Use of Substitute Species in Conservation Biology

Abstract:  In conservation biology, researchers often want to study the reasons why an endangered population is faring poorly but are unable to study it directly for logistical or political reasons. Instead they study a species that substitutes for the one of concern in the hope that it will cast light on the conservation problem. Here we outline the assumptions underlying this approach. Substitutes can be different populations or species and may be chosen because they are similar biologically to the target or representatives of a constellation of species of which the target is one. They also may be used to develop a predictive model to which the conservation target can be related. For substitutes to be appropriate, they should share the same key ecological or behavioral traits that make the target sensitive to environmental disturbance and the relationship between population vital rates and level of disturbance should match that of the target. These conditions are unlikely to pertain in most circumstances and the use of substitute species to predict endangered populations' responses to disturbance is questionable.     

Assessment of groundwater contamination using geographic information systems

In this study two sites were selected in order to investigate groundwater contamination and spatial relationships among groundwater quality, topography, geology, landuse and pollution sources. One site is the Asan area, an agricultural district where pollution sources are scattered and which is mainly underlain by granite of Cretaceous age. The other site is the Gurogu area of Seoul city, an industrial district where an industrial complex and residential areas are located and which is mainly underlain by gneiss of Precambrian age. Groundwater samples collected from these districts were analysed for chemical constituents. An attribute value files of chemical constituents of groundwater and the spatial data layers were constructed and pollution properties were investigated to establish out spatial relationships between the groundwater constituents and pollution sources using geographic information systems (GIS).Relatively high contents of Si and HCO₃ ^– in the groundwater from the Asan area reflect the effect of water–rock interaction whereas high contents of Cl^–, NO₃ ^– and Ca²⁺ in the groundwater from the Gurogu area are due to the pollution of various sources. The significant seasonal variation of SiO₂, HCO₂ ^– and Ca²⁺ contents, and that of Ca²⁺ content were observed in the Asan and the Gurogu areas, respectively. Seasonal variation of pollutants such as Cl^–, NO₃ ^– and SO₄ ^2– was not observed in either area. Pollution over the critical level of the Korean drinking water standard has been investigated from 15 sampling sites out of 40 in the Asan area, and 33 sampling sites out of 51 in the Gurogu area. Pollution by NO₃ ^–, Cl^–, Fe²⁺, Mn²⁺, SO₄ ^2– and Zn²⁺ in the groundwater from the industrial district (Gurogu area) and that of NO₃ , SO₄ ^2– and Zn²⁺ in the groundwater from the agricultural district (Asan area) were observed. The principal pollutant in both areas is NO₃ ^–. Deep groundwater from the Asan area is not yet contaminated with NO₃ ^– except for one site, but most of the shallow groundwater site occurring near the potential point sources is seriously contaminated. From the result of buffering analysis, it seems clear that factories and stock farms are the principal pollution sources in the Asan area. The groundwater from the Gurogu area has already been seriously polluted considering the fact of NO₃ ^– contamination of deep groundwater. Chlorine pollution of shallow groundwater in the Gurogu area was also observed. Spatial relationship between pollution level and its source was clarified in this study by using GIS, which will be applicable to the effective management of groundwater quality.     

Assessing Land-Use Impacts on Natural Resources

/ Much information is available on changes that occur in natural resources from both spatially-explicit data on environmental conditions and models of the interactions of these conditions and resources with human activities. The strategy for assessing land-use impacts on natural resources developed in this paper provides a framework for using relevant data and models to address questions of how management practices can promote both use and protection of resources. This assessment strategy integrates spatially explicit environmental data using geographic information systems (GIS) with computer models that simulate changes in land cover in response to land-use impacts. The computer models also simulate susceptibility of species to changes in habitat suitability and landscape patterns. The approach is applied to management of limestone barrens on the Oak Ridge Reservation in East Tennessee. Potential limestone barrens habitats are identified by overlaying appropriate soils, geology, slope, and land-use/land-cover conditions. Their validity is tested against known sites containing rare species that occur in these habitats. The location of habitats at risk in the aftermath of human activities is determined by using an available area model that identifies the size and proximity of sites that particular types of species can no longer use as habitat. The resulting risk map can be used in land management planning. The approach uses readily available in situ and remotely sensed data and is applicable to a wide range of locations and land-use scenarios. This approach can be refined based on needs identified by land managers and on the sensitivity of the results to the resolution of available resource information.KEY WORDS: Land management; Assessment; Habitat characterization; Limestone barrens; Ecological modeling; Geographic information systems     

Driving self-regulation and ride service utilization in a multicommunity,multistate sample of U.S. older adults

Objectives: This study examined a multicommunity alternative transportation program available 24 hours a day, 7 days a week, for any purpose, offering door-through-door service in private automobiles to members who either do not drive or are transitioning away from driving. Specific aims were to describe the characteristics of members by driving status and ride service usage of these members.

Methods: Data came from administrative records maintained by a nonprofit ride service program and include 2,661 individuals aged 65+ residing in 14 states who joined the program between April 1, 2010, and November 8, 2013. Latent class analysis was used to group current drivers into 3 classes of driving status of low, medium, and high self-regulation, based on their self-reported avoidance of certain driving situations and weekly driving frequency. Demographics and ride service use rate for rides taken through March 31, 2014, by type of ride (e.g., medical, social, etc.) were calculated for nondrivers and drivers in each driving status class.

Results: The majority of ride service users were female (77%) and aged 65–74 years (82%). The primary method of getting around when enrolling for the transportation service was by riding with a friend or family member (60%). Among the 67,883 rides given, nondrivers took the majority (69%) of rides. Medical rides were the most common, accounting for 40% of all rides.

Conclusions: Reported ride usage suggests that older adults are willing to use such ride services for a variety of trips when these services are not limited to specific types (e.g., medical). Further research can help tailor strategies to encourage both nondrivers and drivers to make better use of alternative transportation that meets the special needs of older people.     

Pleasure in using adaptive cruise control: A questionnaire study in The Netherlands

Objective: Adaptive cruise control (ACC), a technology that allows for automated car following, is becoming increasingly prevalent. Previous surveys have shown that drivers generally regard ACC as pleasant but that they have to intervene when the ACC reaches its operational limits. The former research has been mostly concerned with specific car brands and does not fully reflect the diversity of ACC types in traffic today. The objective of the present research was to establish the determinants of pleasure in using ACC.

Methods: A 55-item online questionnaire was completed by Dutch users of diverse ACC systems.

Results: Respondents (N = 182) rated their ACC highly, with a mean score of 8.0 on a scale from 1 (extraordinarily negative) to 10 (extraordinarily positive) and were most pleased with ACC on high-speed roads and in low-density traffic. Moreover, the findings point to specific operational limits such as associated with cut-in situations. Pleasure was greater for the types of ACC that are able to decelerate to a full stop, according to 48% of our sample. An analysis of the free-response items indicated that respondents who were displeased with ACC mentioned its occasional clumsiness and the dangerous situations it may evoke, whereas those who were pleased with ACC valued the complementarity of human and machine and emphasized the roles of responsibility and experience in using ACC.

Conclusion: Pleasure in using ACC is a function of both technological advances and human factors.     

Cycle Aware: Piloting a module for novice drivers

Introduction: In low-cycling countries, motor-vehicle traffic and driver behavior are well known barriers to the uptake of bicycles, particularly for utility cycling. Lack of separation between cyclists and faster-moving traffic is one key issue, while attitudes of drivers toward and/or harassment of cyclists is another. Cyclist-related driver education has been recommended as a means to improve driver-cyclist interactions. Methods: The driver licensing process provides an opportunity for such education. The Cycle Aware module was developed to test and enhance novice drivers’ knowledge of interacting safely with cyclists. It was piloted across three Australian jurisdictions targeting both novice and experienced drivers. Participants were asked to complete the Cycle Aware module and an accompanying survey. A total of 134 novice and 97 experienced drivers completed the survey with 42 novice and 50 experienced drivers going on to complete the module. Results: Both groups of drivers scored equally well in the module but the very youngest and very oldest participants were more likely to have some incorrect responses. We did not find any relationship between correct module scores and attitudes toward cyclists. Survey results showed both novice and experienced drivers had somewhat positive attitudes toward cyclists. The two cohorts differed on several attitude questions. Sixty percent (60%) of novices compared to 30% of experienced drivers reported feeling concerned when sharing the road with cyclists, and novices were less likely to agree that cyclists had a right to use the roads. Conclusions and practical applications: The analysis suggests novices need to be better equipped to share roads confidently with cyclists and to recognize cyclists as legitimate traffic participants.     

A qualitative study of college students' perceptions of risky driving and social influences

Objectives: Young adults and teens are documented as the riskiest drivers on the road, and newer issues such as texting and driving are a growing concern. This study sought to determine the risk perceptions of young adults regarding various driving behaviors, their past experiences, how their social circles are structured, and how this might affect their driving. Methods: This study conducted qualitative research with 25 college undergraduate students to determine their peer and social influences regarding distracted driving. Data were analyzed and related to the health belief model and past research on social influence. Results: Though most participants felt that their behaviors were set after learning to drive, they were, in fact, quite susceptible to the influence of those in their social circles (e.g., fear of judgment and accountability) and, more broadly, to social norms. Texting and driving was the largest and most topical distracted driving issue and was also identified as very difficult to stop due to perceived barriers and the idea that intervening is rude. Participants identified low perceived susceptibility and severity (perceived threat) for a number of risky driving behaviors, including texting and driving. Conclusions: Training is needed to encourage people to intervene and speak up regarding behaviors other than drinking and driving, and cues to action and campaigns should target intervention to increase self-efficacy, as well as norms, susceptibility, and common rationalizations for risky behavior.