Modeling weekday/weekend ozone differences in the Los Angeles region for 1997

Numerous studies of ambient ozone (O3) in the Los Angeles (LA) area have found both increases and decreases in elevated O3 levels on weekends, depending on location and year. Since the mid-1990s, average daily maximum O3 levels have been higher on weekends than on weekdays throughout most of the area. We used the Comprehensive Air-Quality Model with extensions to investigate causes of weekday/weekend O3 differences in the LA area for August 3-7, 1997, from the Southern California Ozone Study. Weekday/weekend emission changes were estimated, because explicit weekend inventories are not yet available from regulatory agencies. Changes to on-road motor vehicle (MV) emissions were derived from observed weekday/weekend traffic differences. The estimated changes in MV emissions of nitrogen oxides (NOx) were a 5% increase on Friday, a 27% decrease on Saturday, and a 37% decrease on Sunday, relative to Monday-Thursday levels. The corresponding changes in MV volatile organic carbon (VOC) emissions were an 8% increase on Friday, an 8% decrease on Saturday, and a 15% decrease on Sunday. Modeling these MV emissions changes explained the observed weekend O3 effect very well. Furthermore, changes to the mass of MV NOx emissions were the main contributor to O3 differences rather than changes to the timing of MV emissions. Ozone increases on weekends were caused by NOx emission decreases, because O3 formation is strongly VOC-limited throughout most of the LA area.     

Accumulation and release of petroleum-derived aromatic hydrocarbons by four species of marine animals

Survival of Ctenodiscus crispatus during exposure to hypoxia (P _{O 2}<3 mm Hg) at 5°C is greater than that of any echinoderm reported in the literature, the LT₅₀ being 248 h; this is reduced to 236 h in the presence of hydrogen sulfide. Unlike Asterias vulgaris and A. forbesi, both of which lose the tube foot response to tactile stimulation long before death from hypoxia occurs, C. crispatus remains responsive until death. The extension of the highly protrusible epiproctal cone, which occurs in 75% of the mud stars simultaneously exposed to hypoxia and H₂S, serves to maintain burrow contact with the overlying water. The rate of oxygen consumption remains constant down to an ambient oxygen partial pressure of 10 to 25 mm Hg, becoming more oxygen-dependent after prior exposure of the asteroids to hypoxia. C. crispatus exhibits a clear oxygen-debt phenomenon as well as a compensatory reduction in the residual P _{O 2} (oxygen partial pressure at which oxygen consumption ceases) from 2.4 to 0.2 mm Hg after hypoxic exposure.     

Risk and safety perception on urban and rural roads: Effects of environmental features,driver age and risk sensitivity

Objective: The ability to detect changing visual information is a vital component of safe driving. In addition to detecting changing visual information, drivers must also interpret its relevance to safety. Environmental changes considered to have high safety relevance will likely demand greater attention and more timely responses than those considered to have lower safety relevance. The aim of this study was to explore factors that are likely to influence perceptions of risk and safety regarding changing visual information in the driving environment. Factors explored were the environment in which the change occurs (i.e., urban vs. rural), the type of object that changes, and the driver's age, experience, and risk sensitivity.

Methods: Sixty-three licensed drivers aged 18–70 years completed a hazard rating task, which required them to rate the perceived hazardousness of changing specific elements within urban and rural driving environments. Three attributes of potential hazards were systematically manipulated: the environment (urban, rural); the type of object changed (road sign, car, motorcycle, pedestrian, traffic light, animal, tree); and its inherent safety risk (low risk, high risk). Inherent safety risk was manipulated by either varying the object's placement, on/near or away from the road, or altering an infrastructure element that would require a change to driver behavior. Participants also completed two driving-related risk perception tasks, rating their relative crash risk and perceived risk of aberrant driving behaviors.

Results: Driver age was not significantly associated with hazard ratings, but individual differences in perceived risk of aberrant driving behaviors predicted hazard ratings, suggesting that general driving-related risk sensitivity plays a strong role in safety perception. In both urban and rural scenes, there were significant associations between hazard ratings and inherent safety risk, with low-risk changes perceived as consistently less hazardous than high-risk impact changes; however, the effect was larger for urban environments. There were also effects of object type, with certain objects rated as consistently more safety relevant. In urban scenes, changes involving pedestrians were rated significantly more hazardous than all other objects, and in rural scenes, changes involving animals were rated as significantly more hazardous. Notably, hazard ratings were found to be higher in urban compared with rural driving environments, even when changes were matched between environments.

Conclusion: This study demonstrates that drivers perceive rural roads as less risky than urban roads, even when similar scenarios occur in both environments. Age did not affect hazard ratings. Instead, the findings suggest that the assessment of risk posed by hazards is influenced more by individual differences in risk sensitivity. This highlights the need for driver education to account for appraisal of hazards’ risk and relevance, in addition to hazard detection, when considering factors that promote road safety.     

Adapting cities to climate change – exploring the flood risk management role of green infrastructure landscapes

There is now an emerging sense of the scope and nature of response that can be implemented at building and neighbourhood scales to help adapt cities and urban areas to the changing climate. In comparison, the role of larger natural and semi-natural landscapes that surround and permeate cities is less well understood. Addressing this knowledge gap, this paper outlines two case studies that describe and map the flood risk management functions offered by green infrastructure landscapes situated within the Urban Mersey Basin in North West England. The case studies establish that areas potentially exposed to flooding can be located at some distance, and within different jurisdictions, from upstream areas where the flood hazard may be generated and could be moderated via functions provided by green infrastructure landscapes. This raises planning and governance challenges connected to supporting and enhancing flood risk management functions provided by green infrastructure landscapes.     

Parental care and sexual size dimorphism in wasps and bees

Sexual size dimorphism, in which one sex is larger than the other, occurs when body size has differential effects on the fitness of males and females. Mammals and birds usually have male-biased size dimorphism, probably because of strong sexual competition among males. Invertebrates usually have female-biased size dimorphism, perhaps because their inflexible exoskeletons limit ovary size, leading to a strong correlation between female body size and fecundity. In this paper, we test whether an additional factor, the type of parental care provided, affects the degree of sexual size dimorphism. Among wasps and bees, there is a contrast between provisioning taxa, in which females must gather and transport heavy loads of provisions to nests they have constructed, and non-provisioning taxa, in which females lay eggs but do not construct nests or transport provisions. Males have no role in parental care in either case. An analysis of British wasps and bees shows that provisioning taxa have significantly more female-biased size dimorphism than non-provisioning taxa. This is true for simple cross‑species comparisons and after controlling for phylogeny. Our data imply that the demands of carrying provision loads are at least part of the explanation for this pattern. Thus, sexual size dimorphism is greatest in pompilid wasps, which carry the heaviest prey items. Bees, which transport minute pollen grains, exhibit the least dimorphism. We also find that cavity‑nesting species, in which nest construction costs may be minimized, exhibit reduced dimorphism, but this was not significant after controlling for phylogeny.     

Assessing the shelf life of cost‐efficient conservation plans for species at risk across gradients of agricultural land use

High costs of land in agricultural regions warrant spatial prioritization approaches to conservation that explicitly consider land prices to produce protected‐area networks that accomplish targets efficiently. However, land‐use changes in such regions and delays between plan design and implementation may render optimized plans obsolete before implementation occurs. To measure the shelf life of cost‐efficient conservation plans, we simulated a land‐acquisition and restoration initiative aimed at conserving species at risk in Canada's farmlands. We accounted for observed changes in land‐acquisition costs and in agricultural intensity based on censuses of agriculture taken from 1986 to 2011. For each year of data, we mapped costs and areas of conservation priority designated using Marxan. We compared plans to test for changes through time in the arrangement of high‐priority sites and in the total cost of each plan. For acquisition costs, we measured the savings from accounting for prices during site selection. Land‐acquisition costs and land‐use intensity generally rose over time independent of inflation (24–78%), although rates of change were heterogeneous through space and decreased in some areas. Accounting for spatial variation in land price lowered the cost of conservation plans by 1.73–13.9%, decreased the range of costs by 19–82%, and created unique solutions from which to choose. Despite the rise in plan costs over time, the high conservation priority of particular areas remained consistent. Delaying conservation in these critical areas may compromise what optimized conservation plans can achieve. In the case of Canadian farmland, rapid conservation action is cost‐effective, even with moderate levels of uncertainty in how to implement restoration goals.