Males in the shade: habitat use and sexual segregation in the Galápagos sea lion (Zalophus californianus wollebaeki)

In many sexually dimorphic species adult sexes tend to segregate socially, spatially, or in habitat use. Several hypotheses have been formulated regarding underlying mechanisms. We investigated terrestrial habitat use and sexual segregation in a tropical otariid, the Galápagos sea lion (Zalophus californianus wollebaeki), where most of the hypotheses can be ruled out a priori. Factors relating to thermoregulation and costs of locomotion were of prime importance for habitat use. Habitats directly adjacent to the sea, with simple structured flat surfaces, shade, and tide pools were most frequented, but sexes and age classes differed in their usage patterns. Sexual segregation, both spatial and by habitat was pronounced in the reproductive period (RP), but remained high during the nonreproductive period (NRP). A GLM model of habitat use showed that in both seasons adult males frequented habitat types that adult females and other age classes used much less. Males were most abundant in suboptimal inland habitats, which offered only shade for cooling. Females with newborns differed in habitat use from females with older offspring and lone females. Spatial and habitat segregation are explained most parsimoniously as by-products of social processes, primarily intrasexual competition and female avoidance of male harassment, linked to the polygynous mating system.Electronic Supplementary Material Supplementary material is available in the online version of this article at and is accessible for authorized users.     

ECONOMIC EFFECTS OF SOIL CONDITIONS ON FARM STRATEGIES TO REDUCE AGRICULTURAL POLLUTION1

ABSTRACT: Utilizing predictions of pollutant movement generated by the CREAMS model, the economics of reducing field losses of sediment and nitrate percolation were compared between two soil types on each of two slopes common to the Upper Eastern Shore of Maryland. The soils considered were Matapeake silt loam and Sassafras sandy loam textures on field slopes of 3.5 percent and 7.5 percent. A representative cash grain farm was used as a basis of comparison. Under assumptions of profit maximization, economic optimal cropping systems varied by slope. Results further indicated that relative cost-effectiveness of sediment or nitrate percolation control varied by soil type for both slopes considered. Unit costs of sediment control were less on silt loam soils, while unit costs of nitrate percolation control were less on sandy loam soils.     

Biota Connect Aquatic Habitats throughout Freshwater Ecosystem Mosaics

Freshwater ecosystems are linked at various spatial and temporal scales by movements of biota adapted to life in water. We review the literature on movements of aquatic organisms that connect different types of freshwater habitats, focusing on linkages from streams and wetlands to downstream waters. Here, streams, wetlands, rivers, lakes, ponds, and other freshwater habitats are viewed as dynamic freshwater ecosystem mosaics (FEMs) that collectively provide the resources needed to sustain aquatic life. Based on existing evidence, it is clear that biotic linkages throughout FEMs have important consequences for biological integrity and biodiversity. All aquatic organisms move within and among FEM components, but differ in the mode, frequency, distance, and timing of their movements. These movements allow biota to recolonize habitats, avoid inbreeding, escape stressors, locate mates, and acquire resources. Cumulatively, these individual movements connect populations within and among FEMs and contribute to local and regional diversity, resilience to disturbance, and persistence of aquatic species in the face of environmental change. Thus, the biological connections established by movement of biota among streams, wetlands, and downstream waters are critical to the ecological integrity of these systems. Future research will help advance our understanding of the movements that link FEMs and their cumulative effects on downstream waters.     

Comparison of Expected Crash and Injury Reduction from Production Forward Collision and Lane Departure Warning Systems

Objectives: The U.S. New Car Assessment Program (NCAP) now tests for forward collision warning (FCW) and lane departure warning (LDW). The design of these warnings differs greatly between vehicles and can result in different real-world field performance in preventing or mitigating the effects of collisions. The objective of this study was to compare the expected number of crashes and injured drivers that could be prevented if all vehicles in the fleet were equipped with the FCW and LDW systems tested under the U.S. NCAP.

Methods: To predict the potential crashes and serious injury that could be prevented, our approach was to computationally model the U.S. crash population. The models simulated all rear-end and single-vehicle road departure collisions that occurred in a nationally representative crash database (NASS-CDS). A sample of 478 single-vehicle crashes from NASS-CDS 2012 was the basis for 24,822 simulations for LDW. A sample of 1,042 rear-end collisions from NASS-CDS years 1997–2013 was the basis for 7,616 simulations for FCW. For each crash, 2 simulations were performed: (1) without the system present and (2) with the system present. Models of each production safety system were based on 54 model year 2010–2014 vehicles that were evaluated under the NCAP confirmation procedure for LDW and/or FCW. NCAP performed 40 LDW and 45 FCW tests of these vehicles.

Results: The design of the FCW systems had a dramatic impact on their potential to prevent crashes and injuries. Between 0 and 67% of crashes and 2 and 69% of moderately to fatally injured drivers in rear-end impacts could have been prevented if all vehicles were equipped with the FCW systems. Earlier warning times resulted in increased benefits. The largest effect on benefits, however, was the lower operating speed threshold of the systems. Systems that only operated at speeds above 20 mph were less than half as effective as those that operated above 5 mph with similar warning times. The production LDW systems could have prevented between 11 and 23% of drift-out-of-lane crashes and 13 and 22% of seriously to fatally injured drivers. A majority of the tested LDW systems delivered warnings near the point when the vehicle first touched the lane line, leading to similar benefits. Minimum operating speed also greatly affected LDW effectiveness.

Conclusions: The results of this study show that the expected field performance of FCW and LDW systems are highly dependent on the design and system limitations. Systems that delivered warnings earlier and operated at lower speeds may prevent far more crashes and injuries than systems that warn late and operate only at high speeds. These results suggest that future FCW and LDW evaluation should prioritize early warnings and full-speed range operation. A limitation of this study is that additional crash avoidance features that may also mitigate collisions—for example, brake assist, automated braking, or lane-keeping assistance—were not evaluated during the NCAP tests or in our benefits models. The potential additional mitigating effects of these systems were not quantified in this study.     

Analysis of Driver Evasive Maneuvering Prior to Intersection Crashes Using Event Data Recorders

Objective: Intersection crashes account for over 4,500 fatalities in the United States each year. Intersection Advanced Driver Assistance Systems (I-ADAS) are emerging vehicle-based active safety systems that have the potential to help drivers safely navigate across intersections and prevent intersection crashes and injuries. The performance of an I-ADAS is expected to be highly dependent upon driver evasive maneuvering prior to an intersection crash. Little has been published, however, on the detailed evasive kinematics followed by drivers prior to real-world intersection crashes. The objective of this study was to characterize the frequency, timing, and kinematics of driver evasive maneuvers prior to intersection crashes.

Methods: Event data recorders (EDRs) downloaded from vehicles involved in intersection crashes were investigated as part of NASS-CDS years 2001 to 2013. A total of 135 EDRs with precrash vehicle speed and braking application were downloaded to investigate evasive braking. A smaller subset of 59 EDRs that collected vehicle yaw rate was additionally analyzed to investigate evasive steering. Each vehicle was assigned to one of 3 precrash movement classifiers (traveling through the intersection, completely stopped, or rolling stop) based on the vehicle's calculated acceleration and observed velocity profile. To ensure that any significant steering input observed was an attempted evasive maneuver, the analysis excluded vehicles at intersections that were turning, driving on a curved road, or performing a lane change. Braking application at the last EDR-recorded time point was assumed to indicate evasive braking. A vehicle yaw rate greater than 4° per second was assumed to indicate an evasive steering maneuver.

Results: Drivers executed crash avoidance maneuvers in four-fifths of intersection crashes. A more detailed analysis of evasive braking frequency by precrash maneuver revealed that drivers performing complete or rolling stops (61.3%) braked less often than drivers traveling through the intersection without yielding (79.0%). After accounting for uncertainty in the timing of braking and steering data, the median evasive braking time was found to be between 0.5 to 1.5 s prior to impact, and the median initial evasive steering time was found to occur between 0.5 and 0.9 s prior to impact. The median average evasive braking deceleration for all cases was found to be 0.58 g. The median of the maximum evasive vehicle yaw rates was found to be 8.2° per second. Evasive steering direction was found to be most frequently in the direction of travel of the approaching vehicle.

Conclusions: The majority of drivers involved in intersection crashes were alert enough to perform an evasive action. Most drivers used a combination of steering and braking to avoid a crash. The average driver attempted to steer and brake at approximately the same time prior to the crash.     

Yearlong hibernation in a marsupial mammal

Many mammals hibernate each year for about 6 months in autumn and winter and reproduce during spring and summer when they are generally not in torpor. I tested the hypothesis that the marsupial pygmy-possum (Cercartetus nanus), an opportunistic nonseasonal hibernator with a capacity for substantial fattening, would continue to hibernate well beyond winter. I also quantified how long they were able to hibernate without access to food before their body fat stores were depleted. Pygmy-possums exhibited a prolonged hibernation season lasting on average for 310 days. The longest hibernation season in one individual lasted for 367 days. For much of this time, despite periodic arousals after torpor bouts of ∼12.5 days, energy expenditure was reduced to only ∼2.5% of that predicted for active individuals. These observations represent the first report on body-fat-fuelled hibernation of up to an entire year and provide new evidence that prolonged hibernation is not restricted to placental mammals living in the cold.     

In Situ Measurement of Hydrochloric Acid in Rocket Exhaust Clouds Using a Remotely Piloted Aircraft

Abstract

An instrumentation system employing an RPV (remotely piloted vehicle) platform was developed for temporally and spatially resolved air pollution measurements, and was used to measure the evolution of gas-phase HC1 in exhaust clouds from a solid rocket motor firing and fuel pit burns. A thermistor and a sensitive (ppmv-level), rapid-response (<0.1 sec) infrared absorption sensor for HC1 were mounted in a flow channel in the RPV, permitting concentration and temperature measurements to be made in the cloud on a several-meter scale. The RPV system was flown in a series of field tests at Thiokol Corporation’s Elkton, MD division to evaluate the HC1 content of the exhaust products of a new Mg-based fuel formulation. Measurements were made in the clouds from Al-based and Mg-based solid fuel pit burns and a Mg-fueled motor firing over periods of several minutes. Elevated temperatures and HC1 concentrations were found to be temporally correlated with video images of the particulate cloud. Cl originating from the ammonium perchlorate oxidizer appeared in the exhaust as HC1 in each of the tests. Both the macroscopic and local cloud parameters indicate that the Mg-based fuel may provide some reduction in HC1 concentration compared to the standard Al-based fuel.     

Does Riparian Fencing Protect Stream Water Quality in Cattle-Grazed Lands?

Environmental Management - Cattle degrade streams by increasing sediment, nutrient, and fecal bacteria levels. Riparian fencing is one best management practice that may protect water quality within...     

Carbon fixation and coccolith detachment in the coccolithophore Emiliania huxleyi in nitrate-limited cyclostats

This study addresses carbon fixation and coccolith production and detachment in the cosmopolitan species Emiliania huxleyi (Lohmann) Hay et Mohler, under conditions of nitrate limitation and high light typical of surface water in the ocean. Cells were grown under controlled growth conditions using nitrate-limited cyclostat cultures at four growth rates between 0.2 and 0.7 d⁻¹ in 1995. Both photosynthesis and calcification rates increased with growth rate. Coccolith dimensions remained constant at all cell growth rates. Specific rates of coccolith detachment also increased linearly with cell-specific growth rate at a ratio not significantly different from 1.00. Estimates of coccolith carbon content decreased with increasing cell growth rates. Received: 18 March 1997 / Accepted: 8 October 1998