Resistência mecânica à penetração em latossolo vermelho após sucessivos cortes mecanizas de cana-de-açúcar

Pós-graduação em Agronomia (Produção Vegetal) - FCAV

Compactação de um cambissolo háplico causada pela extração florestal com trator Skidder

Fundação de Amparo à Pesquisa do Estado de São Paulo (FAPESP)

Velocidade de semeadura e profundidade da haste em sistema plantio direto de milho e soja

Pós-graduação em Agronomia (Produção Vegetal) - FCAV

Efeito do teor de água na avaliação da compactação do solo causada pelo tráfego agrícola e seu reflexo nos atributos físicos do solo

Pós-graduação em Agronomia (Energia na Agricultura) - FCA

Influência dos espaçamentos de plantio da cultura de cana-de-açúcar (Saccharum spp) nos atributos físico-hídricos do solo

The evolution of sugar cane mechanized harvesting made the sector to question the current row spacing used due to its influence on soil compaction. The aim of this study was to evaluate the soil hydro-physical attributes in two row spacings after the farm machinery traffic. The treatments were conducted in a randomized block design with twelve repetitions, being subjected to the variance analyze in double factorial arrangement. The bulk density, the gravimetric water content, and the soil cone index along the position of crop lines (LC) and 0,1m from the row (LP) at the range of depth of 0 to 0.2m and 0.2 to 0.4m were assessed in both row spacings after the fourth harvest season. The results showed that the row spacings of 1.4 and 1.5m did not affect the values of bulk density and gravimetric water content of the soil in all ranges of depth and sample positions studied. However, in the depth range of 0.2 to 0.4 m, the values of soil cone index (IC) in the row spacing of 1.5 m were higher than the values in row spacing of 1.4 m, at both sampling positions. Regardless of row spacing and sample position, the values of soil cone index in the depth range of 0.2 to 0.4m were higher than the depth range of 0 to 0.2m.

Capacidade de suporte de carga e densidade do solo em áreas de plantio direto com e sem escarificação

No-till has been used in many different regions of Brazil. However, depending on the location and intensity of machinery traffic, this has caused the problem of soil compaction and many producers are scarification the land as a solution to break through the layer that is restricting plant growth. The objective of this study was to evaluate the influence of scarification (0.30 m) in the physical properties of a dystrophic Alfisol comparing the results with a non-scarified contiguous area; both were previously conducted using no-till. The density and pressure of pre-consolidation were sampled in two areas of non-tillage, one with chiseling (PDCE) and one without (PDSE) by using the UMAS -Mobile Soil Sampling Unit built by NEMPA – Agroforestry Machinery and Tire Testing Center/FCA / UNESP, Botucatu ,SP. The UMAS is equipped with GPS which allows the samples to be georeferenced. The samples were evaluated in the laboratory through the collection of standardized rings. Sampling was performed at a dimension of 15 x 50 m, with 160 rings being collected. The samples containing rings which were used in determining the density and also for testing the consolidometer, were collected from the layers of 0 to 0.10 m, 0.10 to 0.20 m, 0.20 to 0.30 0.30 to I 0.40 m. For the odometer test the undisturbed sample rings were used in obtaining the load bearing capacity of the soil. The soil management adopted provided a decrease in soil density using no-tillage with scarification depths from 0.0 to 0.10 0.10 to 0.20 m while the other depths did not show any decrease. The pre-consolidation pressure in combination with soil aggregate resistance identified that the management process PDCE within all layers was subjected to water content reliability regarding a greater load bearing capacity of the soil. For the PDSE that only was possible in the 0 to 0.10 m, showing greater consolidation of this layer.

Sustancias y desechos peligrosos: impacto del movimiento transfronterizo hacia la región de América Latina y el Caribe y posibles acciones preventivas y de control. Parte I: la realidad del tráfico ilícito y los mecanismos institucionales para su prevención = Hazardous products and wastes: impact of transboundary movement towards the Latin American and Caribbean region and possibilities for preventing and controlling it. Part one: illegal traffic and institutional machinery for preventing it

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Row spacing and planting density effects on the growth and yield of sugarcane. 2. Strategies for the adoption of controlled traffic.

Controlled traffic (matching wheel and row spacing) is being promoted as a means to manage soil compaction in the Australian sugar industry. However, machinery limitations dictate that wider row spacings than the standard 1.5-m single row will need to be adopted to incorporate controlled traffic and many growers are reluctant to widen row spacing for fear of yield penalties. To address these concerns, contrasting row configuration and planting density combinations were investigated for their effect on cane and sugar yield in large-scale experiments in the Gordonvale, Tully, Ingham, Mackay, and Bingera (near Bundaberg) sugarcane-growing regions of Queensland, Australia. The results showed that sugarcane possesses a capacity to compensate for different row configurations and planting densities through variation in stalk number and individual stalk weight. Row configurations ranging from 1.5-m single rows (the current industry standard) to 1.8-m dual rows (50 cm between duals), 2.1-m dual (80 cm between duals) and triple ( 65 cm between triples) rows, and 2.3-m triple rows (65 cm between triples) produced similar yields. Four rows (50 cm apart) on a 2.1-m configuration (quad rows) produced lower yields largely due to crop lodging, while a 1.8-m single row configuration produced lower yields in the plant crop, probably due to inadequate resource availability (water stress/limited radiation interception). The results suggest that controlled traffic can be adopted in the Australian sugar industry by changing from a 1.5-m single row to 1.8-m dual row configuration without yield penalty. Further, the similar yields obtained with wider row configurations (2 m or greater with multiple rows) in these experiments emphasise the physiological and environmental plasticity that exists in sugarcane. Controlled traffic can be implemented with these wider row configurations (>2 m), although it will be necessary to carry out expensive modifications to the current harvester and haul-out equipment. There were indications from this research that not all cultivars were suited to configurations involving multiple rows. The results suggest that consideration be given to assessing clones with different growth habits under a range of row configurations to find the most suitable plant types for controlled traffic cropping systems.

Untersuchungen zu Controlled Traffic Farming und satellitenbasierten Lenksystemen

Diese Arbeit behandelt Controlled Traffic Farming (CTF) Anbausysteme, bei denen für alle Arbeitsgänge satellitengesteuert immer dieselben Fahrspuren benutzt werden. Lässt sich mit CTF die Belastung des Bodens verringern und die Effizienz von Direktsaat-Anbausystemen steigern? Neben agronomischen und bodenphysikalischen Parametern wurden Auswirkungen von Lenksystemen und Umsetzungsmöglichkeiten von CTF in die Praxis untersucht. Die Analyse einer CTF-Umsetzung unter europäischen Bedingungen mit der Verwendung von Standardmaschinen zeigte, dass sich CTF-Anbausysteme mit den heute zur Verfügung stehenden Maschinen für Dauergrünland, Mähdruschfrüchte und Mais auf kleiner und grösser strukturierten Flächen relativ einfach mechanisieren lassen. Bei Zuckerrüben und Kartoffeln können Kompromisse notwendig sein. Generell erfordern CTF-Anbausysteme eine sorgfältige Planung und Umsetzung in die Praxis. Im dreijährigen Feldversuch (Winterweizen, Wintergerste, Kunstwiese mit Kleegrasmischung) auf einem Lehmboden wurde CTF-Direktsaat mit konventionell zufällig befahrenen Direktsaat- und Pflugverfahren verglichen. Unter CTF zeigte sich eine Differenzierung der nicht, gering und intensiv befahrenen Varianten. Auf dem vorliegenden kompakten Boden mit 1150 mm Jahresniederschlag waren die Unterschiede zwischen den nicht befahrenen Flächen und den mit niedrigem Kontaktflächendruck befahrenen Flächen eher gering. In den nicht befahrenen Flächen entwickelten Eindringwiderstand und Kohlendioxidgehalt der Bodenluft nach drei Jahren signifikant bessere Werte. Bodendichte und Porosität zeigten hingegen keinen eindeutig interpretierbaren Trend. Aufgrund teils suboptimaler Feldaufgänge liess sich keine generelle agronomische Tendenz ableiten. Die intensive Befahrung der Pflegefahrgassen zeigte allerdings klar negative bodenkundliche und planzenbauliche Auswirkungen. Es bietet sich daher an, vor allem für Pflegearbeiten permanent dieselben Fahrspuren zu nutzen. In der Untersuchung zu den Auswirkungen von Lenksystemen zeigten sich signifikante Vorteile von Lenksystemen in einer Verminderung der Fahrerbelastung und einer höheren Lenkgenauigkeit vor allem bei grossen Arbeitsbreiten ohne Spuranreisser. Die meisten anderen Messparameter waren mit Lenksystem leicht vorteilhafter als ohne, unterschieden sich aber nicht signifikant voneinander. Fahrer und naturräumliche Gegebenheiten wie die Schlagform hatten einen wesentlich grösseren Einfluss. Gesamthaft betrachtet erweitert CTF in Kombination mit weiteren Bodenschutzmass-nahmen die Möglichkeiten, Bodenverdichtungen zu vermeiden, den Bedarf an energieintensiver Bodenlocke-rung zu reduzieren und die Entwicklung einer stabileren Bodenstruktur mit höherer Tragfähigkeit zu fördern. Zusammen mit einer an Kultur und Anbausystem angepassten Saatbettbereitung und den in geraden Reihen einfacher durchführbaren mechanischen Pflegemassnahmen ergeben sich gute Voraussetzungen für die Gestaltung agronomisch leistungsfähiger und ökologisch nachhaltiger Anbausysteme.

Effects of traffic control on the soil physical quality and the cultivation of sugarcane

Conselho Nacional de Desenvolvimento Científico e Tecnológico (CNPq)

Clathrin Assembly Lymphoid Myeloid Leukemia (CALM) Protein: Localization in Endocytic-coated Pits, Interactions with Clathrin, and the Impact of Overexpression on Clathrin-mediated Traffic

The clathrin assembly lymphoid myeloid leukemia (CALM) gene encodes a putative homologue of the clathrin assembly synaptic protein AP180. Hence the biochemical properties, the subcellular localization, and the role in endocytosis of a CALM protein were studied. In vitro binding and coimmunoprecipitation demonstrated that the clathrin heavy chain is the major binding partner of CALM. The bulk of cellular CALM was associated with the membrane fractions of the cell and localized to clathrin-coated areas of the plasma membrane. In the membrane fraction, CALM was present at near stoichiometric amounts relative to clathrin. To perform structure–function analysis of CALM, we engineered chimeric fusion proteins of CALM and its fragments with the green fluorescent protein (GFP). GFP–CALM was targeted to the plasma membrane–coated pits and also found colocalized with clathrin in the Golgi area. High levels of expression of GFP–CALM or its fragments with clathrin-binding activity inhibited the endocytosis of transferrin and epidermal growth factor receptors and altered the steady-state distribution of the mannose-6-phosphate receptor in the cell. In addition, GFP–CALM overexpression caused the loss of clathrin accumulation in the trans-Golgi network area, whereas the localization of the clathrin adaptor protein complex 1 in the trans-Golgi network remained unaffected. The ability of the GFP-tagged fragments of CALM to affect clathrin-mediated processes correlated with the targeting of the fragments to clathrin-coated areas and their clathrin-binding capacities. Clathrin–CALM interaction seems to be regulated by multiple contact interfaces. The C-terminal part of CALM binds clathrin heavy chain, although the full-length protein exhibited maximal ability for interaction. Altogether, the data suggest that CALM is an important component of coated pit internalization machinery, possibly involved in the regulation of clathrin recruitment to the membrane and/or the formation of the coated pit.

MAL, an Integral Element of the Apical Sorting Machinery, Is an Itinerant Protein That Cycles between the Trans-Golgi Network and the Plasma Membrane

The MAL proteolipid is a nonglycosylated integral membrane protein found in glycolipid-enriched membrane microdomains. In polarized epithelial Madin-Darby canine kidney cells, MAL is necessary for normal apical transport and accurate sorting of the influenza virus hemagglutinin. MAL is thus part of the integral machinery for glycolipid-enriched membrane–mediated apical transport. At steady state, MAL is predominantly located in perinuclear vesicles that probably arise from the trans-Golgi network (TGN). To act on membrane traffic and to prevent their accumulation in the target compartment, integral membrane elements of the protein-sorting machinery should be itinerant proteins that cycle between the donor and target compartments. To establish whether MAL is an itinerant protein, we engineered the last extracellular loop of MAL by insertion of sequences containing the FLAG epitope or with sequences containing residues that became O-glycosylated within the cells or that displayed biotinylatable groups. The ectopic expression of these modified MAL proteins allowed us to investigate the surface expression of MAL and its movement through different compartments after internalization with the use of a combination of assays, including surface biotinylation, surface binding of anti-FLAG antibodies, neuraminidase sensitivity, and drug treatments. Immunofluorescence and flow cytometric analyses indicated that, in addition to its Golgi localization, MAL was also expressed on the cell surface, from which it was rapidly internalized. This retrieval implies transport through the endosomal pathway and requires endosomal acidification, because it can be inhibited by drugs such as chloroquine, monensin, and NH4Cl. Resialylation experiments of surface MAL treated with neuraminidase indicated that ∼30% of the internalized MAL molecules were delivered to the TGN, probably to start a new cycle of cargo transport. Together, these observations suggest that, as predicted for integral membrane members of the late protein transport machinery, MAL is an itinerant protein cycling between the TGN and the plasma membrane.

Characterization of a Novel Yeast SNARE Protein Implicated in Golgi Retrograde Traffic

The protein trafficking machinery of eukaryotic cells is employed for protein secretion and for the localization of resident proteins of the exocytic and endocytic pathways. Protein transit between organelles is mediated by transport vesicles that bear integral membrane proteins (v-SNAREs) which selectively interact with similar proteins on the target membrane (t-SNAREs), resulting in a docked vesicle. A novel Saccharomyces cerevisiae SNARE protein, which has been termed Vti1p, was identified by its sequence similarity to known SNAREs. Vti1p is a predominantly Golgi-localized 25-kDa type II integral membrane protein that is essential for yeast viability. Vti1p can bind Sec17p (yeast SNAP) and enter into a Sec18p (NSF)-sensitive complex with the cis-Golgi t-SNARE Sed5p. This Sed5p/Vti1p complex is distinct from the previously described Sed5p/Sec22p anterograde vesicle docking complex. Depletion of Vti1p in vivo causes a defect in the transport of the vacuolar protein carboxypeptidase Y through the Golgi. Temperature-sensitive mutants of Vti1p show a similar carboxypeptidase Y trafficking defect, but the secretion of invertase and gp400/hsp150 is not significantly affected. The temperature-sensitive vti1 growth defect can be rescued by the overexpression of the v-SNARE, Ykt6p, which physically interacts with Vti1p. We propose that Vti1p, along with Ykt6p and perhaps Sft1p, acts as a retrograde v-SNARE capable of interacting with the cis-Golgi t-SNARE Sed5p.