ALBERT

Description: 〈p〉Publication date: Available online 5 July 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice〈/p〉 〈p〉Author(s): Amit Agarwal, Dominik Ziemke, Kai Nagel〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Bicycle is a sustainable low-carbon transport mode. However, insufficient or unplanned infrastructure leads to decrease in the share of bicycle in many cities of developing nations. In order to increase the bicycle share and to provide safer, faster and more direct routes, a bicycle superhighway is proposed for urban areas. This study identifies the potential of increase in the bicycle share. For maximum utilization of the new infrastructure, an algorithm is presented to identify the optimum number and locations of the connectors between proposed new infrastructure and existing network. Household income levels are incorporated into the decision making process of individual travellers for a better understanding of the modal shift. A real-world case study of Patna, India is chosen to show the application of the proposed superhighway. It is shown that for Patna, the bicycle share can escalate as high as 48% up from 32% by providing this kind of infrastructure. However, together with bicycles, allowing motorbikes on the superhighway limits the bicycle share to 44%. The increase in bicycle share is mainly a result of people switching from motorbike, public transport and walk to the bicycle. Further, to evaluate the benefits of the bicycle superhighway, this study first extends an emission modelling tool to estimate the time-dependent, vehicle-specific emissions under mixed traffic conditions. Allowing only bicyclists on the superhighway improves congested urban areas, reduces emissions, and increases accessibility. However, allowing motorbikes on the superhighway increases emissions significantly in the central part of the urban area and reduces accessibilities by bicycle mode to education facilities which are undesirable. This study elicits that a physically segregated high-quality bicycle superhighway will not only attract current non-cyclist travellers and increase the share of the bicycle mode, but will also reduce negative transport externalities significantly.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: November 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 129〈/p〉 〈p〉Author(s): Scott Hardman, Jae Hyun Lee, Gil Tal〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉In this study we investigate how partially automated vehicles (Tesla electric vehicles with “Autopilot”) are used, including how often automation is used, on what roads, in what weather, and in what traffic conditions. We use a latent class model to identify heterogenous classes of autopilot users, then we use a multinomial logistic regression model to understand the relationship between each latent class and several independent variables, including socio-demographics and vehicle miles travelled (VMT). The latent class model revealed four latent classes: 〈em〉very frequent users,〈/em〉 who use it most frequently; 〈em〉frequent users,〈/em〉 who use automation frequently in clear weather and on freeways; 〈em〉semi-frequent users〈/em〉 who use it for less than half their trips and only on freeways, in clear weather, when there is no traffic; and 〈em〉infrequent users,〈/em〉 who use it the least often and only in clear weather, on freeways, when there is no traffic. The multinomial logistic regression model revealed significant differences in VMT between the clusters. 〈em〉Very frequent〈/em〉 and 〈em〉Frequent users〈/em〉 drive close to 15,000 miles per year, whereas 〈em〉Semi frequent〈/em〉 and 〈em〉Infrequent〈/em〉 users drive around 10,000 miles per year. The results suggest that consumers who purchase partially automated vehicles and use them frequently may travel more.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: November 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 129〈/p〉 〈p〉Author(s): Zoe Long, Jonn Axsen, Inger Miller, Christine Kormos〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Among the broad literature on consumer research of battery electric vehicles (BEVs), the role of brand perceptions is neglected. Consumers may gravitate towards automotive brands that they are accustomed to (“brand loyalty”), or they might prefer a new brand (i.e., Tesla) for being new and innovative (“pioneer brand advantage”). Further, BEV-supportive policies may indirectly favor or disfavor the BEVs produced by a given brand. We explore consumer perceptions of automotive brand perceptions in general, and for the specific case of Tesla, using survey data from a representative sample of 2123 Canadian new vehicle-buyers collected in 2017. Respondents most frequently associate BEVs with Tesla (27%), Toyota (27%), and Chevrolet (26%). Over two-thirds of respondents are familiar with Tesla, and 40% select Tesla as a brand representing the “future of BEVs”. In contrast, when asked which brand they would prefer to buy a BEV from, responses are more evenly spread across several brands, with 30% of respondents selecting a brand they already own. Of Tesla-familiar respondents, most indicate that Tesla has influenced them to perceive BEVs as more innovative, stylish, and environmentally-beneficial. Respondents have stronger image associations with Tesla, relative to BEVs more generally, and such perceptions are statistically associated with stated interest in purchasing a BEV. These exploratory findings indicate the potential importance of brand in shaping consumer perceptions of BEVs. Tesla in particular may have played a role in developing positive perceptions of BEVs, suggesting that it might be desirable for policy to support such a brand.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: November 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 129〈/p〉 〈p〉Author(s): Khandker Nurul Habib〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This paper presents an empirical investigation on demand for TNC services (e.g., Uber) in the Greater Toronto and Hamilton Areas (GTHA) through the application of an innovative discrete choice model. The proposed model combines Independent Availability Logit (IAL) and Constrained Multinomial Logit (CMNL) model formulation to reap the unique features of both. The proposed model is thus a Semi Compensatory Independent Availability Logit (SCIAL) model. For the empirical investigation, it uses a dataset of trip mode choices that suitable to represent ride-hailing service (e.g., Uber). Such trips are named as hailable trips in the dataset, which is drawn from a large scale household travel survey conducted in the region in 2016. To have a clear understanding of behavioural processes involved in the choice of travel mode of hailable trips, the proposed SCIAL model jointly models probabilistic choice set formation and conditional semi-compensatory choice. The empirical model does not reveal any evident competition between Uber and the private car, public transit, or non-motorized modes. It indicates that urban taxi is its main competitor, but there are notable differences in socio-demographic profiles of taxi and Uber users. For example, a taxi is preferred by older people, but younger people prefer uber, and there is no gender difference in such a pattern. In terms of the relationship between considering Uber as a feasible mode and choosing it for a trip, Uber has similarities to the car passenger mode. Merely accepting it as a feasible option has a significant influence on the final choice to use it. This indicates a potential new segment of the travel market, generated primarily for the advent of TNC service, e.g., Uber in Toronto.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: November 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 129〈/p〉 〈p〉Author(s): Viktoriya Kolarova, Felix Steck, Francisco J. Bahamonde-Birke〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Due to digitalization trends and rapid technological development, cars are becoming more technologically advanced with an on-going trend towards fully automated vehicles. Understanding possible changes in user preferences and the impact on mobility of autonomous driving is of great importance for policy and transport planning authorities in light of urbanization trends, demographic change, and environmental challenges. Despite the relevance of the topic, there are limited empirical insights on user preferences, once autonomous driving becomes available. To close this gap and analyze the potential changes in the value of travel time savings (VTTS) resulting from the availability of autonomous driving, an online survey using revealed and stated preference methods was conducted. In the survey user preferences toward currently available and future available modes of transportation were assessed using two discrete choice experiments. VTTS calculations are based on an estimated joint mixed logit model. The results of the study show an average VTTS reduction of 41% for autonomous driving compared to driving a conventional car, however, only for commuting trips. For leisure or shopping trips, no significant changes in the VTTS were found. Considering shared autonomous vehicles (SAV), the results indicate that using SAV is perceived as a less attractive option than using a privately owned autonomous vehicle. Translating the results into policy implications, a potential conflict between individual benefits of autonomous driving and societal goals is identified. Finally, policy recommendations are discussed.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: November 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 129〈/p〉 〈p〉Author(s): Mauro Capurso, Stephane Hess, Thijs Dekker〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉In this paper, we investigate the role consideration of the alternatives plays in mode choice models. On the Rome-Milan corridor, in Italy, where seven alternative modes of transport are available, we administered a stated choice (SC) experiment. Responses to supplementary questions on consideration of the different modes of transport and the presence of thresholds for the travel time attribute indicate travellers are less likely to consider the 〈em〉slower〈/em〉 modes. Two model specifications, in which consideration for the slower alternatives is measured using both sets of supplementary questions, are proposed and contrasted against a model which assumes all alternatives are considered. Our results suggests that some of the unobserved preference heterogeneity could potentially be due to consideration effects. Accounting for consideration of alternatives also has direct impacts on choice probabilities, parameter estimates and willingness-to-pay measures.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: November 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 129〈/p〉 〈p〉Author(s): Xize Wang〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Using U.S. nationwide travel surveys for 1995, 2001, 2009 and 2017, this study compares Millennials with their previous generation (Gen Xers) in terms of their automobile travel across different neighborhood patterns. At the age of 16–28 years old, Millennials have lower daily personal vehicle miles traveled and car trips than Gen Xers in urban (higher-density) and suburban (lower-density) neighborhoods. Such differences remain unchanged after adjusting for the socio-economic, vehicle ownership, life cycle, year-specific and regional-specific factors. In addition, the associations between residential density and automobile travel for the 16–28-year-old Millennials are flatter than that for Gen Xers, controlling for the aforementioned covariates. These generational differences remain for the 24–36-year-old Millennials, during the period when the U.S. economy was recovering from the recession. These findings show that, in both urban and suburban neighborhoods, Millennials in the U.S. are less auto-centric than the previous generation during early life stages, regardless of economic conditions. Whether such difference persists over later life stages remains an open question and is worth continuous attention.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 20 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): Makeely I. Blandford, Mohammad Katouli, Ben L. Gilby, Christian O'Dea, Andrew D. Olds, Thomas A. Schlacher〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Dead animal bodies occur naturally in ecosystems, are regularly washed up along ocean beaches, and are a key component of many coastal food webs where scavenging animals consume carcasses. Microbes that decompose carcasses can, however, produce toxic chemicals during putrefaction. This is frequently assumed to have negative consequences for scavengers in the wild, but has been rarely quantified. In this study, we measured how changes in the microbial assemblages of decaying fish affect the toxicity of carcasses. We did this by allowing fish carcasses to decompose in the field for up to 31 days in the dunes of a sandy beach; an ecosystem where scavenging animals are common. Carcasses were sampled daily and the tissues tested for changes in culturable microbial communities using 100 μL samples of whole carcass homogenates on marine and sheep blood agar, and changes in cytotoxicity using Vero cell assays. Cytotoxicity peaked 11 days after deployment showing 95% rounded and detached cells. Cytotoxicity was lower in the early phases of decay as microbial communities developed and after approximately two weeks when carcasses dried. The peak in toxicity correlated with peaks in the abundance of 〈em〉Acinetobacter〈/em〉, and 〈em〉Vibrio〈/em〉 and 〈em〉Alivibrio〈/em〉; microbes known to produce toxins. This trajectory of toxicity suggests an ecological model where microbes may predictably determine the palatability of carrion in food webs, making both fresh and aged carcasses the least risky proposition for scavenging animals. This ‘fresh and aged carcasses are best’ model is highly amenable to testing in the context of carrion-centred food webs in multiple systems, and it has practical applications in conservation where animal carcasses are provided to threatened, and often iconic, scavenger species.〈/p〉〈/div〉 〈/div〉 〈h5〉Graphical abstract〈/h5〉 〈div〉〈p〉〈figure〉〈img src="https://ars.els-cdn.com/content/image/1-s2.0-S0272771418310059-fx1.jpg" width="311" alt="Image 1" title="Image 1"〉〈/figure〉〈/p〉〈/div〉

Description: 〈p〉Publication date: Available online 21 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): Camille Le Guen, Samuele Tecchio, Jean-Claude Dauvin, Gwenola De Roton, Jérémy Lobry, Mario Lepage, Jocelyne Morin, Géraldine Lassalle, Aurore Raoux, Nathalie Niquil〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉During the last decades, the highly-anthropized Seine estuary has been impacted by modification of its habitats (building of a major extension of Le Havre harbour, i.e. Port2000) and a significant natural decrease in freshwater discharge. A Before/After analysis, using a toolbox of indicators, was applied to characterize the effects of both events on the estuarine ecosystem status. We selected from existing tool boxes several indicators derived from food web modelling or community composition data, such as biodiversity indicators, a guild-based index (〈em〉i.e.〈/em〉 Estuarine and Lagoon Fish Index ELFI) and ecological network analysis (ENA) indices. ENA and biodiversity indicators were applied on six spatial boxes describing the Seine estuary and its outlet. Results showed an increase in taxonomic and functional richness over time, mainly due to marinisation, and significant changes in food-web properties in relation to Port2000. ENA indices appeared as a promising method in ecological status assessment, especially for estuaries considered as inherently disturbed.〈/p〉〈/div〉 〈/div〉 〈h5〉Graphical abstract〈/h5〉 〈div〉〈p〉〈figure〉〈img src="https://ars.els-cdn.com/content/image/1-s2.0-S0272771419300484-fx1.jpg" width="253" alt="Image 1" title="Image 1"〉〈/figure〉〈/p〉〈/div〉

Description: 〈p〉Publication date: Available online 21 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): A. Rosa, S. Cardeira, C. Pereira, M. Rosa, M. Madureira, F. Rita, J. Jacob, A. Cravo〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Understanding the mass exchange patterns between coastal lagoons and ocean plays a key role to explain their impact upon the water quality and biological productivity of these systems. Ria Formosa is a temperate lagoon on the southwestern coast of Iberia, one of the most important coastal system in this region in terms of biological productivity, ecological and economic values. Given its relevance and strong interconnectivity with the adjoining ocean, the quantification of these exchanges is a key issue that had not yet been thoroughly addressed. In this context, this study is focused on understanding the role of Ria Formosa's main inlet in terms of mass budgets dynamics of water, nutrients, suspended solids and chlorophyll 〈em〉a〈/em〉 with the Atlantic Ocean and to identify its seasonal variability. In order to attain this purpose, the influence of the forcing mechanisms at different time scales, including tides, oceanographic/meteorological synoptic conditions and seasons, was assessed. To accomplish this, six semidiurnal tidal cycles surveys were conducted at Faro-Olhão inlet, comprising hourly water samples collection and 〈em〉in situ〈/em〉 measurements at a selected cross-section of the inlet channel. Results revealed that mass exchanges variability through Faro-Olhão inlet was mainly due to oceanographic processes (upwelling and coastal countercurrent events) and, secondly, to phytoplankton activity within the lagoon. Seasonally, regardless the direction of the residual current through the inlet, Ria Formosa acted as a source of material during Spring and Summer seasons, which contributed to increase the biological productivity of the coastal ocean. Upwelling events that occurred more evidently during the Autumn survey drove an import amount of nutrients into the lagoon, enhancing its biological productivity. Furthermore, the rainfall period that prevailed before the Winter survey contributed to export material and nutrients to the adjacent ocean, confirming that Ria Formosa fertilizes the coastal ocean, even during a period of low productivity.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: November 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 129〈/p〉 〈p〉Author(s): Margherita Boggio, Paolo Beria〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈p〉Milan is one of the few cities in Europe where a congestion charge is in place. It was experimentally introduced at the beginning of 2008 as a pollution charge to enter the central area of Milan. During 2011, to confirm it and also to extend its scope, a city-wide referendum took place. Referendum results largely supported the extension.〈/p〉 〈p〉While we know well the economic rationale and the potential effects of such policies, the issue of acceptability is still quite unexplored and usually studied with limited interview campaigns, focus groups or theoretical assumptions. This referendum is an interesting occasion to study the real motivations of the acceptability of road pricing experiences in a consolidated context.〈/p〉 〈p〉This paper studies the determinants of the highly positive vote in favour of the extension of the former pollution charge into a congestion charge scheme. The scale of analysis is the aggregate result of the referendum at the neighbourhood level. The variables studied are the ideological orientation, some socio-economic variables, and the distance from the city centre. In contrast to the majority of existing literature, we also include in the analysis the effect of transport supply and previous mobility patterns, in order to verify if they were crucial to the voters’ acceptance of a road charge.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: November 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 129〈/p〉 〈p〉Author(s): Xiaodong Chen, Ge Wu, Ding Li〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The paper reports results from a use of non-radial DEA i.e., range adjusted measure (RAM) which belongs to data envelopment analysis to evaluate the performances of the truck restriction policy in China. We try to explore what is inside the “black box” on the restriction policy by empirical study. Using the non-radial DEA model, we work with an approach that allows a flexible designation of three input variables and two output variables based on varying perspectives in China. The multipurpose approach reveals whether one policy is truly beneficial instead of officials’ arguments, captured in the form of DEA scores. The modified model can better reflect macro-transportation process while earlier relevant models ignored truckers. This paper contributes to increasing traffic volumes and decreasing traffic accidents from the point of technical efficiency. The results of our paper reveal that: (a) China's truck restriction policies have achieved a significant “level effect” on efficiency improvement. (b) There are remarkable provincial differences in the effectiveness of the restriction policy. (c) Slack decomposition shows that excessive investment is the main source of inefficiency. Moreover, we delivery policy implications that: (a) the restriction policies greatly contribute to the efficiencies, and stringent policies are still needed in the following days; (b) the policy-making should suit local conditions, according to our classification of 30 provinces; (c) based on the worst performance of capital stock variable, the authorities should focus more on regulation of investment in transportation sector at a latter stage.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: November 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 129〈/p〉 〈p〉Author(s): Nikola Stojadinović, Branislav Bošković, Dejan Trifunović, Slađana Janković〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Despite the entry of new competitors into the railway market in European countries, the capacity allocation mechanism still relies on the same service priority criteria as before the adoption of 91/440/EEC Directive. Without the implementation of a market-based mechanism or criteria, the current administrative approach of network capacity allocation inhibits further development of competition and especially freight railway transport. In this paper, the application of auctions is limited to a part of railway infrastructure. In view of the specificities of the railway sector and the nature of infrastructure capacity, the following question can be raised: Are there auction mechanisms that reduce the likelihood of collusion and at the same time achieve a high degree of efficiency of capacity allocation? In such a context, this article considers the implementation of hybrid auctions for the purpose of train path allocation. In order to facilitate the implementation of various types of auctions in allocation procedure on railways, this paper develops and models an algorithm for iterative train paths allocation. With the proposed algorithm, the auction outcomes have been determined in a simulation with the objective of comparing the performances of hybrid (two-phase) auctions: Anglo-Dutch and second-price Amsterdam auction with some well-known standard-type auctions: English and sealed-bid first-price auction. The results indicate that hybrid auctions are a better choice in European conditions when railway undertakers are asymmetric, especially if there is a threat of collusion. These results could help an IMs to decide which type of auction mechanism to choose for the railway capacity allocation.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 28 September 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice〈/p〉 〈p〉Author(s): I.C.M. Karlsson, D. Mukhtar-Landgren, G. Smith, T. Koglin, A. Kronsell, E. Lund, S. Sarasini, J. Sochor〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Mobility-as-a-Service (MaaS) has been argued as part of the solution to prevalent transport problems. However, progress from pilots to large-scale implementation has hitherto been slow. The aim of the research reported in this paper was to empirically and in-depth investigate how, and to what extent, different factors affect the development and implementation of MaaS. A framework was developed, with a basis in institutional theory and the postulation that formal as well informal factors on different analytical levels (macro, meso and micro) must be considered. The research was organised as a multiple case study in Finland and Sweden and a qualitative approach was chosen for data collection and analysis. A number of factors with a claimed impact on the development and implementation of MaaS was revealed. At the macro level, these factors included legislation concerning transport, innovation and public administration, and the presence (or not) of a shared vision for MaaS. At the meso level, (the lack of) appropriate business models, cultures of collaboration, and assumed roles and responsibilities within the MaaS ecosystem were identified as significant factors. At the micro level, people’s attitudes and habits were recognised as important factors to be considered. However, how the ‘S’ in MaaS fits (or not) the transport needs of the individual/household appears to play a more important role in adoption or rejection of MaaS than what has often been acknowledged in previous papers on MaaS. The findings presented in this paper provide several implications for public and private sector actors. Law-making authorities can facilitate MaaS developments by adjusting relevant regulations and policies such as transport-related subsidies, taxation policies and the definition of public transport. Regional and local authorities could additionally contribute to creating conducive conditions for MaaS by, for example, planning urban designs and transport infrastructures to support service-based travelling. Moreover, private actors have key roles to play in future MaaS developments, as both public and private transport services are needed if MaaS is to become a viable alternative to privately owned cars. Thus, the advance of MaaS business models that benefit all involved actors is vital for the prosperity of the emerging MaaS ecosystem.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: December 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 130〈/p〉 〈p〉Author(s): Timothy Ross, Ronald Buliung〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The proliferation of automobility has undeniably influenced school site designs and school transportation experiences. Using private vehicles, many parents now routinely enter and park on or near school sites to drop-off and pick-up their children. However, ableist designs and practices that discount much of the human condition’s bodily and physiological diversity can produce inequitable, work-intensive school parking experiences for families living with childhood disability. This article presents parking-related findings from an ethnographic study about how families living with childhood disability experience everyday school travel throughout the Greater Toronto and Hamilton Area in Ontario, Canada. The findings indicate that the families sometimes encounter technically accessible, but functionally inaccessible school site parking options. Further, the families are frequently required and relied on by schools to perform various types of access work (i.e., physical, temporal, and social) to compensate for school site inaccessibility. To improve school site accessibility, and to make education access more equitable, we suggest deliberate engagement with the families’ unique experiences and viewpoints. We also suggest incorporating a critical ableist studies perspective into school site design processes, as it facilitates explicit recognition of ableist elements and the unsettling of normalized, exclusionary designs and practices.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 14 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): Luis G. Egea, Cristina Barrón, Rocío Jiménez–Ramos, Ignacio Hernández, Juan José Vergara, José Lucas Pérez–Lloréns, Fernando G. Brun〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The knowledge of the production and carbon transference dynamics between adjacent communities is essential to gain a better understanding on the role of coastal areas in the global carbon cycle. Here, we assess the carbon metabolism (through dissolved oxygen –DO– concentration) and the net dissolved organic carbon (DOC) fluxes for benthic (dominated by the seagrass 〈em〉Cymodocea nodosa〈/em〉, the rhizophytic green algae 〈em〉Caulerpa prolifera〈/em〉 and unvegetated sediments) and pelagic plankton communities co〈em〉–〈/em〉habiting the same shallow coastal area in Cadiz Bay, southern Spain. Both the seagrass and macroalgae meadows were highly autotrophic, but the carbon metabolism of 〈em〉C. prolifera〈/em〉 community shifted seasonally from net autotrophic to net heterotrophic. Unvegetated benthic communities were slightly heterotrophic throughout the year, while plankton community was net autotrophic. This study reveals how the different components of the ecosystem (i.e. macrophyte, sediment or plankton community) may have a seasonal variability in the contribution to the NCP in shallow coastal areas. Moreover, our results suggest that pelagic communities can be essential to maintain autotrophy of coastal system during periods of low benthic productivity. Regarding DOC, benthic communities were net DOC producers, undergoing a marked seasonality with maximum net DOC production during summer. This indicated an extra carbon assimilation not usually contemplated in productivity studies, which entails an underestimation of gross production in these communities. A strong relationship between net DOC flux and net community production (NCP) was found for the three benthic communities. The plankton community was a net DOC consumer indicating a strong coupling between the benthic and pelagic compartments in the bay. When up〈em〉–〈/em〉scaling our results to the whole bay, the NCP estimated for the benthos was 8800 ± 3770 Tons C y〈sup〉−1〈/sup〉, and the net DOC flux was 2465 ± 830 Tons C y〈sup〉−1〈/sup〉, which were mainly due to vegetated communities, indicating the importance of coastal vegetated benthic ones in the carbon metabolism and DOC fluxes.〈/p〉〈/div〉 〈/div〉 〈h5〉Graphical abstract〈/h5〉 〈div〉〈p〉〈figure〉〈img src="https://ars.els-cdn.com/content/image/1-s2.0-S0272771418304578-fx1.jpg" width="500" alt="Image 1" title="Image 1"〉〈/figure〉〈/p〉〈/div〉

Description: 〈p〉Publication date: November 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 129〈/p〉 〈p〉Author(s): Jianlin Luan, John Polak, Rajesh Krishnan〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉In recent years there has been substantial growth in the prevalence of 〈em〉ad-hoc〈/em〉 data exchange arrangements between local traffic authorities and commercial traffic information service providers. Although these arrangements are widely regarded as mutually beneficial, in fact to date, no comprehensive analysis exists of the operation of this information market, nor of its consequences for the different market participants involved. To address this gap, this paper presents a new framework which enables the analysis of the long-term outcomes of various collaboration schemes for traffic information service providers, local traffic authorities and network users. The framework is based on a bi-level non-cooperative Nash game in which the upper level represents the data exchange arrangements between local traffic authorities and commercial traffic information service providers and the lower level represents the impact of the provided information services on network users. The framework is flexible and can accommodate a variety of different market structures and commercial behaviours. The game theoretic model is formulated and solved as an equivalent equilibrium problem with equilibrium constraints. Numerical experiments are undertaken using this framework to explore the consequence of a number of commonly observed real-world data exchange arrangements. This analysis leads to three general conclusions. First, the results suggest that when a local traffic authority seeks only to minimise the total network travel time and offers free collaboration schemes, it should collaborate with all the cooperating service providers in the market. Second, if conversely, a local traffic authority seeks only to maximise its revenue from selling its data to service providers, it should be aware that its revenue does not always increase by selling the data to more service providers, since the willingness of service providers to pay for data declines as more providers are granted access. And finally, if a local traffic authority seeks to establish paid schemes that balance the benefit to network users and its own revenue benefits, then circumstances can easily arise in which these two objectives are in conflict with one another.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 128〈/p〉 〈p〉Author(s): 〈/p〉

Description: 〈p〉Publication date: Available online 8 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): John W. Day, Gary P. Shaffer, Donald R. Cahoon, Ronald DeLaune〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Canals and spoil banks have contributed significantly to high rates of wetland loss in the Mississippi Delta. There has been relatively little research on management of canals and spoil banks and this needs to be a significant component of restoration of the delta. We analyze research on the role of backfilling canals in the context of delta restoration with special reference to Turner and McClenachan (2018) who state that if all canals were backfilled, it could significantly reduce or even reverse wetland loss and that most wetland loss is caused by canals. We agree with Turner and McClenachan that canals have been a significant cause of wetland loss in the Mississippi Delta and that removing spoil banks and backfilling canals should be an integral part of delta restoration. However, a number of factors need to be considered when choosing which canals to backfill including possible enhanced erosion due to exposure to wave action for newly created and remnant marsh, the current and future production history of oil and natural gas wells associated with canals, and other restoration activities in oil and gas fields. Turner and McClenachan's analysis using wetland loss patterns in 15-min quadrangles suggesting that canal density can explain most wetland loss in coastal Louisiana is flawed because of scale problems and other impacts of oil and gas activity. These impacts include subsurface induced subsidence and the impact of produced water and toxins on wetlands that are largely unrelated to surface alteration due to canals and spoil banks.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 6 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): Rosalía Aguilar-Medrano, John R. Durand, Víctor H. Cruz-Escalona, Peter B. Moyle〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Estuarine fish assemblages are undergoing rapid change due to invasions of non-native species and physicochemical alteration of their habitats. Here, we examine the novel fish assemblages of the upper San Francisco Estuary (SFE) by first placing the fishes into ecological assemblages (EAs) of species that co-occur based on salinity, macrohabitat, and diet. We then used the morphological characteristics of each species to place them into functional groups (FGs) or potentially functionally independent species (FIS). Our question was: are there native and non-native species that occupy a similar niche in ecomorphological space, and thus potentially interact? Then, based on our results, we sought to understand if there is evidence that native species are being displaced by non-native species. The 43 species examined were placed into 17 EAs of potentially interacting species. Within these EAs, we identified 13 FGs and 13 FIS based on ecomorphology. Six FGs contain both native and non-native species indicating organization independent of the origin of the species. However, in most cases the native species were present in low abundance or were in categories of risk. Five FGs contained just non-native species that were found mainly in altered habitats and two FGs contained just native species. Overall, both native and non-native species appear to form a novel assemblage, although the decline of some native species in the face of potential competitors and predators suggests the final assemblage has not yet been determined. In addition, ongoing alterations of the SFE ecosystem increase the likelihood that invasions of new species will continue, causing further changes to the assemblage.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 5 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): H. Jimenez, A.L. Chang, G.M. Ruiz〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Macrobenthos is used commonly in disturbance-related studies of coastal ecosystems, including those that evaluate invasions by non-native species (NIS), but still little is known about temporal variation in community characteristics, especially in bays and estuaries. In this study we investigated inter-annual changes in the soft-sediment benthic communities of San Francisco Bay over a period of five years, evaluating the contribution of NIS vs. native species to community attributes (species richness, abundance) and the efficacy of sampling (percent richness detected for each NIS and native species). Benthic macrofauna were collected, identified, and quantified from 10 stations (48–50 replicate samples) per year across the high salinity region of the Bay. A total of 36,872 individuals belonging to 126 morphospecies were collected; 61 species were native, accounting for 22% of total abundance, and 31 species were NIS, which reached 74% of total abundance. The other 34 species were either cryptogenic or unresolved taxa. Soft-sediment communities were mainly comprised of amphipods (〈em〉Ampelisca abdita〈/em〉, 〈em〉Sinocorophium heteroceratum〈/em〉, 〈em〉Monocorophium acherusicum〈/em〉), polychaetes (〈em〉Sabaco elongatus〈/em〉, 〈em〉Euchone limnicola〈/em〉) and bivalves (〈em〉Venerupis philippinarum〈/em〉). Community structure and composition were stable across years during the period of the study, despite a major marine heat wave and a record-breaking drought that raised average salinity levels for several years. The sampling was effective, especially for NIS, detecting a higher proportion (94–100%) of estimated richness for NIS compared to native species (74–89%) across the five year period, suggesting NIS were more evenly distributed in space and time and many native species occurred more patchily and less frequently.〈/p〉〈/div〉 〈/div〉 〈h5〉Graphical abstract〈/h5〉 〈div〉〈p〉〈figure〉〈img src="https://ars.els-cdn.com/content/image/1-s2.0-S0272771418310485-fx1.jpg" width="492" alt="Image 1" title="Image 1"〉〈/figure〉〈/p〉〈/div〉

Description: 〈p〉Publication date: Available online 5 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): Changyou Wang, Rongguo Su, Laodong Guo, Bin Yang, Ying Zhang, Lei Zhang, Hui Xu, Wenjie Shi, Lansu Wei〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Nutrient pollution and algal blooms in coastal waters have long been a major concern, and understanding the response of algae to nutrient dynamics is thus essential. The minimum concentration under which 〈em〉Ulva prolifera〈/em〉 will not grow, estimated from a nutrient-alga coupling model developed in this study, was 6.5 μmol L〈sup〉−1〈/sup〉 for nitrate and 0.27 μmol L〈sup〉−1〈/sup〉 for phosphate. The model was parameterized with cultural experiments to examine the effects of nitrate and phosphate on the growth of 〈em〉Ulva prolifera〈/em〉 and the development of green tide. The cultural experiments showed that flux of nitrate absorbed by 〈em〉Ulva prolifera〈/em〉 increased significantly with the concentration of nitrate or phosphate, which followed the Michaelis-Menten equation, while the flux of phosphate linearly increased with its concentrations. Nitrate concentrations at 〉25 μmol L〈sup〉−1〈/sup〉 had little influence on the absorption of phosphate, but compensating absorption of phosphate occurred when the nitrate concentration was below 15 μmol L〈sup〉−1〈/sup〉. Phosphate concentrations had a remarkable enhancement to the absorption of nitrate when phosphate concentration was 〈1.4 μmol L〈sup〉−1〈/sup〉. The absorption rates of nitrate and phosphate by 〈em〉Ulva prolifera〈/em〉 followed the same variation trend as nutrient absorption fluxes. The increase in nitrate absorption rates has a limited impact on the relative growth rate of 〈em〉Ulva prolifera〈/em〉, while the increase in phosphate absorption rates has a marked impact on the relative growth rate. Our results provide new insights into the growth mechanism of 〈em〉Ulva prolifera〈/em〉 and the development and evolution of green tides in coastal marine environments. Applications of our model should help governmental agencies in environmental remediation and policy making.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 128〈/p〉 〈p〉Author(s): De Zhao, Ghim Ping Ong, Wei Wang, Xiao Jian Hu〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Shared bicycles provide a convenient mobility option to commuters especially for short-distance trips. Nevertheless, it also presents a challenge to bicycle-sharing operators as they have to deal with reallocation issues, i.e. removing bicycles from parking facilities which are at or near capacity and refilling parking facilities that are in need of bicycles. Few studies in the literature have actually tried understanding why certain docking stations are prone to excessive demand or suffer from a lack of parking supply. This paper attempts to identify the demographic, built-environment and transport-infrastructure indicators that can potentially aid policy-makers and operators in identifying parking facilities prone to bicycle reallocation. In particular, we have adopted the bicycle sharing operations in Nanjing, China as a case study to understand how such indicators can be identified for appropriate parking infrastructural enhancements. To achieve this goal, this study has established zero-inflated negative binomial models using multi-source data including point-of-interest (POI), daily weather, transit stop location, demographic data and bike-share smart card data. The model results obtained from this study suggest that built environment correlates significantly to shared bicycle reallocation count. In general, bicycle docking stations with large reallocation counts are more likely to be found near residences, bus stops, metro stations, employment areas, restaurants, amenities, parks, sports facilities, and clinics/hospitals; while stations near entertainment facilities, places of attraction, hotels, shopping malls, and educational institution tend to have balanced demand and supply. Analysis on the elasticity values revealed that mean temperature and station capacity are the most influential factors in bicycle reallocation. Among all POIs, presence of restaurants and areas with high employment tend to exhibit strongly a need for morning bicycle removal and evening bicycle refilling at docked stations. Policy makers can provide actual guidelines in the planning of shared bicycle parking facilities using the findings and methodologies presented in this study.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 3 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): Alethea S. Madgett, Kyari Yates, Lynda Webster, Craig McKenzie, Colin F. Moffat〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Scotland's marine food webs support a diversity of species and habitats. They contribute to maintaining the balance of the natural environment. Previous studies show that these ecosystems are contaminated by persistent organic pollutants and trace metals; with animals in higher trophic levels (e.g. cetaceans and pinnipeds) containing concentrations that are among the highest found in the ocean. Contaminants represent one of many pressures to which species and habitats are exposed. In assessing the contribution of contaminants to the overall pressure, measuring contaminants at a specific trophic level and then using trophic magnification factors (TMFs) to estimate concentrations at other trophic levels permits assessments across the food web, as well as allowing the adjustment of contaminant concentrations to a particular trophic level for comparison to assessment criteria. Fatty acid (FA) signatures and stable isotope (SI) ratios were used to develop a picture of Scottish marine food web ecology and reliably ascribe trophic levels to a wide range of species. Fatty acid trophic markers (FATMs) were used as trophic level indicators and with SI analysis, permitted identification of the mean trophic level of each species and determination of the feeding patterns and predator-prey relationships existing in the Scottish marine food web. Two hundred and eleven (211) samples comprising of seven fish species, one shark species, fourteen marine invertebrate species, three marine mammal species and two zooplankton species from different locations around Scotland were found to have mean trophic levels ranging from 1.47 ± 0.11 in zooplankton to 5.02 ± 0.35 in harbour seal. Fatty acid profile showed specific dietary information which differed between the eleven taxonomic classes and twenty-seven species. The organic and inorganic contaminant concentrations of the species for which trophic level has been determined, together with TMFs, will be reported in future papers.〈/p〉〈/div〉 〈/div〉 〈h5〉Graphical abstract〈/h5〉 〈div〉〈p〉〈figure〉〈img src="https://ars.els-cdn.com/content/image/1-s2.0-S0272771419300411-fx1.jpg" width="210" alt="Image 1" title="Image 1"〉〈/figure〉〈/p〉〈/div〉

Description: 〈p〉Publication date: 31 October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science, Volume 227〈/p〉 〈p〉Author(s): Martin Lykke Kristensen, David Righton, Diego del Villar-Guerra, Henrik Baktoft, Kim Aarestrup〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉We tagged 125 sea trout kelts (460–925 mm) in seven Danish rivers with positively buoyant DSTs. Fifty-three (42%) tags were recovered, enabling a comparison of behaviour in kelts that survived the marine period and kelts that did not. Data revealed an estimated mean survival time at sea of 14.3 days (range 1–65 days) for fish that died at sea. Fish that did not survive had lower weight/length ratios when tagged than survivors (P = 0.005) but exhibited a similar diel diving pattern while at sea. Both surviving and non-surviving fish gradually increased diving activity and the daily visited maximum depths after sea entry, but some performed fewer dives and resided in shallower depths than others. This difference was pronounced when comparing surviving fish (most active divers) with fish caught by anglers (least active divers). The results show that the first weeks at sea are critical for kelt survival and that physical status of kelts may affect behaviour and probability of survival. The preference for shallower waters and less diving activity in some individuals indicate that coastally based fisheries and recreational angling may select against specific behavioural phenotypes which should be investigated more intensively.〈/p〉〈/div〉 〈/div〉 〈h5〉Graphical abstract〈/h5〉 〈div〉〈p〉〈figure〉〈img src="https://ars.els-cdn.com/content/image/1-s2.0-S0272771419301362-fx1.jpg" width="497" alt="Image 1" title="Image 1"〉〈/figure〉〈/p〉〈/div〉

Description: 〈p〉Publication date: Available online 31 July 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): Mochamad Furqon Azis Ismail, Joachim Ribbe〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Western boundary currents are characterized by high mesoscale eddy activity including that of cyclonic frontal eddies (CFEs). These form frequently adjacent to the shelf-break, export coastal water and affect biological productivity. Here, we study the physical properties of eddies identified within the intensification zone of the East Australian Current (EAC) through the analysis of remotely sensed data, the application of an ocean circulation model and the evaluation of Lagrangian simulations during austral winter 2007. We examine the spatial and temporal evolution of identified eddies, investigate their formation mechanism, and quantify the contribution made to cross-shelf exchanges. The mesoscale eddies are tracked from generation to decay using an eddy detection and tracking method. In this case study, we identify two CFEs referred to as C〈sub〉1〈/sub〉 and C〈sub〉2〈/sub〉 with lifetimes of 11 and 38 days and radii of 45 and 70 km, respectively, and one anticyclonic eddy (ACE) with a lifetime of 62 days and a radius of 60 km. Both CFEs interact with the ACE leading to quasi-stationary dipole-eddies located in the vicinity of the shelf. This is the first time dipole-eddies are reported for the intensification zone of the EAC. The location of CFEs characterised by negative sea surface height anomaly (SSHA) and clockwise rotation coincides with remotely-sensed sea surface temperature (SST) and chlorophyll-a (Chl-a) anomalies. CFEs C〈sub〉1〈/sub〉 and C〈sub〉2〈/sub〉 appear to contribute in different ways to the cross-shelf transport along the shelf-break. CFE C〈sub〉1〈/sub〉 drives a stronger onshore transport, while CFE C〈sub〉2〈/sub〉 appears to enhance the offshore transport. The estimated export of shelf water associated with CFE C〈sub〉2〈/sub〉 is estimated with about 1.23 Sv (∼106 km〈sup〉3〈/sup〉 day〈sup〉−1〈/sup〉). It renews the regional shelf water in about 7 days. The lifetime of CFE C〈sub〉2〈/sub〉 is about 38 days, thus the eddy had the potential to flush the shelf at least five times. The CFEs intensify the cross-shelf exchange that is due to the wind-driven cyclonic circulation of the Fraser Gyre. This seasonally occurring gyre dominates the local shelf during austral autumn and winter. The results from this study demonstrate the importance of CFEs in exporting cooler and Chl-a enriched shelf water into the warmer and oligotrophic waters of the southward-flowing EAC.〈/p〉〈/div〉 〈/div〉 〈h5〉Graphical abstract〈/h5〉 〈div〉〈p〉〈figure〉〈img src="https://ars.els-cdn.com/content/image/1-s2.0-S0272771419300307-fx1.jpg" width="293" alt="Image 1" title="Image 1"〉〈/figure〉〈/p〉〈/div〉

Description: 〈p〉Publication date: Available online 19 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): Alan L. Shanks〈/p〉

Description: 〈p〉Publication date: Available online 17 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): Dan Baird, Harald Asmus, Ragnhild Asmus, Sabine Horn, Camille de la Vega〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉There is substantial evidence that climate warming affects terrestrial and marine ecosystems. In addition to the geographic shifts of marine species and communities, comprehensive mesocosm experiments provide insight in the behavior of species and simplified ecosystems under climate warming conditions. Food web dynamics and stability has been topical in contemporary ecology, and while these aspects receive considerable attention, few studies have quantitatively examined the impact of climate warming on complex marine ecosystems and their food webs. Here we examine the response of a large marine ecosystem, the Sylt-Rømø Bight in the northern German Wadden Sea, to warmer temperatures by means of ecological network analysis (ENA). Three quantitative network models (of 67 model compartments each) were constructed for each of 4 non-consecutive years (1995, 2007, 2011, 2013). A base-line model at the mean annual ambient temperature, and models at +3 °C and +5 °C above the annual mean were constructed for each year (a total of 12 models) and assessed by ENA protocols. Results showed i.a. an intensification of detrital production and consumption, substantial increase in the total system throughput (TSTP), decline in consumption of phytoplankton and macrophytes, an increase in the total overhead, an increase in community respiration, and an increase in the system's P/B and R/B ratios. The mean relative ascendency declined compared to the base models by 2.35% and 2.28% in the +3 °C and +5 °C networks models respectively. It is clear from the suite of system metrics and ratios that the ecosystem becomes less organized, more dissipative and shifts towards detritus based food webs at higher water temperatures.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 16 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): Jiaze Wang, Kehui Xu, Samuel J. Bentley, Crawford White, Xukai Zhang, Haoran Liu〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The stratigraphic architecture of Plaquemines sub-delta lobe is identified from sedimentary cores and sub-bottom seismic data collected at Lower Breton Sound, Louisiana, USA. Four lithofacies are identified in cores from bottom to top: (1) organic-poor mud; (2) organic-poor silty sand; (3) massive mud; (4) organic-rich peat and root-rich soft mud. Overall, the lithofacies displays a typical progradational deltaic deposit at bottom with upward-coarsening feature, and then an upward-fining deposit overlying on top. Stratigraphic position of the organic-rich peat facies indicates that it is formed after the fluvial sediment source moves away from this region, and it is recognized as a termination of progradation of the Plaquemines sub-delta. Dated peat samples shows that sub-delta progradation stops between 876 and 1384 yr A.D., during which a 20–70 cm relative sea-level rise is detected. The geological framework reported in this study provides critical information for future modeling on river diversions. The stratigraphic architecture underlying Lower Breton Sound implicates that top three facies of root-rich soft mud, organic-rich peat and massive mud are likely to be eroded away before the development of new crevasse-splay or sub-delta, when sediment diversion is in operation. The deeper organic-poor silty sand lithofacies, however, can serve as a firm foundation to build new land.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: November 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 129〈/p〉 〈p〉Author(s): Ting Zuo, Heng Wei〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Due to limited resources such as budget and land space, it remains challenging to identify key prior corridors on which investments on bikeways (e.g., traditional and protected bike lanes) are most valuable to increasing low-stress bike network connectivity and bicycle-transit connection. In built-up urban areas, it’s usually difficult to find the extra space for building bikeways, and vehicle delays could be worse off if there is no road widening. Facing these challenges, the paper introduces a systematic planning analytics aiming to increase bicycle connectivity and bicycle-transit connection with minimized impacts on motor vehicles and cost. The stakeholders concerned include bicyclists, transit users, motor vehicle drivers, and investors. To reduce conflict potentials due to multiple factors involved in decision making choices between stakeholders, a Multi-Criteria Decision Analysis (MCDA) technique is applied to compare alternatives based on a set of performance evaluation criteria. Performance criteria include bicycling connectivity between origins and destinations, bike share connectivity to destinations, bicycle-transit service coverage population, bike share connectivity to transit, automobile traffic delay, and capital costs. Criteria weights are determined by pair-wise comparisons in which the conflicts between stakeholders and trade-offs among criteria are considered in a quantity-based method. A final preference score calculated in the sum of the weighted and normalized performance measurements is used to rank alternatives. The approach is applied through a case study in the Uptown Cincinnati, Ohio to determine the priorities of the proposed new bikeways in the area. The results indicate that the protected bike lanes exhibit a more significant advantage over bike lanes in terms of the benefits for bicyclists and transit users. At the same time, however, higher construction cost and countermeasures to reduce the potential of consequent traffic congestion need to be need carefully considered.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: November 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 129〈/p〉 〈p〉Author(s): Mitchell L. Cunningham, Michael A. Regan, Timothy Horberry, Kamal Weeratunga, Vinayak Dixit〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Public acceptability, and ultimately acceptance, of automated vehicles (AVs) is critical in order to ensure that drivers utilise them and thus realise their predicted safety and other benefits. The aim of this study was to gauge public acceptability and opinions of AVs within an Australian context, for which there is currently a scarcity of empirical research. The study employed a national sample of 5089 respondents who responded to a large online survey (including 45 items specifically targeting aspects of AV acceptability). Survey items gauged demographic and other sample characteristics, and probed responses to questions on key issues including (a) the perceived benefits of AVs, (b) sources, and degree, of concerns regarding AV-related issues, and (c) willingness to pay for AV technology. Overall, it was found that, even though Australian respondents tended to agree with many of the potential benefits of AVs probed in the survey, they have considerable concerns regarding many AV-related issues. Furthermore, a majority of Australians are currently not willing to pay any more for a fully autonomous vehicle than for a manually operated vehicle. Results also showed that a number of sample demographic and characteristic variables (e.g., gender, self-classification as an early vs. late adopter of technology) have unique associations with aspects of AV acceptability. Important theoretical and practical implications of these findings are discussed.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 128〈/p〉 〈p〉Author(s): Armin Rahimi-Golkhandan, Michael J. Garvin, Bryan L. Brown〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Transportation infrastructure is critical to any community. Disturbances such as natural hazards can hinder transportation infrastructure performance impacting a community’s quality of life through disruptions in service and effects on interdependent systems. Ecological systems are robust and resilient and have similarities with infrastructure systems. Diversity is a fundamental element of ecological resilience and is recognized as an important factor in transportation resilience. However, measures of transportation diversity are not well-developed. Accordingly, this paper adapts the ecological diversity concepts of richness and evenness to develop an approach to characterize transportation system diversity and distinguishes the approach from existing methods. Measures of transportation functional richness and evenness are derived and applied to New York City at the zip code level. The results facilitate identification of zip codes in New York City with varying levels of transportation diversity. Those zip codes with low diversity generally have limited availability (low richness) and disproportionate distribution (low evenness) of alternative transportation modes. Further, these zip codes are potentially susceptible to system disturbances as a consequence of routine disruptions or natural hazards. For instance, many low diversity zip codes are in hurricane evacuation zones. Limited complementarity in the transportation system of these zip codes will likely impact evacuations during hurricanes and recovery to pre-disturbance performance levels. Ultimately, the transportation diversity approach presented should lead to better understanding of transportation system characteristics such as inherent and augmented complementarity, which will enhance transportation system performance in urban communities.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 128〈/p〉 〈p〉Author(s): Maria Kontorinaki, Iasson Karafyllis, Markos Papageorgiou〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This study develops and proposes a unifying control scheme to address the ramp and mainline metering problems arising in freeways. A distinguishing novelty of the proposed approach is that it can inherently be applied both at local and coordinated levels. The proposed strategy is based on a recently developed nonlinear adaptive control scheme, consisting of a nominal feedback law in conjunction with a nonlinear observer, which aims to estimate some unknown system variables. The present study provides insights into and demonstrates the properties and the performance of the proposed methodology, which is tested for realistic traffic scenarios using a macroscopic traffic flow simulator as a surrogate for potential field application. Comparison tests have been performed with other control strategies proposed in the literature and employed already in the field.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 6 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): V. Venekey, T.P.G. Melo, J.S. Rosa-Filho〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉In the Amazonian coast seasonal changes of environmental characteristics are the main structuring factors of coastal benthic communities. Spatial and temporal variations in meiofauna and nematofauna were studied during rainy and dry seasons in the coastal zone of the Biological Reserve of Piratuba Lake (Bazil Amazonian coast). At each site (seven sites) five samples were taken in vegetated (inside the mangrove – 100 m from the border) and non-vegetated (outside of the mangrove – 100 m from the border) areas. Each sample was sliced in 0–2 cm, 2–5 cm and 5–10 cm deep layers. Water surface temperature and salinity were determined. Meiofauna was composed of 15 taxa: Nematoda, Copepoda, Ostracoda, Amphipoda, Cladocera, Isopoda, Acari, Polychaeta, Gastropoda, Turbellaria, Rotifera, Loricifera, Nemertea, Kinorhyncha, and Insect larvae. Nematoda (39 genera in 14 families) was the dominant group, accounting for 70% of the total individuals. 〈em〉Daptonema, Neochromadora, Hypodondolaimus〈/em〉, and 〈em〉Dichromadora〈/em〉 were dominant. Only salinity significantly changed between seasons and was significantly higher in the dry season. Meiofauna and nematofauna density and richness were lower than those in other mangroves worldwide. The significant changes in meiofauna and nematofauna between seasons and depths were related to higher salinity and food availability during the dry season and more food and oxygen available close to the surface (0–2 cm depth). Meiofauna did not show significant differences between vegetated and non-vegetated areas; however, higher density and richness were generally recorded in the vegetated areas, where food is more abundant, and the substrate is more stable. Non-selective deposit-feeding nematodes were dominant in all areas, seasons and depths. During the rainy season, the second most abundant feeding group was predators/omnivores as a response to an increase in organic detritus, whereas epigrowth feeders were the second most abundant group during dry season due to increased phytoplankton and phytobenthic production.〈/p〉〈/div〉 〈/div〉 〈h5〉Graphical abstract〈/h5〉 〈div〉〈p〉〈figure〉〈img src="https://ars.els-cdn.com/content/image/1-s2.0-S0272771417311873-fx1.jpg" width="364" alt="Image 1" title="Image 1"〉〈/figure〉〈/p〉〈/div〉

Description: 〈p〉Publication date: Available online 15 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): Karina Hartmann, Martin Stock〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈p〉Clay-rich salt marshes of mesotidal Wadden Sea coasts and of estuaries have been established mainly within artificial sedimentation fields in front of embankments. Natural salt marsh formation and natural range expansion outside artificial structures were rare. In the last three decades of this century natural marshes along the southern Wadden Sea coast of Schleswig-Holstein, Germany, started to grow outside groyne fields and extended on tidal mudflats. This growth happened without direct human influence and naturally structured marshes of considerable spatial dimension evolved.〈/p〉 〈p〉Due to a spread in recent decades, natural grown marshes in our study area – southern Schleswig-Holstein Wadden Sea coast - are younger than man-made marshes. Vegetation developed rapidly in response to fine-scaled geomorphological conditions. Meandering creeks and different surface elevation ranges of the developing natural salt marsh are special features. The naturally grown marshes show a high proportion of pioneer vegetation with 〈em〉Spartina anglica〈/em〉 and 〈em〉Salicornia europaea〈/em〉. Succession proceeds fast and elevated parts of the marsh were rapidly colonised with marsh vegetation of 〈em〉Puccinellia maritima〈/em〉 and 〈em〉Aster tripolium〈/em〉 in the lower marsh to late successional stages, like 〈em〉Halimione portulacoides〈/em〉 and 〈em〉Elymus athericus〈/em〉, on the higher elevated parts. Strikingly, median elevations of the vegetation zones in the natural marsh were several centimetres lower than those of the man-made marsh. The largest difference between both marsh types was the characteristic and the extent of drainage systems. Naturally grown marshes have a natural developed, fine-branched and four times shorter drainage system than man-made marshes with a dense drainage structure.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 13 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): Troy A. Rogers, Anthony J. Fowler, Michael A. Steer, Bronwyn M. Gillanders〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Connectivity during the ontogenetic development of fishes identifies the spatial scale over which populations function, and the appropriate scale for conservation and management. For many marine species, spawning grounds and nursery areas are spatially segregated and larval dispersal is an obligate process that connects life history stages. This study investigated the spatial scale of early life history for one such species, the King George whiting (〈em〉Sillaginodes punctatus〈/em〉; Perciformes), through the retrospective analysis of otolith microstructure and elemental chemistry of recently-settled larvae. The aim was to determine whether the South Australian population constitutes a single panmictic stock, or if it comprises multiple sub-populations. Sizes (15.1–25.1 mm SL), ages (85–183 d) and hatch dates (24-Apr to 1-Aug) of larvae varied considerably between nursery areas at different spatial scales. Regional differences in multi-elemental otolith signatures indicated that multiple spawning grounds contribute to recruitment, and larvae that settled in each region dispersed through different water masses. Within each region, there were differences in hatch dates and otolith chemistry indicative of finer-scale relationships between particular spawning grounds and nursery areas, consistent with local oceanographic circulation patterns. Although multi-elemental signatures were year-specific, concentrations of Ba and Mn were largely responsible for spatial differences and assigned larvae to regional groups with 52–66% accuracy. The results suggest the State-wide stock is replenished by three putative source populations, and provide an example of how otolith chemistry can discriminate among geographically-close, yet-ecologically separated groups of fish in coastal marine ecosystems.〈/p〉〈/div〉 〈/div〉 〈h5〉Graphical abstract〈/h5〉 〈div〉〈p〉〈figure〉〈img src="https://ars.els-cdn.com/content/image/1-s2.0-S0272771419305062-fx1.jpg" width="497" alt="Image 1" title="Image 1"〉〈/figure〉〈/p〉〈/div〉

Description: 〈p〉Publication date: Available online 12 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): H.E. Woo, T.V. Tran, I.C. Lee, J.O. Kim, Tadashi Hibino, Hideaki Nohara, K.H. Kim〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Widespread pollutants from wastewater are serious threats to the ecosystem and aquatic environments in harbor areas. However, very few methods are available for the remediation of contaminated sediments. Herein we examine an 〈em〉in-situ〈/em〉 method using a new material, known as slaked lime–fly ash–cement mixture (SFCM), that removes phosphate and hydrogen sulfide from contaminated sediments. For this purpose, we analyze the effects of SFCM based on mesocosm experiments. After the application of SFCM, the hydrogen sulfide concentration significantly decreased from 130 to nearly 0 mg L〈sup〉−1〈/sup〉 and remained at this level for nearly six months. The phosphate concentration in the sediment decreased to its lowest level at 5 mg L〈sup〉−1〈/sup〉 and decreased for the remainder of the experimental period. These results demonstrate the successful removal of phosphate and hydrogen sulfide by applying SFCM. Results also showed that the pH remained between 8 and 8.2 after experimentation, which is similar to seawater pH. Based on these results, we conclude that SFCM is an effective material to mitigate contaminated coastal sediment in harbor areas.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 12 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): Qingqiang Ren, Weiwei Xian, Chunlong Liu, Wenlong Li〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Identifying drivers of coastal nektonic invertebrate community structure requires detailed analyses of species assemblage composition and environmental variables. We analyze biological and environmental data collected over five spring seasons from 2013 to 2017 from waters in and adjacent to the Yangtze Estuary. Of 31 species, crustaceans were dominant in abundance and biomass. Abundance and biomass had different spatial distribution characteristics among years. The Taiwan Warm Current, low in dissolved oxygen (DO) and high in temperature (T), encroached into the East China Sea from Taiwan Strait, contributing to hypoxic conditions and warm waters. Yangtze River flows contributed to low estuarine salinity (S). Canonical correlation analysis (CCA) and analysis of similarities (ANOSIM) identified that nektonic invertebrate community structure fluctuated among five years and had significant spatial variation, of which communities of 2013, 2014 and 2015 differed significantly from all other years and no significant difference was apparent between that of 2016 and 2017, and two distinct assemblages were stratified by depth (D). Nekton abundance and biomass were highest in 2014, and varied significantly over time. D, DO, T and S were key factors structuring the nektonic invertebrate community. D significantly affected the spatial distribution of communities, while T significantly affected temporal variation. Hypoxic zones were associated with low abundance and biomass, indicating DO also strongly influenced community structure and species growth.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 128〈/p〉 〈p〉Author(s): Indy Wijngaards, Martijn Hendriks, Martijn J. Burger〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The relatively low levels of employee well-being reported among truck drivers directly relate to some of the key challenges faced in the transportation industry, including high turnover of staff and difficulties attracting people to the profession. Drawing on the job demands-resources model, this study addresses this problem by examining how various state-like and trait-like job demands and resources relate to truck drivers’ momentary happiness at work. Using an experience sampling study comprising 82 Dutch truck drivers, truck drivers were found to be happier during off-job activities and non-work-related job activities, such as breaks, than during work-related job activities. Furthermore, this study shows that road congestion aggravates the inverse relationship between work-related job activities and momentary happiness. Social support of colleagues and flexible work hours alleviate this relationship. These findings provide valuable information to the industry about the road to happiness for truck drivers.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 8 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): Annelore bezzi, Giulia Casagrande, Davide Martinucci, Simone Pillon, Carlo Del Grande, Giorgio Fontolan〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Barriers and spits connected to fluvial sedimentary sources represent environments which tend to evolve rapidly and experience sudden transformations, mainly driven by changes in sediment supply and path. As a consequence, the variability of facies is significant even within small sedimentary records. The 7 km long barrier-spit system facing the Goro Lagoon, and fed by the mouth of the Po di Goro, is a typical example of an accretionary coastal morphotype, suitable to describe contiguous nearshore depositional environments and their stratigraphic signatures, variability, and relationships. Thirteen short cores of sediment were sampled in order to represent the variable depositional sub-environments from the shoreface (prodelta-delta front) to the back barrier, crossing the active barrier-spit and the ancient spit arms and relative swales. The description of the modern sedimentary records, improved upon using core X-rays, has been coupled with information on the morphological changes which occurred during the period of maximum spit development (1955–2000), based on available aerial photos and a cartographic/topographic dataset. The results obtained allow for the description and interpretation of the depositional environments changing at the human-scale. Sediments of the upper shoreface are quite uniform, composed by evenly laminated sands; the transition between delta front and prodelta at a depth of 6 m is marked by the alternation of sand and mud beds. These reflect the periodic changes in sediment supply by the river, as well as storm events. The most recent spit branch and the relative back barrier-swale environment are the result of the rapid progradation of the spit system, which implies phases of rapid longshore growth, hooked spit development, cannibalization, overwash, and breaching. Morphodynamic changes have resulted in an overlap of short sedimentary records where stratigraphic signatures are linked either to phases of sediment transport and selection by waves and tidal currents (cross-bedding, foreset and planar laminated sands, shell imbrication, massive beds) or to phases of sedimentary stasis when biological activity is predominant (algal mat and bioturbation). Human signature is also well marked inside the stratigraphic record. Clam harvesting is carried out within the lagoon causing the physical disturbance and winnowing of the superficial sediment, thus inducing the local formation of graded beds and shell rehash.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 7 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): Nasreen Peer, Nelson AF. Miranda, Renzo Perissinotto〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈p〉Microphytobenthos (MPB) are important primary producers in mangroves, where they are an important source of food for fiddler crabs. The St Lucia mangroves are currently disconnected from the sea and thus considered a non-tidal mangrove ecosystem. Fiddler crabs occur close by, along with sympatric sesarmid crabs. This study examined the foraging effects of the fiddler crab 〈em〉Austruca occidentalis〈/em〉 on MPB biomass and composition. The effects of two dominant sesarmids, 〈em〉Chiromantes eulimene〈/em〉 and 〈em〉Neosarmatium africanum〈/em〉, on 〈em〉A. occidentalis〈/em〉 were also investigated as sesarmids are known to interfere with fiddler crab surface activities such as foraging and burrow maintenance.〈/p〉 〈p〉〈em〉In situ〈/em〉 experimental plots contained fiddler crabs at three different densities, combinations of fiddler crabs and sesarmids, and controls with no crabs. The biomass of three main microalgal groups were measured (i.e. diatoms, cyanobacteria and green algae) using a fluoroprobe and overall MPB biomass was measured using acetone extraction analysis.〈/p〉 〈p〉〈em〉Austruca occidentalis〈/em〉 affected cyanobacteria and diatoms, allowing green algae to increase in biomass during the experimental period. The presence of sesarmids was shown to affect cyanobacteria biomass more than either of the other two algal groups. Overall, MPB biomass was unaffected by fiddler crab density or sesarmid presence, suggesting that abiotic factors played a more important role in controlling biomass while biotic grazing and interference only affected microalgal group composition.〈/p〉 〈/div〉 〈/div〉 〈h5〉Graphical abstract〈/h5〉 〈div〉〈p〉〈figure〉〈img src="https://ars.els-cdn.com/content/image/1-s2.0-S0272771419306006-fx1.jpg" width="367" alt="Image 1" title="Image 1"〉〈/figure〉〈/p〉〈/div〉

Description: 〈p〉Publication date: Available online 7 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): Dongxue Li, Zhiqiang Gao, Debin Song, Weitao Shang, Xiaopeng Jiang〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Green tides in the Yellow Sea have occurred in large-scale blooms since 2007. Originating in the southern Yellow Sea and drifting northward continuously, these green tides have severely affected the coastal ecological environment. To analyze the influence of green tides on marine aquaculture in the Rongcheng coastal water (the northernmost sea area influenced by green tide), we used the Moderate Resolution Imaging Spectrometer (MODIS), GaoFen-1 (GF-1) satellite imagery and the sea surface wind (SSW) data. We also used field investigation to analyze the drift trajectory, drift speed, dissipation speed and distribution density of green tides. The results show that the main body of a green tide will drift northeast and continue in this direction after crossing the Rongcheng Chengshanjiao coastal water. Between 2013 and 2018, the drift speeds of green tides to the north of this area were within 1–5 km/d, the drift speed in the east-west direction was 0.3–4 km/d, and the interannual difference was not significant. The dissipation speed of the green tide in the Rongcheng Sea is generally within the range of 1–5 km〈sup〉2〈/sup〉/d and shows little interannual difference. The distribution density in the southern area of Rongcheng is the highest, ranging from 3% to 7%. The area with the highest frequency of influence is also the area with the greatest distribution density of green tides, and disasters are most severe here. A reasonable collection area is proposed, based on the above analysis. This research provides the basis for understanding the characteristics of green tides in the dissipation phase, and the prevention and control methods of green tide disasters in the Rongcheng coastal water.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 7 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): Xia Hua, Huiming Huang, Yigang Wang, Yinyu Lan, Kun Zhao, Dake Chen〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Hydrodynamics and the estuarine turbidity maximum (ETM) were investigated along the Deepwater Navigation Channel (DNC) in the North Passage (NP) of the Changjiang River Estuary (CRE) during spring tides in March (dry season) and July (wet season) in 2016. The along-channel water current, salinity, and suspended sediment concentration (SSC) were measured and compared with a study undertaken in 2012. Results show that the magnitude of SSC in the dry season was significantly larger than that in the wet season in 2016, which was contrary to the results obtained in 2012 and the commonly held understanding that SSC is much higher in wet seasons than dry seasons in this region. Despite the abnormal magnitude of the SSC, the spatial distribution agreed with that of the 2012 observations, and corresponded to the salinity distribution. By analysing the bottom sediment flux and sediment transport over a flood-ebb tidal cycle, the immediate cause of the abnormal SSC magnitudes was found. In the dry season, the resuspension fluxes were more than doubled and tidal pumping terms were significantly larger than of those in the wet season, thus indicating that the resuspension effect was much stronger and able to bring more sediment into the water. Although the strong resuspension effect in the dry season was partly due to a slightly higher tidal dynamic, it was mainly due to the availability of sufficient sediment for resuspension, as induced by the strong cold-air front several days previous. On the contrary, the weak resuspension effect under a similar tidal dynamic in the wet season, was associated with insufficient sediment availability as a result of the limited influence of the typhoon in 2016. In addition, the quantity of sediments available for resuspension influenced the mobile suspension (MS) events of the ETM. Local resuspension and along-channel advection were both important in SSC variation processes and the effect of along-channel advection was more distinct when there was insufficient sediments for resuspension.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 6 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): Inês Leal, Augusto A.V. Flores, Rachel Collin, Réjean Tremblay〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Settlement of most marine benthic invertebrates is intrinsically linked to the end of the pelagic life, but for a few, the transition to the benthos can be less well-defined. Early metamorphosed postlarvae of temperate and subtropical bivalves are known to delay final settlement, i.e., undergo secondary migrations, until detecting specific habitat cues. Here, we test the hypothesis that postlarval drifting occurs as well in tropical systems, being mediated by the nutritional quality of nearshore waters. We monitored early stages of the flat tree oyster 〈em〉Isognomon alatus〈/em〉 on the Caribbean coast of Panama, and observed successive numerical dominance of late-stage larvae (pediveligers) and postlarvae (juvenile drifters) of this isognomonid in the water column. Of all the pelagic individuals collected, 19% corresponded to juvenile drifters, suggesting that conditions favoring juvenile drifting were present at the time of sampling and/or juvenile drifting may be commonplace for this species. During 23 consecutive sampling days, we detected a single settlement peak of long-term drifters that followed a decrease in sea-surface salinity. The shell morphology of juveniles revealed that first settlement for 〈em〉I. alatus〈/em〉 takes place after theoretical competence, when prodissoconch II exceeds c. a. 300 μm. A shift in nearshore trophic conditions was detected after settlement, with particulate matter dominated by tracers of microalgae and vascular plant matter shifting to tracers for detritic matter and bacterial load. Essential fatty acids comprised 28% of the seston, yet, were minimally accumulated by 〈em〉I. alatus〈/em〉 pediveligers (2% of energetic reserves). We highlight the importance of accounting for juvenile drifters of 〈em〉I. alatus〈/em〉 on settlement estimates, as the spatial distribution of late larval stages and/or early settlers might not reflect their final distribution. This information is key to manage, exploit and/or conserve natural stocks.〈/p〉〈/div〉 〈/div〉 〈h5〉Graphical abstract〈/h5〉 〈div〉〈p〉〈figure〉〈img src="https://ars.els-cdn.com/content/image/1-s2.0-S0272771419305281-fx1.jpg" width="449" alt="Image 1" title="Image 1"〉〈/figure〉〈/p〉〈/div〉

Description: 〈p〉Publication date: Available online 5 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): Elisa Baldrighi, Jacques Grall, Nolwenn Quillien, Rita Carriço, Valentin Verdon, Daniela Zeppilli〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Open sandy beaches support key ecological functions and a distinctive biodiversity, but are threatened by an increasing anthropogenic pressure. Among these threats is the occurrence of green tides of 〈em〉Ulva〈/em〉 spp., expression of the eutrophication phenomenon. Our study aimed at determining the impact of green macroalgal accumulations on benthic meiofauna inhabiting two macrotidal sandy beaches of Brittany: Saint Nic (impacted) and Anse de Dinan (unimpacted). The presence of 〈em〉Ulva〈/em〉 enhanced total meiofaunal abundance and nematode functional diversity when compared to a state free from macroalgal mats. The stranded 〈em〉Ulva〈/em〉 supported high values of meiofaunal β-diversity as well. This unexpected response was likely due to the highly dynamic nature of open sandy beaches that prevents O〈sub〉2〈/sub〉 depletion within sediments. Natural seasonal changes in meiofaunal biomass and composition were also evident at both beaches and changes in environmental features, apart from eutrophication alone, do drive the variability in meiofaunal biomass and nematodes diversity.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 128〈/p〉 〈p〉Author(s): Yonatan Lebendiger, Yoav Lerman〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This paper presents a technique aimed to assist in planning of surface rapid transit alignment in a metropolitan area by applying space syntax configurational approach. The technique proposed in this study was applied to the proposed surface rapid transit network for the Metropolitan Area of Tel Aviv. For this research a bi-modal model of the spatial structure, which includes the street network as well as the planned rapid transit routes, was analyzed. The results show that that a substantial share of the network’s alignment can be described solely by measuring through-movement potentials. This finding demonstrates the significant role of spatial accessibility analysis in transit planning. Consequently, this study provides a reproducible methodology for identifying the routes which hold the highest potential to serve as strategic movement corridors at a metropolitan scale, thus improving current RTS (Rapid Transit System) planning practice.〈/p〉〈/div〉 〈/div〉 〈div xml:lang="en"〉 〈h5〉Graphical abstract〈/h5〉 〈div〉〈p〉〈figure〉〈img src="https://ars.els-cdn.com/content/image/1-s2.0-S0965856418301897-ga1.jpg" width="500" alt="Graphical abstract for this article" title=""〉〈/figure〉〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: October 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 128〈/p〉 〈p〉Author(s): Jesper de Groote, Jos van Ommeren, Hans R.A. Koster〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Employers usually offer free parking to employees, which may lead to welfare losses. Using exogenous variation in daily peak-hour parking tariffs, monthly subscription fees and bicycle subsidies faced by hospital employees, we demonstrate that employees’ parking demand is reduced by about 5 percent for every euro per-day tariff increase, and that it is reduced by about 2 percent for every euro subscription fee increase. The introduction of higher parking prices particularly reduced demand during peak hours. We offer compelling evidence that bicycle subsidies reduce parking demand. Hospitals that offer free parking to employees, but then introduce a parking tariff equal to marginal parking costs, induce modest yearly welfare gains of € 60 per parking space, about 8 percent of parking resource costs. This is slightly less than previously found in the literature.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 2 August 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science〈/p〉 〈p〉Author(s): Tuyet T.N. Nguyen, Julien Némery, Nicolas Gratiot, Josette Garnier, Emilie Strady, Viet Q. Tran, An T. Nguyen, Thi N.T. Nguyen, Claire Golliet, Joanne Aimé〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The Saigon River flows through one of the most rapidly growing megacities of Southeast Asia, Ho Chi Minh City (HCMC, 〉 8.4 million inhabitants). This tidal river is characterized by a tropical monsoon climate, alternating a wet and a dry season. In the last few decades, increased economic and urban developments of HCMC have led to harmful impacts on the water quality of this tidal river, with severe eutrophication events. This situation results from the conjunction of contrasting hydrological seasons and the lack of upgraded sanitation infrastructures: indeed, less than 10% of the domestic wastewater is collected and treated before being discharged directly into urban canals or rivers. This study focuses on P dynamics because this is considered the key nutrient factor controlling freshwater eutrophication. Based on field measurements and original laboratory experiments, we assessed the P levels in the river water and sediments, and investigated P adsorption/desorption capacity onto suspended sediment (SS) within the salinity gradient observed. Field surveys showed a clear impact of the HCMC megacity on the total P content in SS, which increased threefold at HCMC Center, as compared with the upstream values (0.3–0.8 gP kg〈sup〉−1〈/sup〉). Downstream, in the mixed estuarine area, the Total P was lower than 0.5 gP kg〈sup〉−1〈/sup〉. Laboratory experiments were carried out to characterize the influence of SS concentrations (SS = [0.25–0.9] g L〈sup〉−1〈/sup〉), salinity (S = [2.6–9.3]) and turbulence (G = [22–44] s〈sup〉−1〈/sup〉) on the sorption capacity of P onto sediment. The size of sediment particles and their propensity to flocculate were also originally measured with a recently developed instrument: the System for the Characterization of Aggregates and Flocs (SCAF®). Under the experimental conditions considered, SS concentrations had the greatest effect on the adsorption of P onto sediment, e.g., P adsorption capacity increased when SS concentrations rose. In contrast, salinity and turbulence had a smaller effect on the adsorption properties of sediments. Among these observed variables, the SS concentration was shown to be the main driver for adsorption capacity of P onto SS within the salinity gradient. We discuss the implication of these findings on understanding P dynamics within a highly urbanized, tropical estuary.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: 5 February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Estuarine, Coastal and Shelf Science, Volume 217〈/p〉 〈p〉Author(s): Chao Chen, Jiaoqi Fu, Shuai Zhang, Xin Zhao〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉As a dynamic belt between land and oceans, coastline provides rich information on land-ocean interactions. Sensitive to climate and anthropogenic influences, the changing coastline affects intertidal mudflat resources and the coastal environment. In this study, the greenness and wetness components of the tasseled cap transformation (TCT) were used to extract coastline information. Due to the high total suspended sediment content that leads to the failure of traditional method, sea-waterbody information extraction was initially carried out by TCT. After considering the characteristics of coastline in remote sensing images and coastline morphology in the natural world, the coastline with shorter length was eliminated and the intermittent coastline was connected based on the coordinate geometry description (such as length, distance, and direction). Finally, the results of the coastline information extraction were superimposed on the original images to evaluate accuracy. The experimental results indicated that the proposed method was more effective in clearly delineating the land-ocean boundary. The producer's accuracy and user's accuracy were 0.95 and 0.91, respectively, and the length extraction error was −2.16%. Therefore, the proposed method was more successful for coastline information extraction in the area with high sediment concentration.〈/p〉〈/div〉 〈/div〉