Diet and environment 1.2 million years ago revealed through analysis of dental calculus from Europe’s oldest hominin at Sima del Elefante,Spain

Sima del Elefante, Atapuerca, Spain contains one of the earliest hominin fragments yet known in Europe, dating to 1.2 Ma. Dental calculus from a hominin molar was removed, degraded and analysed to recover entrapped remains. Evidence for plant use at this time is very limited and this study has revealed the earliest direct evidence for foods consumed in the genus Homo. This comprises starchy carbohydrates from two plants, including a species of grass from the Triticeae or Bromideae tribe, meat and plant fibres. All food was eaten raw, and there is no evidence for processing of the starch granules which are intact and undamaged. Additional biographical detail includes fragments of non-edible wood found adjacent to an interproximal groove suggesting oral hygiene activities, while plant fibres may be linked to raw material processing. Environmental evidence comprises spores, insect fragments and conifer pollen grains which are consistent with a forested environment.     

Intervention study of airborne fungal spora in homes with portable HEPA filtration units

The concentrations and composition of airborne fungal spores in homes fitted with portable HEPA filtration units were examined to provide information to evaluate the importance of varying levels of fungal spores in residential environments in Perth, Australia. A novel method for simulating activity/impaction on carpeted environments was also investigated. Reductions in fungal (35%) and particulate (38%) levels were achieved in the air filter homes. Penicillium, Cladosporium and yeasts were the most common and widespread fungi recovered indoors and outdoors. Fungal range decreased over the study period but this could be due to an overall reduced dissemination of spores (less spores in the air).     

Debromination of 1,4-Dibromobenzene and 4,4′-Dibromobiphenyl: A Model for Cleansing of PCBs

The aim of this study is to develop a catalytic method which has advantages over current method to detoxify and degrade environmentally harmful polychlorinated biphenyls (PCBs). A variety of catalysts have been employed in a preliminary study on 1,4-dibromobenzene and 4,4-dibromobiphenyl which may be considered to represent simple analogues of PCBs. The most satisfactory catalysts are those involving [Pd(dppf)] [dppf = 1,1-bis(diphenylphosphino)ferrocene], generated in situ from PdCl2(dppf) or Pd(dppf)2. In the presence of the reducing reagent, namely NaBH4, debromination has been achieved at relative mild conditions with high product yields (> 70%). Thus, our results indicate the possibility of dechlorination of PCBs with such catalysts.     

Time pattern of off-site plutonium deposition from rocky flats plant by lake sediment analyses

A sediment core from a lake downwind of the Rocky Flats Plant, where nuclear weapons components are produced, was used to reconstruct a time pattern of off-site plutonium deposition. Core sections were dated by analyses of ¹³⁷Cs, ^239,240Pu, ²³⁸Pu, and ²⁴¹Am fallout from nuclear testing and ²³⁸Pu fallout from a satellite failure. A peak in transuranic concentrations occurred in late 1969 which was attributable to the Plant. This was confirmed by mass isotopic analysis of plutonium isotopes in selected core segments where the global fallout and Plant contributions could be differentiated. The 18 nCi ^239,240Pu per m² from the Plant that had accumulated in the sediment is reasonable when compared to soil analyses.     

Reducing Nonpoint Source Pollution Through Collaboration: Policies and Programs Across the U.S. States

Nonpoint source (NPS) pollution has emerged as the largest threat to water quality in the United States, influencing policy makers and resource managers to direct more attention toward NPS prevention and remediation. In response, the United States Environmental Protection Agency (USEPA) spent more than $204 million in fiscal year (FY) 2006 on the Clean Water Act’s Section 319 program to combat NPS pollution, much of it on the development and implementation of watershed-based plans. State governments have also increasingly allocated financial and technical resources to collaborative watershed efforts within their own borders to fight NPS pollution. With increased collaboration among the federal government, states, and citizens to combat NPS pollution, more information is needed to understand how public resources are being used, by whom, and for what, and what policy changes might improve effectiveness. Analysis from a 50-state study suggests that, in addition to the average 35% of all Section 319 funds per state that are passed on to collaborative watershed groups, 35 states have provided financial assistance beyond Section 319 funding to support collaborative watershed initiatives. State programs frequently provide technical assistance and training, in addition to financial resources, to encourage collaborative partnerships. Such assistance is typically granted in exchange for requirements to generate a watershed action plan and/or follow a mutually agreed upon work plan to address NPS pollution. Program managers indicated a need for greater fiscal resources and flexibility to achieve water quality goals.     

Behavioral responses of bison and elk in Yellowstone to snowmobiles and snow coaches.

Managers of public lands are charged with protecting some of our most important natural resources and ecosystems, while providing for their use and enjoyment by visitors. Almost one million visitors entered Yellowstone National Park by motorized means on snowmobiles (87%) or snow coaches (13%) during 1992-2003. Most vehicles toured the central portion of the park where bison (Bison bison) and elk (Cervus elaphus) concentrate in geothermal areas. We sampled >6500 interactions between groups of these species and groups of snowmobiles and snow coaches (collectively, OSV, over-snow vehicles) during five winters (1999-2000, 2002-2004). Multinomial logits models were used to identify conditions leading to behavioral responses. Elk responded three times as often (52%) as bison (19%) during interactions with groups of snowmobiles and snow coaches due to increased vigilance responses (elk, 44%; bison, 10%). However, the frequency of higher-intensity movement responses by bison and elk were similar (6-7% travel, 1-2% flight, <1% defense) and relatively low compared to other studies of ungulates and snowmobile disturbance. The likelihood of active responses by bison and elk increased significantly if animals were on or near roads, groups were smaller, or humans approached. The likelihood of an active response by bison decreased within winters having the largest visitation, suggesting some habituation to snowmobiles and snow coaches. There was no evidence that snowmobile use during the past 35 years affected the population dynamics or demography of bison or elk. Thus, we suggest that regulations restricting levels and travel routes of over-snow vehicles (OSVs) were effective at reducing disturbances to bison and elk below a level that would cause measurable fitness effects. We recommend park managers consider maintaining OSV traffic levels at or below those observed during our study. Regardless, differing interpretations of the behavioral and physiological response data will continue to exist because of the diverse values and beliefs of the many constituencies of Yellowstone.     

A Comparison of Data Sets Varying in Spatial Accuracy Used to Predict the Occurrence of Wildlife-Vehicle Collisions

Wildlife-vehicle collisions (WVCs) pose a significant safety and conservation concern in areas where high-traffic roads are situated adjacent to wildlife habitat. Improving transportation safety, accurately planning highway mitigation, and identifying key habitat linkage areas may all depend on the quality of WVC data collection. Two common approaches to describe the location of WVCs are spatially accurate data derived from global positioning systems (GPS) or vehicle odometer measurements and less accurate road-marker data derived from reference points (e.g., mile-markers or landmarks) along the roadside. In addition, there are two common variable types used to predict WVC locations: (1) field-derived, site-specific measurements and (2) geographic information system (GIS)-derived information. It is unclear whether these different approaches produce similar results when attempting to identify and explain the location of WVCs. Our first objective was to determine and compare the spatial error found in road-marker data (in our case the closest mile-marker) and landmark-referenced data. Our second objective was to evaluate the performance of models explaining high- and low-probability WVC locations, using congruent, spatially accurate (<3-m) and road-marker (<800-m) response variables in combination with field- and GIS-derived explanatory variables. Our WVC data sets were comprised of ungulate collisions and were located along five major roads in the central Canadian Rocky Mountains. We found that spatial error (mean ± SD) was higher for WVC data referenced to nearby landmarks (516 ± 808 m) than for data referenced to the closest mile-marker data (401 ± 219 m). The top-performing model using the spatially accurate WVC locations contained all explanatory variable types, whereas GIS-derived variables were only influential in the best road-marker model and the spatially accurate reduced model. Our study showed that spatial error and sample size, using road-marker data for ungulate species, are important to consider for model output interpretation, which will impact the appropriate scale on which to apply modeling results. Using road-marker references <1.6 km or GPS-derived data locations may represent an optimal compromise between data acquisition costs and analytical performance. Electronic supplementary material  The online version of this article (doi:) contains supplementary material, which is available to authorized users.