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Fern Stems Reveal How Evolutionary Constraints Create New Forms in Nature

Evolutionary Constraints: New research on fern vascular systems reveals how developmental constraints don’t just limit evolution—they generate new forms. Discover how leaf placement determines stem structure and what this means for understanding biodiversity and plant breeding.

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evolutionary constraints in plants
The lacy frond of the intermediate wood fern (Dryopteris intermedia).
Jacob S. Suissa, CC BY-ND

Fern Stems Reveal How Evolutionary Constraints Create New Forms in Nature

Jacob S. Suissa, University of Tennessee

There are few forms of the botanical world as readily identifiable as fern leaves. These often large, lacy fronds lend themselves nicely to watercolor paintings and tricep tattoos alike. Thoreau said it best: “Nature made ferns for pure leaves, to show what she could do in that line.”

But ferns are not just for art and gardens. While fern leaves are the most iconic part of their body, these plants are whole organisms, with stems and roots that are often underground or creeping along the soil surface. With over 400 million years of evolutionary history, ferns can teach us a lot about how the diversity of planet Earth came to be. Specifically, examining their inner anatomy can reveal some of the intricacies of evolution.

Sums of parts or an integrated whole?

When one structure cannot change without altering the other, researchers consider them constrained by each other. In biology, this linkage between traits is called a developmental constraint. It explains the limits of what possible forms organisms can take. For instance, why there aren’t square trees or mammals with wheels.

However, constraint does not always limit form. In my recently published research, I examined the fern vascular system to highlight how changes in one part of the organism can lead to changes in another, which can generate new forms.

Close-up of a small, flat green circle with a brown outline, held between two fingers
Cross section of a stem of Adiantum in Costa Rica. If you zoom in, you can make out the radial arrangement of bundles in the stem – the darker dots in the circle at its center.
Jacob S. Suissa, CC BY-ND

Before Charles Darwin proposed his theory of evolution by natural selection, many scientists believed in creationism – the idea that all living things were created by a god. Among these believers was the 19th-century naturalist Georges Cuvier, who is lauded as the father of paleontology. His argument against evolution was not exclusively based in faith but on a theory he called the correlation of parts.

Cuvier proposed that because each part of an organism is developmentally linked to every other part, changes in one part would result in changes to another. With this theory, he argued that a single tooth or bone could be used to reconstruct an entire organism.

He used this theory to make a larger claim: If organisms are truly integrated wholes and not merely sums of individual parts, how could evolution fashion specific traits? Since changes in one part of an organism would necessitate changes in others, he argued, small modifications would require restructuring every other part. If the individual parts of an organism are all fully integrated, evolution of particular traits could not proceed.

However, not all of the parts of an organism are tethered together so tightly. Indeed, some parts can evolve at different rates and under different selection pressures. This idea was solidified as the concept of quasi-independence in the 1970s by evolutionary biologist Richard Lewontin. The idea of organisms as collections of individually evolving parts remains today, influencing how researchers and students think about evolution.

Fern vasculature and the process of evolution

Ferns are one of four lineages of land plants that have vascular tissues – specialized sets of tubes that move water and nutrients through their bodies. These tissues are composed of vascular bundles – clusters of cells that conduct water through the stem.

How vascular bundles are arranged in fern stems varies substantially. Some have as many as three to eight or more vascular bundles scattered throughout their stem. Some are arranged symmetrically, while others such as the tobacco fern – Mickelia nicotianifolia – have bundles arranged in a whimsical, smiley-face pattern.

Cross-section of a roughly oblong stem with a smiley face shape towards one end
Cross section of the rhizome of Mickelia nicotianifolia, showing the smiley-face patterning of the vascular tissues. Each gap in the central system is associated with the production of a leaf.
Jacob S. Suissa, CC BY-ND

For much of the 20th century, scientists studying the pattern and arrangement of vascular bundles in fern stems thought these broad patterns may be adaptive to environmental conditions. I set out in my own research to test whether certain types of arrangements were more resistant to drought. But contrary to my initial hypotheses – and my desire for a relationship between form and function – the arrangement of vascular bundles in the stem did not seem to correlate with drought tolerance.

This may sound counterintuitive, but it turns out the ability of a fern to move water through its body has more to do with the size and shape of the water-conducting cells rather than how they’re arranged as a whole in the stem. This finding is analogous to looking at road maps to understand traffic patterns. The patterning of roads on a map (how cells are arranged) may be less important in determining traffic patterns than the number and size of lanes (cell size and number).

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This observation hinted at something deeper about the evolution of the vascular systems of ferns. It sent me on a journey to uncover exactly what gave rise to the varying vascular patterns of ferns.

Simple observations and insights into evolution

I wondered how this variation in the number and arrangement of vascular bundles relates to leaf placement around the stem. So I quantified this variation in vascular patterning for 27 ferns representing roughly 30% of all fern species.

I found a striking correlation between the number of rows of leaves and the number of vascular bundles within the stem. This relationship was almost 1-to-1 in some cases. For instance, if there were three rows of leaves along the stem, there were three vascular bundles in the stem.

What’s more, how leaves were arranged around the stem determined the spatial arrangement of bundles. If the leaves were arranged spirally (on all sides of the stem), the vascular bundles were arranged in a radial pattern. If the leaves were shifted to the dorsal side of the stem, the smiley-face pattern emerged.

Importantly, based on our understanding of plant development, there was a directionality here. Specifically, the placement of leaves determines the arrangement of bundles, not the other way around.

Microscopy images of cross-section of fern stems in different shapes, one a cluster of spots, another concentric circles and another three separate segments
Vascular architectures of three different ferns. From left: Lygodium microphyllum, Sitobolium punctilobulum and Amauropelta noveboracensis.
Jacob S. Suissa, CC BY-ND

This may not sound all that surprising – it seems logical that vasculature should link up between leaves and stems. But it runs counter to how scientists have viewed the fern vascular system for over 100 years. Many studies on fern vascular patterning have tended to focus on individual parts of the plant, removing vascular architecture from the context of the plant as a whole and viewing it as an independently evolving pattern.

However, this new work suggests that the arrangement of vascular bundles in fern stems is not able to change in isolation. Rather, like Cuvier’s idealized organisms, vascular patterning is linked to and explicitly determined by the number and placement of leaves along the stem. This is not to say that vascular patterns could not be adaptive to environmental conditions, but it means that the handle of evolutionary change in the number and arrangement of vascular bundles is likely changes to leaf number and placement.

From parochial to existential

While this study on ferns and their vascular system may seem parochial, it speaks to the broader question of how variation – the fuel of evolution – arises, and how evolution can proceed.

While not all parts of an organism are so tightly linked, considering the individual as a whole – or at least sets of parts as a unit – can help researchers better understand how, and if, observable patterns can evolve in isolation. This insight takes scientists one step closer to understanding the minutia of how evolution works to generate the immense biodiversity on Earth.

Understanding these processes is also important for industry. In agricultural settings, plant and animal breeders attempt to increase one aspect of an organism without changing another. By taking a holistic approach and understanding which parts of an organism are developmentally or genetically linked and which are more quasi-independent, breeders may be able to more effectively create organisms with desired traits.

Slices of fern stem on a table
Researchers can learn much about evolution from the stems of Mickelia nicotianifolia
Jacob S. Suissa, CC BY-ND

Constraint is often viewed as restricting, but it may not always be so. The Polish nuclear physicist Stanisław Ulam noted that rhymes “compel one to find the unobvious because of the necessity of finding a word which rhymes,” paradoxically acting as an “automatic mechanism of originality.” Whether from the literary rules of a haiku or the development of ferns, constraint can be a generator of form.The Conversation

Fern stems reveal secrets of evolution – how constraints in development can lead to new forms

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Jacob S. Suissa, Assistant Professor of Plant Evolutionary Biology, University of Tennessee

This article is republished from The Conversation under a Creative Commons license. Read the original article.

The science section of our news blog STM Daily News provides readers with captivating and up-to-date information on the latest scientific discoveries, breakthroughs, and innovations across various fields. We offer engaging and accessible content, ensuring that readers with different levels of scientific knowledge can stay informed. Whether it’s exploring advancements in medicine, astronomy, technology, or environmental sciences, our science section strives to shed light on the intriguing world of scientific exploration and its profound impact on our daily lives. From thought-provoking articles to informative interviews with experts in the field, STM Daily News Science offers a harmonious blend of factual reporting, analysis, and exploration, making it a go-to source for science enthusiasts and curious minds alike. https://stmdailynews.com/category/science/

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Urbanism

The Building That Proved Los Angeles Could Go Vertical

Los Angeles once banned skyscrapers, yet City Hall broke the height limit and proved high-rise buildings could be engineered safely in an earthquake zone.

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Los Angeles once banned skyscrapers, yet City Hall broke the height limit and proved high-rise buildings could be engineered safely in an earthquake zone.
LA City Hall. Image Credit: TNC Network & Envato

How City Hall Quietly Undermined LA’s Own Height Limits

The Knowledge Series | STM Daily News

For more than half a century, Los Angeles enforced one of the strictest building height limits in the United States. Beginning in 1905, most buildings were capped at 150 feet, shaping a city that grew outward rather than upward.

The goal was clear: avoid the congestion, shadows, and fire dangers associated with dense Eastern cities. Los Angeles sold itself as open, sunlit, and horizontal — a place where growth spread across land, not into the sky.

And yet, in 1928, Los Angeles City Hall rose to 454 feet, towering over the city like a contradiction in concrete.

It wasn’t built to spark a commercial skyscraper boom.
But it ended up proving that Los Angeles could safely build one.


A Rule Designed to Prevent a Manhattan-Style City

The original height restriction was rooted in early 20th-century fears:

  • Limited firefighting capabilities
  • Concerns over blocked sunlight and airflow
  • Anxiety about congestion and overcrowding
  • A strong desire not to resemble New York or Chicago

Los Angeles wanted prosperity — just not vertical density.

The height cap reinforced a development model where:

  • Office districts stayed low-rise
  • Growth moved outward
  • Automobiles became essential
  • Downtown never consolidated into a dense core

This philosophy held firm even as other American cities raced upward.


How Los Angeles City Hall Proved Skyscrapers Could Be Built Safely

Why City Hall Was Never Meant to Change the Rules

City Hall was intentionally exempt from the height limit because the law applied primarily to private commercial buildings, not civic monuments.

But city leaders were explicit about one thing:
City Hall was not a precedent.

It was designed to:

  • Serve as a symbolic seat of government
  • Stand alone as a civic landmark
  • Represent stability, authority, and modern governance
  • Avoid competing with private office buildings

In effect, Los Angeles wanted a skyline icon — without a skyline.


Innovation Hidden in Plain Sight

What made City Hall truly significant wasn’t just its height — it was how it was built.

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At a time when seismic science was still developing, City Hall incorporated advanced structural ideas for its era:

  • A steel-frame skeleton designed for flexibility
  • Reinforced concrete shear walls for lateral strength
  • A tapered tower to reduce wind and seismic stress
  • Thick structural cores that distributed force instead of resisting it rigidly

These choices weren’t about aesthetics — they were about survival.


The Earthquake That Changed the Conversation

In 1933, the Long Beach earthquake struck Southern California, causing widespread damage and reshaping building codes statewide.

Los Angeles City Hall survived with minimal structural damage.

This moment quietly reshaped the debate:

  • A tall building had endured a major earthquake
  • Structural engineering had proven effective
  • Height alone was no longer the enemy — poor design was

City Hall didn’t just survive — it validated a new approach to vertical construction in seismic regions.


Proof Without Permission

Despite this success, Los Angeles did not rush to repeal its height limits.

Cultural resistance to density remained strong, and developers continued to build outward rather than upward. But the technical argument had already been settled.

City Hall stood as living proof that:

  • High-rise buildings could be engineered safely in Los Angeles
  • Earthquakes were a challenge, not a barrier
  • Fire, structural, and seismic risks could be managed

The height restriction was no longer about safety — it was about philosophy.


The Ironic Legacy

When Los Angeles finally lifted its height limit in 1957, the city did not suddenly erupt into skyscrapers. The habit of building outward was already deeply entrenched.

The result:

  • A skyline that arrived decades late
  • Uneven density across the region
  • Multiple business centers instead of one core
  • Housing and transit challenges baked into the city’s growth pattern

City Hall never triggered a skyscraper boom — but it quietly made one possible.


Why This Still Matters

Today, Los Angeles continues to wrestle with:

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  • Housing shortages
  • Transit-oriented development debates
  • Height and zoning battles near rail corridors
  • Resistance to density in a growing city

These debates didn’t begin recently.

They trace back to a single contradiction: a city that banned tall buildings — while proving they could be built safely all along.

Los Angeles City Hall wasn’t just a monument.
It was a test case — and it passed.

Further Reading & Sources


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Space and Tech

Blue Origin Launches First Human Spaceflight of 2026 with New Shepard NS-38

Blue Origin successfully completed its first human spaceflight of 2026 with New Shepard NS-38, carrying six private astronauts and marking 98 humans flown to space.

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Blue Origin successfully completed its first human spaceflight of 2026 with New Shepard NS-38, carrying six private astronauts and marking 98 humans flown to space.
Image Credit: Blue Origin

Blue Origin has officially kicked off its 2026 flight calendar, successfully completing the 38th mission of its New Shepard program and further solidifying its role in commercial human spaceflight.

The suborbital flight, known as NS-38, carried six private astronauts beyond the Kármán line, offering several minutes of weightlessness and sweeping views of Earth before a safe return to West Texas. The mission marks the first New Shepard launch of 2026 and another milestone for Blue Origin’s reusable spaceflight system.

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Metro Transit Update: Sepulveda Corridor & C Line South Bay Recap STM Daily News Podcast

The NS-38 Crew

The six-person crew aboard NS-38 included:

  • Tim Drexler
  • Dr. Linda Edwards
  • Alain Fernandez
  • Alberto Gutiérrez
  • Jim Hendren
  • Dr. Laura Stiles

With this flight, New Shepard has now flown 98 humans into space, representing 92 individual passengers. The growing total reflects Blue Origin’s emphasis on routine, repeatable access to space—once considered experimental, now becoming operational.

A Reliable Start to 2026

Blue Origin leadership emphasized reliability and customer trust as central priorities moving into the new year.

“As we enter 2026, we’re focused on continuing to deliver transformational experiences for our customers through the proven capability and reliability of New Shepard,” said Phil Joyce, Senior Vice President of New Shepard. “We are grateful for our astronaut customers who put their trust in our team to bring this experience into reality.”

The fully reusable New Shepard rocket and capsule system has demonstrated strong safety performance, autonomous operations, and consistent recovery—key elements in scaling human spaceflight.

Building Toward a Larger Vision

Beyond space tourism, New Shepard plays a foundational role in Blue Origin’s long-term goal of enabling millions of people to live and work in space for the benefit of Earth.

As the company’s first operational human spaceflight system, New Shepard supports:

  • Reusable launch vehicle testing
  • Human-rated safety system validation
  • Increased launch cadence and manufacturing expertise
  • Future Blue Origin programs and missions

Each successful flight expands operational confidence while helping normalize commercial access to space.

What’s Next for Aspiring Astronauts

Blue Origin continues to accept interest from future New Shepard passengers, with additional flights expected throughout 2026. The company also released commemorative merchandise from the NS-38 mission, now available through the Blue Origin Shop.

As commercial spaceflight matures, missions like NS-38 highlight the industry’s shift from novelty to normalcy—bringing space closer to scientists, explorers, and private citizens alike.

Related Articles & Information

For more updates, insights, and in-depth coverage of space exploration and commercial spaceflight, visit the STM Daily News blog at stmdailynews.com. From mission breakdowns to industry trends and technology explainers, STM Daily News keeps you informed about humanity’s journey beyond Earth.

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The Knowledge

Metro Board Advances Sepulveda Transit Corridor as C Line South Bay Extension Remains Under Review

The Los Angeles Metro Board meeting addressed progress on two key rail projects: the approved underground Sepulveda Transit Corridor, enhancing regional connectivity, and the debated extension of the Metro C Line into the South Bay, which remains undecided.

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The LA Metro Board approved the Sepulveda Transit Corridor’s underground rail plan while continuing debate over the C Line extension into the South Bay. Here’s what it means for LA transit’s future.
Image Credit: LA Metro

The future of Los Angeles transit was the focus of a recent Los Angeles County Metropolitan Transportation Authority (Metro) Board meeting, where directors considered progress on two major rail projects: the Sepulveda Transit Corridor and the long-planned extension of the Metro C Line into the South Bay.

STC LPA scaled 1
Image Credit: LA Metro

While the meeting resulted in a decisive vote on one project, the other continues to generate debate among Metro officials, local cities, and residents.

Sepulveda Transit Corridor: Underground Heavy Rail Moves Forward

The Metro Board unanimously approved the Locally Preferred Alternative (LPA) for the Sepulveda Transit Corridor, marking a major milestone for a project that has been discussed for decades.

The approved alternative calls for a fully underground heavy rail subway connecting the San Fernando Valley to the Westside, running from the Van Nuys Metrolink Station to the Metro E Line’s Expo/Sepulveda Station. The line would pass beneath the Sepulveda Pass, UCLA, and other high-demand travel areas.

Metro officials emphasized that the underground alignment offers the fastest travel times, highest passenger capacity, and the fewest surface-level impacts when compared with earlier aerial or monorail alternatives. The project is expected to significantly reduce congestion along the 405 Freeway corridor and improve regional connectivity.

With the LPA now selected, the Sepulveda Transit Corridor advances toward final environmental clearance, engineering, and eventual construction — a process that will continue over the coming years.

Metro C Line Extension: South Bay Alignment Debate Continues

The Board also discussed the Metro C Line extension into the South Bay, a project intended to extend light rail service approximately 4.5 miles from the current Redondo Beach station to the Torrance Transit Center.

Metro has released the project’s Final Environmental Impact Report (FEIR), which incorporates years of technical analysis and public input. However, unlike the Sepulveda project, the Board did not take final action to certify the FEIR or formally adopt a locally preferred alignment at this meeting.

Hawthorne Boulevard vs. Metro Right-of-Way

At the center of the C Line discussion is the question of alignment.

Metro staff has identified a “hybrid” alignment using an existing Metro-owned rail right-of-way as the preferred option. This route would largely follow the historic Harbor Subdivision corridor, minimizing new street disruptions while blending at-grade, elevated, and below-grade segments.

Some South Bay cities, however, continue to advocate for a Hawthorne Boulevard alignment, which would place rail tracks within the median of the busy commercial corridor. Supporters argue it offers better street-level access, while Metro has cited higher costs, longer construction timelines, and greater traffic impacts as key concerns.

Metro officials indicated that additional coordination with local jurisdictions and further Board action will be needed before a final decision is made.

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What This Means for LA Transit

The contrast between the two projects was clear at the meeting: the Sepulveda Transit Corridor is now firmly on a defined path forward, while the C Line extension remains in a critical decision-making phase.

Together, the projects highlight both the ambition and complexity of expanding transit in Los Angeles County — balancing regional mobility goals, neighborhood impacts, and long-term funding realities.

Further Reading & Official Project Information


Metro Sepulveda Transit Corridor Project Page

– Official Metro overview of the Sepulveda Pass project, including alternatives, maps, timelines, and environmental documents.

Metro Board Considers Locally Preferred Alternative for Sepulveda Corridor

– Metro’s summary of the Board action and rationale behind selecting the underground heavy rail option.

Metro C Line Extension to Torrance Project Page

– Background, station concepts, and status updates for the South Bay light rail extension.

Final Environmental Impact Report: C Line Extension

– Details on the Final EIR, public comments, and next steps toward Board certification.

Metro Project Updates – The Source

– Ongoing Metro blog updates covering major transit projects, board actions, and construction milestones.

LA Metro Board of Directors

– Information on Metro Board members, meeting schedules, agendas, and voting records.

STM Daily News will continue to follow both projects closely, providing updates as Metro moves toward final approvals, construction timelines, and funding decisions that will shape how Angelenos travel for decades to come.

For ongoing coverage of Metro projects, transportation policy, and infrastructure across Southern California, visit STM Daily News.


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