How and Where Should I Ride This Thing? “Rules Of The Road” for Personal Transportation Devices

In recent years, “Personal Transportation Devices” (PTDs) have exploded onto streets and sidewalks. These small devices transport individual persons at slow speeds and are either human-powered or motorized. Examples include electric (kick) scooters, skateboards, e-skateboards, roller blades, and Segways. One key to successfully integrating PTDs into community streets will be the implementation of consistent and suitable regulations over user behavior: “rules of the road” for PTD riders. To help local officials identify appropriate rules for rider behavior, this report documents and analyzes existing PTD regulations across 176 jurisdictions and then presents recommendations for a set of state-level “rules of the road” designed to balance safety and freedom of movement for all road users, including PTD riders.To identify the current state of PTD rules of the road, we documented and analyzed the existing regulations at three levels of government: all 50 states and 5 U.S. territories, 101 cities, and 20 college campuses. This review found that PTD users operate in a murky regulatory environment, with rules often poorly defined, contradictory, or altogether absent.Results of this analysis, a literature review, and interviews with 21 stakeholders, were used to craft a model state-level regulatory code that aims to introduce consistent and well-grounded regulation of PTDs. The general philosophy underpinning the model legislation is that PTD rules should protect public safety, permit PTD use as a convenient travel option, be easy to understand and remember, allow for new devices without new regulations, and be based on facts about PTD use and users. Working from these principles, core recommended elements of the recommended PTD regulations are as follows: states should set comprehensive regulations for PTD riders (with local gov-ernments given flexibility to limit certain uses when necessitated by local conditions); PTDs should be regulated as a class, not device-by-device; and PTD users should be permitted to ride on both streets and sidewalks, subject to rules that protect safety and free movement for all travelers

Perceptions of fishers and developers on the co-location of offshore wind farms and decapod fisheries in the UK

The predicted expansion of the global offshore wind sector is likely to increase conflicts as users of the coastal zone compete for space, and the displacement of fisheries is of particular concern. It is therefore important to explore opportunities that could support the co-existence of offshore wind farms (OWFs) and fishing activity. In addition to ecological evidence on the effects of OWFs on commercially exploited species, the co-location issue requires understanding of the perceptions of fishers and OWF developers on key constraints and opportunities. Interviews were carried out in 2013 with 67 fishers in South Wales and Eastern England and with 11 developers from major energy companies, to discover experiences and opinions on the co-location of OWFs with crab and lobster fisheries. Developers expressed broad support for co-location, perceiving potential benefits to their relationship with fishers and their wider reputation. Fishers had more mixed opinions, with geographical variation, and exhibited a range of risk perception. The lack of reported experience of potting within OWFs was not related to stock concerns but to uncertainty around safety, gear retrieval, insurance and liability. Clear protocols and communication to address these issues are essential if co-location is to be feasible. Scale may also limit the potential benefits to fishers, especially in that large offshore OWFs are likely to be inaccessible to much of the inshore fleet. There remains the potential to enhance the artificial reef effects of OWFs by deploying additional material between the turbines, but options to finance such schemes, and how investment by OWF developers could be offset against compensation paid to displaced fishers, require further investigation

Harmonizing Climate Change Mitigation and Adaptation in Transportation and Land-Use Planning in California Cities

Abstract: Recent extreme weather events in California—wildfires, drought, and flooding—make abundantly clear the need to plan effective responses to both the causes and the consequences of climate change. A central challenge for climate planning efforts has been identifying transportation and land-use (TLU) strategies that simultaneously reduce greenhouse gas emissions (“mitigation”) and adapt communities so that they will be less affected by the adverse impacts of climate change (“adaptation”). Sets of policies that collectively address both mitigation and adaptation are known as “integrated actions.” This study explores municipal climate planning in California to determine whether cities incorporate integrated actions into their plans, assess the potential drivers of conflict between mitigation and adaptation in municipal plans, and identify ways the State of California can help cities more effectively incorporate integrated actions. The study methods consisted of a detailed analysis of climate planning documents from 23 California cities with particularly long histories of climate planning, plus interviews with 25 local, regional, and state officials who work on municipal climate planning. The authors found that some cities did adopt packages of integrated actions, and, promisingly, two cities with recently updated climate plans explicitly focused on the need for integrated actions. However, most cities addressed climate mitigation and adaptation in separate efforts, potentially reducing synergies between the two types of action and even creating conflicts. Since the first generation of climate action plans focused primarily on mitigation of greenhouse gases (GHGs), adaptation strategies have not yet been effectively or fully combined into mitigation plans in many cities. Also, a cross-comparison of plan content and interview data suggests that cities often had sets of policies that could potentially create conflicts—mitigation policies that would undermine adaptation capacity, and vice versa. In addition, where a city did adopt integrated actions, these efforts are typically not labeled as such, nor do the policies appear within the same policy document. The study findings suggest promising steps that both municipal and state governments can take to support integrated TLU actions at the local level. For example, cities can proactively link the content in climate mitigation and adaptation plans—a process that will require building the capacity for cross-collaboration between the various departments in charge of developing, implementing, and monitoring climate-related plans. As for the state government, it can provide funding specifically for planning and implementing integrated actions, offer technical support to help municipalities adopt programs and projects that produce integrated mitigation and adaptation benefits, and fund research in the area of integrated actions

Where Do Riders Park Dockless, Shared Electric Scooters? Findings from San Jose, California

Dockless, shared, electric kick-scooters started popping up on U.S. city streets without warning in 2017. Reaction to the shared scooters came swiftly and strongly. On the one hand, the scooters have proven popular with riders, attracting investment capital and expanding service to additional cities. But others have been less enthusiastic, with a central complaint being how shared scooters are parked. This perspective explores the extent to which parked shared scooters pose a problem to others on streets, sidewalks, and public spaces, using empirical evidence documenting where scooters have been parked in downtown San Jose, California

Understanding COVID-19’s Impact on Local Transportation Revenue –A Mid-Crisis View from Experts

When COVID-19 swept into the United States in early 2020, it upended two patterns of behavior critical to transportation funding: how people traveled and where economic activity occurred. This study explored how, one year into the pandemic, experts in California believed that the COVID-19 pandemic was impacting local transportation budgets. We interviewed 34 funding experts who represented local transportation and public works departments, state officials, and municipal finance experts. In these conversations, conducted from December 2020 to March 2021, we asked interviewees how they saw COVID-19 impacting their overall local transportation budgets in the short and long term as well as which specific revenue sources were particularly effected. Key findings were as follows: the transportation revenue impacts from COVID-19 varied greatly by place, mode, and type of local government; public transit was the mode that experienced the most drastic change in transportation revenues; federal coronavirus relief funds allowed essential services to continue through the pandemic; the shift to telework had an enormous impact on transportation budgets by changing the location of taxable activities and thus reallocating revenue differently across local jurisdictions; and COVID-19 spotlighted long-term challenges with both motor fuel taxes and the distribution of sales tax from online purchases

Can biodiversity of preexisting and created salt marshes match across scales? An assessment from microbes to predators

Coastal wetlands are rapidly disappearing worldwide due to a variety of processes, including climate change and flood control. The rate of loss in the Mississippi River Delta is among the highest in the world and billions of dollars have been allocated to build and restore coastal wetlands. A key question guiding assessment is whether created coastal salt marshes have similar biodiversity to preexisting, reference marshes. However, the numerous biodiversity metrics used to make these determinations are typically scale dependent and often conflicting. Here, we applied ecological theory to compare the diversity of different assemblages (surface and below-surface soil microbes, plants, macroinfauna, spiders, and on-marsh and off-marsh nekton) between two created marshes (4–6 years old) and four reference marshes. We also quantified the scale-dependent effects of species abundance distribution, aggregation, and density on richness differences and explored differences in species composition. Total, between-sample, and within-sample diversity (γ, β, and α, respectively) were not consistently lower at created marshes. Richness decomposition varied greatly among assemblages and marshes (e.g., soil microbes showed high equitability and α diversity, but plant diversity was restricted to a few dominant species with high aggregation). However, species abundance distribution, aggregation, and density patterns were not directly associated with differences between created and reference marshes. One exception was considerably lower density for macroinfauna at one of the created marshes, which was drier because of being at a higher elevation and having coarser substrate compared with the other marshes. The community compositions of created marshes were more dissimilar than reference marshes for microbe and macroinfauna assemblages. However, differences were small, particularly for microbes. Together, our results suggest generally similar taxonomic diversity and composition between created and reference marshes. This provides support for the creation of marsh habitat as tools for the maintenance and restoration of coastal biodiversity. However, caution is needed when creating marshes because specific building and restoration plans may lead to different colonization patterns

Minimizing the source of nociception and its concurrent effect on sensory hypersensitivity: An exploratory study in chronic whiplash patients

Abstract. Background. The cervical zygapophyseal joints may be a primary source of pain in up to 60% of individuals with chronic whiplash associated disorders (WAD) and may be a contributing factor for peripheral and centrally mediated pain (sensory hypersensitivity). Sensory hypersensitivity has been associated with a poor prognosis. The purpose of the study was to determine if there is a change in measures indicative of sensory hypersensitivity in patients with chronic WAD grade II following a medial branch block (MBB) procedure in the cervical spine. Methods. Measures of sensory hypersensitivity were taken via quantitative sensory testing (QST) consisting of pressure pain thresholds (PPT's) and cold pain thresholds (CPT's). In patients with chronic WAD (n = 18), the measures were taken at three sites bilaterally, pre- and post- MBB. Reduced pain thresholds at remote sites have been considered an indicator of central hypersensitivity. A healthy age and gender matched comparison group (n = 18) was measured at baseline. An independent t-test was applied to determine if there were any significant differences between the WAD and normative comparison groups at baseline with respect to cold pain and pressure pain thresholds. A dependent t-test was used to determine whether there were any significant differences between the pre and post intervention cold pain and pressure pain thresholds in the patients with chronic WAD. Results. At baseline, PPT's were decreased at all three sites in the WAD group (p < 0.001). Cold pain thresholds were increased in the cervical spine in the WAD group (p < 0.001). Post-MBB, the WAD group showed significant increases in PPT's at all sites (p < 0.05), and significant decreases in CPT's at the cervical spine (p < 0.001). Conclusions. The patients with chronic WAD showed evidence of widespread sensory hypersensitivity to mechanical and thermal stimuli. The WAD group revealed decreased sensory hypersensitivity following a decrease in their primary source of pain stemming from the cervical zygapophyseal joints

Integrating ecology and evolutionary theory. A game changer for biodiversity conservation?

Currently, one of the central arguments in favour of biodiversity conservation is that it is essential for the maintenance of ecosystem services, that is, the benefits that people receive from ecosystems. However, the relationship between ecosystem services and biodiversity is contested and needs clarification. The goal of this chapter is to spell out the interaction and reciprocal influences between conservation science, evolutionary biology, and ecology, in order to understand whether a stronger integration of evolutionary and ecological studies might help clarify the interaction between biodiversity and ecosystem functioning as well as influence biodiversity conservation practices. To this end, the eco-evolutionary feedback theory proposed by David Post and Eric Palkovacs is analysed, arguing that it helps operationalise niche construction theory and develop a more sophisticated understanding of the relationship between ecosystem functioning and biodiversity. Finally, it is proposed that by deepening the integration of ecological and evolutionary factors in our understanding of ecosystem functioning, the eco-evolutionary feedback theory is supportive of an “evolutionary-enlightened management” of biodiversity within the ecosystem services approach.info:eu-repo/semantics/publishedVersio

Positive and Negative Regulation of Gli Activity by Kif7 in the Zebrafish Embryo

Loss of function mutations of Kif7, the vertebrate orthologue of the Drosophila Hh pathway component Costal2, cause defects in the limbs and neural tubes of mice, attributable to ectopic expression of Hh target genes. While this implies a functional conservation of Cos2 and Kif7 between flies and vertebrates, the association of Kif7 with the primary cilium, an organelle absent from most Drosophila cells, suggests their mechanisms of action may have diverged. Here, using mutant alleles induced by Zinc Finger Nuclease-mediated targeted mutagenesis, we show that in zebrafish, Kif7 acts principally to suppress the activity of the Gli1 transcription factor. Notably, we find that endogenous Kif7 protein accumulates not only in the primary cilium, as previously observed in mammalian cells, but also in cytoplasmic puncta that disperse in response to Hh pathway activation. Moreover, we show that Drosophila Costal2 can substitute for Kif7, suggesting a conserved mode of action of the two proteins. We show that Kif7 interacts with both Gli1 and Gli2a and suggest that it functions to sequester Gli proteins in the cytoplasm, in a manner analogous to the regulation of Ci by Cos2 in Drosophila. We also show that zebrafish Kif7 potentiates Gli2a activity by promoting its dissociation from the Suppressor of Fused (Sufu) protein and present evidence that it mediates a Smo dependent modification of the full length form of Gli2a. Surprisingly, the function of Kif7 in the zebrafish embryo appears restricted principally to mesodermal derivatives, its inactivation having little effect on neural tube patterning, even when Sufu protein levels are depleted. Remarkably, zebrafish lacking all Kif7 function are viable, in contrast to the peri-natal lethality of mouse kif7 mutants but similar to some Acrocallosal or Joubert syndrome patients who are homozygous for loss of function KIF7 alleles