remote-sensing devices offer investigators an opportunity to directly measure in situ real driving emissions of tens of thousands of vehicles. Remote-sensing NO₂ measurements are not as widely available as would be desirable. The aim of this study is to improve the ability of investigators to estimate the NO₂ emissions and to improve the confidence of the total NOx results calculated from standard remote-sensing device (RSD) measurements. The accuracy of the RSD speed and acceleration module was also validated using state-of-the-art onboard global positioning system (GPS) tracking. Two RSDs used in roadside vehicle emissions surveys were tested side by side under off-carriageway conditions away from transient pollution sources to ascertain the consistency of their measurements. The speed correlation was consistent across the range of measurements at 95% confidence and the acceleration correlation was consistent at 95% confidence intervals for all but the most extreme acceleration cases. VSP was consistent at 95% confidence across all measurements except for those at VSP ≥ 15 kW t^?1, which show a small underestimate. The controlled distribution gas nitric oxide measurements follow a normal distribution with 2σ equal to 18.9% of the mean, compared to 15% observed during factory calibration indicative of additional error introduced into the system. Systematic errors of +84 ppm were observed but within the tolerance of the control gas. Interinstrument correlation was performed, with the relationship between the FEAT and the RSD4600 being linear with a gradient of 0.93 and an R² of 0.85, indicating good correlation. A new method to calculate NOx emissions using fractional NO₂ combined with NO measurements made by the RSD4600 was constructed, validated, and shown to be more accurate than previous methods.

Implications: Synchronized remote-sensing measurements of NO were taken using two different remote-sensing devices in an off-road study. It was found that the measurements taken by both instruments were well correlated. Fractional NO₂ measurements from a prior study, measurable on only one device, were used to create new NO_x emission factors for the device that could not be measured by the second device. These estimates were validated against direct measurement of total NO_x emission factors and shown to be an improvement on previous methodologies. Validation of vehicle-specific power was performed with good correlation observed.     

Impacts of rural to urban migration,urbanization, and generational change on consumption of wild animals in the Amazon

For the first time in history, more people live in urban areas than in rural areas. This trend is likely to continue, driven largely by rural-to-urban migration. We investigated how rural-to-urban migration, urbanization, and generational change affect the consumption of wild animals. We used chelonian (tortoises and freshwater turtles), one of the most hunted taxa in the Amazon, as a model. We surveyed 1356 households and 2776 school children across 10 urban areas of the Brazilian Amazon (6 small towns, 3 large towns, and Manaus, the largest city in the Amazon Basin) with a randomized response technique and anonymous questionnaires. Urban demand for wild meat (i.e., meat from wild animals) was alarmingly high. Approximately 1.7 million turtles and tortoises were consumed in urban areas of Amazonas during 2018. Consumption rates declined as size of the urban area increased and were greater for adults than children. Furthermore, the longer rural-to-urban migrants lived in urban areas, the lower their consumption rates. These results suggest that wild meat consumption is a rural-related tradition that decreases as urbanization increases and over time after people move to urban areas. However, it is unclear whether the observed decline will be fast enough to conserve hunted species, or whether children's consumption rate will remain the same as they become adults. Thus, conservation actions in urban areas are still needed. Current conservation efforts in the Amazon do not address urban demand for wildlife and may be insufficient to ensure the survival of traded species in the face of urbanization and human population growth. Our results suggest that conservation interventions must target the urban demand for wildlife, especially by focusing on young people and recent rural to urban migrants. Article impact statement: Amazon urbanite consumption of wildlife is high but decreases with urbanization, over time for rural to urban migrants, and between generations. Impactos de la Migración del Campo a la Ciudad, la Urbanización y del Cambio Generacional sobre el Consumo de Animales Silvestres en el Amazonas     

Deriving fuel-based emission factor thresholds to interpret heavy-duty vehicle roadside plume measurements

Remote sensing devices have been used for decades to measure gaseous emissions from individual vehicles at the roadside. Systems have also been developed that entrain diluted exhaust and can also measure particulate matter (PM) emissions. In 2015, the California Air Resources Board (CARB) reported that 8% of in-field diesel particulate filters (DPF) on heavy-duty (HD) vehicles were malfunctioning and emitted about 70% of total diesel PM emissions from the DPF-equipped fleet. A new high-emitter problem in the heavy-duty vehicle fleet had emerged. Roadside exhaust plume measurements reflect a snapshot of real-world operation, typically lasting several seconds. In order to relate roadside plume measurements to laboratory emission tests, we analyzed carbon dioxide (CO₂), oxides of nitrogen (NO_X), and PM emissions collected from four HD vehicles during several driving cycles on a chassis dynamometer. We examined the fuel-based emission factors corresponding to possible exceedances of emission standards as a function of vehicle power. Our analysis suggests that a typical HD vehicle will exceed the model year (MY) 2010 emission standards (of 0.2 g NO_X/bhp-hr and 0.01 g PM/bhp-hr) by three times when fuel-based emission factors are 9.3 g NO_X/kg fuel and 0.11 g PM/kg using the roadside plume measurement approach. Reported limits correspond to 99% confidence levels, which were calculated using the detection uncertainty of emissions analyzers, accuracy of vehicle power calculations, and actual emissions variability of fixed operational parameters. The PM threshold was determined for acceleration events between 0.47 and 1.4 mph/sec only, and the NO_X threshold was derived from measurements where after-treatment temperature was above 200°C. Anticipating a growing interest in real-world driving emissions, widespread implementation of roadside exhaust plume measurements as a compliment to in-use vehicle programs may benefit from expanding this analysis to a larger sample of in-use HD vehicles.

Implications: Regulatory agencies, civil society, and the public at large have a growing interest in vehicle emission compliance in the real world. Leveraging roadside plume measurements to identify vehicles with malfunctioning emission control systems is emerging as a viable new and useful method to assess in-use performance. This work proposes fuel-based emission factor thresholds for PM and NOx that signify exceedances of emission standards on a work-specific basis by analyzing real-time emissions in the laboratory. These thresholds could be used to prescreen vehicles before roadside enforcement inspection or other inquiry, enhance and further develop emission inventories, and potentially develop new requirements for heavy-duty inspection and maintenance (I/M) programs, including but not limited to identifying vehicles for further testing.     

Evaluation of geometrically personalized THUMS pedestrian model response against sedan–pedestrian PMHS impact test data

Objective: Evaluating the biofidelity of pedestrian finite element models (PFEM) using postmortem human subjects (PMHS) is a challenge because differences in anthropometry between PMHS and PFEM could limit a model's capability to accurately capture cadaveric responses. Geometrical personalization via morphing can modify the PFEM geometry to match the specific PMHS anthropometry, which could alleviate this issue. In this study, the Total Human Model for Safety (THUMS) PFEM (Ver 4.01) was compared to the cadaveric response in vehicle–pedestrian impacts using geometrically personalized models.

Methods: The AM50 THUMS PFEM was used as the baseline model, and 2 morphed PFEM were created to the anthropometric specifications of 2 obese PMHS used in a previous pedestrian impact study with a mid-size sedan. The same measurements as those obtained during the PMHS tests were calculated from the simulations (kinematics, accelerations, strains), and biofidelity metrics based on signals correlation (correlation and analysis, CORA) were established to compare the response of the models to the experiments. Injury outcomes were predicted deterministically (through strain-based threshold) and probabilistically (with injury risk functions) and compared with the injuries reported in the necropsy.

Results: The baseline model could not accurately capture all aspects of the PMHS kinematics, strain, and injury risks, whereas the morphed models reproduced biofidelic response in terms of trajectory (CORA score = 0.927 ± 0.092), velocities (0.975 ± 0.027), accelerations (0.862 ± 0.072), and strains (0.707 ± 0.143). The personalized THUMS models also generally predicted injuries consistent with those identified during posttest autopsy.

Conclusions: The study highlights the need to control for pedestrian anthropometry when validating pedestrian human body models against PMHS data. The information provided in the current study could be useful for improving model biofidelity for vehicle–pedestrian impact scenarios.     

What matters for work engagement? A diary study on resources and the benefits of selective optimization with compensation for state work engagement

This diary study addresses the benefits of employees' daily use of selective optimization with compensation (SOC) for state work engagement. We hypothesized that day‐level SOC not only directly fosters work engagement but that SOC also reveals its beneficial effects for work engagement in interaction with both external and internal resources. Specifically, we proposed SOC substitutes for job control, role clarity, and state of being recovered, thus helping employees manage low daily levels of these resources. We tested our hypotheses with a sample of 138 employees who completed two daily surveys over a total of 545 workdays. Results of multilevel analyses revealed that SOC benefits work engagement in both proposed ways. First, day‐level SOC was positively related to state work engagement. Additionally, day‐level role clarity and state of being recovered predicted state work engagement, but day‐level job control did not. Second, SOC benefitted state work engagement by offsetting low levels of role clarity and being recovered, and by boosting job control in their respective relationships with work engagement. The results suggest that by using SOC at work, employees can actively enhance their own work engagement on a given workday. This knowledge provides promising starting points for the development of interventions.