First evidence of insect attraction by a Southern Hemisphere Splachnaceae: The case of Tayloria dubyi Broth. in the Reserve Biosphere Cape Horn, Chile

The moss Tayloria dubyi (Splachnaceae) is endemic to the subantarctic Magallanes ecoregion where it grows exclusively on bird dung and perhaps only on feces of the goose Chloephaga picta, a unique habitat among Splachnaceae. Some species of Splachnaceae from the Northern Hemisphere are known to recruit coprophilous flies as a vector to disperse their spores by releasing intense odors mimicking fresh clung or decaying corpses. The flies land on the capsule, and may get in contact with the protruding mass of spores that stick to the insect body. The dispersal strategy relies on the spores falling off when the insect reaches fresh droppings or carrion. Germination is thought to be rapid and a new population is quickly established over the entire substrate. The objectives of this investigation were to determine whether the coprophilous T. dubyi attracts flies and to assess the taxonomic diversity of the flies visiting this moss. For this, fly traps were set up above mature sporophyte bearing populations in two peatlands on Navarino Island. We captured 64 flies belonging to the Muscidae (Palpibracus chilensis), Tachinidae (Dasyuromyia sp) and Sarcophagidae (not identified to species) above sporophytes of T. dubyi, whereas no flies were captured in control traps set up above Sphagnum mats nearby.

Phenology of Tayloria dubyi (Splachnaceae) in the peadands of the Cape Horn Biosphere Reserve

The sub-Antarctic Magellanic ecoregion harbors a high diversity of bryophytes, greater than the species richness of vascular plants. Despite this fact, phenological studies on bryophytes are lacking for this ecoregion and Chile. Based on the study of the sporophytic phase of Tayloria dubyi, an endemic moss from the sub-Antarctic Magellanic ecoregion, we propose a methodology for phonological studies on austral bryophytes. We defined five phenophases, easily distinguishable with a hand-lens, which were monthly recorded during 2007 and 2008 in populations of T dubyi at the Omora Ethnobotanical Park and Mejillones Bay on Navarino Island (55 degrees S) in the Cape Horn Biosphere Reserve. The sporophytic (or reproductive) phase of T. dubyi presented a clear seasonality. After growing in November, in three months (December-February) of the austral reproductive season the sporophytes mature and release their spores; by March they are already senescent. T. dubyi belongs to the Splachnaceae family for which entomochory (dispersal of spores by insects, specifically Diptera) has been detected in the Northern Hemisphere. The period of spores release in T. dubyi coincides with the months of highest activity of Diptera which are potential dispersers of spores; hence, entomochory could also take place in sub-Antarctic Magellanic ecoregion. In sum, our work: (i) defines a methodology for phenological studies in austral bryophytes, (ii) it records a marked seasonality ion the sporophyte phase of T dubyi, and (iii) it proposes to evaluate in future research the occurrence of entomochory in Splachnaceae species growing in the sub-Antarctic peatlands and forest ecosystems in the Southern Hemisphere.

Mission scientifique du cap Horn, 1882-1883.

t.6:ptie.3:pt.2 (1888)

The Cape Horn breed : my experiences as an apprentice in sail in the full-rigged ship "British Isles" as told to P. R. Stephensen /

Mode of access: Internet.

Penology from Panama to cape Horn,

Bibliography of journals on the subject published in Latin America: p. 255-257.

The U.S. Fish Commission Steamer Albatross: A History (Papers from a Symposium)

At her launch on 19 October 1882 in Wilmington, Del., the Albatross was the world’s first large deep-sea oceanographic and fisheries research vessel, and she would go on to have a distinguished 40-year career, ranging from the north Atlantic Ocean to the Gulf of Mexico, around Cape Horn in 1887–88, and into the North Pacific. By 1908, Deputy Fish Commissioner Hugh M. Smith reported that “The Albatross has contributed more to the knowledge of marine biology than has any other vessel.” And, of course, her career continued for another 13 years, being decommissioned in late 1921, serving later as a training vessel for nautical cadets, and disappearing from the records in Hamburg, Germany, in late 1928.

Glacial lake drainage in Patagonia (13-8 kyr) and response of the adjacent Pacific Ocean

Large freshwater lakes formed in North America and Europe during deglaciation following the Last Glacial Maximum. Rapid drainage of these lakes into the Oceans resulted in abrupt perturbations in climate, including the Younger Dryas and 8.2 kyr cooling events. In the mid-latitudes of the Southern Hemisphere major glacial lakes also formed and drained during deglaciation but little is known about the magnitude, organization and timing of these drainage events and their e ect on regional climate. We use 16 new single-grain optically stimulated luminescence (OSL) dates to de ne three stages of rapid glacial lake drainage in the Lago General Carrera/Lago Buenos Aires and Lago Cohrane/ Pueyrredón basins of Patagonia and provide the rst assessment of the e ects of lake drainage on the Paci c Ocean. Lake drainage occurred between 13 and 8 kyr ago and was initially gradual eastward into the Atlantic, then subsequently reorganized westward into the Paci c as new drainage routes opened up during Patagonian Ice Sheet deglaciation. Coupled ocean-atmosphere model experiments using HadCM3 with an imposed freshwater surface “hosing” to simulate glacial lake drainage suggest that a negative salinity anomaly was advected south around Cape Horn, resulting in brief but signi cant impacts on coastal ocean vertical mixing and regional climate.

A voyage towards the South Pole, performed in the years 1822-1824 : containing an examination of the Antarctic Sea ... and a visit to Tierra del Fuego with a particular account of the inhabitants /

"To which is added much useful information on the coasting navigation of Cape Horn, and the adjacent lands with charts of harbours, &c. ... with observations on the probability of reaching the South Pole, and an account of a second voyage performed by the Beaufoy, Captain Brisbane, to the same seas."--T.p.

Memoir on the navigation of South America, to accompany a chart of that station.

pt. 1. List of the passages made in H.M.S. Conway, on the South American station, by Captain Basil Hall.--pt. 2. Remarks on the sailing round Cape Horn [April 1814 and March 1815 by] Captain Pipon, on H.M.S. Tagus.

Ice observations in the Southern Ocean between 1878 and 1928

During the period in question, large ice drifts transported incalculable numbers of icebergs, ice fields and ice floes from the Antarctica into the South Atlantic, confronting long-journeying sailing ships on the Cape Horn route with considerable danger. As is still the case today, the ice drifts generally tended in a northeasterly direction. Thus it can be assumed that the ice masses occuring near Cape Horn and in the South Atlantic originated in Graham Land and the South Shetland Islands, while those found in the Pacific will have come from Victoria Land. The masses drifting to Cape Horn, Isla de los Estados, the Falkland Islands and occasionally as far as the Tristan da Cunha Group are transported by the West Wind Drift and Falkland Current, diverted by the Brazil Current. The Bouvet and Agulhas Currents have little influence here. The great ice masses repeatedly reached points beyond the "outermost drift ice boundery" calculated in the course of the years, to continue on in the direction of the equator. The number of sailing ships which fell victim to the ice drifts while rounding Cape Horn can only be surmised; they simply disappeared without a trace in the expanses of the South Atlantic. Until the end of the 1900s the dangers presented by ice were less serious for westward-bound ships than for the "homeward-bounders" travelling from West to East. Following the turn of the century, however, the risk for "onwardbounders" increased significantly. Whether the ice drifts actually grew in might or whether the more frequent and more detailed reports led to this impression, could never be ascertained by the German Hydrographie Office. In the forty-one years between 1868 and 1908, ten light, ten medium and nine heavy ice years were counted, and only twelve years in which no reports of ice were submitted to the German Hydrographie Office. "One of the most terrible dangers threatening ships on their return from the Pacific Ocean," the pilot book for the Atlantic Ocean warns, "is the encounter with ice, to be expected south of the 50th parallel (approx.) in the Pacific and south of the 40th parallel (approx.) in the South Atlantic." Following the ice drift of 1854-55, thought to be the first ever recorded, the increasing numbers of sailing ships rounding Cape Horn were frequently confronted with drifts of varying sizes or with single icebergs. Then from 1892-94, a colossal ice drift crossed the path of the sailships in three stages. Several sailing ships collided with the icebergs and could be counted lucky if they survived with heavy damage to the bow and the fo regear. The reports on those which vanished for ever in the ice masses are hardly of investigative value. The English suffered particularly badly in the ice-plagued waters; their captains apparently sailed courses that led more freqently through drifts than did the sailing instructions of the German Hydrographic Office. Thus, among others, Capt. Jarvis' DUNTRUNE, also the STANMORE, ARTHURSTONE and LORD RANOCH as well as the French GALATHEE and CASHMERE all collided with icebergs. The crew of the AETHELBERTH panicked after a collision and took to their lifeboats. It was only after the ship detached itself from the iceberg it had rammed that the men returned to it and continued their journey. The TEMPLEMORE, on the other hand, had to be abandoned for good. Of the German sailing ships, the FLOTOW is to be mentioned here, and in the third phase of the drift the American SAN JOAQUIN lost a large proportion of its rigging. In the 20th century ice drifts continued to cross the courses of the Cape Horn ships. 1906 and 1908 were recorded as particularly heavy ice years. In 1908-09 both the FALKLANDBANK and the TOXTETH fell prey to ice, or so it was assumed during the subsequent Maritime Board proceedings. For the most part the German sailing ships were spared greater damages by sea. Their captains sent detailed ice reports to the German Hydrographic Office, which gratefully welcomed the information and partially incorporated it in the third and final edition of the "Pilot Book for the Atlantic Ocean." From the end of 1926 until the beginning of 1928, the last of the large sailing ships were once again confronted with "tremendous masses of icebergs and ice drifts." Reports of this period originated above all on the P-Liners PADUA, PAMIR, PASSAT, PEKING, PINNAS, PRIWALL and the ships of Gustav Erikson's fleet. The fate of the training sailship ADMIRAL KARPFANGER in connection with the ice in early 1938 was never clearly determined by the Maritime Board proceedings. Collision with an iceberg, however, is thought to be the most likely cause of accident. Today freight sailing ships no longer cross the oceans. The Cape Horn route is relatively insignificant for engine-powered ships and icebergs can be spotted in plenty of time by modern navigation technology ... The large ice drifts are no longer a menace, but only a marginal note in the final chapter of the history of transoceanic sailing.

Channel blurring and consumer expectations : evidence in Chile

An important trend in Chilean retailing industry is the increase in channel blurring. This investigation attempts to identify the relevant store attributes for different retail formats (grocery, department store, drug store, and home improvement). Do consumer store attribute saliency vary for different retail formats? Interviews identified twelve salient store attributes for the different retail formats. Survey results showed differences in store attribute saliencies for consumers when shopping at different formats. Seven of the twelve variables showed significant differences across formats. However, two attributes were relatively important for all four retail formats: product quality and responsiveness of employees.

Home depot in Chile: case study

Retailing is rapidly becoming a global industry and many retailers are expanding to foreign markets. However, several retailers successful in their home countries have failed in emerging markets such as Chile. Little is known why these retailers succeed in some venues and not others. A case study of the failed operations of Home Depot in that Chilean market was developed in order to understand this issue in more depth. This case study included an analysis of the Chilean marketplace, expert and consumer interviews, and analysis of data from secondary sources. Finding showed difference in that institutional environment between Chile and the U.S., due to a higher family and relational orientation in Chile. Home Depot defied institutional pressures and maintained standardized retail practices.

Chile is hot travel spot

A brief travel article about Chile