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Song Gupuh, a partially collapsed cave in the Gunung Sewu Limestones of East Java, Indonesia, contains over 16 m of deposits with a faunal sequence spanning some 70 ka. Major changes in the range of animals represented show the impact of climate change and humans. The Terminal Pleistocene and Early Holocene was a period of maximum biodiversity. Human use of Song Gupuh and other cave sites in the region also intensified significantly from ca. 12 ka, together with a new focus on exploitation of small-bodied species (macaque monkeys and molluscs), the first evidence for import of resources from the coast, and use of bone and shell tools. Human activity, especially after the onset of the Neolithic around 2.6 ka, subsequently contributed to a progressive loss of many species from the area, including tapir, elephant, Malayan bear, rhino and tiger, and this extinction process is continuing. We conclude by discussing the biogeographical significance of Song Gupuh in the context of other sites in Java (e.g. Punung, Wajak) and further afield (e.g. Liang Bua).

Song Gupuh, a partially collapsed cave in the Gunung Sewu Limestones of East Java, Indonesia, contains over 16 m of deposits with a faunal sequence spanning some 70 ka. Major changes in the range of animals represented show the impact of climate change and humans. The Terminal Pleistocene and Early Holocene was a period of maximum biodiversity. Human use of Song Gupuh and other cave sites in the region also intensified significantly from ca. 12 ka, together with a new focus on exploitation of small-bodied species (macaque monkeys and molluscs), the first evidence for import of resources from the coast, and use of bone and shell tools. Human activity, especially after the onset of the Neolithic around 2.6 ka, subsequently contributed to a progressive loss of many species from the area, including tapir, elephant, Malayan bear, rhino and tiger, and this extinction process is continuing. We conclude by discussing the biogeographical significance of Song Gupuh in the context of other sites in Java (e.g. Punung, Wajak) and further afield (e.g. Liang Bua).

The Houston-Dallas (I-45) corridor is the busiest route among 18 traffic corridors in Texas, USA. The expected population growth and the surge in passenger mobility may result in a significant impact on the regional environment. This study uses a life cycle framework to predict and evaluate the net changes of environmental impact associated with the potential development of a high-speed rail (HSR) System along the I-45 corridor through its life cycle. The environmental impact is estimated in terms of CO2 and greenhouse gas (GHG) emissions per vehicle/passenger-kilometers traveled (V/PKT) using life cycle assessment. The analyses are performed referring to the Ecoinvent 3.4 inventory database through the phases: material extraction and processing, infrastructure construction, vehicle manufacturing, system operation, and end of life. The environmental benefit is evaluated by comparing the potential development of the HSR system with those of the existing transportation systems. The vehicle component, especially operation and maintenance of vehicles, is the primary contributor to the total global warming potential with about 93% of the life cycle GHG emissions. For the infrastructure component, 56.76% of GHG emissions result from the material extraction and processing phase (23.75 kgCO2eq/VKT). Various life cycle emissions of HSR except PM are significantly lower than for passenger cars.

The Houston-Dallas (I-45) corridor is the busiest route among 18 traffic corridors in Texas, USA. The expected population growth and the surge in passenger mobility may result in a significant impact on the regional environment. This study uses a life cycle framework to predict and evaluate the net changes of environmental impact associated with the potential development of a high-speed rail (HSR) System along the I-45 corridor through its life cycle. The environmental impact is estimated in terms of CO2 and greenhouse gas (GHG) emissions per vehicle/passenger-kilometers traveled (V/PKT) using life cycle assessment. The analyses are performed referring to the Ecoinvent 3.4 inventory database through the phases: material extraction and processing, infrastructure construction, vehicle manufacturing, system operation, and end of life. The environmental benefit is evaluated by comparing the potential development of the HSR system with those of the existing transportation systems. The vehicle component, especially operation and maintenance of vehicles, is the primary contributor to the total global warming potential with about 93% of the life cycle GHG emissions. For the infrastructure component, 56.76% of GHG emissions result from the material extraction and processing phase (23.75 kgCO2eq/VKT). Various life cycle emissions of HSR except PM are significantly lower than for passenger cars.

ABSTRACTThe California generation fleet manages the existing variability and uncertainty in the demand for electric power (load). When wind power is added, the dispatchable generators manage the variability and uncertainty of the net load (load minus wind power). The variability and uncertainty of the load and the net load are compared when 8790 MW of wind power are added to the California power system, a level expected when California achieves its 33% renewable portfolio standard, using a data set of 26,296 h of synchronous historic load and modeled historic wind power output. Variability was calculated as the rate of change in power generated by wind farms or consumed by the load from 1 h to the next (MW/h). Uncertainty was calculated as the 1 h ahead forecast error [MW] of the wind power or of the load. The data show that wind power adds no additional variability than is already present in the load variability. However, wind power adds additional uncertainty through increased forecast errors in the net load compared with the load. Forecast errors in the net load increase 18.7% for negative forecast errors (actual less than forecast) and 5.4% for positive forecast errors (actual greater than forecast). The increase in negative forecast errors occurs only during the afternoon hours when negative load forecasts and positive wind forecasts are strongly correlated. Managing the integration of wind power in the California power system should focus on reducing wind power forecast uncertainty for wind ramp ups during the afternoon hours. Copyright © 2013 John Wiley & Sons, Ltd.

ABSTRACTThe California generation fleet manages the existing variability and uncertainty in the demand for electric power (load). When wind power is added, the dispatchable generators manage the variability and uncertainty of the net load (load minus wind power). The variability and uncertainty of the load and the net load are compared when 8790 MW of wind power are added to the California power system, a level expected when California achieves its 33% renewable portfolio standard, using a data set of 26,296 h of synchronous historic load and modeled historic wind power output. Variability was calculated as the rate of change in power generated by wind farms or consumed by the load from 1 h to the next (MW/h). Uncertainty was calculated as the 1 h ahead forecast error [MW] of the wind power or of the load. The data show that wind power adds no additional variability than is already present in the load variability. However, wind power adds additional uncertainty through increased forecast errors in the net load compared with the load. Forecast errors in the net load increase 18.7% for negative forecast errors (actual less than forecast) and 5.4% for positive forecast errors (actual greater than forecast). The increase in negative forecast errors occurs only during the afternoon hours when negative load forecasts and positive wind forecasts are strongly correlated. Managing the integration of wind power in the California power system should focus on reducing wind power forecast uncertainty for wind ramp ups during the afternoon hours. Copyright © 2013 John Wiley & Sons, Ltd.

Pairing a conditioned stimulus (CS) with ethanol generally produces aversion for that CS in adult rodents. However, infant rats (PD1-PD3) exposed to ethanol demonstrate appetitive reinforcement to ethanol (Nizhnikov, Varlinskaya, Petrov, & Spear, 2006; Petrov, Varlinskaya, & Spear, 2003). This sensitivity to the appetitive properties of ethanol during infancy may be transient, as during the second postnatal week rat pups tend to exhibit conditioned aversions to flavors paired with ethanol. The present study examined changes in the motivation properties of ethanol through ontogeny and the neurobiology underlying these changes. Rat pups were exposed to a taste conditioning procedure on PD4 or PD12. Rat pups were intraorally infused with 2.5% of their body weight of saccharin solution (0.1%) and immediately after injected intraperitoneolly (i.p.) with one of six doses of ethanol (0.0-2.0 g/kg). A day later pups were given saccharine infusions and percent body weight gain was used as an index of ethanol's reinforcing effects. PD4 pups expressed appetitive reinforcement to ethanol, as indicated by greater saccharin intake, as compared to control counterparts and to the older PD12 pups. Subsequent experiments revealed that PD4 pups were less sensitive to the aversive properties of the drug than PD12 pups. The older pups found high doses of ethanol aversive while PD4 rat pups did not condition aversions to this dose of ethanol after a single trial. A similar pattern of results was observed between the low doses of ethanol and the highest doses of a kappa opioid agonist. The PD12 animals did not condition to the kappa opioid agonist, while the younger rats expressed an appetitive response. These results illustrate an ontogenetic change in the motivational properties of ethanol, with sensitivity to its appetitive properties declining and responsiveness to the aversive properties increasing with age during early infancy.

Pairing a conditioned stimulus (CS) with ethanol generally produces aversion for that CS in adult rodents. However, infant rats (PD1-PD3) exposed to ethanol demonstrate appetitive reinforcement to ethanol (Nizhnikov, Varlinskaya, Petrov, & Spear, 2006; Petrov, Varlinskaya, & Spear, 2003). This sensitivity to the appetitive properties of ethanol during infancy may be transient, as during the second postnatal week rat pups tend to exhibit conditioned aversions to flavors paired with ethanol. The present study examined changes in the motivation properties of ethanol through ontogeny and the neurobiology underlying these changes. Rat pups were exposed to a taste conditioning procedure on PD4 or PD12. Rat pups were intraorally infused with 2.5% of their body weight of saccharin solution (0.1%) and immediately after injected intraperitoneolly (i.p.) with one of six doses of ethanol (0.0-2.0 g/kg). A day later pups were given saccharine infusions and percent body weight gain was used as an index of ethanol's reinforcing effects. PD4 pups expressed appetitive reinforcement to ethanol, as indicated by greater saccharin intake, as compared to control counterparts and to the older PD12 pups. Subsequent experiments revealed that PD4 pups were less sensitive to the aversive properties of the drug than PD12 pups. The older pups found high doses of ethanol aversive while PD4 rat pups did not condition aversions to this dose of ethanol after a single trial. A similar pattern of results was observed between the low doses of ethanol and the highest doses of a kappa opioid agonist. The PD12 animals did not condition to the kappa opioid agonist, while the younger rats expressed an appetitive response. These results illustrate an ontogenetic change in the motivational properties of ethanol, with sensitivity to its appetitive properties declining and responsiveness to the aversive properties increasing with age during early infancy.