Snake-directed mobbing by the Formosan squirrel Callosciurus erythraeus thaiwanensis

Summary The Formosan squirrel Callosciurus erythraeus thaiwanensis was often observed mobbing the snake Elaphe climacophora. A total of 36 natural and 21 experimentally induced mobbings were observed and analyzed. The number of attending squirrels per mobbing event varied from one to seven, and 84% of observed mobbings were performed by more than one individual. The duration of a mobbing bout increased directly with the number of assembled mobbers. In 68% of cases, one adult female was one of the mobbers; there was never more than one female per mob. The number of assembled males per mob varied from 0 to 5; 40% of the mobbings involved two or more males. This difference is correlated to a difference in spacing patterns of both sexes; female home ranges were distributed exclusively, whereas male home ranges overlapped each other. Females mated with multiple males whose home ranges overlapped theirs. Female's reproductive status (conception, lactation, and weaning) affected their intensity of response to the playback of mobbing calls, females in pup-rearing period being the most sensitive. One function of the mobbing appears to be defense of the young against snake predation. Females mobbed more intensively and longer than males. Males that had resided at the study site for at least 1 year tended to mob more frequently than intruders.     

Developing joint educational programs in sustainability science across different universities: a case study from Japan

The challenge for sustainability educational programs lies in how to imbue students with the strong motivation necessary to move the world in a more sustainable direction. Five universities in Japan have mutually collaborated in the design and development of a unique curriculum and education system for sustainability science since 2008. Specifically, they have developed a common and remote lecture system called the “Frontier of sustainability science” (FSS). This paper discusses the concepts and challenges of FSS and how it was organized to teach students to actively learn how to work with people of various disciplines to realize interdisciplinarity.     

Difference in concentration trends of airborne particulate matter during rush hour on weekdays and Sundays in Tokyo,Japan

Suspended particulate matter (SPM) and fine particulate matter (less than or equal to 2.5 μm: PM_2.5) have generally been decreasing for the last decade in Tokyo, Japan. To elucidate the major cause of this decrease, the authors investigated the different trends of airborne particulates (both SPM and PM_2.5 concentrations) by evaluating comparisons based on the location of the monitoring stations (roadside vs. ambient), days of the week (weekdays vs. Sundays), and daily fluctuation patterns (2002 vs. 2010). Hourly mean SPM and PM_2.5 concentrations were obtained at four monitoring stations (two roadside stations, two ambient stations) in Tokyo, Japan. Annual mean concentrations of each day of the week and of each hour of the day from 2002 to 2010 were calculated. The results showed that (1) the daily differences in annual mean concentration decreased only at the two roadside monitoring stations; (2) the high hourly mean concentrations observed on weekdays during the daily rush hour at the two roadside monitoring stations observed in 2002 diminished in 2010; (3) the SPM concentration that decreased the most since 2002 was the PM_2.5 concentration; and (4) the fluctuation of hourly concentrations during weekdays at the two roadside monitoring stations decreased. A decreasing trend of airborne particulates during the daily rush hour in Tokyo, Japan, was observed at the roadside monitoring stations on weekdays since 2002. The decreasing PM_2.5 concentration resulted in this decreasing trend of airborne particulate concentrations during the daily rush hours on weekdays, which indicates fewer emissions were produced by diesel vehicles.

ImplicationsThe authors compared the trends of SPM and PM_2.5 in Tokyo by location (roadside vs. ambient), days of the week (weekdays vs. Sundays), and daily fluctuation patterns (2002 vs. 2010). The high hourly mean concentrations observed at the roadside location during rush hour on weekdays in 2002 diminished in 2010. The SPM concentration that decreased during rush hour the most was the PM_2.5 concentration. This significant decrease in the PM_2.5 concentration resulted in the general decreasing trend of SPM concentrations during the rush hours on weekdays, which indicates fewer emissions were produced from diesel vehicles.     

Driver exposure to particulate matter in Bangkok

The aims of this study were to determine the particulate matter with aerodynamic diameters > or = 2.5 microm (PM2.5) and 2.5-10 microm (PM10-2.5) exposure levels of drivers and to analyze the proportion of elemental carbon (EC) and organic carbon (OC) in PM2.5 in Bangkok, Thailand. Four bus routes were selected. Measurements were conducted over 10 days in August (rainy season) 2008 and 8 days in January (dry season) 2009. The mean PM2.5 exposure level of the Tuk-tuk drivers was 86 microg/m3 in August and 198 microg/m3 in January. The mean for the non-air-conditioned bus drivers was 63 microg/m3 in August and 125 microg/m3 in January. The PM2.5 and PM10-2.5 exposure levels of the drivers in January were approximately twice as high as those in August. The proportion of total carbon (TC) in PM2.5 to the PM2.5 level in August (0.97 +/- 0.28 microg/m3) was higher than in January (0.65 +/- 0.13 microg/m3). The proportion of OC in the TC of the PM2.5 in August (0.51 +/- 0.08 microg/m3) was similar to that in January (0.65 +/- 0.07 microg/m3). The TC exposure by PM25 in January (81 +/- 30 microg/m3) remained higher than in August (56-21 microg/m3). The mean level of OC in the PM2.5 was 29 +/- 13 microg/m3 in August and 50 +/- 24 microg/m3 in January. In conclusion, the PM exposure level in Bangkok drivers was higher than that in the general environment, which was already high, and it varied with the seasons and vehicle type. This study also demonstrated that the major component of the PM was carbon, likely derived from vehicles.     

Evaluation of mercury contamination using plant leaves and humus as indicators

Plant leaves and humus were collected from three areas with and without mercury emission sources. Mercury in these samples were determined by cold flameless atomic absorption spectrometry. A part of mercury emitted from the source into the atmosphere is absorbed by plant leaves, and move to humus through fallen leaves. Consequentry, plant leaves are able to be used as an indicator for the evaluation of mercury in air at present. Humus is usefull for the evaluation of mercury contamination through the air from the past to present.     

Effects of climate change on coastal disasters: new methodologies and recent results

Humanity faces an increasing possibility that unusual and extreme natural disasters will increase, compounded with climate change, including global warming. These compound events are designated as compounded natural hazards in this study. A methodology must be developed for predicting what events and risks will confront future societies, to propose countermeasures and adaptation strategies against these events, and to evaluate the influences of compound disasters on infrastructure which is particularly situated near coasts and rivers. Based on the above-stated background and demands, this study was undertaken with the intention of upgrading the methodology for estimating effects on infrastructure of compound events such as increased typhoon and rainfall severity caused by global warming occurring concurrently with a great earthquake in Japan. Such a methodology is expected to contribute to progress in the fields of natural disaster mitigation and land preservation, particularly benefiting coastal and river areas in Japan. Additionally in this study, risk and economic loss analyses for the possible occurrence of compound disasters for coastal infrastructure and foundations are produced for establishing environmental strategies at the governmental level. The authors further propose adaptation strategies and techniques as countermeasures against these events.     

Roadside particulate air pollution in Bangkok

Airborne fine particles of PM(2.5-10) and PM2.5 in Bangkok, Nonthaburi, and Ayutthaya were measured from December 22, 1998, to March 26, 1999, and from November 30, 1999, to December 2, 1999. Almost all the PM10 values in the high-polluted (H) area exceeded the Thailand National Ambient Air Quality Standards (NAAQS) of 120 microg/m3. The low-polluted (L) area showed low PM10 (34-74 microg/m3 in the daytime and 54-89 microg/m3 at night). PM2.5 in the H area varied between 82 and 143 microg/m3 in the daytime and between 45 and 146 microg/m3 at night. In the L area, PM2.5 was quite low both day and night and varied between 24 and 54 microg/m3, lower than the U.S. Environmental Protection Agency (EPA) standard (65 microg/m3). The personal exposure results showed a significantly higher proportion of PM2.5 to PM10 in the H area than in the L area (H = 0.80 +/- 0.08 and L = 0.65 +/- 0.04). Roadside PM10 was measured simultaneously with the Thailand Pollution Control Department (PCD) monitoring station at the same site and at the intersections where police work. The result from dual simultaneous measurements of PM10 showed a good correlation (correlation coefficient: r = 0.93); however, PM levels near the roadside at the intersections were higher than the concentrations at the monitoring station. The relationship between ambient PM level and actual personal exposures was examined. Correlation coefficients between the general ambient outdoors and personal exposure levels were 0.92 for both PM2.5 and PM10. Bangkok air quality data for 1997-2000, including 24-hr average PM10, NO2, SO2, and O3 from eight PCD monitoring stations, were analyzed and validated. The annual arithmetic mean PM10 of the PCD data at the roadside monitoring stations for the last 3 years decreased from 130 to 73 microg/m3, whereas the corresponding levels at the general monitoring stations decreased from 90 to 49 microg/m3. The proportion of days when the level of the 24-hr average PM10 exceeded the NAAQS was between 13 and 26% at roadside stations. PCD data showed PM10 was well correlated with NO2 but not with SO2, suggesting that automobile exhaust is the main source of the particulate air pollution. The results obtained from the simultaneous measurement of PM2.5 and PM10 indicate the potential environmental health hazard of fine particles. In conclusion, Bangkok traffic police were exposed to high levels of automobile-derived particulate air pollution.