Neogene floras and palaeoclimatic estimates from various sites of South-West China

Neogene climates and vegetation history of western Yunnan are reconstructed on the basis of known fossil plants using the Coexistence Approach (CA) and Leaf Margin Analysis (LMA). Four Neogene leaf floras from Tengchong, Jianchuan and Eryuan in southwestern China are analyzed by the CA, and the paleoclimatic data of one Miocene carpoflora from Longling and three Pliocene palynofloras from Longling, Yangyi and Eryuan are used for comparison. The Miocene vegetation of the whole of West Yunnan is subtropical evergreen broad-leaved forest, and a similar mean annual precipitation is inferred for Tengchong, Longling and Jianchuan. However, by the Late Pliocene a large difference in vegetation occurred between the two slopes of Gaoligong Mountain, western Yunnan. The region of Tengchong retained a subtropical evergreen broad-leaved forest vegetation, whereas in Yangyi and Eryuan a vertical vegetation zonation had developed, which consists, in ascending order, of humid evergreen broad-leaved, needle and broad-leaved mixed evergreen, and coniferous forests. Distinctively, the Late Pliocene vegetational patterns of West Yunnan were already very similar to those of the present, and the Pliocene mean annual precipitation in Tengchong was markedly higher than that of Yangyi and Eryuan. Considering that the overall vegetation of West Yunnan and the precipitation at Yangyi and Eryuan have undergone no distinct change since the Late Pliocene, we conclude that the Hengduan Mountains on the northern boundary of West Yunnan must have arisen after the Miocene and approached their highest elevation before the Late Pliocene. Furthermore, the fact of the eastern portion of the Tibetan Plateau underwent a slight uplift after the Late Pliocene is also supported.

Pollen analysis of sediment cores from the mouth of the river Congo to Walvis Bay and Lüderitz

The distribution of pollen in marine sediments is used to record vegetation changes over the past 30,000 years on the adjacent continent. A transect of marine pollen sequences from the mouth of the river Congo (~5°S) to Walvis Bay and Lüderitz (~25°S) shows vegetation changes in Congo, Angola and Namibia from the last glacial period into the Holocene. The comparison of pollen records from different latitudes provides information about the latitudinal shift of open forest and savannahs (Poaceae pollen), the extension of lowland forest (rain forest pollen) and Afromontane forest (Podocarpus pollen), and the position of the desert fringe (pollen of Caryophyllaceae, Chenopodiaceae and Amaranthaceae). High Cyperaceae pollen percentages in sediments from the last glacial period off the mouth of the river Congo suggest the presence of open swamps rather than savannah vegetation in the Congo Basin. Pollen from Restionaceae in combination with Stoebe-type pollen (probably from Elytropappus) indicates a possible northwards extension of winter rain vegetation during the last glacial period. The record of Rhizophora (mangrove) pollen is linked to erosion of the continental shelf and sea-level rise. Pollen influx is highest off river mouths (10-2000 grains year**-1 cm**-2), close to the coast (300-6000 grains year**-1 cm**-2), but is an order of magnitude lower at sites situated far from the continent (<10 grains year**-1 cm**-2).

Simulation of Freight Trains Equipped with Partially Filled Tank Containers and Related Resonance Phenomenon

To study the fluid motion-vehicle dynamics interaction, a model of four, liquid filled two-axle container freight wagons was set up. The railway vehicle has been modelled as a multi-body system (MBS). To include fluid sloshing, an equivalent mechanical model has been developed and incorporated. The influence of several factors has been studied in computer simulations, such as track defects, curve negotiation, train velocity, wheel wear, liquid and solid wagonload, and container baffles. SIMPACK has been used for MBS analysis, and ANSYS for liquid sloshing modelling and equivalent mechanical systems validation. Acceleration and braking manoeuvres of the freight train set the liquid cargo into motion. This longitudinal sloshing motion of the fluid cargo inside the tanks initiated a swinging motion of some components of the coupling gear. The coupling gear consists of UIC standard traction hooks and coupling screws that are located between buffers. One of the coupling screws is placed in the traction hook of the opposite wagon thus joining the two wagons, whereas the unused coupling screw rests on a hanger. Simulation results showed that, for certain combinations of type of liquid, filling level and container dimensions, the liquid cargo could provoke an undesirable, although not hazardous, release of the unused coupling screw from its hanger. The coupling screw's release was especially obtained when a period of acceleration was followed by an abrupt braking manoeuvre at 1 m/s2. It was shown that a resonance effect between the liquid's oscillation and the coupling screw's rotary motion could be the reason for the coupling screw's undesired release. Possible solutions to avoid the phenomenon are given.Acceleration and braking manoeuvres of the freight train set the liquid cargo into motion. This longitudinal sloshing motion of the fluid cargo inside the tanks initiated a swinging motion of some components of the coupling gear. The coupling gear consists of UIC standard traction hooks and coupling screws that are located between buffers. One of the coupling screws is placed in the traction hook of the opposite wagon thus joining the two wagons, whereas the unused coupling screw rests on a hanger. This paper reports on a study of the fluid motion-train vehicle dynamics interaction. In the study, a model of four, liquid-filled two-axle container freight wagons was developed. The railway vehicle has been modeled as a multi-body system (MBS). To include fluid sloshing, an equivalent mechanical model has been developed and incorporated. The influence of several factors has been studied in computer simulations, such as track defects, curve negotiation, train velocity, wheel wear, liquid and solid wagonload, and container baffles. A simulation program was used for MBS analysis, and a finite element analysis program was used for liquid sloshing modeling and equivalent mechanical systems validation. Acceleration and braking maneuvers of the freight train set the liquid cargo into motion. This longitudinal sloshing motion of the fluid cargo inside the tanks initiated a swinging motion of some components of the coupling gear. Simulation results showed that, for certain combinations of type of liquid, filling level and container dimensions, the liquid cargo could provoke an undesirable, although not hazardous, release of an unused coupling screw from its hanger. It was shown that a resonance effect between the liquid's oscillation and the coupling screw's rotary motion could be the reason for the coupling screw's undesired release. Solutions are suggested to avoid the resonance problem, and directions for future research are given.

Beitrag zur Entwicklung der Querschnittsgestaltung im Verbundbrückenbau

Die grafische Darstellung des Verbundquerschnittes mit einer oberen Betonplatte und einem darunter liegenden Stahlträger war seit seiner Vorstellung in den 1950er Jahren ein Symbol, das weit über die Theorie hinausging und weite Verbreitung in der Praxis des Verbundbrückenbaus fand. Seit den 1970er bzw. 1980er Jahren hat dieses Bild – bedingt durch neue und freiere Formen, Beton und Stahl miteinander zu kombinieren – seine Symbolhaftigkeit verloren. In Deutschland und Spanien wurde der Doppelverbund mit unten liegenden Betonplatten in Bereichen mit negativen Momenten eingeführt, in Frankreich werden Stahlträger auch in vorgespannten Betonquerschnitten eingebettet. Beide Ansätze haben dazu beigetragen, dass in der Gegenwart die Materialien Stahl und Beton im Verbundbau frei miteinander kombiniert werden können. On the development of sections in composite bridges. A comprehensive theory of composite construction was established in Germany by Sattler in 1953. The theoretical image of the composite section with a superior concrete slab and a lower metallic structure was shaped in addition to the analytical resolution. Theory and graphical representation were going to be known together in Europe. This figure was repeated in all theoretical and academic publications, so becoming an authentic icon of the composite section. Its translation to the bridge deck in flexion was obvious: the superior slab defines the tread platform, while the metallic structure was left off-hook at the bottom. Nevertheless, in continuous decks the section is not optimal at all in zones of negative bending moments. But the overcoming of the graphical representation of the theory did not happen immediately. It was produced after a process in which several European countries played an active role and where different mechanisms of technological transference were developed. One approach to this overcoming is the “double composite action”, with a lower concrete slab in areas of a negative bending moment. The first accomplishments, a bridge in Orasje built in 1968 with 134 m span, as well as the publications of the system proposed by Fabrizio de Miranda in 1971 did not extend nor had continuity. Spanish bridges by Fernández Ordoñez and Martínez Calzón used double composite action for the first time in 1979. The German team of Leonhard, Andrä und partners, has used it since the end of the 1980's to solve bridges of great span. Once the technology has been well known thanks to the ASCE International Congress and the Spanish International Meetings organised by the “Colegio de Ingenieros de Caminos”, double composite action has been integrated well into the structural vocabulary everywhere. In France the approach was different. What Michel Virlogeux calls “double floor composite section” was reached as an evolution of prestressed concrete bridges. In an experimental process widely known, the external prestressing allows weight reduction by diminishing the thickness of the concrete webs. The following step, in the 1980's, was the substitution of the webs by metallic elements: stiffened plates, trusses or folded plates. A direct result of this development is the Brass de la Plaine Bridge in the Reunion Island in 2001 with 280 m span. Both approaches have contributed to a freedom of design in composite construction in steel and concrete today.

Large-scale identification of gibberellin-related transcription factor defines group VII ERFs as functional of DELLA partners

DELLA proteins are the master negative regulators in gibberellin (GA) signaling acting in the nucleus as transcriptional regulators. The current view of DELLA action indicates that their activity relies on the physical interaction with transcription factors (TFs). Therefore, the identification of TFs through which DELLAs regulate GA responses is key to understanding these responses from a mechanistic point of view. Here, we have determined the TF interactome of the Arabidopsis (Arabidopsis thaliana) DELLA protein GIBBERELLIN INSENSITIVE and screened a collection of conditional TF overexpressors in search of those that alter GA sensitivity. As a result, we have found RELATED TO APETALA2.3, an ethylene-induced TF belonging to the group VII ETHYLENE RESPONSE FACTOR of the APETALA2/ethylene responsive element binding protein superfamily, as a DELLA interactor with physiological relevance in the context of apical hook development. The combination of transactivation assays and chromatin immunoprecipitation indicates that the interaction with GIBBERELLIN INSENSITIVE impairs the activity of RELATED TO APETALA2.3 on the target promoters. This mechanism represents a unique node in the cross regulation between the GA and ethylene signaling pathways controlling differential growth during apical hook development.

O PROCESSO FORMATIVO E A ATUAÇÃO DO ARTE-EDUCADOR: POSSIBILIDADES E CONTRIBUIÇÕES DA TEORIA IRONISTA

A presente pesquisa visa a revisão bibliográfica do processo formativo e, ao mesmo tempo, a investigação e problematização da atuação contemporânea do educador ironista na Educação. O autor Imanol Aguirre, concebe este título ao educador que seja provocativo, inteirado e propositor de experiências estéticas frente às complexidades contemporâneas, amalgamadas num tecido histórico-social caracterizado pelo trânsito da pluralidade, dos imaginários, da construção de identidade e da mobilidade social. O ironista atua dialogicamente “in loco” criando respostas às variadas demandas com os seus educandos. A fomentação da crítica, a mobilização da dúvida e da ironia, a conexão dos territórios das competências e habilidades, são os objetivos pelos quais o educador ironista intenciona um cenário educacional mais efetivo e emancipador ante as reais necessidades contemporâneas.