Papahānaumokuākea: Integrating Culture in the Design and Management of one of the World's Largest Marine Protected Areas

Papahānaumokuākea Marine National Monument is one of the world's largest marine protected areas and was designated the first mixed conservation site in the United States due to its natural and cultural importance. It is also the world's first cultural seascape, being recognized for its continuing connections to indigenous people. As the westernmost place in the Hawaiian universe, many believe these islands and seas are the pathway that Native Hawaiians travel after death, returning to pō (night; realm of the gods). This intimate kinship has profound implications for contemporary management. Current management emphasizes integration of science, policy, cultural knowledge, traditions, and practices to create successful management strategies appropriate for both natural and cultural resources. This management is based on Native Hawaiian values and practices that incorporate observation and understanding of the natural world, indigenous principles and philosophies, cultural norms, community relationships, and unique epistemologies deeply imbedded in and formed by relationships of people with place. A cornerstone of this effort has been the direct involvement of cultural practitioners in policy, management, education, and research. This biocultural approach has led to more effective management of the monument and serves as a model for conservation around the world.     

Seasonal carbon distribution of copepods in the eastern Weddell Sea, Antarctica

Copepods were sampled by a multiple opening-closing net in the eastern Weddell Sea during various seasons (late winter/early spring, summer, autumn). Total copepod biomass integrated over the upper 1000 m varied seasonally between 1.7 mg C m⁻³ in late winter/early spring and 3.7 mg C m⁻³ in autumn. After the dark season the copepods were rather evenly distributed vertically and highest biomass levels were found in the mid-water layers between about 200 m and 500 m. By contrast, especially in summer but also in autumn copepod biomass concentrated in the uppermost water layer. A total of 64 calanoid species were identified in the upper 1000 m with maximum species numbers in the deepest layer. The large calanoids Calanus propinquus, Calanoides acutus, Metridia gerlachei, Euchaeta antarctica and the small calanoid Microcalanus pygmaeus prevailed and accounted for 60–70% of total copepod biomass, while the small poecilostomatoid Oncaea and the cyclopoid Oithona species comprised about 20%. Hence, the distribution pattern of the entire copepod biomass is strongly influenced by the life cycles of a few dominant species.     

The acceptability of road pricing in Vienna: the preference patterns of car drivers

The acceptability of road pricing has attracted considerable attention among researchers over the last decade, as is evident in the amount of literature about transport and environmental economics. The general conclusion from these studies has been that there is low acceptability for road pricing among car users. In this paper, we add more knowledge to the existing literature by conducting an acceptability study of road pricing in Vienna, where such a study has never been conducted before. We used a replication study approach where a previous approach used in the EU research project AFFORD (acceptability of fiscal and financial measures and organisational requirements for demand management) was replicated for Vienna and further supplemented with a conjoint analysis. In order to examining whether the Vienna study confirms previous findings. We investigated the acceptability of two concrete policy packages factors influencing this acceptability, and preference patterns that can be used in designing a road pricing policy for Vienna. The survey reveals a higher acceptability if road pricing schemes lead to perceived personal benefits. According to the multivariate analyses, the “personal outcome expectations”, “social norm” and “perceived effectiveness” variables account for more than 50 % of the criterion variance and therefore these are the most influential factors. Road pricing schemes can be an effective transport management instrument for a city particularly if they are associated with direct investment in public transport and public infrastructure. Thus, personal benefits can be perceived more easily and direct effects can be expected.