The cashmere shawl. An eastern fiction.

Mode of access: Internet.

Illustrations of the botany and other branches of the natural history of the Himalayan Mountains and of the flora of Cashmere.

v. 1. Text -- v. 2. Plates.

中国畜牧业现状与可持续发展措施的研究

畜牧业是否成长为农村经济的支柱产业,是衡量一个国家农业发达程度的主要标志。现阶段.我国畜牧业的增长方式、发展路径、动力、市场和地位都发生了重大变化,给畜牧业的可持续发展提出了许多新问题和新挑战。近年来.我国畜牧业的发展取得了举世嘱目的成就,促进了国民经济的快速发展,丰富了城乡人民物质和文化生活的需要。随着经济的发展和人们生活水平的逐步提高.对畜牧产品的需求将有较大增长,大力加强和发展畜牧业将是我国农业的最终方向。依据现有统计资料,结合我国畜牧业的实际情况,根据"十一五"规划和建设社会主义新农村的要求,文章分析了畜牧业发展的地位,探讨了畜牧业存在的问题.并提出了相应的对策和建议。

Leistungsfähigkeit und Robustheit der Endzuchtgruppe aus dem Zuchtprogramm der "Witzenhäuser Landschaftspflegeziege"

Ziegenrassen, die in Deutschland in der Landschaftspflege eingesetzt werden, besitzen vorwiegend den Charakter einer intensiven Produktionsausrichtung. Das vorherrschende marginale Futterangebot auf Magerrasen-Biotopen kann die hohen Anforderungen auf das Fütterungsniveau der Tiere nicht erfüllen. Angeführt durch diese Ausgangssituation, begann das Fachgebiet Internationale Nutztierzucht und -haltung der Universität Kassel in Witzenhausen mit dem "Zuchtprogramm der Witzenhäuser Landschaftspflegeziege". Ziel dieser Untersuchung war es, die Leistungsfähigkeit und Robustheit der Endzuchtgruppe aus dem Zuchtprogramm über einen längeren Zeitraum (2001 bis 2003) anhand von definierten Merkmalen zu erfassen und zu dokumentieren. Alle Merkmale wurden zum selben Zeitpunkt ebenfalls an einer Kaschmirziegenherde, einer der drei Ursprungsrassen, zum Vergleich erhoben. Ausgangspunkt der Untersuchung, neben dem Hauptuntersuchungsareal des Naturschutzgebiets Ebenhöhe-Liebenberg, war die Lehr- und Versuchsbetrieb der Universität Kassel in Witzenhausen in Neu-Eichenberg. Achtung: Die Seitenzählung der Printausgabe ist mit der Online-Publikation nicht identisch.

Molecular epidemiology of Bacillus anthracis: determining the correct origin

We analyzed and compared strains of Bacillus anthracis isolated from husbandry and industrial anthrax cases in Switzerland between 1952 and 1981 with published data using multiple-locus variable-number tandem repeat analysis. Strains isolated from autochthonous cases of anthrax in cattle belong to genotype B2, together with strains from continental Europe, while human B. anthracis strains clustered with genotype A4. These strains could be traced back to outbreaks of human anthrax that occurred between 1978 and 1981 in a factory processing cashmere wool from the Indian subcontinent. We interpret the worldwide occurrence of B. anthracis strains of cluster A4 to be due to the extensive global trade of untreated cashmere wool during the last century.

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.