Enamel proteins were extracted from the newly formed layer of immature porcine enamel, and the 25 kDa amelogenin, 89 kDa enamelin and 13-17 kDa nonamelogenins were purified. Specific antisera were raised against these proteins. Antibodies specific to the C-terminal region (residues 149-173) of the 25 kDa amelogenin were generated by absorption of the anti-25 kDa amelogenin serum with 20 kDa amelogenin, which contains residues 1-148 of the antigen. Immunoelectro-transfer blotting of the extracted porcine enamel proteins showed that the anti-25 kDa amelogenin serum recognized the 25 kDa and other low and high molecular weight amelogenins. The C-terminal specific anti-25 kDa amelogenin serum reacted only with amelogenins having molecular weights over 23 kDa. The anti-89 kDa enamelin serum recognized the 89 kDa enamelin and lower molecular weight proteins, but neither the amelogenins nor the 13-17 kDa nonamelogenins. The antiserum against the 13-17 kDa nonamelogenins showed no cross reactivity to the 89 kDa enamelin, but recognized higher molecular weight nonamelogenins. In immunohistochemical preparations of the porcine tooth germs, the 25 kDa amelogenin-like immunoreactivity over immature enamel decreased in a gradient from the enamel surface to the middle layer. In the inner layer immunoreactivity was concentrated over the prism sheaths. The C-terminal specific 25 kDa amelogenin-like immunoreactivity was intense at the outer layer of immature enamel and decreased sharply toward the middle layer. Prism sheaths were intensely stained by the antiserum to the 13-17 kDa nonamelogenins.(ABSTRACT TRUNCATED AT 250 WORDS)

We examined the antibacterial activities against Staphylococcus aureus of three diterpenes, namely, geranylgeraniol, teprenone, and phytol, by using a broth dilution with shaking method to identify the effects of diterpenes with long aliphatic carbon chains. We also performed time-kill assays and measured the leakage of K ؉ ions from bacterial cells in response to these diterpenes. The diterpenes used inhibited the growth of S. aureus at concentrations of 0.15 g/ml, as determined by damage to the cell membranes, and had clear bactericidal activity. However, the inhibitory effects of the diterpenes decreased when the concentration of each was raised above a certain level. The diterpenes tested in this study appeared to have both growth-inhibitory and growth-accelerating effects, and the net effect of each depended on its concentration.

A GW approximation ͑GWA͒ method named U + GWA is proposed, where we can start GWA with more localized wave functions obtained by the local spin-density approximation ͑LSDA͒ + U method. Then GWA and U + GWA are applied to MnO, NiO, and V 2 O 3 in antiferromagnetic phase. The band gaps and energy spectra show excellent agreement with the experimentally observed results and are discussed in detail. The calculated width of d bands of V 2 O 3 is much narrower than that of the observed one which may be a mixture of t 2g 2 multiplet and single-electron t 2g level. GWA or U + GWA does not work also in the paramagnetic phase of V 2 O 3 and the reason for this is clarified. The method of the unique choice of on-site Coulomb interaction is discussed in detail. The criterion for whether we should adopt GWA or U + GWA is discussed and is assessed with the help of the off-diagonal elements of the self-energy.

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A key message of the Fourth Assessment Report (AR4) of the Intergovernmental Panel on Climate Change is that improved energy efficiency is one of society's most important instruments for combating climate change. This article reviews a range of energy efficiency measures in the transportation sector as discussed in AR4 and assess their potentials for improving fuel efficiency. The primary focus is on light-duty vehicles because they represent the largest portion of world transport energy use and carbon dioxide emissions; freight trucks, a rapidly expanding source of greenhouse emissions, are also discussed. Increasing energy efficiency can be achieved by improving the design and technology used in new vehicles, but vehicle technology is only one component of fleet fuel economy. Measures that create strong incentives for customers to take energy efficiency into consideration when buying and operating their vehicles will be crucial to policy success.