Implicit associations with social status: the effects of relationship involvement

The study tested the proposition that relationship involvement influences the implicit responses of women to high- and low-status professions. It was hypothesized that when a high-involvement context was primed, women would have more positive implicit associations with high-status occupations than when a low-involvement context was primed. In contrast, when a high-involvement context was primed, women would have more negative associations with low-status occupations than when a low-involvement context was primed. To test the hypothesis, 123 female participants received a high or low relationship involvement prime. Then the participants completed a single category implicit associations test designed to measure the participants' associations with either high- or low-status occupations. As predicted, the relationship involvement prime influenced the positivity of associations made with high- and low-status occupations. The study pointed to the possibility that persons possess evolutionary-based implicit associations.     

Inhibitory effect of molecular hydrogen on C2H2-reducing activity in Anabaena 7120 preilluminated in red or blue light

Molecular hydrogen inhibits nitrogenase activity in Anabaena pre-illuminated with red or blue light. The inhibitory effect of molecular hydrogen decreased in the presence of oxygen and several electron acceptors. When NH₄Cl and urea were added simultaneously with molecular hydrogen, marked synergistic inhibitory effects took place. The inhibitory effect of molecular hydrogen disappeared or was weakened after the suppression of hydrogenase activity. The addition of O₂ and electron acceptors to systems showed no enhancing effect on the C₂H₂-reducing activity.     

The behaviour of Dutch fresh water ecologists in response to environmental concern

Due to the rise of environmental concern ecologists have been asked for advice more frequently since the late 1960s. This article discusses how the changing relationship between ecologists and society has affected the behaviour of one particular group of ecologists, namely Dutch fresh water ecologists, by focussing on their behaviour towards job market control and public interest activities. The analysis has been based on interviews with 65 Dutch fresh water ecologists together with an analysis of their publications.In contrast with American ecologists, Dutch fresh water ecologists have made little effort to control their job market by formal arrangements such as formulating a code of ethics and certification procedures. Secondly, Dutch fresh water ecologists generally conceive of their own role in contributing to the solution of environmental problems in relation to that of the environmentalists by doing good research and reliable advisory work. Although a significant number of researchers also address lay publics by writing popular articles and/or holding lectures, only a minority actively participates in environmental politics.     

Distinct transcriptome architectures underlying lupus establishment and exacerbation

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Could 2021–2030 be the decade to couple new human values with ecological restoration? Valuable insights and actions are emerging from the Colombian Amazon

Looking ahead to the United Nations' 2021–2030 Decade of Ecosystem Restoration, we would like to ponder and discuss two fundamental goals to improve, mainstream, and scale up ecological restoration. The first is to cultivate alternative visions of the human dimension in relation to ecological restoration and other restorative activities. The second is to develop shared protocols for planning, revamping, and monitoring the progress of social goals related to ecological restoration within the social construction theoretical framework, based on three interrelated dimensions: stakeholder‐based problem definition, social representations, and legitimation. We draw on ongoing work in Caquetá (Colombian Amazonia) to consider how these dimensions may be incorporated into tangible restoration practices. Caquetá is facing the highest deforestation rates in the Amazonian region due to a highly volatile sociopolitical context and recent armed conflicts that have claimed thousands of victims to date. We conclude that the work in Caquetá demonstrates a process of social construction that effectively couples new human values with ecological restoration. Our work also provides evidence that the human dimension of restoration is a central issue in the restoration of human, social, and ecosystem health and must be integrated into the framework of the coming Decade of Ecosystem Restoration.     

Advances in approaches to seagrass restoration in Australia

Three case studies involving two temperate Australian seagrass species – Pondweed (Ruppia tuberosa) and Ribbon Weed (Posidonia australis) – highlight different approaches to their restoration. Seeds and rhizomes were used in three collaborative programmes to promote new approaches to scale up restoration outcomes.     

How do we restore New Zealand's biological heritage by 2050?

If we are to make meaningful and measurable progress in restoring New Zealand's biological heritage by 2050, a range of fundamental issues need to be addressed. These relate not just to restoration science but also to building ecosystem resilience in the wider socio‐economic and cultural context within which restoration occurs.     

A risk‐based inventory of invasive plant species of Queensland,Australia: Regional,ecological and floristic insights

Invasive alien plant species threaten agriculture and biodiversity globally and require ongoing management to minimise impacts. However, the large number of invasive species means that a risk‐based approach to prioritisation is needed, taking into account the spatial scale of management decisions and myriad of available information. Here, we developed a risk‐based inventory of invasive plants in Queensland, Australia, using both current species distribution/abundance and the severity of their impacts. Our assessment followed a comprehensive data collection process including a scoping of local government pest management plans, herbarium records, the published literature and structured elicitation of expert knowledge during a series of regional stakeholder workshops. From ~300 plant species that were identified as established and/or emerging invaders in the State, only one‐third were considered by practitioners to pose significant risks across regions to be considered management priorities. We aggregated regional species lists into a statewide priority list and analysed the data set (107 species) for historical, geographical, floristic and ecological patterns. Regions on the mainland eastern seaboard of the State share similar invasive plant communities, suggesting that these regions may form a single management unit, unlike the western/inland and the extreme far north (Torres Strait Islands) regions, which share fewer invasive plant species. Positive correlations were detected between invasiveness and time since introduction for some but not all plant life forms. Stakeholders identified research and management priorities for the invasive plant list, including biological control options, public awareness/education, effective herbicide use, ecology/taxonomy and risk analysis. In the course of the exercise, a statewide invasive plant priority list of high‐, medium‐ and low‐impact scores for policy, research and management was compiled. Finally, our approach to invasive plant species prioritisation highlighted that planning and policy documents are not necessarily reflected at the grass‐root level in terms of species identity and management priorities.     

Life cycle assessment of lightweight and end-of-life scenarios for generic compact class passenger vehicles

Goal, Scope and Background  The automotive industry has a long history in improving the environmental performance of vehicles - fuel economy and emission improvements, introduction of recycled and renewable materials, etc. The European Union also aims at improving the environmental performance of products by reducing, in particular, waste resulting from End-of-Life Vehicles (ELVs) for example. The European Commission estimates that ELVs contribute to approximately 1 % of the total waste in Europe [9]. Other European Union strategies are considering more life cycle aspects, as well as other impacts including resource or climate change. This article is summarizing the results of a European Commission funded project (LIRECAR) that aims at identifying the environmental impacts and relevance for combinations of recycling / recovery and lightweight vehicle design options over the whole life cycle of a vehicle - i.e. manufacturing, use and recycling/recovery. Three, independent and scientific LCA experts reviewed the study according to ISO 14040. From the beginning, representatives of all Life Cycle Stakeholders have been involved (European materials & supplier associations, an environmental Non-Governmental Organization, recycler’s association). Model and System Definition  The study compared 3 sets of theoretical vehicle weight scenarios: 1000 kg reference (material range of today’s end-of-life, mid-sized vehicles produced in the early 1990’s) and 2 lightweight scenarios for 100 kg and 250 kg less weight based on reference functions (in terms of comfort, safety, etc.) and a vehicle concept. The scenarios are represented by their material range of a broad range of lightweight strategies of most European car manufacturers. In parallel, three End-of-Life (EOL) scenarios are considered: EOL today and two theoretical extreme scenarios (100% recycling, respectively, 100% recovery of shredder residue fractions that are disposed of today). The technical and economical feasibility of the studied scenarios is not taken into consideration (e.g. 100% recycling is not possible). Results and Discussion  Significant differences between the various, studied weight scenarios were determined in several scenarios for the environmental categories of global warming, ozone depletion, photochemical oxidant creation (summer smog), abiotic resource depletion, and hazardous waste. However, these improvement potentials can be only realized under well defined conditions (e.g. material compositions, specific fuel reduction values and EOL credits) based on case-by-case assessments for improvements over the course of the life cycle. Looking at the studied scenarios, the relative contribution of the EOL phase represents 5% or less of the total life cycle impact for most selected impact categories and scenarios. The EOL technology variations studied do not impact significantly the considered environmental impacts. Exceptions include total waste, as long as stockpile goods (overburden, tailings and ore/coal processing residues) and EOL credits are considered. Conclusions and Recommendations  LIRECAR focuses only on lightweight/recycling, questions whereas other measures (changes in safety or comfort standards, propulsion improvements for CO₂, user behavior) are beyond the scope of the study. The conclusions are also not necessarily transferable to other vehicle concepts. However, for the question of end-of-life options, it can be concluded that LIRECAR cannot support any general recommendation and/or mandatory actions to improve recycling if lightweight is affected. Also, looking at each vehicle, no justification could be found for the general assumption that lightweight and recycling greatly influence the affected environmental dimension (Global Warming Potential or resource depletion and waste, respectively). LIRECAR showed that this general assumption is not true under all analyzed circumstances and not as significant as suggested. Further discussions and product development targets shall not focus on generic targets that define the approach/technology concerned with how to achieve environmental improvement (weight reduction [kg], recycling quota [%]), but on overall life cycle improvement). To enable this case-by-case assessment, exchanges of necessary information with suppliers are especially relevant.