Growth and population structure in the infaunal bivalve Yoldia eightsi in relation to iceberg activity at Signy Island,Antarctica

Growth rates in the infaunal nuculanid bivalve mollusc Yoldia eightsi (Couthouy) were assessed for field populations in Factory Cove, Signy Island, Antarctica, between. February and April 1992. Daily increments in length (maximum shell dimension) ranged from 2.3 m d^-1 for a 30 mm individual to 5.1 m d^-1 for a 10 mm specimen. These growth rates were converted to annual increments, based on a growing season for the Signy population of around 5 mo, and ages for the largest individuals in the population (35 mm in length), were calculated to be 65 yr. Specimens of 43 mm in length have been found near this site and, if their growth rates are similar to this population, their ages would be in the order of 120 yr. Size distributions from two sites in the same Y. eightsi bed 300 m apart showed significant differences. At the more exposed site the distribution was dominated by small juveniles, with 86% of the population 10 mm in length, while 13% were >20 mm in length. At the less exposed site the values were 27% <10 mm and 56% >20 mm. Icebergs have often been seen grounded on the Y. eightsi bed in this study, especially on the exposed outer portion. This factor, in association with inhibition of larval settlement by high densities of large individuals, is proposed as an explanation of the observed population distributions and the absence of very large specimens in the Factory Cove population.     

Environmental cues and constraints affecting the seasonality of dominant calanoid copepods in brackish, coastal waters: a case study of Acartia, Temora and Eurytemora species in the south-west Baltic

Information on physiological rates and tolerances helps one gain a cause-and-effect understanding of the role that some environmental (bottom–up) factors play in regulating the seasonality and productivity of key species. We combined the results of laboratory experiments on reproductive success and field time series data on adult abundance to explore factors controlling the seasonality of Acartia spp., Eurytemora affinis and Temora longicornis, key copepods of brackish, coastal and temperate environments. Patterns in laboratory and field data were discussed using a metabolic framework that included the effects of ‘controlling’, ‘masking’ and ‘directive’ environmental factors. Over a 5-year period, changes in adult abundance within two south-west Baltic field sites (Kiel Fjord Pier, 54°19′89N, 10°09′06E, 12–21 psu, and North/Baltic Sea Canal NOK, 54°20′45N, 9°57′02E, 4–10 psu) were evaluated with respect to changes in temperature, salinity, day length and chlorophyll a concentration. Acartia spp. dominated the copepod assemblage at both sites (up to 16,764 and 21,771 females m^?3 at NOK and Pier) and was 4 to 10 times more abundant than E. affinis (to 2,939?m^?3 at NOK) and T. longicornis (to 1,959?m^?3 at Pier), respectively. Species-specific salinity tolerance explains differences in adult abundance between sampling sites whereas phenological differences among species are best explained by the influence of species-specific thermal windows and prey requirements supporting survival and egg production. Multiple intrinsic and extrinsic (environmental) factors influence the production of different egg types (normal and resting), regulate life-history strategies and influence match–mismatch dynamics.     

The effects of temperature,body size and growth rate on energy losses due to metabolism in early life stages of haddock (<Emphasis Type="Italic">Melanogrammus aeglefinus</Emphasis>)

Rates of routine respiration (R _R, μl O₂ fish⁻¹ h⁻¹) and total ammonia nitrogen excretion (E _R, μg NH₄–N + NH₃–N fish⁻¹ h⁻¹) were measured on larval and juvenile haddock (Melanogrammus aeglefinus) to ascertain how energy losses due to metabolism were influenced by temperature (T), dry body mass (M _D, mg) and specific growth rate (SGR, % per day). R _R and E _R increased with M _D according to y = a  · M _D ^b with b-values of 0.96, 0.98, 1.14, and 0.89, 0.78, 0.74, respectively, at 10, 7, and 4°C, respectively. Multiple regressions explained 98% of the variability in the combined effects of M _D and T on R _R and E _R in larval haddock: R _R = 0.97 · M _D ^0.98  · e^0.092 · T ; E _R = 0.06 · M _D ^0.79  · e^0.092 · T . In young juvenile (24–30 mm standard length) haddock, R _R tended to decline (P = 0.06) and E _R significantly declined (P = 0.02) with increasing SGR. O:N ratios significantly increased with increasing SGR suggesting that N was spared in relatively fast-growing individuals. Our results for young larval and juvenile haddock suggest: (1) nearly isometric scaling of R _R with increasing body size, (2) allometric scaling of E _R with increasing body size, (3) Q ₁₀ values of 2.5 for both R _R and E _R, (4) metabolic differences in substrate utilization between relatively fast- and slow-growing individuals, and (5) that rates of routine energy loss and growth were not positively related. The measurements in this study will provide robust parameter estimates for individual-based models that are currently being utilized to investigate how variability in climatic forcing influences the vital rates of early life stages of haddock. Our results also stress that inter-individual differences in rates of energy loss should not be overlooked as a factor influencing growth variability among individuals.     

Forfeiture programs in California: why so few?

PROBLEM: It is estimated that at least 75% of suspended or revoked drivers continue to drive illegally. In states like California, there are also a substantial and growing number of people who drive without ever having been licensed. Some states, such as Ohio and California, have enacted vehicle impoundment and forfeiture programs as sanctions to reduce these offenses. Published evaluations indicate that vehicle impoundment laws reduce recidivism and crash rates. However, vehicle forfeiture programs have been less successful, mostly because of low levels of enforcement. METHOD: Police officers and district attorneys from 17 jurisdictions were interviewed by phone or in person to determine current enforcement levels and impediments to more aggressive application of statutory authority. RESULTS AND DISCUSSION: The survey found that most California jurisdictions are enforcing vehicle impoundments for first-time offenders. However, very few jurisdictions were enforcing the vehicle forfeiture law for repeat offenders. Among the reasons for not enforcing the vehicle forfeiture law was a perception that it was too time-consuming and/or not a priority among prosecutors. However, a number of authorities indicated that the simple vehicle impoundment procedure is often functionally equivalent to forfeiture because many drivers fail to retrieve the vehicle at the end of the impoundment period. IMPACT ON INDUSTRY: Vehicle impoundment programs are effective mechanisms in deterring illicit driving, and states should be encouraged to initiate vehicle impoundment laws. States could achieve even greater safety benefits if vehicle forfeiture sanctions were extensively used for repeat offenders. However, based on California's experience, the incremental benefits of vehicle forfeiture (over vehicle impoundment) may not be very great.     

Problem driver remediation: a meta-analysis of the driver improvement literature

PROBLEM: Given the public safety risk posed by violation and crash repeaters and the substantial costs for state driver improvement programs, it is important that their effectiveness be scientifically demonstrated and that intervention programs are based on sound research findings. METHOD: Crash and traffic violation standardized effect sizes (d) representing 106 individual interventions were coded from 35 methodologically sound studies and analyzed using meta-analysis. RESULTS: Driver improvement intervention in general was associated with small but significant reductions in both crashes (dw = 0.03) and violations (dw = 0.06). Significant effects were found on both measures for warning letters, group meetings, individual hearings, and license suspense/revocation. Of the driver improvement interventions studied, license suspension/revocation was by far the most effective treatment for both crashes and violations (dw = 0.11 and 0.19). Since one of the objectives of license suspension/revocation is to eliminate driving for the period of suspension, it is possible that much or all of the effect is due to reduced exposure and/or more careful driving during the suspension interval. Results were mixed for other types of interventions, although distributing educational or informational material was not associated with any reductions. Interventions associated with violation reduction tended to also be associated with crash reduction, although the relationship was not very strong (r = .30). DISCUSSION: Although interpretation of the effect size estimates was complicated by almost ubiquitous heterogeneity, the results do suggest an overall positive impact of driver improvement interventions in general. IMPACT ON INDUSTRY: The results support the continued use of driver improvement interventions, chiefly warning letters, group meetings, individual hearings, and especially license suspension/revocation. The results also suggest that court-triggered traffic violator programs are less effective than interventions triggered by drivers license agencies.     

License extensions for clean-record drivers: A 4-year follow-up

Over 4,000,000 of California's 17,000,000 licensed drivers used to come to the California Department of Motor Vehicles (DMV) annually to take written and vision tests in order to renew their driver licenses. In an effort to increase public convenience and reduce costs, extension of the license by mail was implemented for selected groups of drivers with clean records over the life of their previous licenses. Continued implementation of the program was subject to evaluation of its effect on traffic safety. Since clean-record drivers make up about 50% of the renewal population, this program made it possible for some 2,000,000 drivers annually to avoid coming to the DMV for license renewal. Two studies of program safety effects were conducted, one evaluating a 2-year extension (760,000 subjects), and the other a 4-year extension (407,000 subjects). Random assignment to a group offered extension by mail or to a control group undergoing standard renewal testing and procedures was followed by careful tracking of accident and conviction activity. During the 48-month period following mailing of renewal notices or extension offers, the extension group had a slightly higher accident rate than did the in-person renewal group — an increase of 1%, or 13 accidents for every 10,000 extension offers. Although this small increase in accident rate would translate into about 2,500 additional accident involvements per year if applied to the current volume of clean-record drivers eligible for extension, statistical tests of significance indicated that the increase could easily be due to sampling error (p>.10). A supplemental Bayesian analysis resulted in a .24 probability that there was no true increase. The administrative cost savings attributable to the extension program were conservatively estimated to be $3,000,000 per year.