Qualidade de uvas de mesa procedentes do Banco Ativo de Germoplasma da Embrapa Semiárido.

A região do Submédio do Vale do São Francisco, cujas principais cidades produtoras são Petrolina, em Pernambuco, e Juazeiro, na Bahia, destaca-se na produção de uvas sob condições tropicais no Brasil. As condições climáticas da região permitem a realização de 2,5 ciclos vegetativos/ano e a programação da época de colheita para qualquer dia do ano, o que possibilita a oferta constante de uvas de mesa no mercado e o processamento de grandes volumes da fruta ao longo do ano (PROTAS; CAMARGO, 2011). O mercado brasileiro de uvas de mesa exige cada vez por qualidade, que, em geral, é avaliada com base nos seguintes parâmetros: ausência de manchas, lesões e ferimentos; turgidez do engaço; consistência da polpa; condição microbiológica e 18 entomológica; cor, sabor e formato característicos (LIMA, 2013). Por isso, a indicação de genótipos promissores ao cultivo em determinada região requer ampla caracterização e avaliação da planta e os frutos que produz. Desta forma, o objetivo do presente trabalho foi avaliar as características de qualidade de uvas tintas de mesa, conservadas no Banco Ativo de Germoplasma (BAG) da Embrapa Semiárido.

Seleção de clones de aceroleira por meio de técnicas multivariadas aplicadas a características físico-químicas de frutos.

A aceroleira (Malpighia emarginata DC.) é uma das principais espécies frutíferas cultivadas 9 no Submédio do Vale do São Francisco e representa uma atividade estratégica para pequenos e médios produtores familiares, uma vez que sua produção é bem distribuída ao longo do ano, permitindo até oito colheitas anuais. Desse modo, compreende-se que essa cultura tem destacado valor para o desenvolvimento social, considerando a sua capacidade de geração de empregos e renda. Estima-se que a área plantada com aceroleiras na região ocupe cerca de 1000 ha (SOUZA et al., 2013). As acerolas são excelentes fontes naturais de vitamina C, com teores de ácido ascórbico que podem alcançar mais de 4000 mg.100g-1 de polpa, nos frutos imaturos. Para efeito de comparação, registra-se que, em laranjas, o teor médio de vitamina C é de 60 mg.100g-1 (USDA, 2015). Além disso, a acerola é uma excelente fonte de vitamina A e outras substâncias antioxidantes importantes na prevenção de doenças relacionadas a processos degenerativos. Desde 2012, a Embrapa Semiárido mantém uma coleção de acessos de germoplasma de aceroleira oriundos de diferentes regiões do Brasil e desenvolve um programa de melhoramento, que tem como um de seus alvos a obtenção de clones que produzam acerolas com características organolépticas mais adequadas ao consumo in natura (SOUZA et al., 2013). Neste contexto, a avaliação dos genótipos disponíveis quanto à qualidade dos frutos é fundamental para a seleção de clones promissores. O presente trabalho objetivou selecionar genótipos de aceroleira, utilizando a técnica de agrupamento por variáveis canônicas, baseado em caracteres físico-químicos dos frutos.

Plano de trabalho e avaliação - PTA

Apresenta-se noções sobre a definição e elaboração do Plano de Trabalho e Avaliação, enquanto novo modelo de promoção da saúde em atenção básica. Para tanto, dispõe de vídeo e livreto explicativo.

Plano de trabalho e avaliação do adolescente

Expõe indicadores relacionados ao Plano de Trabalho e avaliação do adolescente, além de Legislação sobre os direitos das crianças e adolescentes.

Plano de trabalho e avaliação do homem

Expõe indicadores relacionados ao Plano de Trabalho e avaliação do homem.

Beneficiamento de uma argila tipo paligorskita da bacia de S. Luis-Grajaú, região de Alcântara, MA, e sua utilização como adsorvente de fósforo

Este trabalho utilizou uma amostra proveniente da bacia de S. Luis-Grajaú, MA, que consiste numa mistura na qual há predominantemente palygorskita e dolomita, abordando a existência desta nova ocorrência, sugerindo um método de beneficiamento e sua aplicação como adsorvente de fósforo para utilização na agricultura, já que a dolomita funciona como corretor de solos, enquanto a palygorskita tem a função de carreador de nutrientes. Primeiramente foi feita a caracterização química e mineralógica por meio de análise de difração de raios X, fluorescência de raios X, microscopia eletrônica de varredura, e separação das frações de areia, silte e argila. Foram ainda realizados ensaios de decantação e de adsorção de fósforo, com determinação da curva cinética. Após a análise de difração de raios X pode-se afirmar que a amostra é constituída principalmente de palygorskita e dolomita, apresentando também ilita, clorita e quartzo. Também foi possível verificar que os diferentes tipos de desagregação utilizados não apresentaram diferenças significativas nos difratogramas de raios X das amostras. Quanto à separação areia-silte-argila, apesar de se basear somente na granulometria, apresentou uma eficiência razoável na separação mineralógica, assim como os ensaios de decantação, onde se verificou que após 24 h a dolomita praticamente desaparece do sobrenadante. A determinação da curva cinética de adsorção mostrou que 2 h não é suficiente para que haja a adsorção do fósforo, sendo necessárias 24 h para atingir o equilíbrio da reação. Os ensaios de adsorção de fósforo mostraram eficiência acima de 91% do fósforo inicialmente presente na solução e o valor máximo adsorvido por grama da amostra foi de 0,607 mg. A correlação com os modelos de isotermas de adsorção estudados mostrou melhor resultado para a isoterma de Langmuir-Freundlich, com coeficiente de correlação 0,9993, o que pode ser atribuído ao fato da adsorção ocorrer em mais de uma camada.

Análises técnica e econômica da cultura da bananeira 'Maçã' (Musa spp.) na região noroeste do Estado de São Paulo

Este trabalho foi realizado no Escritório de Desenvolvimento Rural - Jales, região noroeste do Estado de São Paulo, com o objetivo de efetuar um levantamento do potencial da cultura da banana 'Maçã' na região, determinando-se indicadores técnicos e econômicos de dois sistemas de produção, os quais utilizam, no plantio, mudas micropropagadas e convencional. O levantamento de dados necessários à realização da pesquisa nos aspectos ligados à elaboração das matrizes de coeficientes técnicos, base para estimativas de custos de produção, foi obtido diretamente junto a produtores da região, e a metodologia de custos foi baseada no custo total de produção. Os resultados econômicos mostraram-se satisfatórios na região para os dois sistemas de produção, mas a receita líquida obtida com a utilização de mudas micropropagadas foi 34% maior que a obtida no sistema convencional.

Eficácia do tratamento de avg no controle da queda e maturação dos frutos de maçã, cultivar imperial gala

O objetivo deste trabalho foi avaliar o efeito de concentrações e épocas de aplicação do AVG no controle da queda pré-colheita, no retardamento da maturação e na qualidade de maçãs cv. Imperial Gala. Testaram-se 4 épocas de aplicação (45; 30; 15 e 7 Dias Antes do início do Ponto de Colheita presumido da testemunha - DAPC) e 4 concentrações (0; 90; 124 e 62 + 62 g.ha-1), em dois anos, 2003 e 2004. A degradação do amido, a queda da firmeza da polpa, o aumento do teor de sólidos solúveis totais (SST) e as mudanças da cor dos frutos tratados com AVG foram retardados em relação aos frutos não-tratados. Conforme esperado, AVG retardou o ponto de colheita comercial em 7 a 16 dias e a queda pré-colheita dos frutos em até 30 dias. Os efeitos do AVG no retardamento da maturação foram dependentes da concentração e da época de aplicação. Aplicações de AVG mais próximas do ponto de colheita comercial, 7 DAPC, foram mais efetivas no controle de queda de frutos pré-colheita e no retardamento da perda de firmeza do que aplicações mais precoces (30 ou 45 DAPC). Doses de 124 e 90 g.ha-1 de AVG são igualmente efetivas quando aplicadas 7 ou 15 dias antes do ponto de colheita comercial. O retardamento da maturação e o controle da queda pré-colheita foi tanto maior quanto maior a dose e mais próximo do ponto de colheita comercial foi a aplicação do AVG. Os resultados demonstram que é possível manejar a intensidade de retardamento da colheita alterando a época de aplicação entre 7 e 30 DAPC e a dose de AVG entre 90 a 124 g.ha-1.

Maritime transportation in the Gulf of Finland in 2007 and in 2015

The Gulf of Finland is said to be one of the densest operated sea areas in the world. It is a shallow and economically vulnerable sea area with dense passenger and cargo traffic of which petroleum transports have a share of over 50 %. The winter conditions add to the risks of maritime traffic in the Gulf of Finland. It is widely believed that the growth of maritime transportation will continue also in the future. The Gulf of Finland is surrounded by three very different national economies with, different maritime transportation structures. Finland is a country of high GDP/per capita with a diversified economic structure. The number of ports is large and the maritime transportation consists of many types of cargoes: raw materials, industrial products, consumer goods, coal and petroleum products, and the Russian transit traffic of e.g. new cars and consumer goods. Russia is a large country with huge growth potential; in recent years, the expansion of petroleum exports has lead to a strong economic growth, which is also apparent in the growth of maritime transports. Russia has been expanding its port activities in the Gulf of Finland and it is officially aiming to transport its own imports and exports through the Russian ports in the future; now they are being transported to great extend through the Finnish, Estonian and other Baltic ports. Russia has five ports in the Gulf of Finland. Estonia has also experienced fast economic growth, but the growth has been slowing down already during the past couples of years. The size of its economy is small compared to Russia, which means the transported tonnes cannot be very massive. However, relatively large amounts of the Russian petroleum exports have been transported through the Estonian ports. The future of the Russian transit traffic in Estonia looks nevertheless uncertain and it remains to be seen how it will develop and if Estonia is able to find replacing cargoes if the Russian transit traffic will come to an end in the Estonian ports. Estonia’s own import and export consists of forestry products, metals or other raw materials and consumer goods. Estonia has many ports on the shores of the Gulf of Finland, but the port of Tallinn dominates the cargo volumes. In 2007, 263 M tonnes of cargoes were transported in the maritime traffic in the Gulf of Finland, of which the share of petroleum products was 56 %. 23 % of the cargoes were loaded or unloaded in the Finnish ports, 60 % in the Russian ports and 17 % in the Estonian ports. The largest ports were Primorsk (74.2 M tonnes) St. Petersburg (59.5 M tonnes), Tallinn (35.9 M tonnes), Sköldvik (19.8 M tonnes), Vysotsk (16.5 M tonnes) and Helsinki (13.4 M) tonnes. Approximately 53 600 ship calls were made in the ports of the Gulf of Finland. The densest traffic was found in the ports of St. Petersburg (14 651 ship calls), Helsinki (11 727 ship calls) and Tallinn (10 614 ship calls) in 2007. The transportation scenarios are usually based on the assumption that the amount of transports follows the development of the economy, although also other factors influence the development of transportation, e.g. government policy, environmental aspects, and social and behavioural trends. The relationship between the development of transportation and the economy is usually analyzed in terms of the development of GDP and trade. When the GDP grows to a certain level, especially the international transports increase because countries of high GDP produce, consume and thus transport more. An effective transportation system is also a precondition for the economic development. In this study, the following factors were taken into consideration when formulating the future scenarios: maritime transportation in the Gulf of Finland 2007, economic development, development of key industries, development of infrastructure and environmental aspects in relation to maritime transportation. The basic starting points for the three alternative scenarios were: • the slow growth scenario: economic recession • the average growth scenario: economy will recover quickly from current instability • the strong growth scenario: the most optimistic views on development will realize According to the slow growth scenario, the total tonnes for the maritime transportation in the Gulf of Finland would be 322.4 M tonnes in 2015, which would mean a growth of 23 % compared to 2007. In the average growth scenario, the total tonnes were estimated to be 431.6 M tonnes – a growth of 64 %, and in the strong growth scenario 507.2 M tonnes – a growth of 93%. These tonnes were further divided into petroleum products and other cargoes by country, into export, import and domestic traffic by country, and between the ports. For petroleum products, the share of crude oil and oil products was estimated and the number of tanker calls in 2015 was calculated for each scenario. However, the future development of maritime transportation in the GoF is dependent on so many societal and economic variables that it is not realistic to predict one exact point estimate value for the cargo tonnes for a certain scenario. Plenty of uncertainty is related both to the degree in which the scenario will come true as well as to the cause-effect relations between the different variables. For these reasons, probability distributions for each scenario were formulated by an expert group. As a result, a range for the total tonnes of each scenario was formulated and they are as follows: the slow growth scenario: 280.8 – 363 M tonnes (expectation value 322.4 M tonnes)

Utilization of Incident Reporting in The Finnish Maritime Industry

Marine traffic is expected to increase rapidly in the future, both in the Baltic Sea and in the Gulf of Finland. As the number of vessels in the area increases, so does the risk of serious marine accidents. To help prevent such accidents in the future, the International Maritime Organization (IMO) has put forth the International Safety Management Code (the ISM Code), which aims to improve the safety of the vessels. The second work package of the Development of maritime safety culture (METKU) project investigates the effects of the ISM Code and potential areas of improvement in maritime safety. The first phase in the work package used a literature review to determine how maritime safety culture could be improved. Continuous improvement, management commitment and personnel empowerment and motivation were found to be essential. In the second phase, shipping companies and administrators were interviewed. It was discovered that especially incident reporting based on continuous improvement was felt to be lacking. This third phase aims to take a closer look at incident reporting and suggest improvements based on the findings. Both the IMO and national legislation encourage shipping companies in incident reporting, and on the national level a shared incident reporting system (ForeSea) is being pushed forward. The objective of this research project was to find out the IMO’s attitude towards incident reporting, to establish a theoretical framework of reference in incident reporting, and to observe how reporting is actually being employed on the seas. Existing incident reporting systems were also researched. The study was carried out using a literature review and the results previously gathered in interviews. The results of phase two were elaborated further for themes relating to incident reporting. According to the findings of this research, the theoretical background of incident reporting dates back to the early 20th century. Although some theories are widely accepted, some have also received criticism. The lack of a concise, shared terminology poses major difficulties in maritime incident reporting and in determining its efficiency. A central finding is the fact that existing incident reporting focuses mostly on information flow away from the ship, whereas the backward information flow is much less planned and monitored. In incident reporting, both nationally and internationally, stakeholders are plenty. The information produced by these parties is scattered, however, and thus not very usable. Based on this research, the centralizing of this information should be made a priority. Traditionally, the success of incident reporting has been determined statistically, from the number of reported incidents. Yet existing reporting systems have not been designed with such statistical analysis in mind, so different methodologies might yield a more comprehensive view. The previous findings of seafarers and management (including shipping companies and administration) having differing views on safety work and safety management were backed up by the results of this study. Seafarers find seamanship and storytelling important, while management wants a more systematic and broad approach on safety matters. The research project was carried out by the Centre for Maritime Studies of the University of Turku, in the Kotka unit (Maritime Logistics Research), with coordination by the Kotka Maritime Research Centre. The major financiers of the project were the European Union and the city of Kotka. The financing authority was the Regional Council of Päijät-Häme. Partners in the project were the shipping companies Finnlines Oyj, Kristina Cruises Oy, Meriaura Oy and VG-Shipping Oy, and the ports of Helsinki, Kotka and Hamina. The partners provided both funding for the project and information for the research.

Finnish Critical Industries, Maritime Transport Vulnerabilities and societal Implications

Maritime transports are very essential for Finland as over 80% of the foreign trade in the country is seaborne and possibilities to carry out these transports by are limited. Any disruption in maritime transports has negative consequences to many sectors in the Finnish economy. Maritime transport thus represents critical infrastructure for Finland. This report focuses on the importance of maritime transports on security of supply in Finland and for the so called critical industries in particular. The report summarizes the results of the Work Package 2 of the research project STOCA – “Study of cargo flows in the Gulf of Finland in emergency situations”. The aim of the research was to analyze the cargo flows and infrastructure that are vital for maintaining security of supply in Finland, as well as the consequences of disruptions in the maritime traffic for the Finnish critical industries and for the Finnish society. In the report we give a presentation of the infrastructure and transport routes which are critical for maintaining security of supply in Finland. We discuss import dependency of the critical industries, and the importance of the Gulf of Finland ports for Finland. We assess vulnerabilities associated with the critical material flows of the critical industries, and possibilities for alternative routings in case either one or several of the ports in Finland would be closed. As a concrete example of a transport disruption we analyze the consequences of the Finnish stevedore strike at public ports (4.3.–19.3.2010). The strike stopped approximately 80% of the Finnish foreign trade. As a result of the strike Finnish companies could not export their products and/or import raw materials, components and spare parts, or other essential supplies. We carried out personal interviews with representatives of the companies in Finnish critical industries to find out about the problems caused by the strike, how companies carried out they transports and how they managed to continue their operations during the strike. Discussions with the representatives of the companies gave us very practical insights about companies’ preparedness towards transport disruptions in general. Companies in the modern world are very vulnerable to transport disruptions because companies regardless of industries have tried to improve their performance by optimizing their resources and e.g. by reducing their inventory levels. At the same time they have become more and more dependent on continuous transports. Most companies involved in foreign trade have global operations and global supply chains, so any disruption anywhere in the world can have an impact on the operations of the company causing considerable financial loss. The volcanic eruption in Iceland in April 2010 stopping air traffic in the whole Northern Europe and most recently the earth quake causing a tsunami in Japan in March 2011 are examples of severe disruptions causing considerable negative impacts to companies’ supply chains. Even though the Finnish stevedore strike was a minor disruption compared to the natural catastrophes mentioned above, it showed the companies’ vulnerability to transport disruptions very concretely. The Finnish stevedore strike gave a concrete learning experience of the importance of preventive planning for all Finnish companies: it made them re-think their practical preparedness towards transport risks and how they can continue with their daily operations despite the problems. Many companies realized they need to adapt their long-term countermeasures against transport disruptions. During the strike companies did various actions to secure their supply chains. The companies raised their inventory levels before the strike began, they re-scheduled or postponed their deliveries, shifted customer orders between production plants among their company’s production network or in the extreme case bought finished products from their competitor to fulfil their customers’ order. Our results also show that possibilities to prepare against transport disruptions differ between industries. The Finnish society as a whole is very dependent on imports of energy, various raw materials and other supplies needed by the different industries. For many of the Finnish companies in the export industries and e.g. in energy production maritime transport is the only transport mode the companies can use due to large volumes of materials transported or due to other characteristics of the goods. Therefore maritime transport cannot be replaced by any other transport mode. In addition, a significant amount of transports are concentrated in certain ports. From a security of supply perspective attention should be paid to finding ways to decrease import dependency and ensuring that companies in the critical industries can ensure the continuity of their operations.

Avaliação das câmaras frias usadas para o armazenamento de frutas e hortaliças no entreposto terminal de São Paulo (CEAGESP): CEAGESP

O tempo de vida pós-colheita de frutas e hortaliças está diretamente relacionado à temperatura de armazenamento do produto. Em condições controladas de temperatura e umidade relativa do ar, as reações metabólicas podem ser retardadas, proporcionando melhor conservação do produto. Foram realizadas avaliações das câmaras frias destinadas à estocagem de frutas e hortaliças na Companhia de Entrepostos e Armazéns Gerais de São Paulo, CEAGESP - São Paulo - SP, com o objetivo de identificar a situação das câmaras frias utilizadas nesse entreposto. As condições de estocagem dos produtos foram avaliadas por meio dos parâmetros: temperatura do ar, umidade relativa, isolamento, equipamento frigorífico (condensador, compressor, evaporador), piso, dimensões da câmara e da porta. Avaliou-se a eficiência de uso por meio do cálculo para a determinação da carga térmica. Observou-se que maçã e pêra possuem os maiores volumes comercializados, utilizando-se de estocagem pelo frio (63,25%), seguido pela banana (24,10%). Baseando-se no volume médio de comercialização dos permissionários, constatou-se que 73,91% possuem motores superdimensionados a sua capacidade calorífica de uso.

Scenario-based traffic forecasts for the routes between the PENTA ports in 2020

Maritime transport is the foundation for trade in the Baltic Sea area. It represents over 15% of the world’s cargo traffic and it is predicted to increase by over 100% in the future. There are currently over 2,000 ships sailing on the Baltic Sea and both the number and the size of ships have been growing in recent years. Due to the importance of maritime traffic in the Baltic Sea Region, ports have to be ready to face future challenges and adapt to the changing operational environment. The companies within the transportation industry – in this context ports, shipowners and logistics companies – compete continuously and although the number of companies in the business is not particularly substantial because the products offered are very similar, other motives for managing the supply chain arise. The factors creating competitive advantage are often financial and related to cost efficiency, but geographical location, road infrastructure in the hinterland and vessel connections are among the most important factors. The PENTA project focuses on adding openness, transparency and sharing knowledge and information, so that the challenges of the future can be better addressed with regard to cooperation. This report presents three scenario-based traffic forecasts for routes between the PENTA ports in 2020. The chosen methodology is PESTE, in which the focus in on economic factors affecting future traffic flows. The report further analyses the findings and results of the first PENTA WP2 report “Drivers of demand in cargo and passenger traffic between PENTA ports” and utilises the same material, which was obtained through interviews and mail surveys.