Combining motions into complex displays: playbacks with a robotic lizard

Complex displays composed of multiple, seemingly independent, units can result from sexual selection for increasingly variable, but redundant, displays and from potentially opposing selective pressures imposed by use of the display in multiple contexts. Our playback results support the latter, multireceiver hypothesis by confirming that two aspects of the sagebrush lizard headbob display (number of headbobs and use of display-specific body postures) are independently-meaningful components that are interpreted differently by different receivers. Male receivers use species-typical body postures to distinguish between aggressive and broadcast forms of the display, whereas female receivers are more attentive to the number of headbob motions, using these to distinguish male courtship from a challenge from a female competitor. Thus, display components are likely subject to different selective pressures and the display as a whole is evolving in response to a complex selective regime. Our example differs from other complex signals that have been considered in that both display elements involve dynamic motions (turned on and off by the display producer) as opposed to static signal elements (e.g., color, size). In addition, we found evidence that display structure is highly malleable, and that lizards both produce and respond to artificial displays that violate syntactic rules identified from field observations. Finally, our experiments demonstrate that a robotic lizard can be used effectively in playback studies of visual display behavior in lizards.Electronic Supplementary Material: S1. Movie clip of the robotic lizard producing a species-typical headbob display as in Fig. 1a.     

Beyond water data: benefits to volunteers and to local water from a citizen science program

Survey results of citizen science water data collection volunteers are presented, indicating personal benefits (e.g., being in nature, helping local water quality), and suggesting potential long-term benefits of improved watershed health (e.g., behavior change). These results can inform citizen science program development and contribute to watershed planners’ understanding of the broad benefits of such programs. We suggest that respondents’ positive feelings toward the watershed's major river and desire to learn about science and nature are place-specific elements that watershed and citizen science program managers could utilize in program development. Moreover, we explore the potential of social diffusion and behavior change and suggest the need for further research in these areas. We conclude that citizen science has potential not just as a means to collect large amounts of data (cheaply), but as a means to engage citizens to make environmentally friendly decisions.     

The circular economy potential of urban organic waste streams in low- and middle-income countries

Environment, Development and Sustainability - There is growing recognition of the potential environmental and socio-economic benefits of applying a circular approach to urban organic waste...     

Organizational networks in road safety: Case studies of U.S. Vision Zero cities

Objective: Each year, more than 30,000 deaths occur on U.S. roads. Recognizing the magnitude and persistence of this public health problem, a number of U.S. cities have adopted a relatively new approach to prevention, termed Vision Zero (VZ). VZ has been adopted by more than 30?U.S. cities and calls for creating a transportation system that ensures that no road traffic crash results in death or serious injury. A core component of VZ is strong multidisciplinary and multisector stakeholder engagement, and cities adopting VZ often establish a VZ coalition to foster stakeholder collaboration. However, there is little information on the structure, development, and functioning of coalitions working to achieve VZ and on tools available to study and evaluate such coalition functioning. We sought to describe the characteristics of prominent U.S. VZ city coalitions and context surrounding VZ uptake and advancement in these cities. Moreover, we demonstrate use of network analysis as one tool for exploring the structure of interorganizational relationships in coalitions.

Methods: We conducted case studies of 4 prominent U.S. VZ city coalitions in 2017–2018. We summarized coalition members’ characteristics and responses to questions about their cities’ VZ adoption, planning, and implementation. We asked each coalition member to provide information on their contact frequency, perceived productivity, and resource sharing with every other coalition member in their city and used network analysis techniques in 2 cities to understand the structures and relationships in coalitions.

Results: Findings indicated that government agencies generally constituted the majority of coalition members and often played central roles in terms of coalition network contact, productivity, and resource flow. Other emerging similarities regarding coalition establishment and VZ implementation included the need for political support, the importance of formal plan development, and increased collaboration and cooperation among partners.

Conclusions: Organizational network analyses, enriched with coalition member interviews, can elucidate key aspects of coalition creation, attributes, and relationship structure. The case studies of leading VZ coalition networks presented here highlight the use of these tools. Ultimately, understanding associations between VZ network structures and attributes and road safety outcomes could help inform effective coalition adoption, implementation, and maintenance to optimize safety outcomes.     

Emergency braking is affected by the use of cruise control

Objective: We compared the differences in the braking response to vehicle collision between an active human emergency braking (control condition) and cruise control (CC) or adaptive cruise control (ACC).

Methods: In 11 male subjects, age 22 to 67 years, we measured the active emergency braking response during manual driving using the accelerator pedal (control condition) or in condition mimicking CC or ACC. In both conditions, we measured the brake reaction time (BRT), delay to produce the peak braking force (PBD), total emergency braking response (BRT + PBD), and peak braking force (PBF). Electromyograms of leg and thigh muscles were recorded during braking. The tonic vibratory response (TVR), Hoffman reflex (HR), and M-waves were recorded in leg muscles to explore the change in sensorimotor control.

Results: No difference in PBF, TVR amplitude, HR latency, and H_max/M_max ratio were found between the control and CC/ACC conditions. On the other hand, BRT and PBD were significantly lengthened in the CC/ACC condition (240 ± 13 ms and 704 ± 70 ms, respectively) compared to control (183 ± 7 ms and 568 ± 36 ms, respectively). BRT increased with the age of participants and the driving experience shortened PBD and increased PBF.

Conclusions: In male subjects, driving in a CC/ACC condition significantly delays the active emergency braking response to vehicle collision. This could result from higher amplitude of leg motion in the CC/ACC condition and/or by the age-related changes in motor control. Car and truck drivers must take account of the significant increase in the braking distance in a CC/ACC condition.     

Growth of the Decision Tree: Advances in Bottom‐Up Climate Change Risk Management

There has recently been a return in climate change risk management practice to bottom‐up, robustness‐based planning paradigms introduced 40 years ago. The World Bank's decision tree framework (DTF) for “confronting climate uncertainty” is one incarnation of those paradigms. In order to better represent the state of the art in climate change risk assessment and evaluation techniques, this paper proposes: (1) an update to the DTF, replacing its “climate change stress test” with a multidimensional stress test; and (2) the addition of a Bayesian network framework that represents joint probabilistic behavior of uncertain parameters as sensitivity factors to aid in the weighting of scenarios of concern (the combination of conditions under which a water system fails to meet its performance targets). Using the updated DTF, water system planners and project managers would be better able to understand the relative magnitudes of the varied risks they face, and target investments in adaptation measures to best reduce their vulnerabilities to change. Next steps for the DTF include enhancements in: modeling of extreme event risks; coupling of human‐hydrologic systems; integration of surface water and groundwater systems; the generation of tradeoffs between economic, social, and ecological factors; incorporation of water quality considerations; and interactive data visualization.