La compréhension de l'émergence des maladies infectieuses végétales causées par les bactéries passe par l'identification des populations sources, des routes d'invasion et des voies de dissémination, ainsi que par l'estimation des paramètres biotiques et abiotiques associés. Xanthomonas citri pv. citri (Xcc) est l'agent pathogène responsable du chancre Asiatique des agrumes. La bactérie est distribuée dans plusieurs pays agrumicoles du monde et listée comme organisme de quarantaine par ceux où elle est absente. Nous avons abordé l'épidémiologie moléculaire de Xcc à deux échelles spatio-temporelles grâce à un schéma de 14 microsatellites (MLVA-14) et un schéma de 31 marqueurs minisatellites (MLVA-31). Le typage MLVA-14 s'est montré adapté au génotypage d'une bactérie monomorphe comme Xcc. Le typage MLVA-31 a permis de diviser le pathovar Xcc en quatre groupes génétiques distincts correspondant aux différences de gammes d'hôtes mise en évidence chez cette bactérie. Le pathotype A (souches à large gamme d'hôtes parmi les rutacées) est séparé en deux groupes génétiques, tandis que les pathotypes A* et Aw (souches à gamme d'hôtes restreinte au limettier Mexicain et quelques espèces proches) constituent chacun un groupe génétique. Alors que l'expansion géographique de Xcc depuis son aire d'origine dans la première moitié du XXème siècle a quasi exclusivement concerné un seul groupe génétique, trois des quatre groupes décrits ont contribué à l'émergence de Xcc en Afrique au cours de la dernière décennie. La bactérie est pré-adaptée et a été introduite avec son hôte depuis sa population d'origine, faisant de la barrière migratoire la seule étape à franchir pour rencontrer un succès d'invasion. L'objectif de cette thèse a été de décrire les différentes populations émergentes grâce à des approches d'épidémiologie moléculaire et inférentielles, et identifier les différentes origines, routes et acteurs de la dissémination. Nous avons dans un premier temps montré la coexistence de deux groupes génétiques distincts au Mali : DAPC1 qui est dispersé dans quatre provinces du pays et DAPC2 qui est resté cantonné à l'espace péri-urbain de Bamako. L'analyse de l'émergence de Xcc au Sénégal a révélé le succès invasif de DAPC2 dans un autre environnement. La structure des populations DAPC1 du Mali et DAPC2 du Sénégal suggèrent que les plants de pépinières constituent une voie de dissémination majeure dans ces pays. À l'opposé, DAPC2 de Bamako n'est pas détecté en pépinières au Mali et n'a pas montré de caractère invasif. L'existence d'une population « tête de pont » invasive de souches DAPC1 au Mali donnant lieu à une épidémie au Burkina Faso a été mise en évidence par une approche ABC (calcul Bayésien approché). Les populations DAPC2 du Mali et du Sénégal ne présentent pas de lien épidémiologique direct mais partagent des liens de parenté avec des souches présentes dans le sous-continent Indien. Dans un deuxième temps, l'analyse d'une population de souches appartenant au pathotype A* en Ethiopie nous a permis de procéder à des estimations de paramètres démographiques, tels que les tailles efficaces. Nous avons montré que l'approche inférentielle nous permettait d'éclairer l'histoire démographique de Xcc dans un cas d'émergence, et de mettre en avant une dynamique saisonnière accentuant probablement le déséquilibre mutation-dérive lié à la situation d'émergence. L'émergence de Xcc en Afrique est principalement associée aux activités humaines. Sa dissémination locale et globale peut alors être considérablement limitée par des mesures de gestion plus stricte au niveau des pépinières et des flux de commerces. / Several plant emerging infectious diseases are caused by bacteria. To improve our understanding of their emergence, a description of the emerging populations, the reconstruction of invasion routes and pathways, as well as the identification of involved biotic and abiotic parameters are fundamental. The bacterium Xanthomonas citri pv. citri (Xcc) is responsible for Asiatic citrus canker. It is present in many citrus producing countries and listed as a quarantine organism in canker-free countries.Two MLVA schemes were used for molecular epidemiological analyses of Xcc. The first one, MLVA-14, targeted 14 microsatellite markers, and is useful to describe the genetic diversity of this monomorphic bacterium. The second, MLVA-31, targeted 31 minisatellite markers, is suited to global epidemiology analyses. Based on MLVA-31 data, Xcc is divided in four genetic groups (referred to as DAPC clusters) corresponding to Xcc pathotype classification based on host range. Three pathotypes were described: pathotype A strains are able to infect most citrus species, while pathotypes A* and AW strains are naturally restricted to fewer host species.DAPC 1 is responsible for almost all cases of geographical expansion of Xcc over the first half of the 20th century, we show that three Xcc genetic clusters have emerged in Africa over the last decade. Xcc is pre-adapted to its host species. Invasive success of Xcc is then mostly conditioned by migration events. Our objectives were to describe these invasive populations using a molecular epidemiology approach and to assess the origin, routes and actors of this dissemination in Africa. Two genetic clusters were found in Mali: DAPC1 is present in four provinces while DAPC2 is restricted to the Bamako urban environment. In contrast, DAPC2 emerging populations in Senegal showed an invasive succes in an other environment. Populations structures of DAPC1 in Mali and DAPC2 in Senegal highlighted the role of nurseries in Xcc dissemination. On the contrary, DAPC2 strains in Bamako were not detected in Malian nurseries and showed a limited invasive success. Approximate Bayesian Computation highlighted an invasive bridgehead scenario between DAPC1 in Mali and Burkina Faso. DAPC2 populations in Mali and Senegal were not found epidemiologically related but were genetically related to strains previously reported from the Indian subcontinent.Demographic parameters inference, such as effective population sizes, were inferred from Ethiopian pathotype A* populations. The inference approach was useful to decipher the demographic history of this emerging population, and suggested seasonal fluctuations in population sizes over time.Emergence of Xcc in Africa was found strongly related to human activities. Therefore, the local and global dispersion could be limited by a better management of nurseries and trade.

[pt] Na busca por uma energia mais sustentável e equitativa para o futuro, o uso de resíduos de biomassa de ação antrópica surge como fonte de matéria-prima para bio ou termoconversão, economicamente viável e ecologicamente sustentável. Neste sentido, macrófitas aquáticas tornam-se interessantes do ponto de vista de sua valorização a fonte de biomassa para produção de energia. Este estudo teve por objetivo a caracterização completa dos resíduos de podas de wetlands visando avaliar a potencialidade do uso dessas biomassas em processos de bio ou termoconversão. Considerou-se, para esta pesquisa, as biomassas provenientes de resíduos de podas de controle das macrófitas aquáticas Cyperus giganteus, Eichhornia crassipes e Salvinia auriculata, das wetlands de tratamento semi-terciário e terciário, de esgoto sanitário da ETE Ponte dos Leites, localizada no município de Araruama, RJ. As amostras das macrófitas foram submetidas a análises experimentais de suas propriedades físicas, químicas e térmicas, bem como estudo cinético (energia de ativação e fator pré-exponencial), a partir da análise das curvas termogravimétricas, considerando os modelos de Friedman, Kissinger e Ozawa. Além disso, uma avaliação da caracterização das biomassas foi realizada, utilizando-se a metodologia heurística de árvores de estado para propor possíveis rotas tecnológicas de conversão termoquímica e bioquímica das biomassas estudadas. Os resultados do comportamento térmico caracterizaram as biomassas como fonte de energia viável devido ao PCS variar entre 14,88 - 20,61 MJ.kg-1. As análises termogravimétricas confirmaram que as estruturas moleculares das macrófitas (Lignina: 9,99 - 26,83 por cento b.s, Celulose: 9,72 - 32,65 por cento b.s, Hemicelulose: 22,13 - 31,46 por cento b.s) afetam os mecanismos de decomposição térmica. Os rendimentos de processamento da pirólise variaram entre 71,73 por cento a 87,87 por cento, de acordo com a natureza da biomassa e diferentes taxas de aquecimento. Isso mostra a eficácia da técnica adotada na transformação dos resíduos vegetais analisados em matérias-primas para geração de energia, evidenciando o potencial energético das biomassas e confirmando a possibilidade de uso destas como matéria-prima em processos de bio e termoconversão. Com base na caracterização completa dos resíduos de podas de wetlands indica-se: combustão direta para a C. giganteus, biodigestão anaeróbia para a E. crassipes e pirólise para a S. auriculata, como rotas tecnológicas capazes de proporcionar a melhor valorização energética. / [en] In the search for a more sustainable and equitable energy energy for the future, the use of biomass residues from anthropic action arises as valuable source of raw material for bio or thermo-conversion, economically viable and ecologically sustainable. In this sense, aquatic macrophytes become interesting from the standpoint of their valorization as biomass source for energy production.The objective of this study was the fully characterization of wetlands pruning wastes in order to evaluate the use potential of these biomasses in bio or thermal-conversion processes. To this research biomasses of wastes prunning of aquatic macrophytes Cyperus giganteus, Eichhornia crassipes and Salvinia auriculata, from semi-tertiary and tertiary treatment wetlands, from sanitary sewage of the Ponte dos Leites ETP, located in Araruama, RJ, were considered. The macrophyte samples were submitted to experimental analyzes of their physical properties, chemical properties and thermal analysis, as well as a kinetic study (activation energy and pre exponencial factor), starting from the analysis of the thermogravimetric curves, considering Friedman, Kissinger and Ozawa models. Thermal behavior results characterized biomasses as a viable source of energy due to the PCS varying between 14.88 - 20.61 MJ.kg-1. Focused on the use in thermochemical and biochemical conversion processes, analyzes of the bromatological properties confirmed that the molecular structures of macrophytes (Lignin: 9.99 - 26.83 wt percent, Cellulose: 9.72 - 32.65 wt percent, Hemicellulose: 22,13 - 31.46 wt percent, depending on the species analyzed) affect the mechanisms of thermal decomposition. Pyrolysis processing yields vary from 87.87 to 71.73 percent, depending on the nature of the biomass and different heating rates. This shows the effectiveness of the technique adopted in the transformation of the analyzed vegetal residues into raw materials for energy generation, evidencing the energy potential of the biomass and, confirming the possibility of the use of these plants as raw materials in bio or thermo-conversion processes. Based on the fully characterization of wetland pruning wastes, the technological routes capable of providing the best energy recovery were: the direct combustion route for C. giganteus, anaerobic biodigestion for E. crassipes and pyrolysis for S. auriculata.

L’infiltration de l’eau dans la structure de chaussée peut engendrer des variations importantes dans son comportement mécanique. Cette eau, si en excès, peut engendrer une diminution dans la capacité portante des différentes couches composant la structure de chaussée. Cette diminution dans les propriétés mécaniques de l’infrastructure, se reflèteront à travers l’apparition prématurée de différents mécanismes tels la fissuration de fatigue, l’orniérage, les nids de poules, etc. Il est donc important de prendre les mesures nécessaires afin d’éviter l’accumulation d’eau en excès dans les matériaux granulaires afin d’éviter d’entraîner une diminution dans la durée de vie de l’ouvrage routier. Afin de prévenir ce phénomène, plusieurs techniques de mitigation ont été intégrées aux conceptions routières. L’intégration de technologies drainantes de type géocomposite est l’une de celles-ci. Malgré toutes les recherches qui se sont déroulées au cours des dernières années sur les technologies géocomposites, les décideurs ainsi que la communauté scientifique restent sceptiques face aux gains réels engendrés par l’implantation d’une technologie drainante dans la structure de chaussée. Le but de cette étude était donc de démontrer que l’investissement supplémentaire lié à l’ajout d’une technologie drainante dans la structure de chaussée était reflété par une récupération plus rapide des propriétés mécaniques et ainsi une augmentation dans la durée de vie de l’ouvrage. Pour ce faire, une section de route expérimentale en laboratoire de format réduit et une route expérimentale en format réel ont été produites. Les essais en laboratoire se sont déroulés sur quatre sections présentant des configurations de drainage différentes qui ont aussi été reproduites pour les essais de terrain, en y ajoutant une cinquième configuration. Les résultats des essais de laboratoire ont permis d’observer des améliorations dans le taux de récupération des modules globaux relatifs enregistrés pour les 4 différentes configurations. Les essais de terrain ont aussi permis d’observer des tendances à l’amélioration plus rapide des propriétés mécaniques des chaussées dans les sections présentant des technologies drainantes, mais moins marquées qu’en laboratoire. L’analyse a montré des gains en durée de vie (ÉCAS) de 0,92 à 1,29 % basés sur les données obtenues sur le terrain. Toutefois, l’analyse économique a dévoilé que les gains enregistrés lors d’une seule période de drainage suivant le cycle de dégel n’étaient pas suffisants pour justifier les coûts supplémentaires d’une telle technologie. Néanmoins, il reste plusieurs facteurs qui n’ont pu être considérés dans cette étude et qui pourraient potentiellement contribuer aux gains enregistrés par l’ajout d’une technologie de drainage. / Water infiltration in road structures can lead to important changes in its mechanical response. If in excess, the water can induce bearing capacity loss in the different aggregate layers composing the road structure. The diminution in the mechanical properties is likely to reflect itself prematurely through different mechanisms like fatigue cracking, rutting, pot hole, etc.. In order to prevent the loss of service life, it is important to take measures to prevent excess water infiltration in the granular layers of the infrastructure. Many mitigation techniques have been incorporated to road conceptions in order to prevent this phenomenon. Geocomposite drainage systems are among those. Despite all the research that has been conducted on this matter in the last years, decision maker and the scientific community are skeptical as for the actual earnings generated by the installation of a drainage technology in the pavement structure. The purpose of this study is thus to demonstrate that the additional cost generated by the addition of drainage technologies in road structures is reflected by a faster recuperation of the mechanical properties of the infrastructure and an increase of its service life. In order to validate this hypothesis, a small scale experimental road was constructed in laboratory and a full scale experimental road was constructed in the Laval University experimental site. Laboratory tests were conducted on four different drainage configuration that were reproduced in the field were a fifth section was added. Laboratory trails enabled to record noticeable amelioration between the four tested sections in terms of the recuperation rate of normalised modulus. Although the field results were not as pronounced as in laboratory, they enabled to note trend to faster recovery of the mechanical properties. Damage calculations showed gains in service life (ECAS) from 0.92 to 1.29%. However, the economical analysis showed that gains recorded during one drainage period following a thaw cycle was not sufficient to justify the extra costs. Nevertheless, there still are many factors that have not been considered in this analysis that could potentially contribute to the increase in the calculated gains.

L’exploitation forestière implique la mise en place d’un dense réseau de routes. Au Canada, 15 000 km de nouvelles routes forestières sont construites annuellement, s’ajoutant ainsi à la fragmentation causée par l’exploitation de 6 100 km2 de forêt par an. De plus, la structure de la végétation proche des routes forestières est souvent différente de celle rencontrée ailleurs, ce qui pourrait influencer les comportements d’approvisionnement de la faune et ses déplacements. Les ouvertures du couvert forestier pourraient par conséquent affecter les patrons de déplacement de la faune, mais cette conséquence est peu documentée. Nous avons évalué le comportement de déplacement de la Martre d'Amérique (Martes americana) en réponse aux lisières forestières créées par les routes et les coupes, à la Forêt Montmorency, forêt d’enseignement et de recherche de 66 km2 localisée au nord de la ville de Québec, Canada. Durant 3 hivers, 84.6 km de pistes de martre ont été suivies à raquettes et géoréférencées par GPS. La répartition des pistes de Martre d’Amérique était indépendante de la proximité des lisières de routes et de coupe. Par contre, les martres avaient tendance à se déplacer de façon parallèle aux lisières, en lien avec l’occurrence plus élevée de ses deux principales proies, l’Écureuil roux (Tamiasciurus hudsonicus) et le Lièvre d’Amérique (Lepus americanus), à proximité des lisières de routes et de coupes. Cette association entre les proies et les lisières était elle-même associée aux changements de végétation à proximité des lisières. En conclusion, des attributs de végétation des lisières pourraient expliquer à la fois le patron de distribution des proies et indirectement, les déplacements des martres. / Large-scale forestry fills boreal landscapes with roads and clearcuts. In Canada alone, 15,000 km of new forestry roads are built annually, adding to habitat fragmentation caused by the logging of 6 100 km2 of forest annually. Furthermore, vegetation near forestry roads often differs from vegetation elsewhere, and may influence animal foraging and other movements. Gaps in the forest cover may therefore affect species distribution patterns, but underlying mechanisms are unknown most of the time. We asked whether and how American marten (Martes americana) respond to forest edges adjoining roads and clearcuts at the Montmorency Research Forest, a 66-km2 area north of Quebec City, Canada. We followed 84.6 km of marten tracks by snowshoe over 3 winters, and recorded their location with high-resolution GPS receivers. The distribution of marten tracks was independent of distance to road or clearcut edges. However, martens tended to move along edges, apparently because of the higher occurrence of prey (squirrels Tamiasciurus hudsonicus and hares Lepus americanus) near clearcut and road edges. High prey abundance near edges was itself associated to vegetation differences close to edges. I conclude that edge effects on vegetation affected prey distribution, which in turn affected marten movements.

Dans la littérature académique et professionnelle relative au transport de marchandise, il y a longtemps que les méthodes de planification avancées ont été identifiées comme un moyen de dégager des économies grâce à une efficacité accrue des opérations de transport. Plus récemment, la collaboration interentreprises dans la planification du transport a été étudiée comme une source de gain supplémentaire en efficacité et, par conséquent, une opportunité pour dégager de nouvelles économies pour les collaborateurs. Cependant, la mise en œuvre d'une collaboration interentreprises en transports soulève un certain nombre d'enjeux. Cette thèse aborde trois thèmes centraux de la collaboration interentreprises et démontre les contributions via des études de cas dans l'industrie forestière et du meuble. Premièrement, les moyens technologiques pour soutenir une collaboration en planification du transport sont étudiés. Un système d'aide à la décision supportant la collaboration en transport forestier est présenté. Deuxièmement, le partage entre les collaborateurs du coût commun en transport est étudié. Une méthode de répartition du coût de transport tenant compte de l'impact - l'augmentation du coût de transport - des exigences inégales entre des collaborateurs est proposée. Troisièmement, la création de groupes collaboratifs - des coalitions - dans un ensemble de collaborateurs potentiel est étudiée. Un modèle réseau pour la formation d'une coalition selon les intérêts d'un sous-ensemble de collaborateurs adoptant ou pas un comportement opportuniste est détaillé. De plus, pour soutenir l'étude des thèmes précédents, la thèse comprend deux revues de la littérature. Premièrement, une revue sur les méthodes de planification et les systèmes d'aide à la décision en transport forestier est présenté. Deuxièmement, à travers la proposition d'un cadre pour créer et gérer une collaboration en transport et, plus généralement en logistique, une revue de travaux sur le transport et la logistique collaborative est offerte. / In the academic and professional literature on freight transportation, computer-based planning methods have a long time ago been identified as a means to achieve cost reduction through enhanced transportation operations efficiency. More recently, inter-firm collaboration in transportation planning has been investigated as a means to provide further gains in efficiency and, in turn, to achieve additional cost reduction for the collaborators. However, implementation of inter-firm collaboration in transportation raises a number of issues. This thesis addresses three central themes in inter-firm collaboration and exemplifies the contributions in case studies involving collaboration in furniture and forest transportation. First, technological means to enable collaboration in transportation planning are studied. Embedding a computer-based planning method for truck routing, a decision support system enabling collaborative transportation is presented. Second, sharing the common transportation cost among collaborators is studied. A cost allocation method taking into account the impact - an increase of the transportation cost - of uneven requirements among collaborators is proposed. Third, building collaborating groups (i.e. coalitions) among a set of potential collaborators is studied. A network model for coalition formation by a subset of self-interested collaborators adopting or not an opportunistic behaviour is detailed. Moreover, to support the study of the aforementioned themes, the thesis includes two literature reviews. First, a survey on planning methods and decision support systems for vehicle routing problem in forest transportation is presented. Second, through the proposition of a framework for building and managing collaboration in transportation and, more generally in logistics, a survey of works on collaborative transportation and logistics is given.

Master of Regional and Community Planning / Department of Landscape Architecture/Regional and Community Planning / Huston Gibson / Studies have shown that, since the early 1980s, the prevalence of overweight children and youth in the U.S. has tripled from approximately five to 16 percent of the population. Simultaneously, fewer and fewer children have been walking and cycling to school. Children—especially those aged 10 to 15 years—have some of the highest per capita traffic-related bicycle fatality and injury rates. While bicycle organizations, states and communities across the country have developed a variety of education programs independently and cooperatively with the National Safe Routes to School program, there is a lack of evaluation of the impact on bicycle safety, of different programs in different contexts, and of whether educational interventions reduce the risk of crashes and injuries. This study evaluated the effectiveness of Safe Routes to School programs with in-school bicycle education at reducing the crash rate and improving the safety of children and youth cyclists. The causal-comparative research design utilized bicycle mode share data collected from the National Center for Safe Routes to School for five existing programs—Boulder Valley School District Safe Routes to School, Eugene-Springfield Safe Routes to School, Safe Routes Philly, Portland Safe Routes to School, and Marin County Safe Routes to School—and crash data before and after program implementation for those respective communities. The crash assessment revealed a decreasing trend in crashes involving children and youth cyclists around treatment schools in the Eugene, OR and Philadelphia, PA program study areas, and at the aggregate level across program areas; but, this trend was not statistically significant when compared to the change in crashes around control schools in a quasi-experimental analysis. Nevertheless, the increase in students cycling to and from school reported by all but one of the programs, and the increase in exposure to crash risk as a result, indicated that the Safe Routes to School programs did not cause a decrease in the safety of student cyclists. Additional rigorous evaluations are needed utilizing randomized controlled design to maximize the reliability of reported findings and to aid decisions about where to invest resources in community-based approaches to injury prevention for cyclists.

published_or_final_version / Industrial and Manufacturing Systems Engineering / Master / Master of Philosophy

Migratory birds, some small and light weight as matchboxes, engage in seasonal inter-continental journeys in order to take advantage of the long summer days and abundance of food at northern latitudes to breed and raise their young, and then escape the harsh winters by migrating to lower latitudes. This thesis deals with two important aspects of migration, the routes taken during migration and the birds’ behaviour at stopovers. The migratory routes are for many species unknown, whole or in part, and this is especially true for species that migrate nocturnally. At stopovers birds replenish fuel reserves that powers migratory flight, and studying how birds utilise stopovers is important in order to understand how migration is organised. In this thesis I have used modern tracking technology to study both continental wide movements of thrush nightingales (Luscinia luscinia) and common rosefinches (Carpodacus erythrinus) using small light-level geolocators, and smaller scale movements at a single stopover site of garden warblers (Sylvia borin) using miniature radio-transmitters. I have also studied the fuelling behaviour of garden warblers during autumn migration in the field and in the lab, and great reed warblers (Acrocephalus arundinaceus) at a stopover site on Crete during spring migration after the Sahara crossing. The thesis discusses the significance of several aspects of migration shown by the birds that would have been very difficult to detect without the aid of modern tracking technology, such as loop migration, prolonged stops during migration, multiple wintering sites, and nocturnal relocations at stopover sites. Studies carried out at stopover sites also show that garden warblers and great reed warblers can attain large fuel loads even at sites where they have no barrier to cross and this might be a result of good foraging conditions. The thesis also highlights the importance of combining different techniques when studying stopover behaviour to get reliable estimates on stopover durations and fuel deposition rates as well as the importance of choosing sites preferred by birds when planning stopover studies. / <p>At the time of the doctoral defense, the following papers were unpublished and had a status as follows: Paper 4: Manuscript. Paper 5: Manuscript.</p>

Title: Safety measures for hiking and cycling Objectives: The objective of this work is consistent and understandable description of the safety measures for hiking and cycling. Methods: The diploma thesis in the theoretical style is focused on searching for available sources and the research upon them, comparing of the sources and description of hiking and cycling, and listing the safety measures as well. Results: It was found that in selected works of Czech and foreign authors is sufficiently elaborated safety theme for tourism. The work describes hiking in adverse conditions behavior in nature and the recommended procedure for emergency situations. In works devoted to cycling is also carefully prepared technique bike riding, bike repair and care of him and recommendations for cycling gear. Furthermore, it was found that the cyclist applies rules to be respected, because the work contains a description of the rules and instructions on how to behave on the road and traffic. In work is also included historical development of both types of tourism, as well as the division between tourism and the inclusion of sport and physical activity universally. Keywords: tourism, tourist, cycling, routes, tourist signs, first aid

Neste trabalho, realiza-se o estudo das letras ramistas [j] e [v] e de suas variantes [i], [y] e [u] em dois roteiros de viagem lavrados no século XVIII. Para tanto, faz-se uma recolha exaustiva e minuciosa em ambos os manuscritos e há também um mapa que ilustra o tema dos documentos. Gramáticas e ortografias dos séculos XVI, XVII e XVIII foram consultadas e demonstra em que medida o emprego das letras [i], [y], [j], [u] e [v] segue ou não a norma apresentada. A vida e obra de Pierre de la Ramée são abordadas de modo sintético, para que se conheça o contexto de diferenciação das ramistas, [j] e [v] de [i] e [u]. No capítulo dedicado à toponímia, pretende-se analisar como se comportam as ramistas e suas variantes em geral; além de um grafema especial, um tipo de [y] com a cauda cortada: [y], cuja referência fonética e semântica traduz-se, em tupi, no vocábulo água. A análise de dois textos com proximidade temática e cronológica e punhos diferentes deixa entrever hábitos freqüentes de uma determinada época da história da escrita e revela tendências no uso das ramistas e suas variantes. É possível constatar que a preferência no uso desta ou daquela letra dá-se muito mais por idiossincrasias dos autores do que por respeito à normatização imposta pelas gramáticas a eles contemporâneas. / The object of this investigation is the research of the ramist letters [j] and [v] and its differences [i], [y] and [u] made in two travel routes in the century XVIII. Therefore, it is made a very detailed and exhausted selection of both handwritings and there is a map which illustrates the title of the documents. It is also studied grammar books used in centuries XVI, XVII and XVIII and they show whenever the use of [i], [y], [j], [u] and [v] took place in standard grammar. The bibliography of Pierre de la Rameé is used shortly, only to recognize the context of differences in the ramist letters [j] and [v] of [i] and [u]. In the chapter dedicated to toponym, the intention is to analyze the behavior of ramist and its variability in general. It is seen a special writing, a kind of [y] with a dash in the tail like [y], whose phonetic reference and semantic is translated, in tupi, in the word water. The analysis of both texts are close in chronologic and thematic aspects but different treats permit different and frequent manners of a certain time in writing history and reveal some tendencies in the use of ramist writing and its possible for this or that letter is taken by much more for author\'s idiosyncrasies than the normatization imposed by grammar books at that age.