Effects of current speed and turbidity on stationary light-trap catches of larval and juvenile fishes

Light traps are one of a number of different gears used to sample pelagic larval and juvenile fishes. In contrast to conventional towed nets, light traps primarily collect larger size classes, including settlement-size larvae (Choat et al., 1993; Hickford and Schiel, 1999 ; Hernandez and Shaw, 2003), and, therefore, have become important tools for discerning recruitment dynamics (Sponaugle and Cowen, 1996; Wilson, 2001). The relative ease with which multiple synoptic light trap samples can be taken means that larval distribution patterns can be mapped with greater spatial resolution (Doherty, 1987). Light traps are also useful for sampling shallow or structurally complex habitats where towed nets are ineffective or prohibited (Gregory and Powles, 1985; Brogan, 1994; Hernandez and Shaw, 2003).

The relationship between drivers’ perceptions toward police speed enforcement and self-reported speeding behaviour

Exceeding the speed limit and driving too fast for the conditions are regularly cited as significant contributing factors in traffic crashes, particularly fatal and serious injury crashes. Despite an extensive body of research highlighting the relationship between increased vehicle speeds and crash risk and severity, speeding remains a pervasive behaviour on Australian roads. The development of effective countermeasures designed to reduce the prevalence of speeding behaviour requires that this behaviour is well understood. The primary aim of this program of research was to develop a better understanding of the influence of drivers’ perceptions and attitudes toward police speed enforcement on speeding behaviour. Study 1 employed focus group discussions with 39 licensed drivers to explore the influence of perceptions relating to specific characteristics of speed enforcement policies and practices on drivers’ attitudes towards speed enforcement. Three primary factors were identified as being most influential: site selection; visibility; and automaticity (i.e., whether the enforcement approach is automated/camera-based or manually operated). Perceptions regarding these enforcement characteristics were found to influence attitudes regarding the perceived legitimacy and transparency of speed enforcement. Moreover, misperceptions regarding speed enforcement policies and practices appeared to also have a substantial impact on attitudes toward speed enforcement, typically in a negative direction. These findings have important implications for road safety given that prior research has suggested that the effectiveness of speed enforcement approaches may be reduced if efforts are perceived by drivers as being illegitimate, such that they do little to encourage voluntary compliance. Study 1 also examined the impact of speed enforcement approaches varying in the degree of visibility and automaticity on self-reported willingness to comply with speed limits. These discussions suggested that all of the examined speed enforcement approaches (see Section 1.5 for more details) generally showed potential to reduce vehicle speeds and encourage compliance with posted speed limits. Nonetheless, participant responses suggested a greater willingness to comply with approaches operated in a highly visible manner, irrespective of the corresponding level of automaticity of the approach. While less visible approaches were typically associated with poorer rates of driver acceptance (e.g., perceived as “sneaky” and “unfair”), participants reported that such approaches would likely encourage long-term and network-wide impacts on their own speeding behaviour, as a function of the increased unpredictability of operations and increased direct (specific deterrence) and vicarious (general deterrence) experiences with punishment. Participants in Study 1 suggested that automated approaches, particularly when operated in a highly visible manner, do little to encourage compliance with speed limits except in the immediate vicinity of the enforcement location. While speed cameras have been criticised on such grounds in the past, such approaches can still have substantial road safety benefits if implemented in high-risk settings. Moreover, site-learning effects associated with automated approaches can also be argued to be a beneficial by-product of enforcement, such that behavioural modifications are achieved even in the absence of actual enforcement. Conversely, manually operated approaches were reported to be associated with more network-wide impacts on behaviour. In addition, the reported acceptance of such methods was high, due to the increased swiftness of punishment, ability for additional illegal driving behaviours to be policed and the salutary influence associated with increased face-to-face contact with authority. Study 2 involved a quantitative survey conducted with 718 licensed Queensland drivers from metropolitan and regional areas. The survey sought to further examine the influence of the visibility and automaticity of operations on self-reported likelihood and duration of compliance. Overall, the results from Study 2 corroborated those of Study 1. All examined approaches were again found to encourage compliance with speed limits, such that all approaches could be considered to be “effective”. Nonetheless, significantly greater self-reported likelihood and duration of compliance was associated with visibly operated approaches, irrespective of the corresponding automaticity of the approach. In addition, the impact of automaticity was influenced by visibility; such that significantly greater self-reported likelihood of compliance was associated with manually operated approaches, but only when they are operated in a less visible fashion. Conversely, manually operated approaches were associated with significantly greater durations of self-reported compliance, but only when they are operated in a highly visible manner. Taken together, the findings from Studies 1 and 2 suggest that enforcement efforts, irrespective of their visibility or automaticity, generally encourage compliance with speed limits. However, the duration of these effects on behaviour upon removal of the enforcement efforts remains questionable and represents an area where current speed enforcement practices could possibly be improved. Overall, it appears that identifying the optimal mix of enforcement operations, implementing them at a sufficient intensity and increasing the unpredictability of enforcement efforts (e.g., greater use of less visible approaches, random scheduling) are critical elements of success. Hierarchical multiple regression analyses were also performed in Study 2 to investigate the punishment-related and attitudinal constructs that influence self-reported frequency of speeding behaviour. The research was based on the theoretical framework of expanded deterrence theory, augmented with three particular attitudinal constructs. Specifically, previous research examining the influence of attitudes on speeding behaviour has typically focussed on attitudes toward speeding behaviour in general only. This research sought to more comprehensively explore the influence of attitudes by also individually measuring and analysing attitudes toward speed enforcement and attitudes toward the appropriateness of speed limits on speeding behaviour. Consistent with previous research, a number of classical and expanded deterrence theory variables were found to significantly predict self-reported frequency of speeding behaviour. Significantly greater speeding behaviour was typically reported by those participants who perceived punishment associated with speeding to be less certain, who reported more frequent use of punishment avoidance strategies and who reported greater direct experiences with punishment. A number of interesting differences in the significant predictors among males and females, as well as younger and older drivers, were reported. Specifically, classical deterrence theory variables appeared most influential on the speeding behaviour of males and younger drivers, while expanded deterrence theory constructs appeared more influential for females. These findings have important implications for the development and implementation of speeding countermeasures. Of the attitudinal factors, significantly greater self-reported frequency of speeding behaviour was reported among participants who held more favourable attitudes toward speeding and who perceived speed limits to be set inappropriately low. Disappointingly, attitudes toward speed enforcement were found to have little influence on reported speeding behaviour, over and above the other deterrence theory and attitudinal constructs. Indeed, the relationship between attitudes toward speed enforcement and self-reported speeding behaviour was completely accounted for by attitudes toward speeding. Nonetheless, the complexity of attitudes toward speed enforcement are not yet fully understood and future research should more comprehensively explore the measurement of this construct. Finally, given the wealth of evidence (both in general and emerging from this program of research) highlighting the association between punishment avoidance and speeding behaviour, Study 2 also sought to investigate the factors that influence the self-reported propensity to use punishment avoidance strategies. A standard multiple regression analysis was conducted for exploratory purposes only. The results revealed that punishment-related and attitudinal factors significantly predicted approximately one fifth of the variance in the dependent variable. The perceived ability to avoid punishment, vicarious punishment experience, vicarious punishment avoidance and attitudes toward speeding were all significant predictors. Future research should examine these relationships more thoroughly and identify additional influential factors. In summary, the current program of research has a number of implications for road safety and speed enforcement policy and practice decision-making. The research highlights a number of potential avenues for the improvement of public education regarding enforcement efforts and provides a number of insights into punishment avoidance behaviours. In addition, the research adds strength to the argument that enforcement approaches should not only demonstrate effectiveness in achieving key road safety objectives, such as reduced vehicle speeds and associated crashes, but also strive to be transparent and legitimate, such that voluntary compliance is encouraged. A number of potential strategies are discussed (e.g., point-to-point speed cameras, intelligent speed adaptation. The correct mix and intensity of enforcement approaches appears critical for achieving optimum effectiveness from enforcement efforts, as well as enhancements in the unpredictability of operations and swiftness of punishment. Achievement of these goals should increase both the general and specific deterrent effects associated with enforcement through an increased perceived risk of detection and a more balanced exposure to punishment and punishment avoidance experiences.

A 30-Year History of Tide and Current Measurements in Elkhorn Slough, California

Elkhorn Slough was first exposed to direct tidal forcing from the waters of Monterey Bay with the construction of Moss Landing Harbor in 1946. Elkhorn Slough is located mid-way between Santa Cruz and Monterey close to the head of Monterey Submarine Canyon. It follows a 10 km circuitous path inland from its entrance at Moss Landing Harbor. Today, Elkhorn Slough is a habitat and sanctuary for a wide variety of marine mammals, fish, and seabirds. The Slough also serves as a sink and pathway for various nutrients and pollutants. These attributes are directly or indirectly affected by its circulation and physical properties. Currents, tides and physical properties of Elkhorn Slough have been observed on an irregular basis since 1970. Based on these observations, the physical characteristics of Elkhorn Slough are examined and summarized. Elkhorn Slough is an ebb-dominated estuary and, as a result, the rise and fall of the tides is asymmetric. The fact that lower low water always follows higher high water and the tidal asymmetry produces ebb currents that are stronger than flooding currents. The presence of extensive mud flats and Salicornia marsh contribute to tidal distortion. Tidal distortion also produces several shallow water constituents including the M3, M4, and M6 overtides and the 2MK3 and MK3 compound tides. Tidal elevations and currents are approximately in quadrature; thus, the tides in Elkhorn Slough have some of the characters of a standing wave system. The temperature and salinity of lower Elkhorn Slough waters reflect, to a large extent, the influence of Monterey Bay waters, whereas the temperature and salinity of the waters of the upper Slough (>5 km from the mouth) are more sensitive to local processes. During the summer, temperature and salinity are higher in the upper slough due to local heating and evaporation. Maximum tidal currents in Elkhorn Slough have increased from approximately 75 to 120 cm/s over the past 30 years. This increase in current speed is primarily due to the change in tidal prism which has increased from approximately 2.5 to 6.2 x 106 m3 between 1956 and 1993. The increase in tidal prism is the result of both 3 rapid man-made changes to the Slough, and the continuing process of tidal erosion. Because of the increase in the tidal prism, the currents in Elkhorn Slough exhibit positive feedback, a process with uncertain consequences. [PDF contains 55 pages]

Probability distribution of random wave-current forces

Based on the second-order solutions obtained for the three-dimensional weakly nonlinear random waves propagating over a steady uniform current in finite water depth, the joint statistical distribution of the velocity and acceleration of the fluid particle in the current direction is derived using the characteristic function expansion method. From the joint distribution and the Morison equation, the theoretical distributions of drag forces, inertia forces and total random forces caused by waves propagating over a steady uniform current are determined. The distribution of inertia forces is Gaussian as that derived using the linear wave model, whereas the distributions of drag forces and total random forces deviate slightly from those derived utilizing the linear wave model. The distributions presented can be determined by the wave number spectrum of ocean waves, current speed and the second order wave-wave and wave-current interactions. As an illustrative example, for fully developed deep ocean waves, the parameters appeared in the distributions near still water level are calculated for various wind speeds and current speeds by using Donelan-Pierson-Banner spectrum and the effects of the current and the nonlinearity of ocean waves on the distribution are studied. (c) 2006 Elsevier Ltd. All rights reserved.

Seasonality and interannual variability of the European Slope Current from 20 years of altimeter data compared with in situ measurements

The European Slope Current (SC) is a major section of the warm poleward flow from the Atlantic to the Arctic, which also moderates the exchange of heat, salt, nutrients and carbon between the deep ocean and the European shelf seas. The mean structure of the geostrophic flow, seasonality, interannual variability and long-term trend of SC are appraised with an unprecedented continuous 20-year satellite altimeter dataset. Comparisons with long term in situ data showed a maximum correlation of r2=0.51 between altimeter and Acoustic Doppler Current Profilers (ADCP), with similar results for drogued buoy data. Mean geostrophic currents were appraised more comprehensively than previous attempts, and the paths of 4 branches of the North Atlantic Current (NAC) and positions of 5 eddies in the region were derived quantitatively. A consistent seasonal cycle in the flow of the SC was found at all 8 sections along the European shelf slope, with maximum poleward flow in the winter and minimum in the summer. The seasonal difference in the altimetry current speed amounted to ~8-10 cm s-1 at the northern sections, but only ~5 cm s-1 on the Bay of Biscay slopes. This extended altimeter dataset indicates significant regional and seasonal variations, and has revealed new insights into the interannual variability of the SC. It is shown that there is a peak poleward flow at most positions along a ~2000 km stretch of the continental slope from Portugal to Scotland during 1995-1997, but this did not clearly relate to the extreme negative North Atlantic Oscillation (NAO) in the winter of 1995-1996. The speed of the SC exhibited a long term decreasing trend of ~1% per year. By contrast the NAC showed no significant trend over the 20-year period. Major changes in the NAC occurred three times, and these changes followed decreases in the NAO index.

Current measurements below the ice in Eclipse Sound

Velocity and direction of the current under the sea ice of the EcIipse Sound between Baffin lsland and Bylot Island were measured with specially developed devices and registered on a recorder. During the period of registration (May-June 1972) an easterly current of 5-7 cm/s superimposed by tidal and local influences (max. 12 cm/s) was found. In addition , measurements of friction between steelcone surfaces und corresponding conical ice bores are reported on. The plotted results show the influence of ice-temperature, surface quality and in some cases the influence of time.