As competing uses of our coastlines increase, natural resource agencies are employing marine spatial planning (MSP) to designate areas for different uses or activities in order to reduce conflicts while achieving ecological, economic and social objectives. A central challenge of implementing MSP is development of a rigorous approach for analyzing tradeoffs across the provision of ecosystem services (i.e., the benefits humans receive from nature). This study develops an operational approach to this problem that is founded on community-based methods, ecological production theory, and multi-criteria decision analysis (MCDA). The approach merges ecological models with surveys to identify marine ecosystem services for use in tradeoff analysis. The approach allows for a single set of marine ecosystem services to at once be valued by local stakeholders and measured by biologists, thus connecting social and biological monitoring efforts. To develop the approach in a real-world context, I examined ecosystem services associated with nearshore marine ecosystems in Oregon, where marine reserves are being introduced for biodiversity conservation. I worked with stakeholder focus groups in three Oregon communities to identify 24 marine ecosystem services. I then linked the ecosystem services with ecological indicators, which I then consolidated to derive 11 items for use in a survey-based tradeoff analysis exercise. I administered the survey to a nonrandom sample of stakeholders in Oregon (n=31), from which their relative preferences and preference weights for ecosystem services were derived. The weights and preference measures may then be used in MSP decision-making. Furthermore, I grouped the stakeholder survey data in three ways: by location of residence (coastal vs. non-coastal), by eight categories of affiliation (e.g., business owners, conservationists, commercial and recreational fishers, etc.), and by resource use patterns. I then analyzed the various groupings of stakeholders for within- and between-group homogeneity of preferences. Results of the analyses showed that there are statistically significant variations in preferences within and between most groupings. Capturing the variations in stakeholder preferences is important when developing policies that affect different stakeholder groups. Thus, when implementing the survey instrument, I suggest random sampling of stakeholders stratified by location, affiliation, and resource use. This study provides one of the first examples of a systems-based approach to ecosystem service valuation operationalized to inform MSP, and novel features of the approach have a number of implications for advancing marine research and management. First, by using stakeholders to identify ecosystem services, the approach allows for a tailored implementation of ecosystem-based management at the community level. Second, by integrating ecological and economic information on the provision and value of ecosystem services, the approach provides relevant data for MSP decision-making during the siting, evaluation, and monitoring stages. And third, by applying both stated-preference and MCDA methods, the approach may capture the array of values represented by diverse stakeholder groups. / Graduation date: 2013

One major lesson derived from the implementation of the Endangered Species Act (ESA) over the past 30 years is that direct regulation is not the only nor the optimal way to protect endangered species on working lands because of an undue burden imposed on private landowners. The role of a voluntary conservation program is to rearrange incentives so that society bears the cost rather than the landowner. Employing a survey research methodology, I used theories of reasoned action and random choice to explore landowners? stated preferences for conservation programs. I found landowners? stated interest in compensation programs to be moderate at best. For those willing to consider programs involving endangered species, associating land management requirements for species conservation with direct benefits to the landowner is important, but perhaps not as important as ensuring that the program provides adequate financial incentives, consideration of the term of the program, and a level of certainty regarding the landowner?s future obligations under the ESA. Landowners are not a homogenous group. I identified two classes of landowners according to preferences for program structure. One group was highly sensitive to program structure, aside from financial incentives, while the other was likely to participate if adequately compensated with financial and technical assistance. These differences related to opinions on endangered species protection and dependence on their land for income. Voluntary incentive programs increasingly are a popular tool to maintain and enhance conservation; however, these programs are only successful insofar as landowners choose to enroll. This research demonstrates that improving recovery efforts on private lands requires program administrators to have a more complete understanding of landowners? views on endangered species and conservation programs in general, as well as their motivations for owning and operating their land. By doing so, programs with broader appeal and greater efficacy can be designed and implemented.

L’objectif de ces travaux de proposer aux autorités locales un outil d’aide à la décision pour formaliser une démarche participative tout au long de la conception d’un projet de transport urbain durable, dans un contexte multicritères et multi acteurs. La méthodologie développée repose sur l’évaluation a priori des impacts d’un projet local, en impliquant les acteurs dès la phase de diagnostic. Cette phase permet d’identifier des groupes d’acteurs selon leur perception des phénomènes urbains, des interactions et des préférences déclarées d’évolution. Elle permet d’établir une liste d’indicateurs communs qui seront évalués. Le choix des alternatives à étudier est le résultat de l’application conjointe de techniques de transférabilité - fondées sur l’étude de projets développés dans d’autres villes - et de l’étude des préférences déclarées des usagers locaux. La probabilité d’utilisation du service s’évalue à l’aide d’un modèle comportemental agrégé qui intègre la perception floue et l’indécision des usagers devant une situation nouvelle. Les changements de comportement des usagers sont pris en compte à l’aide d’un indicateur de robustesse qui teste les effets des paramètres exogènes sur l’évolution de la probabilité d’utilisation du service. Un micro-simulateur de trafic permet d’évaluer les impacts des différents scénarii sur le trafic, l’environnement et le bien-être des citoyens sous la forme monétarisée, afin d’illustrer les coûts et les bénéfices indirects attendus de l’implantation du projet. Une solution de compromis est proposée : elle vise à fournir la solution qui contenterait au mieux l’ensemble des représentants des groupes d’acteurs - et non la solution optimale en termes d’impacts. / The objective of this research is to provide to the local authorities a decision aid tool in order to formalize a participatory approach during the conception of a sustainable urban transport project, in a multi-criteria and multi-actors context. The methodology is based on the a priori evaluation of the impacts of a local project, involving stakeholders as soon as the diagnosis phase. This phase aims at identifying groups of actors according to their perception of urban phenomena, their interactions and their stated preferences of evolution. The diagnosis phase leads to the setting-up of a list of common indicators to be evaluated. The choice of alternatives to be studied is the result of the transferability techniques - based on the projects developed in other cities - and the stated preferences of local users. The probability of using the service is evaluated using an aggregated behavioral model that takes into account the fuzzy perception and the indecision of users in a new situation. Changes in the behaviour of the users are taken into account thanks to an indicator of robustness that tests the impact of exogenous parameters on the evolution of the probability of using a service. A traffic micro--simulator aims at assessing the impacts of the various scenarios on traffic, environment and the welfare of citizens– which is monetized. It illustrates the costs and indirect benefits expected with the implementation of project. A compromise solution is proposed: it aims at identifying an alternative that would best satisfy the representatives of the stakeholder groups – and not necessarily the optimal solution in terms of impacts.

No abstract. / Coastal and marine ecosystems are some of the most heavily exploited with increasing degradation. This alarming situation appeals for urgent and effective actions. The optimal balance between use and conservation of ecosystems theoretically requires all costs and benefits to be considered in decision-making, including intangible costs and benefits such as non-market use and non-use values. The broad aim of this PhD is to examine how these economic values associated with coastal and marine ecosystem services can be measured, and how the economic valuation exercise may be considered and influence management decision- making.The first analytical part of the thesis focuses on assessing non-market use and non-use values, through econometric methods. The characterization and estimation of non-use values are complex and controversial, especially when the valuation exercise is focusing on individuals who are users of the ecosystem services being considered. An original approach based on a stated preference method, namely choice experiments, is developed then empirically applied in quantifying non-market values for marine and coastal ecosystems in two areas in New Caledonia. It allows the estimation of non-use values for populations of users in an implicit way. An in-depth analysis of the individuals’ choice heuristics during the valuation exercise is also conducted, with a focus on payment non-attendance. This issue is dealt with by comparing multiple modelling approaches in terms of: (1) inferred attendance, in relation to stated attendance; (2) attendance distribution according to several socio-economic variables; and (3) welfare estimates.After noting that the potential influence of economic valuation in decision making is unclear and largely unexplored in the literature, the second major component of this PhD aims to examine if, how and to what extent the economic valuation of ecosystem services, including measures of non-market values, influence decision-making regarding coastal and marine ecosystems management in Australia. Based on two nation-wide surveys, the perceived usefulness of the economic valuation of ecosystem services by the general public and decision-makers is studied, and the reasons why decision-makers may or may not fully consider economic values are elicited. Using a multi-criteria analysis, a part of the surveys also aims at examining the relative importance of different evaluation criteria (ecological, social and economic) when assessing the consequences of a hypothetical coastal development project on commercial activities, recreational activities and marine biodiversity.

The paper presents empirical studies on the appreciation of nature and landscape in the Eastern Ore Mountains (Saxony, Germany) by tourism service providers (TSP) and visitors. Attractive landscape and experience of nature are the most important reasons to visit this region and to spend leisure time there. Particularly mountain meadows, raised bogs and mixed forests are highly appreciated. Deforestation, industrial development and the decline of biodiversity would reduce attractiveness for visitors. We also assessed whether the tourism sector is prepared to contribute to the funding of nature conservation and landscape management. Use of general tax revenues is favoured, but other modes would also be accepted, e.g. a nature tax. Willingness to pay (WTP) is ranging between €0.75 and €1.36 per guest per night by TSP, or between €1.06 and €2.73 per day by visitors. With respect to landscape preference and WTP we found in some cases significant differences among visitors, depending on region of residence, age and education level. A major part of the annual costs for nature conservation and landscape could be covered by public funds (taxes), if the results of the WTP approach were understood as a sign of societal demand and a call to action.

<p>  </p> <p>The trucking industry seems to be resistant to electrification, even though truck electrification can lead to large societal as well as user benefits. This dissertation develops a framework to inform policy making and enhance electric vehicle (EV) preparedness in the trucking industry through the study of two interrelated elements: (a) the adoption of electric trucks and (b) the appropriate implementation of electric truck technology. These two elements cover the user perspective, which is not adequately studied, and the agency perspective, which is pivotal in the decision-making process. Specifically, this study addressed the following research questions: (i) which factors affect the purchase decisions of truck fleet managers or owners for electric trucks? (ii) what is the ranking of and interrelationships between the barriers to the adoption of electric trucks? (iii) which location criteria should be considered for the strategic implementation of dynamic wireless charging (DWC) in a freight transportation network and where should this technology be located based on these criteria, and (iv) what is the impact of electric truck adoption on highway revenue and potential of alternative funding mechanisms to recover the revenue loss?</p> <p>For the adoption of electric trucks, a stated preference survey was designed and distributed online to truck fleet managers/owners in the U.S., gathering 200 completed responses. Statistical and multi-criteria decision-making approaches were employed to identify the factors that affect the purchase intentions of truck fleet managers and explore the barriers to electric truck adoption. The results showed that the purchase intentions of truck fleet managers are affected by trucking firm and truck fleet characteristics, behavioral factors/opinions regarding electric trucks, and awareness of innovative charging technologies. Furthermore, electric truck adoption would be accelerated if stakeholders focused on the barriers related to the business model, product availability, and charging time. Additionally, electric truck adopters and non-adopters may not be viewed as one homogenous group, since differences were found in the ranking and interrelationships of barriers to electric truck adoption between these two groups. </p> <p>The implementation of electric truck technology was examined based on the truck fleet managers’ survey, secondary data sources and the case of Indiana, U.S. A multi-criteria decision-making spatial approach was proposed to identify the candidate locations for the deployment of DWC. It was concluded that the most suitable locations for DWC lanes were on interstates, near airports and ports and away from EV charging stations. A data-driven framework was also developed to quantify the impact of electric truck adoption and estimate the optimal fee for each truck to recover the revenue loss. Using the market penetration levels estimated based on the survey data collected, the average annual fuel tax revenue loss for Indiana was approximately $349M. To maintain the same tax revenue per vehicle, annual fees ranging from $969 (in 2021) to $1,243 (in 2035) for single-unit trucks and $6,192 to $7,321 for combination trucks would be needed. To address public relations problems of EV fee implementation, this study also discussed alternative mitigation measures: a vehicle-miles-traveled fee and a pay-as-you-charge fee.</p> <p>In summary, this dissertation contributes to the body of literature by providing significant insights regarding the perspectives of truck fleet managers for electric trucks as well as a comprehensive list of all the location criteria for DWC. The proposed frameworks and study findings can be used by policymakers and other major stakeholders of the EV ecosystem to frame certain strategies to accelerate electric truck adoption, identify the most suitable locations for charging infrastructure, better understand the impact of electric trucks on the highway revenue, and provide the groundwork for developing EV roadmaps.</p>

Abstract in English, Tsonga and Zulu / Mitlumbo ya mifambafambo ya le magondzweni i xin’wana xa miringeto (risks) yo biha ku tlula hinkwayo ya swifambo swa le gondzweni emisaveni hinkwayo, leswi yimelaka xiphiqo lexikulu xa swohanyaswin’we-ikhonomi ngopfu-ngopfu eka matiko lama ya ha hluvukaka tanihi Afrika-Dzonga. Ku va ku nyikiwa masungulo yo tiya ya xiikhonomi eka swiboho swa mbekiso ku tirhana na ntlhontlho lowu, i swa nkoka swinene ku hlela ndhurho wa mitlumbo leyi. Mipimanyeto leyi yi tirha tanihi nxopaxopo wa swinghenisiwa swa mbuyelo wa ndhurheriwo ku endlela ku kuma mphakelo wa switirhisiwa wo tirha kahle eka ku nghenelela eka ku tirhana na mitlhontlho leyi vangiwaka hi mitlumbano ya le magondzweni. Tiko ra Afrika-Dzonga a ri nga ri ku pfuxeteni ka mahungu ya mipimanyeto ya midurho ya mitlumbano ya le magondzweni nkarhi na nkarhi, naswona leyi a yi endliwa a yi tirhisa maendlelo lamo soriwa ngopfu yo languta nkoka wa vanhu (human capital). Hikwalaho, mipimanyeto leyi nga kona a yi nga ta va leyi tshembekaka eka ku kunguhata na ku pimaniseka na mipimanyeto ya matiko man’wana. Hi le ka ku landzelela vundzhaku lebyi laha dyondzo leyi yi nga tumbuluka na ku kombisa matirhiselo ya rimba ra ntirho wo katsa (hybrid) ku kambela ndhurho wa mitlumbo ya swifambo swa le magondzweni eAfrika-Dzonga. Rimba leri ri tirhisa endlelo ro kongomisa eka nkoka wa vanhu na ku pfumela ku hakela (willingness-to-pay), eka dyondzo yi ri yin’we. Mipimanyeto ya midurho ya nkoka wa vanhu ya laveka ku va yi pfuna eka ku kunguhata leswaku yi tlakusa swinenenene swihumesiwa swa rixaka, loko hala tlhelo mipimanyeto yo pfumela ku hakela yona yi ri yona yi fanelaka swinene eka ku pfuneta minghenelelo yo tlakusa nhlayiseko wa vanhu hi ku hunguta ku vaviseka na ku fa. Endlelo ro pfumela ku hakela ri tirhisa maendlelo ya swo ka swi nga ri swa makete (contingent valuation) na ya maendlelo yo langa (preference). Khwexinere yo valanga leyi a yi ri na maendlelo yo ka ya nga ri ya swa makete na swilangiwa leswi a swi boxiwile, yi tirhisiwile hi magoza mambirhi ku sampula vaanguri va 273 eka ntirho wa swo tleketla. Eka mhaka ya endlelo ro kongomisa eka nkoka wa vanhu, mipimanyeto ya ndhurho eka xiviko xa 2016 xa Cost of Crashes in South Africa yi hundzuluxiwile hi ku katsa inifulexini, ku tirhisiwa mpimo wa 2017 wa 5.3% ku kuma mipimanyeto ya ndhurho ya 2017. Dyondzo leyi yi paluxile leswaku endlelo ro kongomisa eka nkoka wa vanhu ri kayiveta ku vona ndhurho wa mitlumbo ya le magondzweni. Dyondzo leyi yi hoxa xandla eka ntsengo wa vutivi hi ku tirhisa endlelo ro languta nkoka wa vanhu na endlelo ro pfumela ku hakela eka dyondzo yi ri yin’we ku kombisa ntirhiseko wa endlelo leri ra nkatso (hybrid)/nhlanganiso eka xiyimo xa Afrika-Dzonga. Ndzavisiso wa nkarhi lowu taka wu fanele ku engeta dyondzo leyi hi sampulu leyi humaka eka swifundzakulu hinkwaswo swa nkaye swa Afrika-Dzonga, leswaku mipimanyeto ya ndhurho yi yimela vanhu va tiko hinkwaro. / Road traffic crashes are one of the worst risks of road mobility worldwide, representing a huge socio-economic problem particularly in developing countries such as South Africa. In order to provide a sound economic basis for investment decisions to address this challenge, it is critical to assess the cost of these crashes. These estimates serve cost-benefit analysis inputs to facilitate a more efficient resources allocation for interventions to address the challenge posed by road crashes. South Africa has not been updating crash cost estimates on a regular basis, and those that were conducted used the much criticised human capital approach. Therefore, the available estimates could not be relied upon for planning purposes and comparison with the estimates of other countries. It is against this background that this study developed and illustrated the application of a hybrid framework for assessing the cost of road traffic crashes in South Africa. The framework uses the human capital approach and the willingness-to-pay approach in one study. Human capital approach cost estimates are needed to inform planning to maximize the national output, while the willingness-to-pay estimates are more suitable when the main concern is to inform interventions to increase social welfare by reducing injuries and fatalities. The willingness-to-pay approach uses the contingent valuation and the stated preference methods. A survey questionnaire with contingent valuation and stated preference questions was administered in two phases to a sample of 273 respondents within the transport industry. For the human capital approach, the cost estimates in the 2016 Cost of Crashes in South Africa report were adjusted for inflation using the 2017 rate of 5.3% to obtain 2017 cost estimates. This study revealed that the human capital approach underestimates the cost of road crashes. The study contributes to the body of knowledge by using the human capital approach and the willingness-to-pay approach in one study to illustrate the applicability of this hybrid/ combination within the South African context. Future research needs to replicate this study on a sample drawn from all nine provinces of South Africa, so that the cost estimates are representative of the country’s population. / Ukuphazamiseka komgwaqo kungenye yezingozi ezimbi kakhulu zokuhamba komgwaqo emhlabeni jikelele, ezimele inkinga enkulu yenhlalo nezomnotho ikakhulukazi emazweni asathuthuka njengeNingizimu Afrika. Ukuze unikeze isisekelo sezomnotho esizwakalayo ezinqumeni zokutshala izimali ukubhekana nale nselele, kubalulekile ukuhlola izindleko zalezi zingozi. Lezi zilinganiso zisebenza njengeziphakamiso zokuhlaziywa kwezindleko zokuhlomula ukuze kube lula ukunikezwa kwezinsiza ezenzelwe ukuxazulula inselele ebangelwa ukuphazamiseka komgwaqo. INingizimu Afrika ayizange ibuyekeze ukulinganisa izindleko zezingozi njalo, futhi lezo ezenziwa zisebenzise indlela enkulu yokugxeka ukusebenzisa abantu. Ngakho-ke, izilinganiso ezitholakalayo azikwazanga ukuthenjelwa kuzona ngezinjongo zokuhlela nokuqhathaniswa nezilinganiso zamanye amazwe. Lokhu kuphikisana nalesi sigaba ukuthi lolu cwaningo lusungulwe futhi luboniswe ukusetshenziswa kohlaka oluxubile lokuhlola izindleko zokuphazamiseka komgwaqo eNingizimu Afrika. Uhlaka lusebenzisa indlela yokusebenzisa abantu kanye nendlela yokuzimisela-ukukhokha ocwaningweni olulodwa. Ukulinganiselwa kwezindleko zokusebenzisa abantu kuyadingeka ukuze kwaziswe ukuhlela ukwandisa umkhiqizo kazwelonke, kanti ukulinganiselwa kokuzimisela-ukukhokhela kukulungele kakhulu ukwazisa ukungenelela ukwandisa inhlalakahle yomphakathi ngokunciphisa ukulimala nokubulawa kwabantu. Indlela yokuzimisela-ukukhokha isebenzisa ukuhlaziywa kwesilinganiso kanye nezindlela okukhethwa ngazo. Imibuzo yokuhlola ngokuhlaziywa kwesilinganiso kanye nemibuzo ekhethwe ngayo yenziwa ngezigaba ezimbili embonakalisweni yabaphendulile abangama-273 embonini yezokuthutha. Ngokwendlela yokusebenzisa abantu, izindleko ezilinganiselwa ku-2016 Izindleko Zokushayisana eNingizimu Afrika kubikwa ukuthi zalungiselwa ukwenyuka kwamandla emali, kusetshenziswa isilinganiso sango-2017 esingu-5.3% ukuthola izindleko zango-2017. Lolu cwaningo luveze ukuthi indlela yokusebenzisa abantu ithatha kancane izindleko zokuphazamiseka komgwaqo. Ucwaningo lunomthelela emzimbeni wolwazi ngokusebenzisa indlela yokusebenzisa abantu kanye nendlela yokuzimisela-ukukhokha ocwaningweni olulodwa ukukhombisa ukufaneleka kwalesi sivumelwano / inhlanganisela ngaphakathi komongo waseNingizimu Afrika. Ucwaningo lwesikhathi esizayo ludinga ukuphindaphinda lolu cwaningo embonakalisweni othathwe kuzo zonke izifundazwe eziyisishiyagalolunye zaseNingizimu Afrika, ukuze ukulinganiswa kwezindleko kummele abantu bezwe / Business Management / D. Phil. (Management Studies)