Size assessment in simulated territorial encounters between male green frogs (Rana clamitans)

We examined the ability of male green frogs to assess the size of an opponent based on the dominant frequency of their advertisement call, which is negatively correlated with size, using synthetic stimuli to simulate intruders of different sizes. In one field playback experiment, we broadcast a pair of stimuli representing a small and a large male; in a second experiment, we broadcast calls of a medium and a large male. In both experiments, males produced calls with significantly lower dominant frequencies in response to each stimulus. Contrast analyses revealed that males lowered the dominant frequency of their calls more in response to the large-male stimulus than in responses to the small- and medium-male stimuli. In the second experiment, males also responded to the large-male stimulus by calling at higher rates. There were no differences in mean note duration or the number of moves made toward or around the playback speaker in response to any stimulus. Thus, the frequency of an opponent's calls elicits a differential modification of calling behavior, primarily in the form of differential dominant frequency alteration, suggesting that males use dominant frequency to assess the size of opponents during aggressive encounters. Received: 17 April 1998 / Accepted after revision: 7 October 1998     

Aviation and global climate change in the 21st century

Aviation emissions contribute to the radiative forcing (RF) of climate. Of importance are emissions of carbon dioxide (CO₂), nitrogen oxides (NO_x), aerosols and their precursors (soot and sulphate), and increased cloudiness in the form of persistent linear contrails and induced-cirrus cloudiness. The recent Fourth Assessment Report (AR4) of the Intergovernmental Panel on Climate Change (IPCC) quantified aviation's RF contribution for 2005 based upon 2000 operations data. Aviation has grown strongly over the past years, despite world-changing events in the early 2000s; the average annual passenger traffic growth rate was 5.3% yr^?1 between 2000 and 2007, resulting in an increase of passenger traffic of 38%. Presented here are updated values of aviation RF for 2005 based upon new operations data that show an increase in traffic of 22.5%, fuel use of 8.4% and total aviation RF of 14% (excluding induced-cirrus enhancement) over the period 2000–2005. The lack of physical process models and adequate observational data for aviation-induced cirrus effects limit confidence in quantifying their RF contribution. Total aviation RF (excluding induced cirrus) in 2005 was ～55 mW m^?2 (23–87 mW m^?2, 90% likelihood range), which was 3.5% (range 1.3–10%, 90% likelihood range) of total anthropogenic forcing. Including estimates for aviation-induced cirrus RF increases the total aviation RF in 2005–78 mW m^?2 (38–139 mW m^?2, 90% likelihood range), which represents 4.9% of total anthropogenic forcing (2–14%, 90% likelihood range). Future scenarios of aviation emissions for 2050 that are consistent with IPCC SRES A1 and B2 scenario assumptions have been presented that show an increase of fuel usage by factors of 2.7–3.9 over 2000. Simplified calculations of total aviation RF in 2050 indicate increases by factors of 3.0–4.0 over the 2000 value, representing 4–4.7% of total RF (excluding induced cirrus). An examination of a range of future technological options shows that substantive reductions in aviation fuel usage are possible only with the introduction of radical technologies. Incorporation of aviation into an emissions trading system offers the potential for overall (i.e., beyond the aviation sector) CO₂ emissions reductions. Proposals exist for introduction of such a system at a European level, but no agreement has been reached at a global level.     

Emissions Control and Ambient Air Quality at a Secondary Steel Production Facility

Steel production from electric arc furnaces has been continuously rising over the past few years. The trend is expected to continue due to both the anticipated increase in demand for steel, and to the replacement of obsolete open hearth furnaces. In 1972 steel produced in electric arc furnaces, which makes up 25 to 30% of the annual United States steel production, was produced primarily from recycled scrap steel in approximately 300 electric arc furnaces operated by 99 companies at 121 locations.¹ Over half of these furnaces are smaller than 50 tons, and many are located in small bar mills producing a variety of merchant steel products.     

Innovation in environmental policy: the National Environmental Policy Act of the US and the Resource Management Act of New Zealand

On enactment, both the National Environmental Policy Act (NEPA), 1970 of the US and the Resource Management Act (RMA), 1991 of New Zealand received accolades for innovativeness. However, is such praise justified when these acts are explored through the literature on policy innovation? This paper suggests that it is. More importantly, recognizing how different attributes of innovation contribute to having a policy adopted suggests what the crafters of future environmental policies might do well to consider. It is critical to attend to the political climate in which a policy is being drafted.