The molecule 2-decyl-7-phenyl-1benzothieno3,2-b1benzothiophene is an organic semiconductor, with outstanding properties in terms of molecular packing and its use in organic electronics. The ...asymmetric shape of the molecule causes a double layer crystal structure at room temperature. In this work we report its thin film growth by physical vapor deposition starting from the monolayer regime up to thick films. The films are studied in terms of their morphology, crystallographic properties, and thermal stability by atomic force microscopy and X-ray diffraction methods. It is found that the bulk molecular packing of the bilayer is formed at the initial thin film growth stage. After a thickness of one double layer, a transition into a new polymorph is observed which is of metastable character. The new phase represents a single layer phase; the crystal structure could be solved by a combination of X-ray diffraction and molecular dynamics simulations. The observed thin film growth is outstanding in terms of surface crystallization: the formation of a metastable phase is not associated with the initial thin film growth, since the first growth stage represents rather the bulk crystal structure of this molecule. Its formation is associated with cross-nucleation of one polymorph by another, which explains why a metastable phase can be formed on top of a thermodynamically more stable phase.
The key-ancestor approach has been frequently applied to prioritize individuals for whole-genome sequencing based on their marginal genetic contribution to current populations. Using this approach, ...we selected 70 key ancestors from two lines of the Swiss Large White breed that have been selected divergently for fertility and fattening traits and sequenced their genomes with short paired-end reads.
Using pedigree records, we estimated the effective population size of the dam and sire line to 72 and 44, respectively. In order to assess sequence variation in both lines, we sequenced the genomes of 70 boars at an average coverage of 16.69-fold. The boars explained 87.95 and 95.35% of the genetic diversity of the breeding populations of the dam and sire line, respectively. Reference-guided variant discovery using the GATK revealed 26,862,369 polymorphic sites. Principal component, admixture and fixation index (F
) analyses indicated considerable genetic differentiation between the lines. Genomic inbreeding quantified using runs of homozygosity was higher in the sire than dam line (0.28 vs 0.26). Using two complementary approaches, we detected 51 signatures of selection. However, only six signatures of selection overlapped between both lines. We used the sequenced haplotypes of the 70 key ancestors as a reference panel to call 22,618,811 genotypes in 175 pigs that had been sequenced at very low coverage (1.11-fold) using the GLIMPSE software. The genotype concordance, non-reference sensitivity and non-reference discrepancy between thus inferred and Illumina PorcineSNP60 BeadChip-called genotypes was 97.60, 98.73 and 3.24%, respectively. The low-pass sequencing-derived genomic relationship coefficients were highly correlated (r > 0.99) with those obtained from microarray genotyping.
We assessed genetic diversity within and between two lines of the Swiss Large White pig breed. Our analyses revealed considerable differentiation, even though the split into two populations occurred only few generations ago. The sequenced haplotypes of the key ancestor animals enabled us to implement genotyping by low-pass sequencing which offers an intriguing cost-effective approach to increase the variant density over current array-based genotyping by more than 350-fold.
The improvement of meat quality and production traits has high priority in the pork industry. Many of these traits show a low to moderate heritability and are difficult and expensive to measure. ...Their improvement by targeted breeding programs is challenging and requires knowledge of the genetic and molecular background. For this study we genotyped 192 artificial insemination boars of a commercial line derived from the Swiss Large White breed using the PorcineSNP60 BeadChip with 62,163 evenly spaced SNPs across the pig genome. We obtained 26 estimated breeding values (EBVs) for various traits including exterior, meat quality, reproduction, and production. The subsequent genome-wide association analysis allowed us to identify four QTL with suggestive significance for three of these traits (p-values ranging from 4.99×10⁻⁶ to 2.73×10⁻⁵). Single QTL for the EBVs pH one hour post mortem (pH1) and carcass length were on pig chromosome (SSC) 14 and SSC 2, respectively. Two QTL for the EBV rear view hind legs were on SSC 10 and SSC 16.
Abstract
Background
Haemorrhagic bowel syndrome (HBS) is a sporadically occurring disorder characterized by sudden death in pigs in combination with a pale and bloated carcass with no prior signs of ...disease. Most often HBS is affecting fattening pigs. Due to the good general health and performance before death as well as the time point of disease shortly prior to slaughter, this syndrome means a significant economic impact for the farm and is a major animal welfare concern. Furthermore, the cause or the causing agents have not yet been identified even though it is a worldwide known problem. The aim of this study was to detect possible risk factors for the occurrence of HBS with the focus on risk factors on herd level.
Results
Management and feeding strategies of 97 Swiss fattening herds with high and low HBS incidence were assessed and examined to identify risk factors for the disease. Having only pigs sired by the PREMO® breed in the herd showed to be a significant risk factor for HBS (Odds Ratio (OR) = 147) as compared to having other breeds or a mixture of multiple breeds. Furthermore, pigs from two or more origins per batch compared to having only one origin per batch significantly increased the disease risk (OR = 52). Farms with 1 decimetre greater feeding place width per finisher pig have a lower HBS incidence (OR = 0.07). The frequency of cleaning of the distribution pipes (split up into categories, e.g. once a month) was associated with being a HBS case farm (p < 0.05).
Conclusion
The four factors identified in this study for the occurrence of HBS represent different aspects of the environment and management. This leads to the assumption that it is a multifactorial syndrome and a thorough examination of each herd individually is necessary to mitigate disease risk. This study suggests that part of the susceptibility to HBS is genetically determined. The reduction of HBS in the herd should be the main objective to improve the economic status of the herd and improve animal welfare.
Abstract
Verkehr produziert Stau, Abgase und Lärm. Diese Probleme werden täglich – und oft ideologisch gefärbt – debattiert. Doch nicht nur die Mobilität als solche belastet die Qualität des ...öffentlichen Raums, sondern auch der ruhende Verkehr. Parkierte Autos brauchen viel Platz, was in dichten Gebieten hohe Kosten verursacht. Die Infrastrukturen für den ruhenden Verkehr (Parkhäuser etc.) sind teuer und behindern den Bau von dringend benötigten zahlbaren Wohnungen. Trotzdem scheuen sich die Gesetzgeber und die sie beratenden Kommissionen davor, von den bestehenden Stellplatzschlüsseln abzuweichen. Zu groß ist die Angst, dass die Reduktion von Parkierungsmöglichkeiten die Kommunen zusätzlich belasten und zu Konflikten in den Quartieren und den umliegenden Nachbarschaften führen könnte. Diese Widersprüche akzentuieren sich zurzeit. Der individuelle Verkehr befindet sich in einem Transformationsprozess. Unbekannt ist, wie schnell dieser ablaufen wird und in welcher konkreten Form. Es besteht also eine große Planungsunsicherheit. Gleichzeitig ist eines klar: Die Anforderungen an die innere Verdichtung der Städte, an die Verbesserung der öffentlichen Räume, den Klima‐ und Ressourcenschutz sind nur durch eine massive Senkung des Individualverkehrs und des Verbrauchs von verbauter grauer Energie erreichbar. Zudem muss das urbane Wassermanagement aufgrund des Klimawandels umgebaut werden. Starkregenereignisse müssen lokal gepuffert werden, Niederschlagswasser muss für Bewässerung und kühlende Verdunstung genutzt werden. Solchen Herausforderungen kann man mit neuen Betriebs‐ und Bewirtschaftungsmodellen begegnen – oder damit, die Typologien städtischer Infrastrukturen neu zu denken. Auf den folgenden Seiten werden einige pionierhafte Projekte vorgestellt sowie ihre Wirkung und Perspektiven diskutiert. Beispiele aus der Stadt Zürich stehen dabei im Vordergrund, hier wird seit über 20 Jahren politisch über das Auto in der Stadt gestritten. Teilweise bemerkenswert unverkrampfte Lösungen zeigen, dass ein anderer Umgang mit dem individuellen Autobesitz in einer der reichsten Städte der Welt möglich ist. Und auch in anderen.
Abstract
How much space do we give to cars?
Traffic produces congestion, exhaust emissions and noise. These issues are the subject of daily debate, some of which is highly ideological. But it's not just moving traffic that burdens the quality of public space. Stationary vehicles have the same effect. Parked cars need a lot of space, and in built‐up areas this costs a great deal of money. The infrastructure for parked vehicles (such as high‐rise car parks) is expensive and gets in the way of building urgently needed affordable housing. In spite of this, legislators and the commissions that advise them shy away from deviating from the existing targets for the number of parking spaces per unit. Too great is the fear that reducing parking options could place an additional burden on municipalities and lead to conflict in the district and surrounding neighbourhoods. These contradictions are currently becoming more and more evident. Private transport is undergoing a process of transformation. We do not know how fast this transformation will take place or what specific form it will take. There is a great deal of uncertainty surrounding planning as a result. At the same time, one thing is clear: The requirements for internal urban densification, the improvement of public spaces and climate and resource protection can only be met by dramatically curtailing private transport and by reusing grey energy. We also need to reorganise urban water management in response to climate change. There needs to be local buffers in place for severe rain events, and we must use rainwater for irrigation purposes and for cooling evaporation. We can rise to these challenges using new operating and management models – or by reimagining the typologies of urban infrastructures. On the following pages, we introduce a number of pioneering projects and discuss their impact and their prospects. The focus is on examples from the city of Zurich, where political debate around the place of cars in the city has been ongoing for more than 20 years. Some remarkably simple solutions show that it is possible to take a different approach to private car ownership in one of the world's richest cities. And in other cities too.
Verkehr produziert Stau, Abgase und Lärm. Diese Probleme werden täglich – und oft ideologisch gefärbt – debattiert. Doch nicht nur die Mobilität als solche belastet die Qualität des öffentlichen ...Raums, sondern auch der ruhende Verkehr. Parkierte Autos brauchen viel Platz, was in dichten Gebieten hohe Kosten verursacht. Die Infrastrukturen für den ruhenden Verkehr (Parkhäuser etc.) sind teuer und behindern den Bau von dringend benötigten zahlbaren Wohnungen. Trotzdem scheuen sich die Gesetzgeber und die sie beratenden Kommissionen davor, von den bestehenden Stellplatzschlüsseln abzuweichen. Zu groß ist die Angst, dass die Reduktion von Parkierungsmöglichkeiten die Kommunen zusätzlich belasten und zu Konflikten in den Quartieren und den umliegenden Nachbarschaften führen könnte. Diese Widersprüche akzentuieren sich zurzeit. Der individuelle Verkehr befindet sich in einem Transformationsprozess. Unbekannt ist, wie schnell dieser ablaufen wird und in welcher konkreten Form. Es besteht also eine große Planungsunsicherheit. Gleichzeitig ist eines klar: Die Anforderungen an die innere Verdichtung der Städte, an die Verbesserung der öffentlichen Räume, den Klima‐ und Ressourcenschutz sind nur durch eine massive Senkung des Individualverkehrs und des Verbrauchs von verbauter grauer Energie erreichbar. Zudem muss das urbane Wassermanagement aufgrund des Klimawandels umgebaut werden. Starkregenereignisse müssen lokal gepuffert werden, Niederschlagswasser muss für Bewässerung und kühlende Verdunstung genutzt werden. Solchen Herausforderungen kann man mit neuen Betriebs‐ und Bewirtschaftungsmodellen begegnen – oder damit, die Typologien städtischer Infrastrukturen neu zu denken. Auf den folgenden Seiten werden einige pionierhafte Projekte vorgestellt sowie ihre Wirkung und Perspektiven diskutiert. Beispiele aus der Stadt Zürich stehen dabei im Vordergrund, hier wird seit über 20 Jahren politisch über das Auto in der Stadt gestritten. Teilweise bemerkenswert unverkrampfte Lösungen zeigen, dass ein anderer Umgang mit dem individuellen Autobesitz in einer der reichsten Städte der Welt möglich ist. Und auch in anderen.
How much space do we give to cars?
Traffic produces congestion, exhaust emissions and noise. These issues are the subject of daily debate, some of which is highly ideological. But it's not just moving traffic that burdens the quality of public space. Stationary vehicles have the same effect. Parked cars need a lot of space, and in built‐up areas this costs a great deal of money. The infrastructure for parked vehicles (such as high‐rise car parks) is expensive and gets in the way of building urgently needed affordable housing. In spite of this, legislators and the commissions that advise them shy away from deviating from the existing targets for the number of parking spaces per unit. Too great is the fear that reducing parking options could place an additional burden on municipalities and lead to conflict in the district and surrounding neighbourhoods. These contradictions are currently becoming more and more evident. Private transport is undergoing a process of transformation. We do not know how fast this transformation will take place or what specific form it will take. There is a great deal of uncertainty surrounding planning as a result. At the same time, one thing is clear: The requirements for internal urban densification, the improvement of public spaces and climate and resource protection can only be met by dramatically curtailing private transport and by reusing grey energy. We also need to reorganise urban water management in response to climate change. There needs to be local buffers in place for severe rain events, and we must use rainwater for irrigation purposes and for cooling evaporation. We can rise to these challenges using new operating and management models – or by reimagining the typologies of urban infrastructures. On the following pages, we introduce a number of pioneering projects and discuss their impact and their prospects. The focus is on examples from the city of Zurich, where political debate around the place of cars in the city has been ongoing for more than 20 years. Some remarkably simple solutions show that it is possible to take a different approach to private car ownership in one of the world's richest cities. And in other cities too.
In this paper, we examine the current state of entrepreneurial education and knowledge of German undergraduate students. In our empirical analysis we examine a data set which comprises responses of ...386 undergraduate students and which is not biased by program-specific effects. We analyze students’ understanding of aspects that play a crucial role in business start-ups in order to identify gaps in knowledge and relevant competences. We find evidence that the students evaluate schools’ imparting of relevant knowledge for entrepreneurs as rather moderate. Our findings indicate that students’ age, their general level of entrepreneurship-related knowledge, their ambition to become entrepreneurs, the share of relevant material taught in school as well as the assessment of the transfer of competence by the school attended before the bachelors program substantially influence the gaps in knowledge and competences. Based on our findings about the current state of entrepreneurial knowledge and education in Germany, we discuss implications for relevant stakeholders.
Video analysis of pair programming Hofer, Andreas
International Conference on Software Engineering 2008,
05/2008, Letnik:
2008, Številka:
2
Conference Proceeding, Journal Article
This article presents the results of a video analysis of nine pair programming sessions of undergraduate students. The analysis focuses on the keyboard and mouse control of the programming partners. ...It shows that most pairs do not share the keyboard and mouse equally but rather have one partner who is more active than the other. Keyboard and mouse control changes frequently, casting doubt on the existence of the driver and navigator role as commonly defined in literature on extreme programming.
Due to globalization, shortened innovation cycles and resource scarcity, manufacturing companies operate in an increasingly dynamic environment. In order to meet the resulting challenges, it is of ...great importance for producing companies to integrate and utilize the most efficient technologies to produce competitive products. Constant technological change requires continuous adaptation and proactive strategic technology management. To presciently tackle these changes, it is essential to identify technological demands at an early stage and derive future technological requirements. This work aims to establish a framework to identify and structure external influencing factors, which lead to strategic technological demands in manufacturing.
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