Impact of traffic management on black carbon emissions: a microsimulation study

This paper investigates the effectiveness of traffic management tools, includ- ing traffic signal control and en-route navigation provided by variable message signs (VMS), in reducing traffic congestion and associated emissions of CO2, NOx, and black carbon. The latter is among the most significant contributors of climate change, and is associated with many serious health problems. This study combines traffic microsimulation (S-Paramics) with emission modeling (AIRE) to simulate and predict the impacts of different traffic management measures on a number traffic and environmental Key Performance Indicators (KPIs) assessed at different spatial levels. Simulation results for a real road network located in West Glasgow suggest that these traffic management tools can bring a reduction in travel delay and BC emission respectively by up to 6 % and 3 % network wide. The improvement at local levels such as junctions or corridors can be more significant. However, our results also show that the potential benefits of such interventions are strongly dependent on a number of factors, including dynamic demand profile, VMS compliance rate, and fleet composition. Extensive discussion based on the simulation results as well as managerial insights are provided to support traffic network operation and control with environmental goals. The study described by this paper was conducted under the support of the FP7-funded CARBOTRAF project

Baseline and Stress-Induced Plasma Corticosterone during Long-Distance Migration in the Bar-Tailed Godwit, Limosa lapponica

The specific roles of corticosterone in promotion of avian migration remain unclear even though this glucocorticosteroid is elevated in many migrating bird species. In general, glucocorticosteroids promote metabolic homeostasis and may elicit effects on feeding and locomotion. Because the migratory stages of refueling and flight are characterized by distinct behaviors and physiology, the determination of corticosterone levels during each stage should help identify potential processes in which corticosterone is involved. We measured baseline levels of corticosterone in bar-tailed godwits (Limosa lapponica) during two distinct stages of migration: (1) immediately after arrival at a false stopover site just short of theWadden Sea and (2) throughout the subsequent 4-wk refueling period on the Wadden Sea. Plasma corticosterone was higher in arriving than in refueling birds. In addition, corticosterone increased with size-corrected body mass during the refueling phase, suggesting that corticosterone rises as birds prepare to reinitiate flight. Therefore, elevated corticosterone appears associated with migratory flight and may participate in processes characterizing this stage. We also performed a capture stress protocol in all birds and found that corticosterone increased in both arriving and refueling godwits. Therefore, the normal course of migration may be typified by corticosterone concentrations that are lower than those associated with stressful and life-threatening episodes.

Reconstructing palaeoflyways of the late Pleistocene and early Holocene Red Knot Calidris canutus

Bird migration systems must have changed dramatically during the glacial–interglacial cycles of the Pleistocene and as novel habitats became available since the last glacial maximum. This study combines molecular dating of population divergence times with a review of polar-centred palaeovegetation and intertidal habitats world-wide to present a hypothesis for the evolution of Red Knot Calidris canutus flyways. Divergence dates from coalescent analysis of mitochondrial control region sequences indicate that C. c. canutus diverged from the most recent common ancestor (MRCA) of Red Knots about 20000 (95% CI 60000–4000) years ago. About 12000 (95% CI 45000–3500) years ago this MRCA diverged into two lineages, now represented by the North American breeding C. c. roselaari, C. c. rufa and C. c. islandica and the Siberian breeding C. c. piersmai and C. c. rogersi, respectively. Divergence times of these two Siberian breeding subspecies are about 6500 (95% CI 25000–1000) years ago, and populations of the North American breeding subspecies are estimated to have diverged within about the last 1000 years. These divergence times suggest that all ancestral populations of knots emerged within the last glacial period of the Pleistocene via an eastward expansion into North America. This scenario implies that, contrary to contemporary opinions, C. c. islandica was not recently derived from C. c. canutus despite the fact that they are morphologically similar and that their contemporary migration routes overlap in the Wadden Sea. Instead, C. c. islandica is most closely related to the other North American breeding subspecies C. c. roselaari and C. c. rufa. Thus, C. c. islandica only recently pioneered its current migration route to Europe, following the amelioration of winter conditions in the Wadden Sea and the formation of staging habitat in Iceland. This implies that, in Red Knots at least, the Greenland/Iceland migratory route was established very recently from breeding grounds in the Americas to wintering grounds in Europe and not vice versa as previously believed.

CARBOTRAF: A decision Support system for reducing pollutant emissions by adaptive traffic management

Traffic congestion with frequent “stop & go” situations causes substantial pollutant emissions. Black carbon (BC) is a good indicator of combustion-related air pollution and results in negative health effects. Both BC and CO2 emissions are also known to contribute significantly to global warming. Current traffic control systems are designed to improve traffic flow and reduce congestion. The CARBOTRAF system combines real-time monitoring of traffic and air pollution with simulation models for emission and local air quality prediction in order to deliver on-line recommendations for alternative adaptive traffic management. The aim of introducing a CARBOTRAF system is to reduce BC and CO2 emissions and improve air quality by optimizing the traffic flows. The system is implemented and evaluated in two pilot cities, Graz and Glasgow. Model simulations link traffic states to emission and air quality levels. A chain of models combines micro-scale traffic simulations, traffic volumes, emission models and air quality simulations. This process is completed for several ITS scenarios and a range of traffic boundary conditions. The real-time DSS system uses all these model simulations to select optimal traffic and air quality scenarios. Traffic and BC concentrations are simultaneously monitored. In this paper the effects of ITS measures on air quality are analysed with a focus on BC

Hormonal Correlates and Thermoregulatory Consequences of Molting on Metabolic Rate in a Northerly Wintering Shorebird

Even though molt involves both endocrine and energetic changes in bird bodies, this study is among the first to combine assessments of energy costs together with thyroid hormone variations in molting birds. Individual shorebirds (red knots Calidris canutus islandica) were measured while in full summer and winter plumage as well as during peak of molt. Molt was associated with a 9.8% increase in average mass-independent basal metabolic rate (BMR) above nonmolting levels. Individual plasma levels of thyroxine (T(4)) were correlated with individual rate of body feather renewal, confirming that T(4) is related to body molt but also showing that it is potentially regulating its rate. Across seasons, mass-independent average heat loss measured as conductance gradually declined with conductance during molt falling between measured values for summer and winter. During the molting period, however, body molting rate was positively correlated with thermal conductance, indicating that for a given ambient temperature below thermoneutrality, the fastest molting birds were losing more body heat. Across seasons, triiodothyronine (T(3)), a hormone typically upregulated in response to a cold stimulus, was correlated with individual thermal conductance and BMR. We suggest that the increased heat loss of fast-molting birds leads to a cold-acclimatization response that may be partly responsible for the elevated BMR measured during molt. This could be mediated through a stimulatory effect of T(3) on BMR in response to increased heat loss. Our interpretation is supported by a positive relationship between the individual changes in conductance and the change in BMR from summer to the molting period.</p

Air quality impact of a decision support system for reducing pollutant emissions: CARBOTRAF

Traffic congestion with frequent “stop & go” situations causes substantial pollutant emissions. Black carbon (BC) is a good indicator of combustion-related air pollution and results in negative health effects. Both BC and CO2 emissions are also known to contribute significantly to global warming. Current traffic control systems are designed to improve traffic flow and reduce congestion. The CARBOTRAF system combines real-time monitoring of traffic and air pollution with simulation models for emission and local air quality prediction in order to deliver on-line recommendations for alternative adaptive traffic management. The aim of introducing a CARBOTRAF system is to reduce BC and CO2 emissions and improve air quality by optimizing the traffic flows. The system is implemented and evaluated in two pilot cities, Graz and Glasgow. Model simulations link traffic states to emission and air quality levels. A chain of models combines micro-scale traffic simulations, traffic volumes, emission models and air quality simulations. This process is completed for several ITS scenarios and a range of traffic boundary conditions. The real-time DSS system uses these off-line model simulations to select optimal traffic and air quality scenarios. Traffic and BC concentrations are simultaneously monitored. In this paper the effects of ITS measures on air quality are analysed with a focus on BC

Invisible trophic links?:Quantifying the importance of non-standard food sources for key intertidal avian predators in the Eastern Atlantic

Coastal wetlands are heterogeneous systems with multiple inputs and complex interactionswithin local food webs. Interpreting such complexity is limited by incomplete knowledgeof trophic interactions among organisms. Although widely recognized as secondary consumersand predators of intertidal macroinvertebrates, shorebirds can also consume lower-trophic-levelfood sources, and frequently forage in adjacent supratidal habitats. To ascertain potential trophiclinks between overwintering shorebirds and alternative non-standard food sources, we collectedcarbon and nitrogen stable isotope data of shorebirds and benthic organisms from 4 coastal wetlandsalong the Eastern Atlantic: Tejo Estuary, Portugal; Sidi-Moussa, Morocco; Banc d’Arguin,Mauritania; and Bijagós Archipelago, Guinea-Bissau. Using dual-isotope Bayesian mixing models,we evaluated the relative importance of intertidal benthic macroinvertebrates and 3 otherpotential food sources (biofilm and seagrass rhizomes from intertidal areas, and saltpan macroinvertebrates)in the diet of wintering shorebirds. Although intertidal macroinvertebrates form themain part of most shorebird species’ diet, our data revealed that supratidal saltpans can contributeto >30% of the biomass ingested by several shorebird species. Seagrass rhizomes represented>10% of the diet of several species in Banc d’Arguin and in Sidi Moussa. Little stint Calidris minutaappears to consume biofilm on all 3 wetlands where they were sampled, which is the first timebiofilm consumption by shorebirds has been detected along the East Atlantic Flyway. Empiricalevidence for generalized consumption of alternative food sources by intertidal avian predatorsshow the greater complexity and food web connectivity in and of intertidal habitats, and also withthe surrounding habitats