Fairchild Tropical Garden--the first ten years.

Mode of access: Internet.

Friends of the Everglades

Marjory Stoneman Douglass delivering presentation, April 3, 1973. Marjory Stoneman Douglas was born on April 7, 1890. In South Florida she is best known for her environmental advocacy passionately fighting for the protection and preservation of the Florida Everglades. As a writer, her most influential book was the book The Everglades: River of Grass (1947), which redefined the popular conception of the Everglades as a treasured river instead of a worthless swamp. Moving to South Florida to pursuit a career in journalism, she began writing for the Miami Herald newspaper and then worked as freelance writer, producing over one hundred short stories that were published in popular magazines. Throughout her long life (lived until age 108), she received numerous awards, including the Presidential Medal of Freedom and was inducted into several halls of fame. She died on May 14, 1998. A statue of her invites visitors at Fairchild Tropical Botanic Garden in Miami, Florida to sit with her statue and contemplate the garden. Two South Florida public schools are named in her honor: Broward County Public Schools' Marjory Stoneman Douglas High School and Miami-Dade County Public Schools' Marjory Stoneman Douglas Elementary School.

Friends of the Everglades

Charles Perry shaking hands with Marjory Stoneman Douglas in front of easel with map of Florida. Charles Edward Perry (Chuck), 1937-1999, was the founding president of Florida International University in Miami, Florida. He grew up in Logan County, West Virginia and received his bachelor's and masters's degrees from Bowling Green State University. He married Betty Laird in 1960. In 1969, at the age of 32, Perry was the youngest president of any university in the nation. The name of the university reflects Perry’s desire for a title that would not limit the scope of the institution and would support his vision of having close ties to Latin America. Perry and a founding corps opened FIU to 5,667 students in 1972 with only one large building housing six different schools. Perry left the office of President of FIU in 1976 when the student body had grown to 10,000 students and the university had six buildings, offered 134 different degrees and was fully accredited. Charles Perry died on August 30, 1999 at his home in Rockwall, Texas. He is buried on the FIU campus in front of the Graham Center entrance. Marjory Stoneman Douglas was born on April 7, 1890. In South Florida she is best known for her environmental advocacy passionately fighting for the protection and preservation of the Florida Everglades. As a writer, her most influential book was the book The Everglades: River of Grass (1947), which redefined the popular conception of the Everglades as a treasured river instead of a worthless swamp. Moving to South Florida to pursuit a career in journalism, she began writing for the Miami Herald newspaper and then worked as freelance writer, producing over one hundred short stories that were published in popular magazines. Throughout her long life (lived until age 108), she received numerous awards, including the Presidential Medal of Freedom and was inducted into several halls of fame. She died on May 14, 1998. A statue of her invites visitors at Fairchild Tropical Botanic Garden in Miami, Florida to sit with her statue and contemplate the garden. Two South Florida public schools are named in her honor: Broward County Public Schools' Marjory Stoneman Douglas High School and Miami-Dade County Public Schools' Marjory Stoneman Douglas Elementary School.

Friends of the Everglades

Charles Perry and Marjory Stoneman Douglas in front of easel with map of Florida. Charles Edward Perry (Chuck), 1937-1999, was the founding president of Florida International University in Miami, Florida. He grew up in Logan County, West Virginia and received his bachelor's and masters's degrees from Bowling Green State University. He married Betty Laird in 1960. In 1969, at the age of 32, Perry was the youngest president of any university in the nation. The name of the university reflects Perry’s desire for a title that would not limit the scope of the institution and would support his vision of having close ties to Latin America. Perry and a founding corps opened FIU to 5,667 students in 1972 with only one large building housing six different schools. Perry left the office of President of FIU in 1976 when the student body had grown to 10,000 students and the university had six buildings, offered 134 different degrees and was fully accredited. Charles Perry died on August 30, 1999 at his home in Rockwall, Texas. He is buried on the FIU campus in front of the Graham Center entrance. Marjory Stoneman Douglas was born on April 7, 1890. In South Florida she is best known for her environmental advocacy passionately fighting for the protection and preservation of the Florida Everglades. As a writer, her most influential book was the book The Everglades: River of Grass (1947), which redefined the popular conception of the Everglades as a treasured river instead of a worthless swamp. Moving to South Florida to pursuit a career in journalism, she began writing for the Miami Herald newspaper and then worked as freelance writer, producing over one hundred short stories that were published in popular magazines. Throughout her long life (lived until age 108), she received numerous awards, including the Presidential Medal of Freedom and was inducted into several halls of fame. She died on May 14, 1998. A statue of her invites visitors at Fairchild Tropical Botanic Garden in Miami, Florida to sit with her statue and contemplate the garden. Two South Florida public schools are named in her honor: Broward County Public Schools' Marjory Stoneman Douglas High School and Miami-Dade County Public Schools' Marjory Stoneman Douglas Elementary School.

La transformación de las grandes estaciones europeas con la llegada de la Alta Velocidad. El caso de Atocha

La aparición del tren de alta velocidad en Europa en las últimas décadas del siglo XX supuso el resurgir de un medio de transporte en progresivo declive desde la popularización del automóvil y del avión. La decadencia del ferrocarril había supuesto en muchos casos el abandono, o incluso la demolición, de estaciones históricas y el deterioro de su entorno urbano. Como reacción a esa desatención surgió, también en el último cuarto de siglo, una mayor conciencia social preocupada por la conservación del patrimonio construido del ferrocarril. La necesidad de adaptación de las grandes estaciones de ferrocarril para dar servicio al nuevo sistema de transporte, junto con el interés por poner en valor sus construcciones históricas y su céntrico entorno, ha dado como resultado la realización de importantes transformaciones. El objeto de la presente investigación es el estudio de las transformaciones que han sufrido las grandes estaciones europeas del siglo XIX con la llegada del tren de alta velocidad, profundizando de manera especial en el caso más significativo que tenemos en nuestro país: la estación de Atocha. En el ámbito europeo es donde se localizan los ejemplos más relevantes de estaciones que tuvieron gran trascendencia en el siglo XIX y que ahora, con la llegada de la Alta Velocidad, vuelven a recuperar su grandeza. En España, el crecimiento de la Alta Velocidad en los últimos años ha sido extraordinario, hasta situarse como el segundo país del mundo con más kilómetros de líneas de alta velocidad en operación y, en consecuencia, se ha construido un gran número de estaciones adaptadas a este servicio. El caso más notable es el de la estación de Atocha, que desde la llegada del AVE en 1992 hasta el día de hoy, se ha convertido en uno de los complejos ferroviarios más importantes del mundo. El trabajo parte del estudio de otros referentes europeos, como las Gares de París, la estación de St Pancras en Londres y de otras cinco estaciones del centro de Europa –Amsterdam Centraal, Antwerpen Centraal, Köln Hauptbahnhof, Frankfurt (Main) Hauptbahnhof y la Gare de Strasbourg–, para establecer el marco analítico sobre el que se profundiza con la estación de Atocha. El proceso de transformación de la estación de Atocha se ha gestado a través de una serie de proyectos que han ido configurando la estación hasta el momento actual y planteando la previsión de futuro: el proyecto del Plan General de Madrid, el concurso de ideas para el diseño de la estación, la estación de Cercanías, la estación de Alta Velocidad y Largo Recorrido, la ampliación de esta para separar los flujos por niveles, los Estudios Informativos del Nuevo Complejo Ferroviario de la Estación de Atocha y su primera fase de construcción. Estos siete proyectos son objeto de un análisis en tres niveles: análisis cronológico, análisis funcional y análisis formal. La estación de Atocha fue la primera estación histórica europea en sufrir una gran transformación vinculada a la llegada de la Alta Velocidad. Aporta el entendimiento de la estación como un todo y la intermodalidad como sus principales valores, además de la gran mejora urbana que supuso la «operación Atocha», y adolece de ciertas carencias en su desarrollo comercial, vinculadas en parte a la presencia del jardín tropical, y de un pobre espacio en las salas de embarque para los pasajeros de salidas. La estación de Atocha completa su transformación a partir de su renovación funcional, manteniendo la carga simbólica de su historia. De la confrontación del caso de Atocha con otras importantes estaciones europeas resulta la definición de las principales consecuencias de la llegada de la Alta Velocidad a las grandes terminales europeas y la identificación de los elementos clave en su transformación. Las consecuencias principales son: la potenciación de la intermodalidad con otros medios de transporte, el desarrollo comercial no necesariamente destinado a los usuarios de los servicios ferroviarios, y la puesta en valor de la antigua estación y de su entorno urbano. Por su parte, los elementos clave en la transformación de las grandes estaciones tienen que ver directamente con la separación de flujos, el entendimiento de la estación por niveles, la dotación de nuevos accesos laterales y la construcción de una nueva gran cubierta para los nuevos andenes. La preeminencia de unos elementos sobre otros depende del carácter propio de cada estación y de cada país, de la magnitud de la intervención y, también, de la estructura y composición de los equipos encargados del diseño de la nueva estación. En la actualidad, nos encontramos en un momento interesante respecto a las estaciones de Alta Velocidad. Tras el reciente atentado frustrado en el Thalys que viajaba de Ámsterdam a París, se ha acordado establecer controles de identidad y equipajes en todas las estaciones de la red europea de alta velocidad, lo que implicará modificaciones importantes en las grandes estaciones que, probablemente, tomarán el modelo de la estación de Atocha como referencia. ABSTRACT The emergence of the high speed train in Europe in the last few decades of the 20th century represented the resurgence of a means of transport in progressive decline since the popularization of the car and the airplane. The railway decay brought in many cases the abandonment, or even the demolition, of historical stations and the deterioration of its urban environment. In response to that neglect, a greater social awareness towards the preservation of the railway built heritage raised up, also in the last quarter-century. The need for adaptation of the great railway stations to serve the new transport system, along with the interest in enhancing the historical buildings and its central locations, had resulted in important transformations. The subject of current investigation is the study of the transformations that the great 19th century European stations have experienced with the arrival of the high speed rail, deepening in particular in the most significant case we have in Spain: Atocha railway station. At European level is where the most relevant examples of stations which have had a great significance in the 19th century and now, with the arrival of the high speed train, have regain their greatness, are located. In Spain, the growth of the high speed rail over the past few years has been outstanding. Today is the second country in the world with the longest high speed rail network in operation and, therefore, with a great number of new stations adapted to this service. The most remarkable case is Atocha station. Since the arrival of the AVE in 1992, the station has become one of the world's most important railway hub. The research starts with the study of other European reference points, as the Gares of Paris, St Pancras station in London and five other stations of Central Europe –Amsterdam Centraal, Antwerpen Centraal, Köln Hauptbahnhof, Frankfurt (Main) Hauptbahnhof y la Gare de Strasbourg–, to establish the analytical framework that will be deepen with Atocha station. The transformation process of Atocha station has been created through a number of projects that have forged the station to date and have raised the sights in the future: the project of the General Urban Development Plan, the ideas competition for the station design, the Suburban train station, the High Speed and Long Distance station, its enlargement in order to separate passenger flows in different levels, the 'Masterplans' for the new Atocha transport hub and its first phase of construction. These seven projects are under scrutiny at three levels: chronological analysis, functional analysis and formal analysis. Atocha station was the first European historical station to undergo a great transformation tied to the arrival of the high speed rail. It brings the understanding of the station as a whole and the intermodality as its greatest values, besides the great urban improvement of the 'Atocha operation', and suffers from certain shortcomings in its commercial development, partly linked to the presence of the tropical garden, and from a poor space in the departure lounges. Atocha station completes its transformation on the basis of its functional renewal, keeping the symbolic charge of its history. The confrontation of Atocha case with the great European stations results in the definition of the principal consequences of the high speed rail arrival to the great European terminals and the identification of the key elements in its transformation. The principal consequences are: the empowering of the intermodality with other means of transport, of the commercial development, not necessarily intended for railway services users, and the enhancement of the old station and its urban environment. On the other hand, the key elements in the transformation of the great stations are directly related with the separation of passenger flows, the understanding of the station in different levels, the placement of new lateral accesses and the construction of a new deck over the new platforms. The pre-eminence of some elements over the others depends on the particular nature of each station and each country, on the scale of the intervention and also in the structure and composition of the teams in charge of the new station design. Nowadays, this is an interesting time concerning the high speed rail stations. After the recent foiled terrorist attempt in the Thalys train travelling from Amsterdam to Paris, it was agreed to establish passenger and luggage controls in every European high speed rail station. This will mean important changes in these great stations, which probably will take Atocha station's model as a reference.

On the occurrence of Pithophora oedogonia (Mont.) Wittr. var. polyspora Rendle et West fil (Cladophoraceae) in the pond of the Wroclaw Botanical Garden [Translation from: Fragmenta Floristica et Geobotanica 22 255-260, 1976]

Species of Pithophora occasionally appear in Europe and are associated mostly with the tropical, higher water plants, cultivated in numerous botanical gardens. In June 1973 pale green, branched threads were discovered in the pond of the Wroclaw Botanical Garden, amongst filaments of Spirogyra crassa (Kutz.) Czurda emend. and Cladophora glomerata (L.) Kutz. floating on the water surface. They were maintained for several weeks in crude cultures and produced numerous, dark akinetes tightly packed with reserve material. This collected material was found to be a member of the family Pithophora, Wittr. Further examinations identified the material as Pithophora oedogonia. The findings point out that it is probable, that species of Pithophora Wittr. can become acclimatized in Europe, primarily in ponds of botanical gardens, where consequently they are able to tangle easily with higher tropical plants.

A point for comparison: the Flower Garden Banks National Marine Sanctuary

A reoccurring goal listed during the creation of Marine Protected Areas (MPAs) is to return the region to a former state. However, limited data is available that describes or characterizes this former condition. Data collected from ecosystems with comparatively limited anthropogenic impacts, can provide invaluable information in suggesting what former states may have looked like. One example is the Flower Garden Banks National Marine Sanctuary which is located 180 kilometers off the coast of Texas. These relatively isolated and pristine banks are capped by substantial scleractinian coral communities, forming excellent habitat for over 200 species of fish. While fishing is permitted, it is limited by difficulty of access. In 2006, NOAA’s Biogeography Branch, in collaboration with the Sanctuary, initiated the first quantitative assessment of fish resources throughout the diveable portions of the Sanctuary. The sampling design and methodologies employed were identical to those that the Branch has utilized in other more impacted regions of the US Caribbean. Initial analyses reveal that fish density and species richness at the Sanctuary were almost two times greater than that found within the US Caribbean and biomass was approximately six times higher. This was due in large part to the presence of sizeable piscivores of the genera Mycteroperca and Dermatolepis. The Sanctuary is one of few minimally impacted locations remaining within the Tropical Western Atlantic. As such, these findings should be considered when attempting to establish a former state or evaluate effectiveness of an MPA in meeting its management goals.

Contributions to the bryological flora of the tropical and subtropical forests from the Argentina (Bryophyta, Musci).

The authors present here a list of 32 mosses belonging to 15 families: Brachytheciaceae, Cryphaeaceae, Entodontaceae, Hedwigiaceae, Hypnaceae, Leptodontaceae, Meteoriaceae, Neckeraceae, Pilotrichaceae, Polytrichaceae, Pterobryaceae, Racopilaceae, Rigodiaceae, Stereophyllaceae, and Trachypodaceae, all collected in the mountainous forests of the Yungas of the NW of the Argentina (Jujuy, Salta, Catamarca and Tucumán provinces), and also in the rainforests from the NE of the country (Misiones province). Eight species: Atrichum polycarpum, Chrysohypnum elegantulum, Pilosium chlorophyllum, Pilotrichella flexilis, Porotrichodendron lindigii, Pseudotrachypus martinicensis, Steerecleus scariosus, and Thamnobryum fasciculatum are new records for the bryologic flora from Argentina. Braunia imberbis and Squamidium brasiliense are two new records for the bryophytic flora of the Catamarca province; Porotrichodendron superbum is new for the Salta province, while Forsstroemia coronata is the first record for the Catamarca and Jujuy provinces. Aerolindigia capillacea, Braunia reflexifolia, Chryso-hypnum diminutivum, Meteorium deppei and Meteoridium remotifolium are five new citations for the Jujuy province, and Schoenobryum concavifolium is new for the bryophytic flora of the Misiones province. Many studied species occur more frequently in the Yungas than in the NE rainforests; others show separated distribution but live in both areas, the Yungas and Paranaense area, and others are more or less restricted to the Paranaense rainforest of the NE of Argentina. The taxonomy of species is updated, and comments are included on bibliographical precedents, ecology and chorology of each taxon.

Tropical influence in oriental gardens in Brazil

In the contemporary landscaping, among the gardening styles, the Japanese Garden plays very important rule and influence. The Japanese Garden has originated in China-the cradle of gardening culture; and Korea. Their vegetable elements, architectural features and fauna are characteristic, due to use of stones, water, bridges, stoned lamp, bonsai, carps and bamboo (Prunus serrulata, Camellia japonica, Ophiopogon japonicas) and many others. In Brazil, the Japanese Garden has massive influence, the presence of native elements typically tropical is very noticeable. This influence can be observed both in architecture, vegetation and fauna. Thus, this study aimed to identify and analyze the tropical elements in Japanese Gardens in cities such as São Paulo. Japanese Gardens in Brazil were chosen from the following cities: Sao Paulo State, Garça, Jaboticabal and Ribeirão Preto. It was observed, mostly in the presence of different palms species, plants of the Zingiberales order, Alpinia purpurata and styled architectural elements such as lakes. Some elements were able to apply the philosophy of the Japanese Garden, other not.

Variation in life-history traits and their plasticities to elevational transplantation among seed families suggests potential for adaptative evolution of 15 tropical plant species to climate change

• Premise of the study: Because not all plant species will be able to move in response to global warming, adaptive evolution matters largely for plant persistence. As prerequisites for adaptive evolution, genetic variation in and selection on phenotypic traits are needed, but these aspects have not been studied in tropical species. We studied how plants respond to transplantation to different elevations on Mt. Kilimanjaro, Tanzania, and whether there is quantitative genetic (among-seed family) variation in and selection on life-history traits and their phenotypic plasticity to the different environments. • Methods: We reciprocally transplanted seed families of 15 common tropical, herbaceous species of the montane and savanna vegetation zone at Mt. Kilimanjaro to a watered experimental garden in the montane (1450 m) and in the savanna (880 m) zone at the mountain’s slope and measured performance, reproductive, and phenological traits. • Results: Plants generally performed worse in the savanna garden, indicating that the savanna climate was more stressful and thus that plants may suffer from future climate warming. We found significant quantitative genetic variation in all measured performance and reproductive traits in both gardens and for several measures of phenotypic plasticity in response to elevational transplantation. Moreover, we found positive selection on traits at low and intermediate trait values levelling to neutral or negative selection at high values. • Conclusions: We conclude that common plants at Mt. Kilimanjaro express quantitative genetic variation in fitness-relevant traits and in their plasticities, suggesting potential to adapt evolutionarily to future climate warming and increased temperature variability.

Tropical agriculturist and magazine of the Ceylon Agricultural Society.

v.3 (1883-1884)

Gardenification of tropical conserved wildlands: Multitasking, multicropping, and multiusers

Tropical wildlands and their biodiversity will survive in perpetuity only through their integration into human society. One protocol for integration is to explicitly recognize conserved tropical wildlands as wildland gardens. A major way to facilitate the generation of goods and services by a wildland garden is to generate a public-domain Yellow Pages for its organisms. Such a Yellow Pages is part and parcel of high-quality search-and-delivery from wildland gardens. And, as they and their organisms become better understood, they become higher quality biodiversity storage devices than are large freezers. One obstacle to wildland garden survival is that specific goods and services, such as biodiversity prospecting, lack development protocols that automatically shunt the profits back to the source. Other obstacles are that environmental services contracts have the unappealing trait of asking for the payment of environmental credit card bills and implying delegation of centralized governmental authority to decentralized social structures. Many of the potential conflicts associated with wildland gardens may be reduced by recognizing two sets of social rules for perpetuating biodiversity and ecosystems, one set for the wildland garden and one set for the agroscape. In the former, maintaining wildland biodiversity and ecosystem survival in perpetuity through minimally damaging use is paramount, while in the agroscape, wild biodiversity and ecosystems are tools for a healthy and productive agroecosystem, and the loss of much of the original is acceptable.