Hemigrammus arua, a new species of characid (Characiformes: Characidae) from the lower Amazon, Brazil

A new Hemigrammus species is described from tributaries of the igarapé Juruti Grande and rio Arapiuns, lower rio Amazonas, Pará State, Brazil. The new species can be easily diagnosed from all its congeners, except from Hemigrammus stictus (Durbin), by possessing a single, large humeral spot which extends longitudinally from the fifth or sixth to the posterior margin of eighth to tenth, lateral line scales. It can be distinguished from Hemigrammus stictus by possessing a pronounced upper, anteriorly-oriented extension in the humeral blotch, conferring an inverted-comma shape to it, and by displaying a distinct life color pattern.Uma nova espécie de Hemigrammus é descrita de afluentes do igarapé Juruti Grande e do rio Arapiuns, baixo rio Amazonas, Estado do Pará, Brasil. A nova espécie pode ser facilmente diagnosticada de todos seus congêneres, exceto Hemigrammus stictus (Durbin), por possuir uma única, grande mancha umeral que se estende da quinta ou sexta escamas à margem posterior da oitava à décima escama da linha lateral. Ela pode ser distinguida de Hemigrammus stictus por possuir uma extensão da mancha umeral pronunciada e anteriormente orientada, o que lhe confere uma forma de vírgula invertida e por possuir um padrão de colorido distinto em vida.FAPES

Priorities, policies and (time)scales : the delivery of emissions reductions in the UK transport sector

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The transformation of transport policy in Great Britain? 'New Realism' and New Labour's decade of displacement activity

In a 1999 paper, Goodwin announced ‘the transformation of transport policy in Great Britain’. His central point was that consensus was emerging among policy makers and academics based on earlier work including Transport: The New Realism, which rejected previous orthodoxy that the supply of road space could and should be continually expanded to match demand. Instead a combination of investment in public transport, walking and cycling opportunities and – crucially – demand management should form the basis of transport policy to address rising vehicle use and associated increases in congestion and pollution / carbon emissions. This thinking formed the basis of the 1997 Labour government’s ‘sustainable transport’ policy, but after 13 years in power ministers neither transformed policy nor tackled longstanding transport trends. Our main aim in this paper is to revisit the concept of New Realism and re-examine its potential utility as an agent of change in British transport policy. Notwithstanding the outcome of Labour’s approach to transport policy, we find that the central tenets of the New Realism remain robust and that the main barriers to change are related to broader political and governance issues which suppress radical policy innovation

Business models in rail infrastructure: explaining innovation

Policy decisions about the UK railway industry often draw on models and frameworks that treat technology and organisational processes as static and unchanging. As a result, policy makers often have limited understanding of how changes in policy will influence organisational knowledge, learning and the allocation of risk that subsequently affects innovation and system development. This paper applies a business model lens, focused on the mechanisms firms use to create and capture value, to connect policy decisions to subsequent changes in the organisation and industrial structure of the UK railway sector. By analysing innovation-related activity across several different governance structures, the paper highlights how policy impacts in network-based infrastructure sectors are mediated by business strategy, sometimes leading to unintended outcomes. The findings suggest that policy to improve the performance should focus upon coordination rather than just ownership. The application of a business model approach to complement existing economic and policy models in system analysis for policy decisions is advocated

Unexpected species diversity in electric eels with a description of the strongest living bioelectricity generator

Is there only one electric eel species? For two and a half centuries since its description by Linnaeus, Electrophorus electricus has captivated humankind by its capacity to generate strong electric discharges. Despite the importance of Electrophorus in multiple fields of science, the possibility of additional species-level diversity in the genus, which could also reveal a hidden variety of substances and bioelectrogenic functions, has hitherto not been explored. Here, based on overwhelming patterns of genetic, morphological, and ecological data, we reject the hypothesis of a single species broadly distributed throughout Greater Amazonia. Our analyses readily identify three major lineages that diverged during the Miocene and Pliocene—two of which warrant recognition as new species. For one of the new species, we recorded a discharge of 860 V, well above 650 V previously cited for Electrophorus, making it the strongest living bioelectricity generator. © 2019, The Author(s)

A highly successful model? The rail franchising business in Britain

A crucial feature of rail privatisation in Britain was franchising. Passenger services were franchised in competitive bidding processes to train operators which were meant to function with declining subsidy. The paper adopts the framework of social cost-benefit analysis to examine rail privatisation's impact on three key groups; consumers, producers and the government. It establishes that privatisation did not achieve all the supposed benefits. Further, franchising only appears to be profitable through the use of calculative accounting practices, where by franchised train operators are portrayed as discrete business entities, whereas they are supported by very substantial, ongoing direct and indirect government subsidies