Genetic diversity in table grapes based on RAPD and microsatellite markers

The objective of this work was to analyze the genetic diversity of 47 table grape accessions, from the grapevine germplasm bank of Embrapa Semiárido, using 20 RAPD and seven microsatellite markers. Genetic distances between pairs of accessions were obtained based on Jaccard's similarity index for RAPD data and on the arithmetic complement of the weighted index for microsatellite data. The groups were formed according to the Tocher's cluster analysis and to the unweighted pair‑group method with arithmetic mean (UPGMA). The microsatellite markers were more efficient than the RAPD ones in the identification of genetic relationships. Information on the genetic distance, based on molecular characteristics and coupled with the cultivar agronomic performance, allowed for the recommendation of parents for crossings, in order to obtain superior hybrids in segregating populations for the table grape breeding program of Embrapa Semiárido.

Obtaining interspecific hybrids, and molecular analysis by microsatellite markers in grapevine

The objective of this work was to assess the potential of interspecific hybridization of Vitis labruscana and Muscadinia rotundifolia by using artificial cross-pollinations. Microsatellite markers were used to confirm interspecific hybridizations and the identity of the parental genotypes. In crosses in which M. rotundifolia was used as the female parent, no true hybrids were obtained. In the reciprocal crosses, 114 seedlings were identified as true V. labruscana x M. rotundifolia hybrids. Self pollination occurred in direct and in reciprocal crosses. The crossings between 'Bordo' x 'Carlos', 'Magnolia', 'Regale' and' Roanoke', and between' Isabel' x 'Bountiful', 'Carlos', 'Magnolia', 'Regale' and 'Roanoke' were confirmed. The 15 markers evaluated showed that two M. rotundifolia parental genotypes had the same fingerprint profile, indicating a like lyplanting error. The success of hybridization depends mainly on the species and on the cultivar used as the female parent. Microsatellite markers are efficient to confirm the paternity of interspecific F1 hybrids and to determine the correct identity of M. rotundifolia cultivars.

A connectome-based comparison of diffusion MRI schemes.

Diffusion MRI has evolved towards an important clinical diagnostic and research tool. Though clinical routine is using mainly diffusion weighted and tensor imaging approaches, Q-ball imaging and diffusion spectrum imaging techniques have become more widely available. They are frequently used in research-oriented investigations in particular those aiming at measuring brain network connectivity. In this work, we aim at assessing the dependency of connectivity measurements on various diffusion encoding schemes in combination with appropriate data modeling. We process and compare the structural connection matrices computed from several diffusion encoding schemes, including diffusion tensor imaging, q-ball imaging and high angular resolution schemes, such as diffusion spectrum imaging with a publically available processing pipeline for data reconstruction, tracking and visualization of diffusion MR imaging. The results indicate that the high angular resolution schemes maximize the number of obtained connections when applying identical processing strategies to the different diffusion schemes. Compared to the conventional diffusion tensor imaging, the added connectivity is mainly found for pathways in the 50-100mm range, corresponding to neighboring association fibers and long-range associative, striatal and commissural fiber pathways. The analysis of the major associative fiber tracts of the brain reveals striking differences between the applied diffusion schemes. More complex data modeling techniques (beyond tensor model) are recommended 1) if the tracts of interest run through large fiber crossings such as the centrum semi-ovale, or 2) if non-dominant fiber populations, e.g. the neighboring association fibers are the subject of investigation. An important finding of the study is that since the ground truth sensitivity and specificity is not known, the comparability between results arising from different strategies in data reconstruction and/or tracking becomes implausible to understand.

Characterization of cowpea genotype resistance to Callosobruchus maculatus

The objective of this work was to characterize the resistance of 50 cowpea (Vigna unguiculata) genotypes to Callosobruchus maculatus. A completely randomized design with five replicates per treatment (genotype) was used. No-choice tests were performed using the 50 cowpea genotypes to evaluate the preference for oviposition and the development of the weevil. The genotypes IT85 F-2687, MN05-841 B-49, MNC99-508-1, MNC99-510-8, TVu 1593, Canapuzinho-1-2, and Sanzi Sambili show non-preference-type resistance (oviposition and feeding). IT81 D-1045 Ereto and IT81 D-1045 Enramador exhibit antibiosis against C. maculatus and descend from resistant genitors, which grants them potential to be used in future crossings to obtain cowpea varieties with higher levels of resistance.

Biometric analysis of protein and oil contents of soybean genotypes in different environments

The objective of this work was to identify by biometric analyses the most stable soybean parents, with higher oil or protein contents, cultivated at different seasons and locations of the state of Minas Gerais, Brazil. Forty-nine genotypes were evaluated in the municipalities of Viçosa, Visconde do Rio Branco, and São Gotardo, in the state of Minas Gerais, from 2009 to 2011. Protein and oil contents were analyzed by infrared spectrometry using a FT-NIR analyzer. The effects of genotype, environment, and genotype x environment interaction were significant. The BARC-8 soybean genotype is the best parent to increase protein contents in the progenies, followed by BR 8014887 and CS 3032PTA276-3-4. Selection for high oil content is more efficient when the crossings involve the Suprema, CD 01RR8384, and A7002 genotypes, which show high mean phenotypic values, wide adaptability, and greater stability to environmental variation.

Decompression scenarios in a new underground transportation system

BACKGROUND: The risks of a public exposure to a sudden decompression, until now, have been related to civil aviation and, at a lesser extent, to diving activities. However, engineers are currently planning the use of low pressure environments for underground transportation. This method has been proposed for the future Swissmetro, a high-speed underground train designed for inter-urban linking in Switzerland. HYPOTHESIS: The use of a low pressure environment in an underground public transportation system must be considered carefully regarding the decompression risks. Indeed, due to the enclosed environment, both decompression kinetics and safety measures may differ from aviation decompression cases. METHOD: A theoretical study of decompression risks has been conducted at an early stage of the Swissmetro project. A three-compartment theoretical model, based on the physics of fluids, has been implemented with flow processing software (Ithink 5.0). Simulations have been conducted in order to analyze "decompression scenarios" for a wide range of parameters, relevant in the context of the Swissmetro main study. RESULTS: Simulation results cover a wide range from slow to explosive decompression, depending on the simulation parameters. Not surprisingly, the leaking orifice area has a tremendous impact on barotraumatic effects, while the tunnel pressure may significantly affect both hypoxic and barotraumatic effects. Calculations have also shown that reducing the free space around the vehicle may mitigate significantly an accidental decompression. CONCLUSION: Numeric simulations are relevant to assess decompression risks in the future Swissmetro system. The decompression model has proven to be useful in assisting both design choices and safety management.

Suomen ja Venäjän välinen kuorma-autoliikenne 2000-luvulla: nykytilanne ja tulevaisuus

Suomen ja Venäjän välinen kuorma-autoliikenne on jatkuvassa käymistilassa Venäjän tullin ja muiden viranomaisten ongelmallisten uusien määräysten takia. Ongelmista huolimatta Venäjän talouteen ja ulkomaankaupan kuljetuksiin liittyy suuria mahdollisuuksia, joita pyrkivät hyödyntämään Suomen lisäksi myös muut yhteisen rajan Venäjän kanssa jakavat maat. Suomalaisten kuljetusliikkeiden osuus kuljetusmarkkinoista on koko ajan pienentynyt vuodesta 1993 lähtien, venäläisten ottaessa markkinat vähitellen haltuunsa. Tutkimuksen tarkoituksena oli selvittää pahimmat Suomen ja Venäjän väliseen liikenteeseen liittyvät ongelmat ja muodostaa toimenpide-ehdotuksia nykytilanteen parantamiseksi. Tutkimuksessa pyrittiin myös visioimaan suomalaisten kuljetusyritysten ja Suomen liikennekäytävän tulevaisuutta Venäjän ulkomaankaupan kuljetuksissa. Tietoa on kerätty suomalaisille kuljetusyhtiöille suunnatulla kyselyllä, asiantuntijoiden haastatteluilla sekä keräämällä havaintoja kuorma-autoyhdistelmän kyydissä reitillä Suomi – Pietari – Moskova. Tutkimuksen perusteella pahimmat ongelmat liittyvät rajanylitykseen. Rajanylitystä voidaan helpottaa kehittämällä rajanylityspaikkojen infrastruktuuria ja tievarsipalveluita, parantamalla rajatilannetiedottamista ja kuljetusten suunnittelua, lisäämällä viranomaisyhteistyötä sekä hyödyntämällä uuden Imatran kansainvälisen rajanylityspaikan tuomia mahdollisuuksia.

El ferrocarril a Igualada: la lluita pel progrés (1852-1893)

Hom veié que la lluita pel progrés era la lluita pel ferrocarril, i aquesta es convertí en el principal eix de les aspiracions igualadines durant les últimes dècades del segle XIX. La pregunta clau que cal fer-se és fins a quin punt l"aïllament ferroviari d"Igualada roman per causes pròpies o obeeix a plantejament més amplis. A retop d'aquesta, sorgeixen moltes altres preguntes: en quina mesura la solució del problema estava en mans igualadines?; eren aquests realment conscients de la seva situació i de les seves possibilitats?; fou correcta la seva actuació?; quines eren les condicions reals, tant locals com foranies, que jugaven en la qüestió ferroviària en particular i en l"econòmica en general?. Aquesta i d'altres preguntes són les que cal plantejar-se per tal de comprendre veritablement el problema del perllongat aïllament ferroviari d'Igualada.

Railroad Impact in Backward Economies: Spain, 1850-1913

This article reassesses the economic impact of Spanish railroads in 1850-1913, which has been usually considered to be substantially higher than in the most developed countries on the basis of the social saving methodology. The application of growth accounting techniques shows, by contrast, that the direct contribution of railroads to economic growth was lower in Spain than in the UK, mainly due to the low importance that railroad transport had within Spanish GDP before 1913.

The Spanish Infrastructure Stock, 1844-1935

This paper presents the first estimates of Spanish infrastructure stock and investment for the period 1845-1935. Several sources and techniques have been used in the estimation, and the new series are reasonably reliable to the standards of historical statistics. Two distinct periods may be distinguished in the series: the years before 1895 (characterized by the prominence of railroads) and the period 1895-1935 (when most investment was addressed to other assets). The new series allow a preliminary comparison of the Spanish infrastructure endowment with that of the most advanced countries, showing a gradual process of convergence before 1936.

The Role of Railways in Export-Led Growth: The Case of Uruguay, 1870-1913

The social saving literature has highlighted the indispensable role that railways played before 1914 in several Latin American export-oriented economies, such as Mexico, Brazil and Argentina. The article analyses the case of Uruguay, a country that, by 1914, had built one of the densest railway networks in Latin America. The article shows that, in contrast to what happened in other economies of the region, the resource saving effects of the Uruguayan railways during the first globalisation were tiny due to the small share that railway output accounted for within the country's gross domestic product (GDP). Three complementary reasons are suggested to explain that result, namely: the geographical structure of the country; its sectoral specialisation; and the small scale of the Uruguayan economy. Due to these three characteristics, Uruguay was unable to benefit from railways in the way that other export-oriented Latin American economies did during the first period of globalisation. This conclusion draws attention to the geographic-specific character of railway technology.

Infrastructure Investment and Spanish Economic Growth, 1850-1935

This paper analyzes the impact of infrastructure investment on Spanish economic growth between 1850 and 1935. Using new infrastructure data and VAR techniques, this paper shows that the growth impact of local-scope infrastructure investment was positive, but returns to investment in large nation-wide networks were not significantly different from zero. Two complementary explanations are suggested for the last result. On the one hand, public intervention and the application of non-efficiency investment criteria were very intense in large network construction. On the other hand, returns to new investment in large networks might have decreased dramatically once the basic links were constructed.

High-Speed Rail: lessons for policy makers from experiences abroad

In April 2009, the US government unveiled its blueprint for a national network of high-speed passenger rail (HSR) lines aimed at reducing traffic congestion, cutting national dependence on foreign oil and improving rural and urban environments. In implementing such a program, it is essential to identify the factors that might influence decision making and the eventual success of the HSR project, as well as foreseeing the obstacles that will have to be overcome.

Fracasó el sistema ferroviario en España? Reflexiones en torno a la paradoja del ferrocarril español

En este artículo se intenta ofrecer una solución a la llamada «paradoja del ferrocarril español», es decir, al aparente conflicto existente entre el elevado ahorro social del sistema ferroviario español, por un lado, y, por otro, la escasa utilización de la red y los paupérrimos rendimientos de las compañías concesionarias (achacados tradicionalmente a un exceso de inversión en el sistema). En el artículo se analiza la información disponible referente a esos aspectos y se llega a la conclusión de que, a partir de la base empírica existente, no puede hablarse de exceso de inversión ni de fracaso económico en lo que respecta al sistema ferroviario español. Sí, en cambio, podría hablarse de fracaso en lo que respecta a la intervención estatal, aunque este tema queda pendiente de investigaciones futuras.