长苞铁杉的核型分析及其分类学意义

本文首次分析了特产我国的长苞铁杉亚属(Subgen. Paleotsuga)的代表种长苞铁杉Tsuga longibracteata的核型,它全由中部和近中部着丝粒染色体组成,核型公式为K(2n)=24=22m 2sm,属“lA”类型。第12号染色体具“长着丝点区域”。染色体相对长度组成为2n=12M_2 10M_1 2S。作者发现铁杉亚属(Subgen. Tsuga)植物的核型全为“2A”类型。胞核学资料支持对长苞铁杉亚属和铁杉亚属的划分并表明前者(长苞铁杉)较为原始。长苞铁杉应隶于长苞铁杉亚属、长苞铁杉组。     

卵巢上皮癌中ING4 基因启动子的甲基化状态及其临床意义

目的：探讨卵巢上皮癌中ING4 基因启动子的甲基化状态及其临床意义。方法：收集2005 年7 月至2012 年6 月哈尔滨医科 大学附属第一医院行全面分期手术并经病理检查确诊的150 例卵巢上皮癌组织标本,并以同期因子宫肌瘤或子宫腺肌症行子宫 全切除术或次全切除术并经病理检查确诊为正常卵巢组织的150 例标本作为对照组。采用甲基化特异性PCR（MSP）技术检测卵 巢上皮癌组织与正常卵巢组织中ING4 基因启动子的甲基化状态,蛋白印迹法检测ING4 蛋白的表达,并分析ING4 基因启动子 的甲基化状态与卵巢上皮癌临床病例特征的关系。结果：卵巢上皮癌组织中ING4 基因启动子的甲基化阳性率为42.7%（64/150）, 明显高于正常卵巢组织（4%,6/150）,差异有统计学意义（P<0.05）。ING4 基因启动子甲基化阳性的卵巢上皮癌组织中ING4蛋白 表达阴性或弱阳性;ING4 基因启动子甲基化阴性的卵巢上皮癌和正常卵巢组织中ING4 蛋白表达阳性;在64 例ING4 基因启动 子甲基化的卵巢上皮癌组织中,ING4 蛋白表达强度与ING4 基因启动子的甲基化程度呈负相关（r=-0.435,P<0.05）。卵巢上皮癌 组织中,ING4 基因甲基化的阳性率随着手术病理分期和组织学分级的增加而增加（P<0.05）;卵巢透明细胞癌（55.6%,10/18）和卵 巢子宫内膜样癌（59.3%,16/27）中ING4 基因甲基化的阳性率显著高于浆液性囊腺癌（33.9%,20/59）和粘液性囊腺癌（39.1%, 18/46）（P<0.05）;ING4基因启动子的甲基化状态与患者的年龄、有无腹水及淋巴结转移均无显著相关性（P>0.05）。结论：ING4 基 因启动子的甲基化可能促进了其在卵巢上皮癌组织中的表达失活,进而促进了卵巢上皮癌的生长和分化。     

microRNAs在肝细胞癌中的调控机制及临床应用

microRNA（miRNA）在人类恶性肿瘤的发生发展过程中起着重要作用。近期研究表明,miRNA通过结合特定靶标参与调控肝细胞癌（hepatocellularcarcinoma,HCC）的发生,可作为辅助生物标志物用于指导肝细胞癌的诊断和治疗,并为有效地监控和预防肝病提供了新途径。寻找miRNA靶标,阐明miRNA参与肝癌发生的调控机理,有利于肝癌的临床靶向基因治疗。通过总结miRNA在肝细胞癌中的调控机制及临床应用的研究进展,为寻找肝细胞癌早期诊断的生物标志物及介入治疗的靶点提供了参考。     

国产润楠属植物的叶表皮特征及其系统学意义

对45种国产润楠属(Machilus Nees)植物的叶表皮进行光学显微镜和扫描电镜观察,其中31种为首次报道.结果表明:润楠属植物叶表皮细胞形状为多边形或不规则形,气孔复合体均为平列型且仅分布在下表皮;上下表皮细胞的垂周壁式样有5种类型:平直、圆滑、浅波、波状、平直-弓形;下表皮毛被有(稀疏、密集或非常密集)或无;上表皮平周壁纹饰类型有:点状、平滑、条纹(或波浪条纹);下表皮内面平周壁纹饰类型有:不规则、平滑、粗糙网状、微毛状、颗粒状、鳞片状.这些特征在本属种间存在较显著的差异,可作为区分种类的辅助特征和种间亲缘关系,因而对润楠属植物的分类学研究和亲缘关系的确定有较大意义.     

Biological Flora of Central Europe: Baldellia ranunculoides (Alismataceae)

Baldellia ranunculoides (L.) Parl. (Alismataceae) is a taxonomically problematic aquatic plant with an historically ill-defined distribution and global conservation status. This paper finds morphological, ecological and molecular evidence for two distinct taxa, probably best described as subspecies: (1) B. ranunculoides subsp. ranunculoides and (2) B. ranunculoides subsp. repens and provides detailed distribution data on their overlapping range, in different habitats, across the cool, high rainfall areas of western Europe and west Mediterranean. The two subspecies are amongst the relatively large number of threatened European and north Africa aquatic plants and this paper provides a systematic review of their relative conservation pressures and management needs, with particular emphasis on the status of both taxa in central Europe. Other observations indicate probable evolutionary relationships within B. ranunculoides s.l. and its associated taxa and the review points out where these and other research topics could potentially be pursued.     

跳甲属昆虫的食性及其生物学意义

跳甲属昆虫广布全世界,已知300多种,体色近似,外形差异不大,分类鉴定十分困难。但其中许多种类具特殊的食性特征,其寄主植物常是分类鉴定的向导和重要参考。作者分析了已知有寄主记录的59种跳甲的寄主,并根据其寄主范围划分为5种类型:取食多科、2科、1科多属、1科2属及1科1属,而以1科1属型为最多,占67.8%。至目前所知,其寄主范围限于双子叶植物,跳甲和寄主植物之间的对应关系是跳甲的“种”对植物的“属”。值得特别关注的是寄主植物的“种”与跳甲“亚种”之间的分化关系。成虫的取食范围大于幼虫,幼虫保持原始的取食特征。跳甲的同域物种分化可能通过食性转化而进行,食性转化可能先从成虫开始。成幼食性观察是研究寄主转移的关键。     

Life cycle assessment of lightweight and end-of-life scenarios for generic compact class passenger vehicles

Goal, Scope and Background  The automotive industry has a long history in improving the environmental performance of vehicles - fuel economy and emission improvements, introduction of recycled and renewable materials, etc. The European Union also aims at improving the environmental performance of products by reducing, in particular, waste resulting from End-of-Life Vehicles (ELVs) for example. The European Commission estimates that ELVs contribute to approximately 1 % of the total waste in Europe [9]. Other European Union strategies are considering more life cycle aspects, as well as other impacts including resource or climate change. This article is summarizing the results of a European Commission funded project (LIRECAR) that aims at identifying the environmental impacts and relevance for combinations of recycling / recovery and lightweight vehicle design options over the whole life cycle of a vehicle - i.e. manufacturing, use and recycling/recovery. Three, independent and scientific LCA experts reviewed the study according to ISO 14040. From the beginning, representatives of all Life Cycle Stakeholders have been involved (European materials & supplier associations, an environmental Non-Governmental Organization, recycler’s association). Model and System Definition  The study compared 3 sets of theoretical vehicle weight scenarios: 1000 kg reference (material range of today’s end-of-life, mid-sized vehicles produced in the early 1990’s) and 2 lightweight scenarios for 100 kg and 250 kg less weight based on reference functions (in terms of comfort, safety, etc.) and a vehicle concept. The scenarios are represented by their material range of a broad range of lightweight strategies of most European car manufacturers. In parallel, three End-of-Life (EOL) scenarios are considered: EOL today and two theoretical extreme scenarios (100% recycling, respectively, 100% recovery of shredder residue fractions that are disposed of today). The technical and economical feasibility of the studied scenarios is not taken into consideration (e.g. 100% recycling is not possible). Results and Discussion  Significant differences between the various, studied weight scenarios were determined in several scenarios for the environmental categories of global warming, ozone depletion, photochemical oxidant creation (summer smog), abiotic resource depletion, and hazardous waste. However, these improvement potentials can be only realized under well defined conditions (e.g. material compositions, specific fuel reduction values and EOL credits) based on case-by-case assessments for improvements over the course of the life cycle. Looking at the studied scenarios, the relative contribution of the EOL phase represents 5% or less of the total life cycle impact for most selected impact categories and scenarios. The EOL technology variations studied do not impact significantly the considered environmental impacts. Exceptions include total waste, as long as stockpile goods (overburden, tailings and ore/coal processing residues) and EOL credits are considered. Conclusions and Recommendations  LIRECAR focuses only on lightweight/recycling, questions whereas other measures (changes in safety or comfort standards, propulsion improvements for CO₂, user behavior) are beyond the scope of the study. The conclusions are also not necessarily transferable to other vehicle concepts. However, for the question of end-of-life options, it can be concluded that LIRECAR cannot support any general recommendation and/or mandatory actions to improve recycling if lightweight is affected. Also, looking at each vehicle, no justification could be found for the general assumption that lightweight and recycling greatly influence the affected environmental dimension (Global Warming Potential or resource depletion and waste, respectively). LIRECAR showed that this general assumption is not true under all analyzed circumstances and not as significant as suggested. Further discussions and product development targets shall not focus on generic targets that define the approach/technology concerned with how to achieve environmental improvement (weight reduction [kg], recycling quota [%]), but on overall life cycle improvement). To enable this case-by-case assessment, exchanges of necessary information with suppliers are especially relevant.     

Genetic assignment methods for the direct, real-time estimation of migration rate: a simulation-based exploration of accuracy and power

Genetic assignment methods use genotype likelihoods to draw inference about where individuals were or were not born, potentially allowing direct, real-time estimates of dispersal. We used simulated data sets to test the power and accuracy of Monte Carlo resampling methods in generating statistical thresholds for identifying F0 immigrants in populations with ongoing gene flow, and hence for providing direct, real-time estimates of migration rates. The identification of accurate critical values required that resampling methods preserved the linkage disequilibrium deriving from recent generations of immigrants and reflected the sampling variance present in the data set being analysed. A novel Monte Carlo resampling method taking into account these aspects was proposed and its efficiency was evaluated. Power and error were relatively insensitive to the frequency assumed for missing alleles. Power to identify F0 immigrants was improved by using large sample size (up to about 50 individuals) and by sampling all populations from which migrants may have originated. A combination of plotting genotype likelihoods and calculating mean genotype likelihood ratios (DLR) appeared to be an effective way to predict whether F0 immigrants could be identified for a particular pair of populations using a given set of markers.     

Should we take measurements at an intermediate design point?

It is well known that, for estimating a linear treatment effect with constant variance, the optimal design divides the units equally between the two extremes of the design space. If the dose-response relation may be nonlinear, however, intermediate measurements may be useful in order to estimate the effects of partial treatments. We consider the decision of whether to gather data at an intermediate design point: do the gains from learning about nonlinearity outweigh the loss in efficiency in estimating the linear effect? Under reasonable assumptions about nonlinearity, we find that, unless sample size is very large, the design with no interior measurements is best, because with moderate total sample sizes, any nonlinearity in the dose-response will be difficult to detect. We discuss in the context of a simplified version of the problem that motivated this work-a study of pest-control treatments intended to reduce asthma symptoms in children.