Paternal Care Decreases Foraging Activity and Body Condition, but Does Not Impose Survival Costs to Caring Males in a Neotropical Arachnid

Exclusive paternal care is the rarest form of parental investment in nature and theory predicts that the maintenance of this behavior depends on the balance between costs and benefits to males. Our goal was to assess costs of paternal care in the harvestman Iporangaia pustulosa, for which the benefits of this behavior in terms of egg survival have already been demonstrated. We evaluated energetic costs and mortality risks associated to paternal egg-guarding in the field. We quantified foraging activity of males and estimated how their body condition is influenced by the duration of the caring period. Additionally, we conducted a one-year capture-mark-recapture study and estimated apparent survival probabilities of caring and non-caring males to assess potential survival costs of paternal care. Our results indicate that caring males forage less frequently than non-caring individuals (males and females) and that their body condition deteriorates over the course of the caring period. Thus, males willing to guard eggs may provide to females a fitness-enhancing gift of cost-free care of their offspring. Caring males, however, did not show lower survival probabilities when compared to both non-caring males and females. Reduction in mortality risks as a result of remaining stationary, combined with the benefits of improving egg survival, may have played an important and previously unsuspected role favoring the evolution of paternal care. Moreover, males exhibiting paternal care could also provide an honest signal of their quality as offspring defenders, and thus female preference for caring males could be responsible for maintaining the trait.

Desenvolvimento de modelo matemático de otimização logística para o transporte multimodal de safras agrícolas pelo corredor centro-oeste

Este artigo apresenta um modelo matemático de otimização logística para o transporte multimodal de safras agrícolas pelo corredor Centro-Oeste. Tal ferramenta foi desenvolvida no contexto de três amplos projetos de pesquisa financiados pela FINEP e executados por um grupo de universidades. O modelo, conhecido genericamente como Modelo de fluxo de Custo Mínimo Multiproduto, considera a otimização de fluxos em rede, para os produtos açúcar, álcool, milho, soja, óleo de soja, farelo de soja e trigo. O modelo proposto para estimativa dos fluxos inter-regionais mostrou-se uma ferramenta factível para fins de avaliação do potencial de utilização da multimodalidade. A análise destes resultados gera importantes subsídios para a seleção dos locais com potencial para instalação de mecanismos e equipamentos de transferência de cargas, além de auxiliar no dimensionamento dessas infraestruturas. Também é um resultado importante do ferramental desenvolvido a identificação das zonas de cargas que apresentam potencial captável pelas ferrovias, hidrovias e dutovias, ou seja, possibilita a identificação das regiões que revelam potencial para uso da multimodalidade.

Sviluppo di metodologie per l'analisi in tempo reale delle prestazioni di un motore automobilistico

Durante il periodo di dottorato, l’attività di ricerca di cui mi sono occupato è stata finalizzata allo sviluppo di metodologie per la diagnostica e l’analisi delle prestazioni di un motore automobilistico. Un primo filone di ricerca è relativo allo sviluppo di strategie per l’identificazione delle mancate combustioni (misfires) in un motore a benzina. La sperimentazione si è svolta nella sala prove della Facoltà di Ingegneria dell’Università di Bologna, nei quali è presente un motore Fiat 1.200 Fire, accoppiato ad un freno a correnti parassite, e comandato da una centralina virtuale, creata mediante un modello Simulink, ed interfacciata al motore tramite una scheda di input/output dSpace. Per quanto riguarda la campagna sperimentale, sono stati realizzati delle prove al banco in diverse condizioni di funzionamento (sia stazionarie, che transitorie), durante le quali sono stati indotti dei misfires, sia singoli che multipli. Durante tali test sono stati registrati i segnali provenienti sia dalla ruota fonica usata per il controllo motore (che, nel caso in esame, era affacciata al volano), sia da quella collegata al freno a correnti parassite. Partendo da tali segnali, ed utilizzando un modello torsionale del sistema motoregiunto-freno, è possibile ottenere una stima sia della coppia motrice erogata dal motore, sia della coppia resistente dissipata dal freno. La prontezza di risposta di tali osservatori è tale da garantirci la possibilità di effettuare una diagnosi misfire. In particolare, si è visto che l’indice meglio correlato ala mancata combustione risultaessere la differenza fra la coppia motrice e la coppia resistente; tale indice risulta inoltre essere quello più semplice da calibrare sperimentalmente, in quanto non dipende dalle caratteristiche del giunto, ma solamente dalle inerzie del sistema. Una seconda attività della quale mi sono occupato è relativa alla stima della coppia indicata in un motore diesel automobilistico. A tale scopo, è stata realizzata una campagna sperimentale presso i laboratori della Magneti Marelli Powertrain (Bologna), nella quale sono state effettuati test in molteplici punti motori, sia in condizioni di funzionamento “nominale”, sia variando artificiosamente alcuni dei fattori di controllo (quali Start of Injection, pressione nel rail e, nei punti ove è stato possibile, tasso di EGR e pressione di sovralimentazione), sia effettuando degli sbilanciamenti di combustibile fra un cilindro e l’altro. Utilizzando il solo segnale proveniente da una ruota fonica posta sul lato motore, e sfruttando un modello torsionale simile a quello utilizzato nella campagna di prove relativa alla diagnosi del misfire, è possibile correlare la componente armonica con frequenza di combustione della velocità all’armonica di pari ordine della coppia indicata; una volta stimata tale componente in frequenza, mediante un’analisi di tipo statistico, è possibile eseguire una stima della coppia indicata erogata dal motore. A completamento dell’algoritmo, sfruttando l’analisi delle altre componenti armoniche presenti nel segnale, è possibile avere una stima dello sbilanciamento di coppia fra i vari cilindri. Per la verifica dei risultati ottenuti, sono stati acquisiti i segnali di pressione provenienti da tutti e quattro i cilindri del motore in esame.

Estetica ed etica: un itinerario interpretativo, alla luce della ricerca di valori nel pensiero di Ingarden, Tischner, Levinas

The research is an itinerary from the discovery of the force of Love in the Song of Songs, where the human figure is given entirely through aesthetics, right to the agony of the other's death, where ethics, the "Severe Name of Love", is the only guard left; a journey through the contradictions of human mind, that, though aiming at Good, Beauty, Happiness, is completely immersed into the darkness of its finiteness and into evil. The consciousness leads to the creation of a world whose essential prefiguration is the Beauty; whose fundamental expression is the Good. Ethics must translate itself in responsability towards the other, in the history. This immersion into reality preserves the aesthetic and ethic dimension from the temptation of absolutizing the finite. In this work, the proximity and divergence between the aesthetic and ethic dimension is analysed, with reference to significant moments of the philosophical reflection, namely in the thought of Ingarden, Tishner and Levinas.

Analisi e valutazione delle performance acustiche degli aeromobili nella fase di atterraggio

Nella tesi si analizzano le principali fonti del rumore aeronautico, lo stato dell'arte dal punto di vista normativo, tecnologico e procedurale. Si analizza lo stato dell'arte anche riguardo alla classificazione degli aeromobili, proponendo un nuovo indice prestazionale in alternativa a quello indicato dalla metodologia di certificazione (AC36-ICAO) Allo scopo di diminuire l'impatto acustico degli aeromobili in fase di atterraggio, si analizzano col programma INM i benefici di procedure CDA a 3° rispetto alle procedure tradizionali e, di seguito di procedure CDA ad angoli maggiori in termini di riduzione di lunghezza e di area delle isofoniche SEL85, SEL80 e SEL75.

Modellazione e simulazione di sistemi meccanici ad elevato numero di gradi di libertà mediante metodi non convenzionali e sistemi CAD

Recent developments in piston engine technology have increased performance in a very significant way. Diesel turbocharged/turbo compound engines, fuelled by jet fuels, have great performances. The focal point of this thesis is the transformation of the FIAT 1900 jtd diesel common rail engine for the installation on general aviation aircrafts like the CESSNA 172. All considerations about the diesel engine are supported by the studies that have taken place in the laboratories of the II Faculty of Engineering in Forlì. This work, mostly experimental, concerns the transformation of the automotive FIAT 1900 jtd – 4 cylinders – turbocharged – diesel common rail into an aircraft engine. The design philosophy of the aluminium alloy basement of the spark ignition engine have been transferred to the diesel version while the pistons and the head of the FIAT 1900 jtd are kept in the aircraft engine. Different solutions have been examined in this work. A first V 90° cylinders version that can develop up to 300 CV and whose weight is 30 kg, without auxiliaries and turbocharging group. The second version is a development of e original version of the diesel 1900 cc engine with an optimized crankshaft, that employ a special steel, 300M, and that is verified for the aircraft requirements. Another version with an augmented stroke and with a total displacement of 2500 cc has been examined; the result is a 30% engine heavier. The last version proposed is a 1600 cc diesel engine that work at 5000 rpm, with a reduced stroke and capable of more than 200 CV; it was inspired to the Yamaha R1 motorcycle engine. The diesel aircraft engine design keeps the bore of 82 mm, while the stroke is reduced to 64.6 mm, so the engine size is reduced along with weight. The basement weight, in GD AlSi 9 MgMn alloy, is 8,5 kg. Crankshaft, rods and accessories have been redesigned to comply to aircraft standards. The result is that the overall size is increased of only the 8% when referred to the Yamaha engine spark ignition version, while the basement weight increases of 53 %, even if the bore of the diesel version is 11% lager. The original FIAT 1900 jtd piston has been slightly modified with the combustion chamber reworked to the compression ratio of 15:1. The material adopted for the piston is the aluminium alloy A390.0-T5 commonly used in the automotive field. The piston weight is 0,5 kg for the diesel engine. The crankshaft is verified to torsional vibrations according to the Lloyd register of shipping requirements. The 300M special steel crankshaft total weight is of 14,5 kg. The result reached is a very small and light engine that may be certified for general aviation: the engine weight, without the supercharger, air inlet assembly, auxiliary generators and high pressure body, is 44,7 kg and the total engine weight, with enlightened HP pump body and the titanium alloy turbocharger is less than 100 kg, the total displacement is 1365 cm3 and the estimated output power is 220 CV. The direct conversion of automotive piston engine to aircrafts pays too huge weight penalties. In fact the main aircraft requirement is to optimize the power to weight ratio in order to obtain compact and fast engines for aeronautical use: this 1600 common rail diesel engine version demonstrates that these results can be reached.

Studio del pathway della Displasia Ectodermica Anidrotica (EDA)

Anhidrotic Ectodermal Dysplasia (EDA), is the most frequent form among Ectodermal Dysplasias, hereditary genetic disorders causing ectodermal appendages defective development. Indeed, EDA is characterized by defective formation of hair follicles, sweat glands and teeth both in human patients and animals. EDA, the gene mutated in Anhidrotic Ectodermal Dysplasia, encodes Ectodysplasin, a TNF family member that activates NF-kB mediated transcription. This disease can occur with mutations in other EDA-NF-kB pathway members, as EDA receptor, EDAR and its adapter, EDARADD. Moreover, mutations in TRAF6, NEMO, IKB and NF-kBs genes are responsible for Immunodeficiency associated EDA (EDA-ID). Several molecules, as SHH, WNT/DKK, BMP and LTβ, have already been reported to be EDA pathway regulators or effectors although the knowledge of the full spectrum of EDA targets remains incomplete. During the first part of the research project a gene expression analysis was performed in primary keratinocytes from Wild-type and Tabby (EDA model mouse) mice to identify novel EDA target genes. Earlier expression profiling at various developmental time points in Tabby and Wild-type mouse skin reported genes differentially expressed in the two samples and, to increase the resolution to find genes whose expression may be restricted to epidermal cells, the study was extended to primary keratinocyte cultures established from E19 Wild-type and Tabby skin. Using microarrays bearing 44,000 gene probes, we found 385 “preliminary candidate” genes whose expression was significantly affected by Eda defect. By comparing expression profiles to those from Eda-A1 (where Eda-A1 is highly expressed) transgenic skin, we restricted the list to 38 “candidate EDA targets”, 14 of which were already known to be expressed in hair follicles or epidermis. This work confirmed expression changes for 3 selected genes, Tbx1, Bmp7, and Jag1, both in primary keratinocytes and in Wild-type and Tabby whole skin, by Q-PCR and Western blotting analyses. Thus, this study detected novel candidate pathways downstream of EDA. In the second part of the research project, plasmid constructs were produced and analyzed to create a transgenic mouse model for Immunodeficiency associated EDA disease (XL-EDA-ID). In particular, plasmids containing mouse Wild-type and mutated Nemo cDNA under K-17 epidermis-specific promoter control and a Flag tag, were prepared, on the way to confine transgene expression to mice epidermis and to determine EDA phenotype without immunodeficiency for a comparison to Tabby model phenotype. EDA-ID mutations reported in patients and selected for this study are: C417R (C409R in mouse), causing Zinc Finger protein domain destabilization and A288G (A282G in mouse) affecting oligomerization of the protein. Moreover, the ex-novo mutation, ZnF, C-terminal Zinc Finger domain deletion, was tested. Thus, the constructs were analyzed by transient transfection, Western blotting and luciferase assays techniques, detecting Nemo Wild-type and mutant protein products and residue NF-kB activity in presence of mutants, after TNF stimulation. In particular, MEF_Nemo-/- cell line was used to monitor NF-kB activity without endogenous Nemo gene. Results show reduced NF-kB activity in presence of mutated Nemo forms compared to Wild-type: 81% for A282G (A288G in human); 24% for C409R (C417R in human); 15% for ZnF. C409R mutation (C417R in human), reported in 6 EDA-ID human patients, was selected to prepare transgenic model mouse. Mice (white, FVP) born following K17-promoter-Flag-Nemo_C409R plasmid region pronuclear injection, were analyzed for the transgene presence in the genotype and a preliminar examination of their phenotype was performed. In particular, one mouse showed considerable coat defects if compared to Wild-type mice. This preliminar analysis suggests a possible influence of Nemo mutant over-expression in epidermis without immunodeficiency. Still, more microscopic studies to analyze hair subtypes, Guard, Awl and Zigzag (usually alterated inTabby mouse model), Immunohistochemistry experiments to detect epidermis restricted Nemo expression and sweat glands analysis, will follow. This and other transgene positive mice will be crossed with black mice C57BL6 to obtain at least two indipendent agouti lines to analyze. Theses mice will be used in EDA target genes detection through microarrays. Following, plasmid constructs containing other Nemo mutant forms (A282G and ZnF) might be studied by the same experimental approaches to prepare more transgenic model mice to compare to Nemo_C409R and Tabby mouse models.

A numerical program for Railway vehicle-track-structure dynamic interaction using a modal substructuring approach

This work presents a program for simulations of vehicle-track and vehicle-trackstructure dynamic interaction . The method used is computationally efficient in the sense that a reduced number of coordinates is sufficient and doesn’t require high efficiency computers. The method proposes a modal substructuring approach of the system by modelling rails , sleepers and underlying structure with modal coordinates, the vehicle with physical lumped elements coordinates and by introducing interconnection elements between these structures (wheel-rail contact, railpads and ballast) by means of their interaction forces. The Frequency response function (FRF) is also calculated for both cases of track over a structure (a bridge, a viaduct ...) and for the simple vehicle-track program; for each case the vehicle effect on the FRF is then analyzed through the comparison of the FRFs obtained introducing or not a simplified vehicle on the system.

Modellazione multibody di veicoli ferroviari: sviluppo ed implementazione di modelli innovativi per l'analisi del contatto ruota - rotaia

The wheel - rail contact analysis plays a fundamental role in the multibody modeling of railway vehicles. A good contact model must provide an accurate description of the global contact phenomena (contact forces and torques, number and position of the contact points) and of the local contact phenomena (position and shape of the contact patch, stresses and displacements). The model has also to assure high numerical efficiency (in order to be implemented directly online within multibody models) and a good compatibility with commercial multibody software (Simpack Rail, Adams Rail). The wheel - rail contact problem has been discussed by several authors and many models can be found in the literature. The contact models can be subdivided into two different categories: the global models and the local (or differential) models. Currently, as regards the global models, the main approaches to the problem are the so - called rigid contact formulation and the semi – elastic contact description. The rigid approach considers the wheel and the rail as rigid bodies. The contact is imposed by means of constraint equations and the contact points are detected during the dynamic simulation by solving the nonlinear algebraic differential equations associated to the constrained multibody system. Indentation between the bodies is not permitted and the normal contact forces are calculated through the Lagrange multipliers. Finally the Hertz’s and the Kalker’s theories allow to evaluate the shape of the contact patch and the tangential forces respectively. Also the semi - elastic approach considers the wheel and the rail as rigid bodies. However in this case no kinematic constraints are imposed and the indentation between the bodies is permitted. The contact points are detected by means of approximated procedures (based on look - up tables and simplifying hypotheses on the problem geometry). The normal contact forces are calculated as a function of the indentation while, as in the rigid approach, the Hertz’s and the Kalker’s theories allow to evaluate the shape of the contact patch and the tangential forces. Both the described multibody approaches are computationally very efficient but their generality and accuracy turn out to be often insufficient because the physical hypotheses behind these theories are too restrictive and, in many circumstances, unverified. In order to obtain a complete description of the contact phenomena, local (or differential) contact models are needed. In other words wheel and rail have to be considered elastic bodies governed by the Navier’s equations and the contact has to be described by suitable analytical contact conditions. The contact between elastic bodies has been widely studied in literature both in the general case and in the rolling case. Many procedures based on variational inequalities, FEM techniques and convex optimization have been developed. This kind of approach assures high generality and accuracy but still needs very large computational costs and memory consumption. Due to the high computational load and memory consumption, referring to the current state of the art, the integration between multibody and differential modeling is almost absent in literature especially in the railway field. However this integration is very important because only the differential modeling allows an accurate analysis of the contact problem (in terms of contact forces and torques, position and shape of the contact patch, stresses and displacements) while the multibody modeling is the standard in the study of the railway dynamics. In this thesis some innovative wheel – rail contact models developed during the Ph. D. activity will be described. Concerning the global models, two new models belonging to the semi – elastic approach will be presented; the models satisfy the following specifics: 1) the models have to be 3D and to consider all the six relative degrees of freedom between wheel and rail 2) the models have to consider generic railway tracks and generic wheel and rail profiles 3) the models have to assure a general and accurate handling of the multiple contact without simplifying hypotheses on the problem geometry; in particular the models have to evaluate the number and the position of the contact points and, for each point, the contact forces and torques 4) the models have to be implementable directly online within the multibody models without look - up tables 5) the models have to assure computation times comparable with those of commercial multibody software (Simpack Rail, Adams Rail) and compatible with RT and HIL applications 6) the models have to be compatible with commercial multibody software (Simpack Rail, Adams Rail). The most innovative aspect of the new global contact models regards the detection of the contact points. In particular both the models aim to reduce the algebraic problem dimension by means of suitable analytical techniques. This kind of reduction allows to obtain an high numerical efficiency that makes possible the online implementation of the new procedure and the achievement of performance comparable with those of commercial multibody software. At the same time the analytical approach assures high accuracy and generality. Concerning the local (or differential) contact models, one new model satisfying the following specifics will be presented: 1) the model has to be 3D and to consider all the six relative degrees of freedom between wheel and rail 2) the model has to consider generic railway tracks and generic wheel and rail profiles 3) the model has to assure a general and accurate handling of the multiple contact without simplifying hypotheses on the problem geometry; in particular the model has to able to calculate both the global contact variables (contact forces and torques) and the local contact variables (position and shape of the contact patch, stresses and displacements) 4) the model has to be implementable directly online within the multibody models 5) the model has to assure high numerical efficiency and a reduced memory consumption in order to achieve a good integration between multibody and differential modeling (the base for the local contact models) 6) the model has to be compatible with commercial multibody software (Simpack Rail, Adams Rail). In this case the most innovative aspects of the new local contact model regard the contact modeling (by means of suitable analytical conditions) and the implementation of the numerical algorithms needed to solve the discrete problem arising from the discretization of the original continuum problem. Moreover, during the development of the local model, the achievement of a good compromise between accuracy and efficiency turned out to be very important to obtain a good integration between multibody and differential modeling. At this point the contact models has been inserted within a 3D multibody model of a railway vehicle to obtain a complete model of the wagon. The railway vehicle chosen as benchmark is the Manchester Wagon the physical and geometrical characteristics of which are easily available in the literature. The model of the whole railway vehicle (multibody model and contact model) has been implemented in the Matlab/Simulink environment. The multibody model has been implemented in SimMechanics, a Matlab toolbox specifically designed for multibody dynamics, while, as regards the contact models, the CS – functions have been used; this particular Matlab architecture allows to efficiently connect the Matlab/Simulink and the C/C++ environment. The 3D multibody model of the same vehicle (this time equipped with a standard contact model based on the semi - elastic approach) has been then implemented also in Simpack Rail, a commercial multibody software for railway vehicles widely tested and validated. Finally numerical simulations of the vehicle dynamics have been carried out on many different railway tracks with the aim of evaluating the performances of the whole model. The comparison between the results obtained by the Matlab/ Simulink model and those obtained by the Simpack Rail model has allowed an accurate and reliable validation of the new contact models. In conclusion to this brief introduction to my Ph. D. thesis, we would like to thank Trenitalia and the Regione Toscana for the support provided during all the Ph. D. activity. Moreover we would also like to thank the INTEC GmbH, the society the develops the software Simpack Rail, with which we are currently working together to develop innovative toolboxes specifically designed for the wheel rail contact analysis.

Salif Keita: "Les belles choses derrière le mur" /// Arbeitspapiere / Institut für Ethnologie und Afrikastudien ; 48

Salif Keita; Mali; moderne afrikanische Musik;Weltmusik; Albinismus;"Tradition"; Mande; Jeliw; Horonw; Musik und Politik; Rail Band ; Les Ambassadeurs ; Ambassadeurs Internationaux ; Film "Destiny of a Noble Outcast"

Il processo di liberalizzazione del trasporto ferroviario con particolare riferimento all'accesso e alla sicurezza

Il presente elaborato si prefigge di analizzare il processo di liberalizzazione, comunitario e nazionale, del mercato del trasporto ferroviario di merci e di passeggeri, unitamente all'approfondimento della normativa dettata ai fini della tutela della sicurezza in ambito ferroviario.

Regolazione della pompa elettrica del carburante a bassa pressione: Analisi dell'impatto sul consumo specifico di un motore a combustione interna

The trend of CO2 emission limit and fuel saving due to the oil price increase and are important drivers for engines development. The engine auxiliary devices electrification (g.e fuel pump) is a way to reduce the energy consumption, because it becomes possible to control them depending on engine operation point, this kid of management can be applied to the electric low-pressure pump. Usually the fuel delivery is performed at the maximum flow rate and a pressure regulator discharges the exceeding fuel amount inside the rail (gasoline engine) or upstream of the high pressure pump (common rail diesel engine). In this work it has been investigated the fuel saving achievable through a proper control of the electric fuel pump on a small common rail diesel engine, and a control architecture is proposed. The aim was to maximize the fuel economy without any impact on pressure control in the engine transient conditions. L'andamento del limite di emissioni di CO2 e il risparmio di carburante dovuto all'aumento del prezzo del petrolio sono fattori importanti per lo sviluppo dei motori. I dispositivi ausiliari, come la pompa del carburante, sono un modo per ridurre il consumo energetico, in quanto diventa possibile controllarli a seconda del punto di funzionamento del motore, questo tipo di gestione può essere applicato alla pompa elettrica a bassa pressione. Solitamente la portata del combustibile viene eseguita alla portata massima e un regolatore di pressione si scarica la quantità eccedente di carburante all'interno del rail (motore a benzina) o a monte della pompa a alta pressione (common rail motore diesel). In questo lavoro è stato studiato il risparmio di combustibile ottenibile attraverso un adeguato controllo della pompa elettrica del carburante su un piccolo motore diesel common rail e viene proposta una architettura di controllo. Lo scopo è quello di massimizzare il risparmio di carburante, senza alcun impatto sul controllo della pressione nelle condizioni transitorie del motore.

Alternative reproductive tactics, sexual selection and the effects of inbreeding in the ant Hypoponera opacior

Inbreeding can lead to a fitness reduction due to the unmasking of deleterious recessive alleles and the loss of heterosis. Therefore, most sexually reproducing organisms avoid inbreeding, often by disperal. Besides the avoidance of inbreeding, dispersal lowers intraspecific competition on a local scale and leads to a spreading of genotypes into new habitats. In social insects, winged reproductives disperse and mate during nuptial flights. Therafter, queens independently found a new colony. However, some species also produce wingless sexuals as an alternative reproductive tactic. Wingless sexuals mate within or close to their colony and queens either stay in the nest or they found a new colony by budding. During this dependent colony foundation, wingless queens are accompanied by a fraction of nestmate workers. The production of wingless reproductives therefore circumvents the risks associated with dispersal and independent colony foundation. However, the absence of dispersal can lead to inbreeding and local competition.rnIn my PhD-project, I investigated the mating biology of Hypoponera opacior, an ant that produces winged and wingless reproductives in a population in Arizona. Besides the investigation of the annual reproductive cycle, I particularly focused on the consequences of wingless reproduction. An analysis of sex ratios in wingless sexuals should reveal the relative importance of local resource competition among queens (that mainly compete for the help of workers) and local mate competition among males. Further, sexual selection was expected to act on wingless males that were previously found to mate with and mate-guard pupal queens in response to local mate competition. We studied whether males are able to adapt their mating behaviour to the current competitive situation in the nest and which traits are under selection in this mating situation. Last, we investigated the extent and effects of inbreeding. As the species appeared to produce non-dispersive males and queens quite frequently, we assumed to find no or only weak negative effects of inbreeding and potentially mechanisms that moderate inbreeding levels despite frequent nest-matings.rnWe found that winged and wingless males and queens are produced during two separate seasons of the year. Winged sexuals emerge in early summer and conduct nuptial flights in July, when climate conditions due to frequent rainfalls lower the risks of dispersal and independent colony foundation. In fall, wingless sexuals are produced that reproduce within the colonies leading to an expansion on the local scale. The absence of dispersal during this second reproductive season resulted in a local genetic population viscosity and high levels of inbreeding within the colonies. Male-biased sex ratios in fall indicated a greater importance of local resource competition among queens than local mate competition among males. Males were observed to adjust mate-guarding durations to the competitive situation (i.e. the number of competing males and pupae) in the nest, an adaptation that helps maximising their reproductive success. Further, sexual selection was found to act on the timing of emergence as well as on body size in these males, i.e. earlier emerging and larger males show a higher mating success. Genetic analyses revealed that wingless males do not actively avoid inbreeding by choosing less related queens as mating partners. Further, we detected diploid males, a male type that is produced instead of diploid females if close relatives mate. In contrast to many other Hymenopteran species, diploid males were here viable and able to sire sterile triploid offspring. They did not differ in lifespan, body size and mating success from “normal” haploid males. Hence, diploid male production in H. opacior is less costly than in other social Hymenopteran species. No evidence of inbreeding depression was found on the colony level but more inbred colonies invested more resources into the production of sexuals. This effect was more pronounced in the dispersive summer generation. The increased investment in outbreeding sexuals can be regarded as an active strategy to moderate the extent and effects of inbreeding. rnIn summary, my thesis describes an ant species that has evolved alternative reproductive tactics as an adaptation to seasonal environmental variations. Hereby, the species is able to maintain its adaptive mating system without suffering from negative effects due to the absence of dispersal flights in fall.rn

Development of an innovative pyrolysis plant for the production of secondary raw materials

This project was born with the aim of developing an environmentally and financially sustainable process to dispose of end-life tires. In this perspective was devised an innovative static bed batch pilot reactor where pyrolysis can be carried out on the whole tires in order to recover energy and materials and simultaneously save the energy costs of their shredding. The innovative plant is also able to guarantee a high safety of the process thanks to the presence of a hydraulic guard. The pilot plant was used to pyrolyze new and end-life tires at temperatures from 400 to 600°C with step of 50°C in presence of steam. The main objective of this research was to evaluate the influence of the maximum process temperature on yields and chemical-physics properties of pyrolysis products. In addition, in view of a scale-up of the plant in continuous mode, the influence of the nature of several different tires as well as the effects of the aging on the final products were studied. The same pilot plant was also used to carry out pyrolysis on polymeric matrix composites in order to obtain chemical feedstocks from the resin degradation together with the recovery of the reinforcement in the form of fibers. Carbon fibers reinforced composites ad fiberglass was treated in the 450-600°C range and the products was fully characterized. A second oxidative step was performed on the pyrolysis solid residue in order to obtain the fibers in a suitable condition for a subsequent re-impregnation in order to close the composite Life Cycle in a cradle-to-cradle approach. These investigations have demonstrated that steel wires, char, carbon and glass fibers recovered in the prototypal plant as solid residues can be a viable alternative to pristine materials, making use of them to obtain new products with a commercial added value.

Targeting neuronal populations by AAV-mediated gene transfer for studying the endocannabinoid system

The cannabinoid type 1 (CB1) receptor is involved in a plethora of physiological functions and heterogeneously expressed on different neuronal populations. Several conditional loss-of-function studies revealed distinct effects of CB1 receptor signaling on glutamatergic and GABAergic neurons, respectively. To gain a comprehensive picture of CB1 receptor-mediated effects, the present study aimed at developing a gain-of-function approach, which complements conditional loss-of-function studies. Therefore, adeno-associated virus (AAV)-mediated gene delivery and Cre-mediated recombination were combined to recreate an innovative method, which ensures region- and cell type-specific transgene expression in the brain. This method was used to overexpress the CB1 receptor in glutamatergic pyramidal neurons of the mouse hippocampus. Enhanced CB1 receptor activity at glutamatergic terminals caused impairment in hippocampus-dependent memory performance. On the other hand, elevated CB1 receptor levels provoked an increased protection against kainic acid-induced seizures and against excitotoxic neuronal cell death. This finding indicates the protective role of CB1 receptor on hippocampal glutamatergic terminals as a molecular stout guard in controlling excessive neuronal network activity. Hence, CB1 receptor on glutamatergic hippocampal neurons may represent a target for novel agents to restrain excitotoxic events and to treat neurodegenerative diseases. Endocannabinoid synthesizing and degrading enzymes tightly regulate endocannabinoid signaling, and thus, represent a promising therapeutic target. To further elucidate the precise function of the 2-AG degrading enzyme monoacylglycerol lipase (MAGL), MAGL was overexpressed specifically in hippocampal pyramidal neurons. This genetic modification resulted in highly increased MAGL activity accompanied by a 50 % decrease in 2-AG levels without affecting the content of arachidonic acid and anandamide. Elevated MAGL protein levels at glutamatergic terminals eliminated depolarization-induced suppression of excitation (DSE), while depolarization-induced suppression of inhibition (DSI) was unchanged. This result indicates that the on-demand availability of the endocannabinoid 2-AG is crucial for short-term plasticity at glutamatergic synapses in the hippocampus. Mice overexpressing MAGL exhibited elevated corticosterone levels under basal conditions and an increase in anxiety-like behavior, but surprisingly, showed no changes in aversive memory formation and in seizure susceptibility. This finding suggests that 2 AG-mediated hippocampal DSE is essential for adapting to aversive situations, but is not required to form aversive memory and to protect against kainic acid-induced seizures. Thus, specific inhibition of MAGL expressed in hippocampal pyramidal neurons may represent a potential treatment strategy for anxiety and stress disorders. Finally, the method of AAV-mediated cell type-specific transgene expression was advanced to allow drug-inducible and reversible transgene expression. Therefore, elements of the tetracycline-controlled gene expression system were incorporated in our “conditional” AAV vector. This approach showed that transgene expression is switched on after drug application and that background activity in the uninduced state was only detectable in scattered cells of the hippocampus. Thus, this AAV vector will proof useful for future research applications and gene therapy approaches.