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INTRODUCTION: Our aim was to gain insight into the effect of COVID-19 measures on SARS-CoV-2 incidence in secondary schools and the association with classroom CO 2 concentration and airborne contamination. METHODS: Between October 2020-June 2021, 18 schools weekly reported SARS-CoV-2 incidence and completed surveys on school-initiated COVID-19 measures (e.g. improving hygiene or minimizing contacts). CO 2 was measured in occupied classrooms twice, and SARS-CoV-2 air contamination longitudinally using electrostatic dust collectors (EDC) and analyzed using RT-qPCR. National COVID-19 policy measures varied during pre-lockdown, lockdown and post-lockdown periods. During the entire study, schools were recommended to improve ventilation. SARS-CoV-2 incidence rate ratios (IRR) were estimated by Generalized Estimating Equation (GEE) models. RESULTS: During 18 weeks follow-up (range: 10-22) SARS-CoV-2 school-incidence decreased during national lockdown (adjusted IRR: 0.41, 95%CI: 0.21-0.80) and post-lockdown (IRR: 0.60, 0.39-0.93) compared to pre-lockdown. School-initiated COVID-19 measures had no additional effect. Pre-lockdown, IRRs per 10% increase in time CO 2 exceeded 400, 550 and 800 ppm above outdoor level respectively, were 1.08 (1.00-1.16), 1.10 (1.02-1.19), and 1.08 (0.95-1.22). Post-lockdown, CO 2-concentrations were considerably lower and not associated with SARS-CoV-2 incidence. No SARS-CoV-2 RNA was detected in any of the EDC samples. CONCLUSION: During a period with low SARS-CoV-2 population immunity and increased attention to ventilation, with CO 2 levels most of the time below acceptable thresholds, only the national policy during and post-lockdown of reduced class-occupancy, stringent quarantine, and contact testing reduced SARS-CoV-2 incidence in Dutch secondary schools. Widespread SARS-CoV-2 air contamination could not be demonstrated in schools under the prevailing conditions during the study.

Additional file 1: Box S1. Survey baseline characteristics school. Box S2. Survey school-initiated COVID-19 measures. Table S1. National COVID-19 policy during the study period (October 2020 – June 2021) for each lockdown period. Table S2. School-initiated COVID-19 measures and corresponding scores. Box S3. Laboratory analysis of settling dust samples. Table S3. Results of SARS-CoV-2 RT-PCR in settling dust samples in secondary schools.

Collective self-governance is gaining attention in the literature for maintaining the quality of key attractions and promoting sustainable tourism. The long-term success of collective self-governance is dependent on both its internal organization and its embeddedness in external state and non-state regulations. This paper presents the marine community concept, consisting of a policy and a user community, as a framework for investigating the internal and external dynamics of collective self-governance and its ability to steer toward sustainable cruise tourism. As methodology, a case study design was chosen which was primarily studied by means of interviews with a spectrum of relevant actors concerning expedition cruise tourism at Svalbard. By applying the marine community to Svalbard expedition cruise tourism governance, we draw the following conclusions: (1) collective self-governance complements governmental regulation through access to knowledge, conflict resolution and rule-compliance based on disclosure, traceability and trust; (2) collective self-governance's increasing role in the policy community alienates the expedition crew from the user community; and (3) informational overflow by co-existence of collective self-governance and state-governance challenges sustainable cruise tourism. Collective self-governance would, therefore, benefit from reflection, especially regarding the role of the user community that functions as an intermediary between state and self-governance regulations.

Conceptual approaches to thoroughly study governance of cruise tourism are lacking in the literature. Relying on Castells’ network society, we analyze how two interconnected flows of cruise ships and passengers are governed by a marine community of users and policy makers. Bonaire is used as a case study. Research shows that the transnational cruise ship flow increasingly determines the local passenger flow at Bonaire. Therefore, the marine community increasingly connects with and adapts to the requirements of the transnational cruise network. Moreover, unequal power relations between cruise networks and flows prioritize the economy over the environment at Bonaire.

Climate change has been credited with making the Arctic Ocean more accessible to maritime transport, but those navigating its waters must contend with highly dynamic and unpredictable weather and sea ice conditions. Despite ongoing developments in weather and sea ice services to enable responsible and safe operation and navigation, little is known about what and how these information services are used, and whether the services meet the information needs of maritime sectors. Here we address this gap by providing insights from the expedition cruise tourism sector active in European Arctic ocean areas. By applying a social practice theory perspective and relying on semi-structured interviews we show how weather and sea ice services are currently used by expedition cruise operators in various operational decision-making contexts. We argue that practice theory contributes to understanding user needs in a more contextualized way, which is essential for enhancing and tailoring information services. Our analysis suggests that weather and sea ice are only two elements in a complex socio-material setting. Finally, we argue that weather and sea ice services contribute to the resilience and rationalization of the expedition cruise sector in the European Arctic and beyond.

The strategic location of small islands in the Caribbean, close to the United States of America (USA), and their historical trade roots as former colonies of Europe make them an interesting business environment. Small islands' eagerness for economic development and their limited governance capacity often result in an unequal relationship between multinational private parties and small islands' policy actors, especially in regard to environmental management. This is also observed at St. Eustatius, a small Caribbean island that hosts a crucial oil storage and transshipment terminal that compromises the environmental state of the small island. However, in 2010, St. Eustatius (Statia) became part of the Netherlands, which significantly changed the responsibilities related to environmental management. Bringing the environmental state back in reversed existing power relations. To analyze these changing power dynamics, we apply the new social scientific concept of marine community, which encompasses a user community and a policy community and shows the different interests and power dynamics within and between them. While governance of the oil terminal used to be determined by structural power in the user community on behalf of NuStar, it currently relies on the structural power of the Dutch Ministry of Infrastructure and Environment (I&E) in the policy community. In theory, structural power to bring the environmental state back in would be beneficial for governance. In practice, however, this is challenging because a small island environmental state is different from the environmental state in countries in Western societies. Although the Dutch Ministry has structural power, the way it relates to others (dispositional power) and uses resources (relational power) should be better adapted to the needs and characteristics of small island environmental states such as Statia.