Journal articles on the topic 'Transportation and state – Germany'
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1
Stoever, Heino. "Crack Cocaine in Germany — Current State of Affairs." Journal of Drug Issues 32, no. 2 (April 2002): 413–22. http://dx.doi.org/10.1177/002204260203200205.
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Crack cocaine first appeared in German drug markets during the mid-1990s. For several years the drug could only be found in Frankfurt and Hamburg, major cities with large open drug scenes and well-established transportation infrastructures (these cities contain the largest airport and the biggest harbor in Germany). More recently, however, crack cocaine has been found in other cities as well. Police and drug treatment service data suggest that there has been a continuous, although not dramatic, increase in its use. Crack use is typically part of a poly-drug use pattern (used in combination with heroin, benzodiazepines, methadone and alcohol) in metropolitan areas. Most users are well known to the institutions providing counseling and basic care (contact and sleeping houses and methadone treatment centers), and to the police. In addition to well-known members of the visible/open drug scene, three other groups are using crack: marginalized juveniles, young male and female prostitutes and young migrants. At present there is no research data indicating whether these groups have established a stable pattern of use or if they are drifting into a poly-drug use pattern. This paper provides epidemiological data on crack use in Germany, an assessment of future prevalence estimates and speculation about the impact increasing crack use is likely to have on local drug treatment services.
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Zmerzlyy, B. V. "ON THE STATE OF THE RAILWAYS OF THE UNION OF GERMAN RAILWAY ADMINISTRATIONS IN 1895-1897." Scientific Notes of V. I. Vernadsky Crimean Federal University. Juridical science 7 (73), no. 2 (2022): 306–9. http://dx.doi.org/10.37279/2413-1733-2021-7-2-306-309.
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The development of the railways of the German Empire in the period under review (1895-1897) followed an evolutionary path, aimed not only at increasing freight traffic and the railway network itself, but also at improving the quality and reliability of the roads themselves, which was expressed in gradually improving the quality of the sleepers and rails used in their construction and repair, which were made of increasingly resistant and durable materials. This seemingly inconspicuous work allowed Germany to reduce the subsequent costs of repairing the railway network and maintain a high level and culture of transportation.
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Schüch, Andrea, Jan Sprafke, and Michael Nelles. "Role of biogenic waste and residues as an important building block towards a successful energy transition and future bioeconomy – results of a site analysis." Detritus, no. 10 (March 5, 2020): 109–17. http://dx.doi.org/10.31025/2611-4135/2020.13919.
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Renewable energies – especially wind and solar – have grown remarkably in recent years, but bioenergy is still the most important renewable resource worldwide and in Germany. In contrast to the situation in many other countries, bioenergy in Germany is often based on energy crops. As a result of changing political frameworks, the German bioenergy industry has to use alternative substrates as biogenic waste and residues and to implement more efficient utilization pathways. Biogenic waste and residues can cover in Germany 7 to 9% of the current total primary energy consumption. In the federal state of Mecklenburg-Western Pomerania, more electricity is produced than consumed. This means that the federal state exports electricity to other German regions or abroad, assuming grid bottlenecks do not prevent this. The share of fluctuating wind and solar power is still increasing. Without stabilization by coal power plants, the electrical network could be destabilized by those sources. The presented case study of Mecklenburg-Western Pomerania shows that there are opportunities to contribute to a stable network through the use of bioenergy. Besides the supply of electricity, thermal energy at different temperature levels, as well as fuels for transportation, are also provided by biomass. Around 22% of the annual energy consumption of the federal state could be covered by biogenic waste and residues (based on the technical fuel potential). The figure is currently 7.3%. This shows that there is room to extend bioenergy generation and the use of biogenic waste and residues in the bioeconomy without impacting food production.
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Curtis, Joyce A., Daniel D'Angelo, Matthew R. Hallowell, Timothy A. Henkel, and Keith R. Molenaar. "Enterprise Risk Management for Transportation Agencies." Transportation Research Record: Journal of the Transportation Research Board 2271, no. 1 (January 2012): 57–65. http://dx.doi.org/10.3141/2271-07.
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Risk management is implicit in transportation business practices. Administrators, planners, and engineers coordinate many organizational and technical resources to manage transportation network performance. Transportation agencies manage some of the largest and highest-valued public assets and budgets in federal, state, and local governments. It is the agencies' corporate responsibility to set clear strategic goals and objectives to manage these assets so economic growth and livability of their regions improves and the public gets the best value. Risks can affect an agency's ability to meet its goals and objectives. As network and delivery managers, these agencies must identify risks, assess the possible impacts, develop plans to manage the risks, and monitor the effectiveness of their actions. This paper presents the results of (a) a comprehensive literature review, (b) a state-of-the-practice survey of 43 U.S. transportation agencies, and (c) seven case studies from leading transportation organizations in Australia, England, Germany, the Netherlands, and Scotland. The paper concludes with recommendations for achieving enterprise risk management in U.S. highway agencies. Recommendations pertain to formalizing enterprise risk management approaches, embedding risk management in existing business processes, using risk management to build trust with transportation stakeholders, defining leadership and organizational responsibilities for risk management, identifying risk owners, supporting risk allocation strategies, and reexamining existing policies, processes, and standards through rigorous risk management analysis.
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Shukri, Arim, Thomas Mettang, Benjamin Scheckel, Isabell Schellartz, Dusan Simic, Nadine Scholten, Martin Müller, and Stephanie Stock. "Hemodialysis and Peritoneal Dialysis in Germany from a Health Economic View—A Propensity Score Matched Analysis." International Journal of Environmental Research and Public Health 19, no. 21 (October 27, 2022): 14007. http://dx.doi.org/10.3390/ijerph192114007.
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Background: Hemodialysis (HD) and peritoneal dialysis (PD) are deemed medically equivalent for therapy of end-stage renal disease (ESRD) and reimbursed by the German statutory health insurance (SHI). However, although the home dialysis modality PD is associated with higher patient autonomy than HD, for unknown reasons, PD uptake is low in Germany. Hence, we compared HD with PD regarding health economic outcomes, particularly costs, as potentially relevant factors for the predominance of HD. Methods: Claims data from two German health insurance funds were analysed in a retrospective cohort study regarding the prevalence of HD and PD in 2013–2016. Propensity score matching created comparable HD and PD groups (n = 436 each). Direct annual health care costs were compared. A sensitivity analysis included a comparison of different matching techniques and consideration of transportation costs. Additionally, hospitalisation and survival were investigated using Poisson regression and Kaplan-Meier curves. Results: Total direct annual average costs were higher for HD (€47,501) than for PD (€46,235), but not significantly (p = 0.557). The additional consideration of transportation costs revealed an annual cost advantage of €7000 for PD. HD and PD differed non-significantly in terms of hospitalisation and survival rates (p = 0.610/p = 0.207). Conclusions: PD has a slight non-significant cost advantage over HD, especially when considering transportation costs.
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SALIKHOVA, Olena, and Daria HONCHARENKO. "DEVELOPMENT POLICY OF THE PHARMACEUTICAL INDUSTRY IN GERMANY: LESSONS FOR UKRAINE." Economy of Ukraine 2020, no. 10 (October 25, 2020): 63–86. http://dx.doi.org/10.15407/economyukr.2020.10.063.
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The evolution of the development of the German chemical and pharmaceutical industry from technology borrowing to endogenous innovations and becoming a global leader is shown. It is substantiated that the government of the country promoted the development of a new industry by increasing budget allocations for the training of scientific and industrial personnel; research subsidies; subsidies for transportation and raw materials. It is shown that the formation of large companies has provided economies of scale and accelerated development. The creation of specialized research institutes under the auspices of the government initiated public-private partnerships in research funding, industry associations helped mobilize the public to support the industry, and competent company managers and industry representatives together with prominent statesmen provided concerted action to strengthen its innovation potential. Cultivating the national consciousness that the purchase of German goods is the key to the welfare of the state has determined consumer preferences and has become a powerful stimulus to expand supplies to the domestic market. The introduction of high customs tariffs on finished medicines has provided protection for the new industry in its infancy. The close cooperation of banks with pharmaceutical companies has contributed to the implementation of investment and innovation projects and external expansion. The creation of cartels by chemical and pharmaceutical companies was an institutional response to the unprecedented phenomenon of industrialization and catching up in Germany. It is revealed that at the present stage the Government of Germany through national and regional programs continues to promote the development of technological and innovative potential of pharmaceuticals. The expediency of introduction of mechanisms of endogenization of production development of medicines and medical devices in Ukraine, and also expansion of sales in the domestic market through introduction of preferences at public purchases in the context of protection of essential interests of safety and health of the nation is proved.
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SHADMEHR, MEHDI. "Investment in the Shadow of Conflict: Globalization, Capital Control, and State Repression." American Political Science Review 113, no. 4 (August 29, 2019): 997–1011. http://dx.doi.org/10.1017/s0003055419000376.
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In conflict-prone societies, the fear of expropriation that accompanies a regime change reduces capital investment. These reductions in investments, in turn, harm the economy, amplifying the likelihood of regime change. This article studies the implications of these feedback channels on the interactions between globalization, capital control, state repression, and regime change. I show that processes that facilitate capital movements (e.g., globalization, economic modernization, and technologies that reduce transportation costs) amplify the likelihood of regime change in conflict-prone societies and strengthen the elite’s demand for a strong coercive state. In particular, to limit their collective action problem and manage the political risk of regime change, capitalists support a state that imposes capital control. We identify two conflicting forces, the Boix Effect and the Marx Effect, which determine when capital control and state repression become complements (Nazi Germany) or substitutes (Latin American military regimes) in right-wing regimes.
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Bartholdsen, Hans-Karl, Anna Eidens, Konstantin Löffler, Frederik Seehaus, Felix Wejda, Thorsten Burandt, Pao-Yu Oei, Claudia Kemfert, and Christian Hirschhausen. "Pathways for Germany’s Low-Carbon Energy Transformation Towards 2050." Energies 12, no. 15 (August 2, 2019): 2988. http://dx.doi.org/10.3390/en12152988.
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Like many other countries, Germany has defined goals to reduce its CO2-emissions following the Paris Agreement of the 21st Conference of the Parties (COP). The first successes in decarbonizing the electricity sector were already achieved under the German Energiewende. However, further steps in this direction, also concerning the heat and transport sectors, have stalled. This paper describes three possible pathways for the transformation of the German energy system until 2050. The scenarios take into account current climate politics on a global, European, and German level and also include different demand projections, technological trends and resource prices. The model includes the sectors power, heat, and transportation and works on a Federal State level. For the analysis, the linear cost-optimizing Global Energy System Model (GENeSYS-MOD) is used to calculate the cost-efficient paths and technology mixes. We find that a reduction of CO2 of more than 80% in the less ambitious scenario can be welfare enhancing compared to a scenario without any climate mitigating policies. Even higher decarbonization rates of 95% are feasible and needed to comply with international climate targets, yet related to high effort in transforming the subsector of process heat. The different pathways depicted in this paper render chances and risks of transforming the German energy system under various external influences.
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Wang, Chia-Nan, Tran Quynh Le, Kuei-Hu Chang, and Thanh-Tuan Dang. "Measuring Road Transport Sustainability Using MCDM-Based Entropy Objective Weighting Method." Symmetry 14, no. 5 (May 18, 2022): 1033. http://dx.doi.org/10.3390/sym14051033.
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Road haulage solutions are incredibly adaptable, having the capacity to link domestically and internationally. Road transportation offers a greener, more efficient, and safer future through sophisticated technology. Symmetry and asymmetry exist widely in industrial applications, and logistics and supply chains are no exception. The multi-criteria decision-making (MCDM) model is considered as a complexity tool to balance the symmetry between goals and conflicting criteria. This study can assist stakeholders in understanding the current state of transportation networks and planning future sustainability measures through the MCDM approach. The main purpose of this paper is to evaluate and compare the sustainable development of existing road transportation systems to determine whether any of them can be effectively developed in the Organization for Economic Cooperation and Development (OECD) countries. The integrated entropy–CoCoSo approach for evaluating the sustainability of road transportation systems is introduced, and the framework process is proposed. The entropy method defines the weight of the decision criteria based on the real data. The advantage of the entropy method is that it reduces the subjective impact of decision-makers and increases objectivity. The CoCoSo method is applied for ranking the road transportation sustainability performance of OECD countries. Our findings revealed the top three countries’ sustainability performance: Japan, Germany, and France. These are countries with developed infrastructure and transportation services. Iceland, the United States, and Latvia were in the last rank among countries. This approach helps governments, decision-makers, or policyholders review current operation, benchmark the performance of other countries and devise new strategies for road transportation development to achieves better results.
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Gamon, Wojciech, and José Manuel Naranjo Gómez. "Main Problems of Railway Cross-Border Transport Between Poland, Germany and Czech Republic." Sustainability 11, no. 18 (September 7, 2019): 4900. http://dx.doi.org/10.3390/su11184900.
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Railway cross-border transport is a special case of railway transport, which, due to the necessity of crossing the state border, raises many difficulties. They result from factors, among which the most important are other power systems, control systems, a variety of regulations regarding traffic management or even problems with communication, resulting from the different languages. These difficulties involve a number of consequences for the fluency and efficiency of transportation, but more importantly, have negative effects on safety. The article describes the main problems of cross-border transport on the example of Poland and two neighbouring countries (Germany and Czech Republic), which are also members of the European Union. For this purpose, in cooperation with the Polish railway undertakings, an analysis was carried out of processes conducted by these in the field of cross-border transport and identifies the main problems in this area. As part of the conducted research, potential solutions and improvements were also proposed. The article focuses solely on the issues of crossing the border and manoeuvring operations at stations close to the German and Czech borders, inasmuch as these processes constitute the largest area of activity of Polish railway undertakings within the framework of rail cross-border transport.
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Vahrenkamp, Richard. "The Dream of Large-Scale Truck Transport Enterprises — Outsourcing Experiments in the German Democratic Republic, 1957–80." Journal of Transport History 36, no. 1 (June 2015): 1–21. http://dx.doi.org/10.7227/tjth.36.1.2.
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Under state socialist economic policy, the concept of large-scale factories played an important role. The assumption was that large productivity gains would result from large-scale organisation and so large-scale concepts were also applied to the transport sector. Thirty years before Western management started outsourcing truck transportation from their factories, from 1957 state socialist traffic policy in the German Democratic Republic pulled truck fleets out of nationally owned enterprises, concentrating them into large and dedicated transport service enterprises. As this policy did not increase productivity, it was partly revised in the 1960s. The centralisation policy was unsuccessful because state-owned enterprises struggled against the state socialist transport department to keep the fleets they needed to conduct business. Conflicts between the state socialist ideology of centralisation and the operational needs of transportation within commerce, construction and industry took on many forms. For example the enterprises transferred only old trucks to the service companies. The paper shows that the theorem of the ‘economies of scale’ that was derived in the process industries does not apply in the transportation trade.
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Hritsyshyna, Maryna, and Nataliia Hutarevych. "Legal Regulation of Hydrogen in Germany and Ukraine as a Precondition for Energy Partnership and Energy Transition." Energies 14, no. 24 (December 10, 2021): 8331. http://dx.doi.org/10.3390/en14248331.
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In August 2020, Germany and Ukraine launched an energy partnership that includes the development of a hydrogen economy. Ukraine has vast renewable energy resources for “green” hydrogen production and a gas transmission system for transportation instead of Russian natural gas. Based on estimates by Hydrogen Europe, Ukraine can install 8000 MW of total electrolyser capacity by 2030. For these reasons, Ukraine is among the EU’s priority partners concerning clean hydrogen, according to the EU Hydrogen strategy. Germany plans to reach climate neutrality by 2045, and “green” hydrogen plays an important role in achieving this target. However, according to the National Hydrogen Strategy of Germany, local production of “green” hydrogen will not cover all internal demand in Germany. For this reason, Germany considers importing hydrogen from Ukraine. To govern the production and import of “green” hydrogen, Germany and Ukraine shall introduce legal regulations, the initial analysis of which is covered in this study. Based on observation and comparison, this paper presents and compares approaches while exploring the current stage and further perspectives for legal regulation of hydrogen in Germany and Ukraine. This research identifies opportunities in hydrogen production to improve the flexibility of the Ukrainian power system. This is an important issue for Ukrainian energy security. In the meantime, hydrogen can be a driver for decarbonisation according to the initial plans of Germany, and it may also have positive impact on the operation of Germany’s energy system with a high share of renewables.
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Basic, Edin, Mathias Kappel, Arpit Misra, Leopold Sellner, Boris A. Ratsch, and Dennis A. Ostwald. "Budget impact analysis of the use of oral and intravenous therapy regimens for the treatment of relapsed or refractory multiple myeloma in Germany." European Journal of Health Economics 21, no. 9 (July 11, 2020): 1351–61. http://dx.doi.org/10.1007/s10198-020-01219-3.
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Abstract Background In Germany, several triplet therapies for treating relapsed or refractory multiple myeloma (rrMM) patients have recently been approved. While most of them are administered intravenously, ixazomib-based combination is the only orally bioavailable regimen. Objective To conduct a 1-year and 3-year budget impact analysis (BIA) of different novel triplets to treat patients with rrMM in second or subsequent therapy lines accounting for costs covered by German statutory health insurance (SHI). Methods A 3-state partitioned survival model (PSM) was developed to evaluate the budget impact of the following regimens: carfilzomib plus lenalidomide plus dexamethasone (KRd), elotuzumab plus lenalidomide plus dexamethasone (ERd), daratumumab plus lenalidomide plus dexamethasone (DRd), and ixazomib plus lenalidomide plus dexamethasone (IRd). The analysis included direct medical costs such as drug acquisition, comedication and preparation for parenteral solutions, drug administration and other 1-time costs, adverse event management costs and direct non-medical costs, such as transportation costs. Results Based on current drug market shares in German healthcare market, the estimated costs after 1 year of treatment was €551 million (KRd), €163 million (ERd), €584 million (DRd), and €95 million (IRd). The total budget impact of €1393 million is mainly driven by drug acquisition and subsequent therapy costs. Conclusion Among the regimens of interest, the oral-based therapy regimens offered cost advantages over intravenous-based therapy regimens. The higher overall costs of intravenous therapy regimens were attributed primarily to higher drug acquisition costs.
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Dubernet, Ilka, and Kay W. Axhausen. "The German value of time and value of reliability study: the survey work." Transportation 47, no. 3 (September 24, 2019): 1477–513. http://dx.doi.org/10.1007/s11116-019-10052-4.
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Abstract In 2012 Germany’s Federal Ministry of Transport and Digital Infrastructure (BMVI) initiated several projects in preparation of the new Federal Transport Infrastructure Plan (BVWP) 2030. This included an update of the general methodology and in particular of its cost–benefit analysis which is used to evaluate the effects of hundreds of German infrastructure projects under study. As part of the work the first official values of time (VOT) and values of reliability (VOR) for personal and business travel for Germany derived from a stated preference survey were estimated. From May 2012 until January 2013 nationwide data of more than 3000 participants was collected in a combined two-stage revealed and stated preference survey. This paper discusses the survey design, reports experience of the field phase and analyses the response behaviour of the sample. The stated choice experiments address mode, route, time of departure, workplace and residential location choice. The complex multi-attribute experiments of different types cover various aspects of short and long-term travel choice attributes which the respondent has to take into consideration during his decision process. Furthermore overlapping variables of the stated and revealed preference experiments enabled a joint estimation of the whole data for deriving the VOTs and VORs. Additionally numerous socio-demographic and attitudinal questions plus the large sample size for business and non-business trips make it a unique dataset offering various aspects of travel behaviour and their valuations to explore.
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Sysoev, Anton, Tatyana Anikienko, and Semen Blyumin. "Highway Capacity Estimation: International Regulation and Neurostructural Remodeling Approach." Periodica Polytechnica Transportation Engineering 48, no. 2 (June 28, 2019): 180–88. http://dx.doi.org/10.3311/pptr.12880.
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Increasing number of personal vehicles and cargo transportation requires the development of a well-planned transport policy within states and states associations. The existing normative acts give different directions in the field of regulation of transportation processes. One of the most important aspects in assessing the existing state transport arteries and planning new ones is the analysis of their capacity, which could be performed in various ways. The classical approach defines capacity as a certain value that is constant for the entire period under consideration. However, this value is changing at any given point in time depending on various factors (weather, psychological, accidental), and this fact determines the stochastic nature of this indicator. The paper presents an overview of existing approaches and a perspective approach that defines capacity as a random variable. The paper also presents the method to model highway capacity, which delivers greater accuracy compared to traditional approaches used in Russia and Germany. Using the proposed approach it is possible to obtain adequate values of highway capacity, which is important in assessing the quality of the functioning of existing highways and planning new ones.
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Luttermann, C. H. "Perspectives of Infrastructure Project Finance: Intercultural Investment, Connectivity and Trust." Finance: Theory and Practice 23, no. 1 (February 27, 2019): 27–37. http://dx.doi.org/10.26794/2587-5671-2019-23-1-27-37.
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Project fnance of infrastructure (e.g. exploitation and transportation of natural resources, high speed railways, internet) forms a basis for the peaceful development and the prosperity of nations as well as the transnational community. What is needed are dependable networks in a world in transition, where digitalisation and new powers demand joint action. Particularly in the Eurasian region, from Lisbon to Vladivostok, felds with future prospects are opening up for Russia, Germany and the European union. We can develop them through investment and cooperation, by building up trust through common rules and sustainable substance. Here, a concept for this is presented for “Intercultural Project Finance”: An order of law and business (order of assets; German: Vermoegensordnung), in which state and private actors build up the necessary trust and are able to co-operate and proft transnationally for the good of the common prosperity of all peoples. A key element of a suitable system for the investment of capital (transnational investor protection law) is a sustainable valuation law; this has to be developed and etablished by legal comparison. In the following, relevant aspects for theory and practice which are basic for the actors of infrastructure project fnance will be shown, as well as the new initiative of the European union regarding “Connectivity”.
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Jaekel, Birgit, and Deepti Muley. "Transport impacts in Germany and State of Qatar: An assessment during the first wave of COVID-19." Transportation Research Interdisciplinary Perspectives 13 (March 2022): 100540. http://dx.doi.org/10.1016/j.trip.2022.100540.
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Geraats, B., M. Parnowska, and L. Kox. "Future proof decentralised sludge recycling Elodry-pro®." Water Practice and Technology 15, no. 3 (December 8, 2016): 840–48. http://dx.doi.org/10.2166/wpt.2017.018.
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Abstract At Linz-Unkel (Germany) sewage treatment plant the first full scale state-of-art EloDry-Pro® plant for sewage sludge has been constructed, consisting of the PYREG® reactor and the EloDry® belt dryer. The system is characterised by small footprint, flexibility, modular design and efficient energy management. The sludge dried using an EloDry® belt dryer undergoes staged combustion using the PYREG® module at around 6,500°C. This reduces the sludge to a fraction of its original volume while disinfecting it and removing micro-pollutants such as pharmaceutical residues. The residual ash, which has a high percentage of plant-available phosphorus, is then supplied to the fertiliser industry as a recycled raw material. The working principle of EloDry-Pro® installation, including heat flows of the system, is presented. The paper describes Pyreg®'s advanced emission control systems, preventing NOx formation and removing harmful substances such as mercury and sulphur. The EloDry-Pro® technology is an innovative and cost-effective approach to decentralised thermal recycling of sewage sludge. Both sewage sludge volumes and transportation costs are reduced by up to 90%, therefore making it a low carbon cost-effective alternative to the transportation of sludge and allowing local sludge processing at plants under 100 k population.
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Abouelela, Mohamed, Christelle Al Haddad, Md Ashraful Islam, and Constantinos Antoniou. "User Preferences towards Hyperloop Systems: Initial Insights from Germany." Smart Cities 5, no. 4 (October 12, 2022): 1336–55. http://dx.doi.org/10.3390/smartcities5040068.
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The rapidly evolving urbanization is generating unprecedented travel demand, notably in intercity travel. With increasing challenges in motorized traffic, innovative and sustainable transport modes are more than ever necessary. The Hyperloop system is an emerging transportation mode with the potential to change long–distance commutes, especially between cities. There is a need for, but also gap in, understanding this potentially emerging transport mode. This study aims at filling this gap by deploying a stated preference study in Germany, in which data was collected for 786 respondents with 5640 scenarios, to investigate the factors impacting users’ preferences towards Hyperloop systems. Models were developed to examine factors impacting the immediate Hyperloop adoption (in the first year of its implementation), but also the choice between Hyperloop and other long–distance travel modes, such as airplanes and high-speed trains. Results indicate that mode-related characteristics (travel time, travel cost, safety), individual characteristics (gender, income level, availability of a driving license, access to a car, familiarity with the Hyperloop system), the current satisfaction level with high-speed trains and airplanes, and personality traits (confidence, affinity to technology) are the most significant factors in the choice and early adoption of Hyperloop systems.
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Seidler, Christoph. "East goes West — West goes East: border crossing and development." Group Analysis 52, no. 2 (January 11, 2019): 172–89. http://dx.doi.org/10.1177/0533316418819957.
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In the aftermath of the Nazi era and the Second World War the ‘Bloodlands’ of Eastern Europe including Germany were left with a pervasive and significant loss of empathy. Robi Friedman speaks of the ‘Soldier’s Matrix’ (2015), in which dehumanizing dissociation increases, and empathy, guilt and shame disappear. In the GDR (German Democratic Republic)—under totalitarian and authoritarian conditions—this state of emotional deficit persisted for longer than in the Federal Republic (BRD). Gradually, but only after reunification, could change in the whole of Germany become possible. In the following text I will review the fragmented state of psychoanalysis in the battered city of Berlin after the Second World War. I describe the predicament of psychoanalysts, who are hopelessly entangled in adaptation processes, fearing the new rulers and dreading their own conscience. Despite their weakened sense of courage, they were however able to create space for freedom of thought. I intend to convey the trajectory of that process. The GDR history, despite the experience of confinement, is also a story of opening. Specific developments within the borders enabled the preservation as well as the transportation of psychoanalytic thought: some examples can be seen in inpatient forms of psychotherapy, individual psychodynamic therapy and especially the Intended Dynamic Group Psychotherapy (IDG). The opening of the ‘Wall’ made profound psychoanalytic post-qualification possible, but it came at a cost to the specific developments of the health system in the East. Within this system group therapists took their own particular path. After several years of cautious rapprochement the founding of BIG (Berlin Institute for Group Analysis) could be negotiated and established in 2003, supported by all Institutes of Berlin belonging to the umbrella organization of the DGPT (German Society for Psychoanalyse, Psychotherapy, Psychosomatic). Nine years later the Deutsche Gesellschaft für Gruppenanalyse und Gruppenpsychotherapie (D3G) consolidated in the merger of several individual groups resulting in a continuous and refreshingly pluralistic cooperation today. This article will therefore describe a series of societal shifts, transitions, internal and external attempts to heal, that are well reflected within the parallel process visible in the development of group analysis and its practitioners. One example to consider would be the asymmetry between psychoanalytic ‘teachers’ (West) and ‘students’ (East) and the dynamics experienced during professional encounters, which were very particular and rather complicated. However, that is a chapter in itself and will be considered separately.
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Sakata, Minako. "The Transformation of Hokkaido from Penal Colony to Homeland Territory." International Review of Social History 63, S26 (June 14, 2018): 109–30. http://dx.doi.org/10.1017/s002085901800024x.
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ABSTRACTThis article focuses on penal transportation to Hokkaido and considers the role of convict transportation in nation-state building and empire building in Japan. In the course of its discussion, the fluidity of the status of the new Japanese territory of Hokkaido will be examined along with continuities of transportation and incarceration. Although Hokkaido was officially incorporated into Japan only in 1869, many Japanese politicians and intellectuals had believed ideologically that it had been a Japanese territory since the early modern period. Depending on the domestic and diplomatic matters confronting them, the Japanese modified the status of Hokkaido and their policy towards it. For example, to secure their borders with Russia, the Japanese introduced penal transportation on the French model in 1881, but the Japanese Ministry of Justice later shifted their legal system to the German model and articles concerning transportation were deleted from the penal code. Nonetheless, the Japanese government continued to send long-term prisoners to Hokkaido, which was reframed as incarceration in a mainland prison.
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Moshak, Grigorii. "The Concept of Inland Navigation Law and Related Issues (Based on the Materials of Germany and Ukraine)." Law and innovations, no. 4 (40) (December 19, 2022): 82–92. http://dx.doi.org/10.37772/2518-1718-2022-4(40)-12.
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Problem setting. The article deals with the concept of inland navigation law and related issues based on the materials of Germany and Ukraine. The relevance of the study of the concept of inland navigation law is due to its importance for science and practice and its lack of research in Ukraine. The methods of analysis and comparison of theoretical concepts and legal norms, as well as the method of socio-economic statistics were used to argue proposals on the topic under study. Analysis of recent researches and publications. The connection between the concepts of inland navigation law and inland waterway is shown. The German-language works of W. Coriot, J.-H. Krumme, T. Wal-dstein, G. Holland. The subject and direction of the research of Ukrainian scientists P.E. Kazansky, A.V. Kulko, A.P. Efymenko, E.A. Samoilenko and G.V. Samoilenko were determined. Target of the research is to contribute to the improvement of the concept of inland navigation law. Article’s main body. The research was carried out in several stages: from a large number of sources, only those classified as essential by the Institute of Transport and Traffic Law of the University of Mannheim (Germany), one of the most authoritative specialized institutions in Europe, were selected and analyzed; then the commenting on the German law on private law relations of inland shipping and other sources, translated by us into Ukrainian, was completed; in conclusion, the results obtained in Ukraine are compared with the data of German authors. The study showed that the concept of «inland navigation law» is closely related to the definition of the terms inland navigation and inland waterway. The current legislation of Ukraine and the law do not provide an unambiguous formulation of the concept of inland shipping. The assumption that shipping is called inland because it uses inland waterways only partially captures the point. Inland waterways are actually used mainly by inland water transport, the activity of which is regulated by the law of inland navigation. Sea routes mostly serve maritime navigation, which is regulated by maritime law. However, the division of shipping into sea and inland based on the specified criterion (characteristics of the routes used) does not agree with the norms of domestic law and the conclusions of foreign studies. Conclusions and prospects for the development. The results of the study allowed to formulate the concept of inland navigation law as a set of mainly private law norms that regulate relations in the field of navigable use of inland waterways. The analysis of the theoretical and normative bases of the concept of inland waterway and indicators of the level of socioeconomic development of Ukraine and Germany, which affect the state and development of the concepts and norms of inland navigation law, is carried out. The volume of possible increase of cargo transportation, which can stimulate the development of the main issues of inland navigation law, is shown. It is proposed to apply the advanced German experience and temporary solution of the problem of deficiency of normative acts in the field of inland water transport of Ukraine.
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Agapova, A. V. "Development of the single window mechanism in the EAEU countries based on the analysis of foreign experience." International Trade and Trade Policy 7, no. 3 (October 14, 2021): 149–62. http://dx.doi.org/10.21686/2410-7395-2021-3-149-162.
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In order to develop the "single window" mechanism in Russia, the article analyzes the foreign experience of its application. The analysis of foreign experience in the development and implementation of the "single window" mechanism has shown that the simplification of the customs control procedure not only in the EAEU, but also in many countries of the world, indicates the effectiveness of such a mechanism in terms of documentary control over goods and vehicles of international transportation. It is established that all authorized state regulatory bodies of foreign countries use a single platform for obtaining and processing data on goods and participants of foreign economic activity, which allows linking the work of such state bodies into an integrated system. Such platforms are DAKOSY (Germany), PortNet (Finland), UNI-PASS (Republic of Korea), TradeXchange (Singapore) and ORBUS (Senegal). It was noted that the introduction of the "single window" mechanism in all foreign countries was carried out in stages. In addition, significant funding was allocated from the public-private partnership to create such a mechanism. The problems hindering the development of the "single window" mechanism in the EAEU are identified. The directions of development of the "single window" mechanism are developed taking into account foreign experience. In particular, a model of information interaction within the framework of the "single window" of the Russian Federation is proposed.
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Agapova, A. V. "Development of the single window mechanism in the EAEU countries based on the analysis of foreign experience." International Trade and Trade Policy 7, no. 3 (October 14, 2021): 149–62. http://dx.doi.org/10.21686/2410-7395-2021-3-149-162.
Full textAbstract:
In order to develop the "single window" mechanism in Russia, the article analyzes the foreign experience of its application. The analysis of foreign experience in the development and implementation of the "single window" mechanism has shown that the simplification of the customs control procedure not only in the EAEU, but also in many countries of the world, indicates the effectiveness of such a mechanism in terms of documentary control over goods and vehicles of international transportation. It is established that all authorized state regulatory bodies of foreign countries use a single platform for obtaining and processing data on goods and participants of foreign economic activity, which allows linking the work of such state bodies into an integrated system. Such platforms are DAKOSY (Germany), PortNet (Finland), UNI-PASS (Republic of Korea), TradeXchange (Singapore) and ORBUS (Senegal). It was noted that the introduction of the "single window" mechanism in all foreign countries was carried out in stages. In addition, significant funding was allocated from the public-private partnership to create such a mechanism. The problems hindering the development of the "single window" mechanism in the EAEU are identified. The directions of development of the "single window" mechanism are developed taking into account foreign experience. In particular, a model of information interaction within the framework of the "single window" of the Russian Federation is proposed.
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Hackbarth, André, and Reinhard Madlener. "Willingness-to-pay for alternative fuel vehicle characteristics: A stated choice study for Germany." Transportation Research Part A: Policy and Practice 85 (March 2016): 89–111. http://dx.doi.org/10.1016/j.tra.2015.12.005.
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Prevedouros, Panos D. "Origin-Specific Visitor Demand Forecasting at Honolulu International Airport." Transportation Research Record: Journal of the Transportation Research Board 1600, no. 1 (January 1997): 18–27. http://dx.doi.org/10.3141/1600-03.
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The development of a PC-based and easy-to-use-and-update econometric model system for forecasting arrivals at the Honolulu International Airport is presented. A model system instead of a single model was designed so that differential growth rates from various origins as well as arrivals affected by curfews at the origin or the destination, or both, can be estimated. The airport system of the state facilitates the only mode of transportation into and out of Hawaii. Planning based on reliable demand forecasts is therefore essential. Separate models of arrivals from Australia and New Zealand, Canada, Germany, Korea, and the United Kingdom were specified and estimated using the Cochrane-Orcutt regression method. Several diagnostic tests were employed to arrive at the final models, as problems of correlation (over time) and collinearity (among variables) were present. Independent variables include the gross domestic product, population, monetary exchange rate, and unemployment rate of the origin countries. Historical values for the independent variables were taken from the publications of international organizations. Variables for wars that tend to affect flying security and natural disasters in Hawaii that affect the supply of tourist accommodations were included in the model specifications.
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Lahnaoui, Amin, Christina Wulf, and Didier Dalmazzone. "Optimization of Hydrogen Cost and Transport Technology in France and Germany for Various Production and Demand Scenarios." Energies 14, no. 3 (January 31, 2021): 744. http://dx.doi.org/10.3390/en14030744.
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Green hydrogen for mobility represents an alternative to conventional fuel to decarbonize the transportation sector. Nevertheless, the thermodynamic properties make the transport and the storage of this energy carrier at standard conditions inefficient. Therefore, this study deploys a georeferenced optimal transport infrastructure for four base case scenarios in France and Germany that differs by production distribution based on wind power potential and demand capacities for the mobility sector at different penetration shares for 2030 and 2050. The restrained transport network to the road infrastructure allows focusing on the optimum combination of trucks operating at different states of aggregations and storage technologies and its impact on the annual cost and hydrogen flow using linear programming. Furthermore, four other scenarios with production cost investigate the impact of upstream supply chain cost, and eight scenarios with daily transport and storage optimization analyse the modeling method sensitivity. The results show that compressed hydrogen gas at a high presser level around 500 bar was, on average, a better option. However, at an early stage of hydrogen fuel penetration, substituting compressed gas at low to medium pressure levels by liquid organic hydrogen carrier minimizes the transport and storage costs. Finally, in France, hydrogen production matches population distribution, in contrast to Germany, which suffers from supply and demand disparity.
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Scherhag, Knut, Sven Gross, and Manuel Sand. "Adventures on two wheels – Comparative study of motorcycle adventure tourists in Germany, Austria and Switzerland." Zeitschrift für Tourismuswissenschaft 14, no. 3 (November 19, 2022): 303–32. http://dx.doi.org/10.1515/tw-2022-0017.
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Abstract In Western industrialized countries, the use of the motorcycle has changed from a means of transportation to a recreational device. As a result, this form of travel has gained more focus by destinations and specialized travel companies. In this context, the focus on adventure and experience is also increasingly used in customer communication. But there are only few contributions in the scientific literature which deal with motorcycle tourism in principle, a deeper consideration of the adventure character of motorcycle tourism is missing, except for a few travel reports. Based on these considerations, the relationship between adventure tourism and motorcycle vacations is shown and discussed with the help of an empirical study among German, Austrian and Swiss motorcyclists. Motorcycle tourism is a special form of drive tourism, which is connected with motorized tourism as well as with adventure and nature tourism. However, the landscape acts mainly as a backdrop, as the main feature that makes motorcycle tourism special are scenic and winding roads with little traffic. As a result, it can be stated that motorcycle travel can include elements that classify it as a subcategory of adventure tourism. As with other forms of adventure tourism, a distinction can be made here between soft and hard adventures, with the soft variety predominating.
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KUDRYAVTSEVA, Tat'yana Yu, and Evgeniya A. KOZLOVA. "Analysis and forecast for gas demand using the VARMA model." Economic Analysis: Theory and Practice 20, no. 10 (October 29, 2021): 1973–90. http://dx.doi.org/10.24891/ea.20.10.1973.
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Subject. The article assesses the fluctuations in market demand for gas to ensure market flexibility. Objectives. The aim is to develop a methodology for forming an optimal capacity portfolio of oil and gas industry enterprises, taking into account the specifics of the industry to ensure market flexibility, and its testing, on the case of forming a capacity portfolio for three market zones (NCG – Germany, GASPOOL and AVTP – Austria), using the VARMA model. Methods. We employ methods of financial econometrics and statistics. Results. The study reveals the specifics of the state of the European gas market, considers the prerequisites for ensuring flexibility, and unveils the main tools to ensure the required level of flexibility. It also offers and tests an algorithm, based on the VARMA model, for assessing and forecasting gas demand in three market zones. We substantiate the need for determining the degree of interrelation between the indices of complementary trade zones, and consider models enabling to assess interrelationships and modeling of projected prices and demand in the future. Conclusions. The findings may be used for integration of capacities into the capacity generation model, in order to calculate a portfolio of gas transportation and storage capacities, which will allow providing predicted fluctuations in gas demand without risk.
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Syhyda, L. O., and A. M. Tsunenko. "LOGISTIC ACTIVITY OF LUKAS MTC PE: CURRENT STATE AND DIRECTIONS OF FURTHER IMPROVEMENT." Vìsnik Sumsʹkogo deržavnogo unìversitetu, no. 2 (2020): 112–20. http://dx.doi.org/10.21272/1817-9215.2020.2-13.
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In the current conditions problem of logistics is becoming more and more burning for enterprises. The reason is that logistics reflects the willingness of enterprises to adapting and transparency. Accordingly, the purpose of the article is to study the peculiarities of the logistics activities at the Lukas MTC PE. The data presented in the article were obtained using such research methods as analysis, graphical method, and SWOT-analysis. As a result of the research, the literature sources devoted to the problem of supply chain management and its efficiency evaluation at the enterprises were investigated. Using Google trends, we determined the dynamics of the keyword “logistics” search for the period from May 2019 to May 2020. Additionally, based on the Scopus database, we analyzed publications for the keyword “supply chain management”. It showed that the scientists from the United States, Great Britain, India, and Germany make the main contribution in this field, and the chain concept forms the largest cluster of research. Using SWOT-analysis, we identified the strengths and weaknesses of the Lukas MTC PE. It allowed determining further directions of enterprises’ development regarding potential threats. Moreover, we presented the features of the logistics activities of the enterprise in the form of the Ishikawa diagram. It showed the success factors of the Lukas MTC PE logistics activities. In particular, as the main factors, we highlighted its own logistics center, suppliers’ careful selection and control, electronic system 1C WMS in the warehouse, and others. The obtained results allowed to suggest three main directions of the logistics activity improvement. The first is the implementation of the logistics concept "just-in-time", which provides the use of the KANBAN system. The second one is the implementation of the ERP system, and the third is the introduction of SAP Transportation Management (SAP TM). Also, we analyzed potential risks to increase the effectiveness of the proposed improvements implementation. The extreme risks are lack of material, financial, labor resources, and insufficient qualifications of employees in working with new programs. Additionally, risk analysis allowed to develop preventive measures to reduce or eliminate potential risks. Further research aims at studying the peculiarities of Lukas MTC PE interaction with suppliers.
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Van Lund, John A. "High-Load Elastomeric Bridge Bearings." Transportation Research Record: Journal of the Transportation Research Board 1541, no. 1 (January 1996): 8–17. http://dx.doi.org/10.1177/0361198196154100102.
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The use of elastomeric bearings as high-load bridge bearings for steel and concrete bridges is discussed. The Washington State Department of Transportation's (WSDOT's) experience with high-load multirotational bearings and search for simpler, more durable, and more economical high-load bridge bearings are described. The results of a survey of state departments of transportation indicate that bridge designers have been slow to design elastomeric bearings for the higher stresses permitted by AASHTO Method B. High-load steel-reinforced elastomeric bearings are defined as bearings that are designed for a compressive service stress of 11 MPa (AASHTO Method B maximum) to 15 MPa (German maximum). Design criteria for elastomeric bearings are discussed. A recent WSDOT project is presented. In the case study a four-span continuous curved steel plate bridge is designed for a seismic acceleration coefficient of 0.22 g. At the intermediate piers, high-load steel-reinforced elastomeric bearings are designed for a service load of 339 Mg with a compressive stress of 11 MPa (AASHTO Method B). The seismic forces at the piers are reduced by 50 percent when compared with those with fixed pin or spherical bearings. Constructibility issues, quality control, testing requirements, design loads, and costs are presented. Future research needs are identified. In addition to supporting high loads, elastomeric bearings are durable, simple to install, and maintenance-free and can reduce seismic loads at bridge piers. These bearings are an economical alternative to more expensive disc, pot, and spherical bridge bearings.
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Nefedov, Sergey. "On the formation of the phenomenon of the economic lag of Russia in the first half of the 19th century." St Petersburg University Journal of Economic Studies 37, no. 3 (2021): 489–509. http://dx.doi.org/10.21638/spbu05.2021.306.
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The article is devoted to the analysis of the reasons for Russia’s economic lagging behind during the Great Divergence. The author tests the well-known hypotheses that industrial development was hampered by the opposition of the nobility and the cheap labor of serfs. Upon closer examination, these assumptions are not confirmed. The economic lag was primarily due to the lag in railway construction, which in the 19th century was the main driver of the development of heavy industry. The article analyzes the policy in the field of railway construction during the reign of Emperor Nicholas I (1825–1855). It is shown that the formation of this policy took place in a conflict between the emperor and the ministerial bureaucracy, headed by the Minister of Finance, Count Kankrin. While Nicholas I was guided by military-strategic considerations, the ministers proceeded from economic interests. Economic calculations pointed to the unprofitability of railways compared to transportation by waterways. The technical conservatism of the bureaucracy did not allow adequately assessing the prospects for new technology and the possibility of reducing the cost of transportation in the future. The article analyzes the difference between economic policy in Russia and in England, the United States, France and Germany, which led to the lag of Russia. In the West (with the exception of France), economic policy developed spontaneously on the basis of private initiative. The Russian bureaucracy blocked private initiative, it sought to preserve the capital stored in state banks to finance the great power politic. On the other hand, the railroad “mania” in England was accompanied by a speculative boom and the ruin of many railroad companies. For the Russian bureaucracy, this was another argument in favor of refusing to attract private capital. Meanwhile, “mania” promoted the mobilization of capital from small shareholders for railway construction and spurred the development of industry. Another way of using controlled private initiative was possible, which was implemented in France in the “Legrand project”. But the Russian bureaucracy refused to use private initiative, which doomed the country to an economic lag.
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Sebak, Per Kristian. "Constraints and possibilities: Scandinavian shipping companies and transmigration, 1898–1914." International Journal of Maritime History 27, no. 4 (November 2015): 755–73. http://dx.doi.org/10.1177/0843871415610293.
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In the early twentieth century, transatlantic migration peaked. Transmigrants, i.e. migrants who travelled through third countries on the way to their destination, comprised more than half of all emigrants departing from German, Belgian, Dutch and British ports which together were the most important. The most important countries of origin were Russia and Austria-Hungary, in addition to Italy. Because of this, shipping companies had to deal with networks and manage a transport system extending far beyond their traditional sphere of economic interest. In the process, the companies became ever more dependent on influencing state actors in Europe as well as in North America to keep their long-established business structures going. In many ways, the transatlantic passenger business between the 1890s and 1914 should therefore be viewed more as a transmigrant business rather than an emigrant business, which is the most common understanding of this massive human movement. The article focuses on the transmigration phenomenon from the point of view of three very different shipping companies/initiatives in Norway, Sweden and Denmark respectively. Norway and Sweden had among the highest rates of transatlantic migration, and Norway had the third largest merchant fleet in the word by the turn of the twentieth century. Yet only Denmark provided a direct transatlantic service throughout the most important period for transatlantic migration. What possibilities were there for these three countries to engage in the transatlantic passenger business and what constrained their efforts? By concentrating on the transmigration phenomenon and three countries with differing points of departure, the article provides a deeper understanding of the mechanisms and dynamics involved in shaping the transatlantic passenger business, of how the business worked, and of how the companies could influence the flow and pattern of migratory movements between Europe and North America.
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Otte, Dietmar, and Carl Haasper. "Effectiveness of the helmet for bicyclists on injury reduction in German road accident situations – state of affairs on GIDAS." International Journal of Crashworthiness 15, no. 2 (June 28, 2010): 211–21. http://dx.doi.org/10.1080/13588260903102484.
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Ustyugova, O. A. "Salt Market of the Russian Far East in the Conditions of Import Dependency (1900–1914): Features of Functioning." Modern History of Russia 12, no. 2 (2022): 345–57. http://dx.doi.org/10.21638/11701/spbu24.2022.205.
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The article examines the state of the salt market in the Russian Far East at the beginning of the 20th century under conditions of dependence on imports, characterizing the quality, prices and volume of salt supplies. Under the high demand for table salt as a product of prime necessity and raw material for the fishing industry, the salt market of the Far East was entirely dependent on imports. While the import of foreign salt to Russia was decreasing, in the Far East it was showing stable growth. The development of the fishing industry in the 1890s stimulated the growth of salt consumption, which local production could not satisfy. Import dependency, which vividly showed up during the Russian-Japanese War, worried both the authorities and entrepreneurs. After the final cancellation of the porto-franco in 1909, salt became a duty-free commodity, which facilitated the access of foreign product to the region. The system of salt supply for the local market by foreign companies, which was formed in the second half of the 19th century, retained its importance. The matter of organizing the supply of the Russian Far East with salt of domestic production was unsettled. The import of salt from the Crimea and the Irkutsk Salt Plant was unprofitable because of the high cost of transportation. During the First World War the region’s dependence on the import of foreign salt remained. Before the war, the main amount of salt for the population and the fishing industry came from Germany, but after the war began, Japan, China and Port Said became the main suppliers.
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Gutnyk, Maryna, and Krystian Chrzan. "BECKMANN'S FAMILY CONTRIBUTION TO THE DEVELOPMENT OF EUROPEAN MOTOR TRANSPORT AT THE BEGINNING OF XX CENTURY." Journal of Ukrainian History, no. 39 (2019): 136–41. http://dx.doi.org/10.17721/2522-4611.2019.39.17.
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he formation of the automotive industry in Europe in the early twentieth century was considered. The data about car development in Great Britain, France and Germany is given. It was shown how the automobile racing influenced on the development of cars, in particular the transition from cars creation with a steam engine to cars creation with an internal combustion engine. More and more people became interested in this type of transportation. It was shown that at that time in Europe there were many workshops where cars were developed by scientists-innovators. Among such pioneers of the car industry is to Beckman's family. The activity of this family starting from Paul Beckman to his son Otto Jr. and even his daughter Ilse is presented. To date, it is extremely limited information about Beckmann's family contribution to the automotive industry in Europe. It was Paul Beckmann who started constructing cars in Wroclaw. At the factory which was founded by his father the production of both as small cars and as trucks and even sports was organized. It is noted that before the beginning of the World War I the most efficient cars developed a speed of up to 95 km/h. Beckmann's family cars became prize-winners of the international competitions of that time. It is stated that Paul Beckman can be considered the initiator of a safety belt. His cars were equipped with special leather straps. It should be noted that the company successfully developed and had a dealer network in Germany, Poland and Russia. During the interwar period, the company collapsed and was bought by a larger brand. However, Otto Jr., son of Paul Beckman, continued to take care of a family business. Today there is only one car with the mark of the Wroclaw car factory.
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Kettle, Anthony J. "Storm Anatol over Europe in December 1999: impacts on societal and energy infrastructure." Advances in Geosciences 56 (December 23, 2021): 141–53. http://dx.doi.org/10.5194/adgeo-56-141-2021.
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Abstract. Storm Anatol impacted the North Sea and northern Europe on 3–4 December 1999. It brought hurricane force winds to Denmark and northern Germany, and high winds also in Sweden and countries around the Baltic Sea. For many meteorological stations in Denmark, the wind speeds were the highest on record and the storm was ranked as a century event. The storm impacts included extensive forest damage, fatalities, hundreds of injuries, power outages, transportation interruptions, as well as storm surge flooding on the west coast of Denmark. Strongly committed to wind energy, Denmark lost 13 onshore wind turbines destroyed during the storm. An important industry insurer noted that this was a remarkably low number, considering the storm intensity and the large number of turbines (>3500) installed in the country. In 1999, offshore wind energy was just getting started in Europe, and the storm provided an important test of environmental extreme conditions impacting offshore infrastructure. This contribution takes a closer look at the regional met-ocean conditions during the storm. A brief overview is made of the wind field and available wave measurements from the North Sea. An examination is made of water level measurements from around the North Sea to characterize the storm surge and identify possible meteo-tsunamis and infragravity waves. Offshore accidents are briefly discussed to assess if there had been unusual wave strikes on shipping or platforms. At the time of the storm in 1999, there was a growing awareness in the scientific community of possible changes in ambient sea state conditions and the increasing threat of rogue waves. The offshore wind energy community had become aware from the impact of rogue waves from damage at the research platform FINO1 in the southern North Sea during severe storms in 2006, 2007, 2009, and 2013. Storm Anatol may have been another rogue wave storm at an earlier stage of offshore wind energy development.
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Dall'Acqua, P. C., B. C. S. Leao, N. A. S. Rocha-Frigoni, G. B. Nunes, M. Ambrogi, M. I. A. Silva, L. T. Rodrigues, and G. Z. Mingoti. "180 LONG-TERM TRANSPORTATION OF BOVINE OOCYTES WITH MEIOTIC BLOCKERS: EFFECTS ON NUCLEAR MATURATION." Reproduction, Fertility and Development 29, no. 1 (2017): 198. http://dx.doi.org/10.1071/rdv29n1ab180.
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The aim of this study was to assess the blockade and the reversal of meiosis block in bovine oocytes treated with a cyclin-dependent kinase inhibitor (butyrolactone-I; BL) combined or not with a selective inhibitor of epidermal growth factor receptor protein (tyrphostin AG 1478; AG) in a prematuration (PM) culture during oocyte transport. Cumulus-oocyte complexes (n = 4107) were transported in PM medium (TCM-199 with bicarbonate and 0.3% BSA) supplemented with one of the following inhibitors: 50 µM BL; 100 µM BL; 1 µM AG; 50 µM BL + 1 µM AG; or 100 µM BL + 1µM AG. Cumulus-oocyte complexes were transported in well-sealed polystyrene tubes (30 oocytes/tube) containing 200 μL of PM medium covered with mineral oil and gassed with 5% O2, 5% CO2, and 90% N2. The tubes were packed in a portable incubator (Thawing Unit MT 35/42, Minitub, Tiefenbach, Germany) at 38.5°C for 22 h. Afterward, treated oocytes were removed from meiotic inhibitors, transferred to in vitro maturation (IVM) medium (TCM-199 with bicarbonate, 0.5 mg mL−1 of FSH, 100 IU mL−1 of hCG, and 10% FCS), and cultured in a bench-top incubator (Thermo Fisher Scientific, Waltham, MA, USA) under 38.5°C and 5% CO2 in air for 20, 22, 24, or 26 h. The control groups were IVM for 20, 22, 24, or 26 h in IVM medium in the bench-top incubator at 38.5°C and 5% CO2 in air (Control; C) or in the portable incubator under the same conditions used for the treated groups (Transport Control; TC). For meiosis evaluation, oocytes were stained with 1% Hoescht immediately after follicle removal (0 h), at 6 and 22 h of PM, and after 20, 22, 24, and 26 h of IVM, and were classified as immature (germinal vesicle; GV) or mature (metaphase II; MII); intermediate phases of meiosis (GV breakdown, metaphase I, anaphase I, or telophase I) were not demonstrated in this study. Data were analysed by ANOVA followed by Tukey’s test (P < 0.05) and are presented as mean ± standard error of the mean. The GV rates after 6 h of transport did not differ (P > 0.05) between 0-h oocytes (88.6 ± 2.3%) and the treated groups (70.3 ± 1.9% to 79.3 ± 2.2%); although GV rates of C (49.5 ± 2.4%) and TC (49.5 ± 2.4%) groups differed (P < 0.05) from 0-h oocytes, they did not differ from treated oocytes with the exception of the 1 µM AG group (79.3 ± 2.2%), which differed from TC (P < 0.05). After 22 h of transport, the GV rates of treated oocytes (50.3 ± 5.5 to 70.3 ± 6.6%) did not differ (P > 0.05) from 0-h oocytes (88.6 ± 2.3%) and were higher (P < 0.05) than C (4.6 ± 2.8%) and TC (8.3 ± 4.5%) that had the highest MII rates (68.4 ± 5.3 and 75.5 ± 2.0%, respectively, for C and TC) compared with the other groups (0 to 13.2 ± 10.2%). After meiotic inhibitors removal and IVM, meiosis block was fully reversed and there were no differences (P > 0.05) in the rates of MII between treated oocytes and C and TC groups after 20 (56.6%, averaged), 22 (57.7%, averaged), 24 (66.2%, averaged), or 26 h of IVM (57.0%, averaged). In conclusion, the meiotic inhibitors were effective in maintaining the majority of treated oocytes in GV stage after 22 h of transport and the inhibitory effect was fully reverted after its removal. Research was supported by FAPESP and CAPES.
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Kirschner, Franziska. "Parking and competition for space in urban neighborhoods: Residents’ perceptions of traffic and parking-related conflicts." Journal of Transport and Land Use 14, no. 1 (June 8, 2021): 603–23. http://dx.doi.org/10.5198/jtlu.2021.1870.
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The infrastructure for parking and parked cars themselves (e.g., parked cars blocking bike lanes and sidewalks or the visibility range) can lead to conflicts for pedestrians and cyclists. The perception of conflicts could discourage walking and cycling in neighborhoods and undermine municipalities’ efforts to provide more sustainable urban mobility. The aim of this study was therefore to analyze the effect of on-street car parking in urban neighborhoods on perceived parking and traffic-related conflicts. In addition, it examines in what way the intention to reduce one’s car use influences the perception of the conflicts (Stage Model of Self-Regulated Behavior Change (SSBC)). A household survey was conducted in the inner-city neighborhood of Frankfurt-Bornheim, Germany (N=1027). The residents most often observed the conflicts in which parked cars impeded walking and cycling as well as situations in which pedestrians felt threatened by cyclists biking on the sidewalk. Results from multiple linear regression models revealed that the influencing factors for the perception of conflicts were the use of different means of transportation and the intention to change one’s behavior (SSBC model) to reduce car use rather than car ownership. In addition, a resident’s age and household structure seemed to affect awareness of conflicts in which pedestrians and cyclists were involved. The results suggest a group-serving bias, meaning that the residents mostly observed those conflicts that they did not cause. A separate infrastructure for pedestrians and cyclists could help prevent most of the conflicts described in this study.
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AKYURT, Hakan. "TOURISTIC DEMAND PROBLEM OF TURKISH REPUBLICS IN TURKISH TOURISM: SOLUTION SUGGESTIONS BY AHP METHOD." SOCIAL SCIENCE DEVELOPMENT JOURNAL 7, no. 31 (May 15, 2022): 1–13. http://dx.doi.org/10.31567/ssd.616.
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Although Turkey has important values in terms of tourism, countries such as Russia, Germany, Iran and Ukraine account for a significant portion of tourism demand. However, the Turkish republics, which are an important market, do not have an important place in terms of tourist demand. The main purpose of the study is to reveal the reasons for the low tourism demand from the Turkic Republics. It is important to mutually increase the revenues obtained from tourism between Turkey and the Turkic Republics. In order to reveal the reasons for the low number of tourists from the Turkic Republics, a survey was conducted with 12 hotel managers from Tajikistan, Kazakhstan, Azerbaijan, Turkmenistan, Kyrgyzstan and Uzbekistan via e-mail. However, the same survey was conducted face-to-face with two general hotel managers to get the opinions of Turkish hotel managers. As a research method, the method of analysis of hierarchy (AHP) was used, which is one of the most effective methods for determining and presenting expert opinions. In the findings analyzed with the Ahp method, it is stated that the main problem in low demand is "promotion". However, in order of priority, other problems were determined as income status, price, information before travel, transportation, physical distance, tourism centers, bias and service quality. Keywords: Tourism, Tourism in Turkey, Tourism demand, Turk republics, Ahp.
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Klösch, Christian. "The Great Auto Theft." Journal of Transport History 34, no. 2 (December 2013): 140–61. http://dx.doi.org/10.7227/tjth.34.2.4.
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In March 1938 the National Socialists seized power in Austria. One of their first measures against the Jewish population was to confiscate their vehicles. In Vienna alone, a fifth of all cars were stolen from their legal owners, the greatest auto theft in Austrian history. Many benefited from the confiscations: the local population, the Nazi Party, the state and the army. Car confiscation was the first step to the ban on mobility for Jews in the German Reich. Some vehicles that survived World War II were given back to the families of the original owners. The research uses a new online database on Nazi vehicle seizures.
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Nguyen, Hoanh. "Fast Traffic Sign Detection Approach Based on Lightweight Network and Multilayer Proposal Network." Journal of Sensors 2020 (June 19, 2020): 1–13. http://dx.doi.org/10.1155/2020/8844348.
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Vision-based traffic sign detection plays a crucial role in intelligent transportation systems. Recently, many approaches based on deep learning for traffic sign detection have been proposed and showed better performance compared with traditional approaches. However, due to difficult conditions in driving environment and the size of traffic signs in traffic scene images, the performance of deep learning-based methods on small traffic sign detection is still limited. In addition, the inference speed of current state-of-the-art approaches on traffic sign detection is still slow. This paper proposes a deep learning-based approach to improve the performance of small traffic sign detection in driving environments. First, a lightweight and efficient architecture is adopted as the base network to address the issue of the inference speed. To enhance the performance on small traffic sign detection, a deconvolution module is adopted to generate an enhanced feature map by aggregating a lower-level feature map with a higher-level feature map. Then, two improved region proposal networks are used to generate proposals from the highest-level feature map and the enhanced feature map. The proposed improved region proposal network is designed for fast and accuracy proposal generation. In the experiments, the German Traffic Sign Detection Benchmark dataset is used to evaluate the effectiveness of each enhanced module, and the Tsinghua-Tencent 100K dataset is used to compare the effectiveness of the proposed approach with other state-of-the-art approaches on traffic sign detection. Experimental results on Tsinghua-Tencent 100K dataset show that the proposed approach achieves competitive performance compared with current state-of-the-art approaches on traffic sign detection while being faster and simpler.
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Zolotnitskiy, A. "Reformation of Railway Transportation Germany." World Economy and International Relations, no. 5 (2008): 75–81. http://dx.doi.org/10.20542/0131-2227-2008-5-75-81.
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Baron, Paul. "Transportation in Germany: A historical overview." Transportation Research Part A: Policy and Practice 29, no. 1 (January 1995): 9–20. http://dx.doi.org/10.1016/0965-8564(94)00026-7.
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Моторова, Надежда Сергеевна. "Food supply in the unoccupied territory of Belarus during the First World War." Journal of the Belarusian State University. History, no. 3 (August 1, 2022): 5–14. http://dx.doi.org/10.33581/2520-6338-2022-3-5-14.
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The article deals with the problem of organising food supply for the civilian population of unoccupied Belarusian provinces during the First World War. It is noted that in 1914 traditional method of price regulation through the issuance of rates was used to resolve it. Starting from 1915, food committees and commissions began to be created in the structure of the local self-government institutions to prevent shortage of goods and speculative trade. They were entrusted with the organisation of the purchase of food and its distribution, the maintenance of food warehouses and the development of rates. To provide financial support for their activities, there were used funds from local budgets and credits received from banks under the guarantees of the treasury or from government institutions. However, local authorities could not solve the problem of food supply for the civilian population effectively due to the lack of a unified concept of food policy at the state level and the lack of coordination between the actions of central departments. To the greatest extent, it manifested itself in the organisation of food supplies from the central regions of the Russian Empire to the front-line provinces. The Ministry of Agriculture of the Russian Empire, when determining the supply areas, did not coordinate the transportation plan with the War Ministry of the Russian Empire, which controlled the railways. The department also faced opposition from the Ministry of the Interior of the Russian Empire. It contributed food shortages, speculation and rising prices. As a result in late 1916 – early 1917 in the Belarusian provinces, not occupied by German troops, the food crisis worsened and turned into one of the main factors of destabilisation of the internal situation, which led to the February Revolution and a change in the state system.
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Hayduchok, I. G., V. O. Shapovalova, K. E. Ishcheikin, V. V. Chopyak, V. V. Shapovalov (Jr.), and V. V. Shapovalov. "PHARMACOECONOMIC APPROACHES FOR PHARMACOTHERAPY OF RHEUMATOID ARTHRITIS." Likarska sprava, no. 1-2 (May 25, 2021): 70–79. http://dx.doi.org/10.31640/jvd.1-2.2021(11).
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Introduction. With the spread of the coronavirus pandemic, the role of pharmacotherapy of rheumatoid arthritis (RA) among patients with dual health disorders and in patients with systemic diseases is growing. This article is devoted to pharmacoeconomic for the pharmacotherapy of RA based on ABC/VEN analysis. Materials and methods. International and national medical and technological documents on standardization of medical care of RA, as well as scientific sources were used for regulatory, documentary and pharmacoeconomic analysis. ABC analysis was performed as a tool to study the cost of purchasing drugs. VEN analysis was performed to classify drugs into categories V, E and N on the principles of evidence-based medicine, forensic pharmacy, evidence-based pharmacy. Results. On the first stage of the research was conducted clinical and pharmacological analysis, the next stages - marketing and pharmacoeconomic analysis. Based on the ABC/VEN analysis, a matrix of the consolidated ABC/VEN analysis was developed. Discussion. The largest share (66.7 %) falls on the ATC classification code L "Antineoplastic and immunomodulatory agents". According to the results of marketing analysis tablets occupy 50 % of doctors' appointments; 75 % of the studied drugs have an unlimited validity of registration certificates. Ranking of country of origin of manufacturers of studied drugs: Germany – 37.6 %. Category A included five drugs’ INN (Mycophenolic acid, Azathioprine, Cyclophosphamide, Methotrexate, Ciclosporine), the cost of one dose is 5241.1 UAH, which is 78.12 % of the total cost of treatment for a patient with RA. It was found that six drugs INN (Methotrexate, Sulfasalazine, Hydroxychloroquine, Azathioprine, Ciclosporine, Cyclophosphamide) belong to category V (Vital). Conclusion. The introduction of information about pharmacoeconomic for pharmacotherapy of RA in the activities of health care institutions will ensure proper organization of the order of drug circulation at the stages of prescribing, prescribing, storage, accounting, quality control, transportation, release, destruction, licensing in accordance with current medical and pharmaceutical legislation.
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Genter, Robert. "Constructing a Plan for Survival: Scientology as Cold War Psychology." Religion and American Culture: A Journal of Interpretation 27, no. 2 (2017): 159–90. http://dx.doi.org/10.1525/rac.2017.27.2.159.
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AbstractDeveloped in the early 1950s by science fiction writer L. Ron Hubbard, Scientology was part of the larger postwar therapeutic culture that blended religion and psychology in a search for mental well-being. Unlike contemporaneous self-help gurus such as Norman Vincent Peale and Harry Overstreet, however, Hubbard painted a much bleaker portrait of modern life, one rife with forces of psychological and social control. Railing against communists, homosexuals, and feminists as well as against the decay of the family and the rise of the welfare state, Hubbard argued that Americans suffered from a waning sense of ontological security, living in a world that provided no support for self-identity. Hubbard refused, however, to shrink from such changes and lapse into nostalgia for a pre-modern, pre-technological world like Peale and others did; instead, he offered a way for individuals to appropriate the dynamism of modernity for themselves. As advanced industrialization erased distances between societies, revolutionized transportation, and computerized information systems, Hubbard reimagined the self as spiritual being possessing precisely those powers to manipulate time and space and to remake the world at large. Borrowing freely from Eastern religious ideas, cybernetic theory, and German idealism, Hubbard produced a philosophy that was staunchly libertarian, spiritual, and future-oriented, one that tapped into Cold War fears about psychological manipulation and waning personal autonomy and into dreams about the immanent power of human beings.
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Mashkantseva, Svetlana. "Formation and features of functioning of regional transport and logistic centers." Actual problems of innovative economy, no. 3 (May 30, 2019): 33–37. http://dx.doi.org/10.36887/2524-0455-2019-3-5.
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The special purpose of the transport and logistics centers of the regions, which provide the needs for logistics services, play a coordinating and integrating role in the transport and logistics system and transportation of goods, necessitates the study of their formation issues, operation and development. The purpose of the article is to study the principles, regional peculiarities of the formation and functioning of transport and logistics centers in the appropriate system, taking into account the foreign experience of such structures. Results. It has been determined that the highest economic efficiency is ensured by integrated logistics services, in which the centers simultaneously provide a different range of logistics services with reducing the cost of shipping. The de-velopment of transport and logistics centers in Europe is carried out under the considerable influence of the state, which allows to obtain relevant competitive advantages. The foreign experience of functioning of transport and logistics centers is considered, where rail, road, water and air modes of transport are combined. The features of the German model of construc-tion of logistics centers are considered, where public and private investments are effectively interacting, and the state is di-rectly involved in all phases of project implementation. The differences of the French model are considered, where the man-agement will be carried out exclusively by private investors, and the role of the state is reduced to granting permits in ac-cordance with the goals of local and regional planning. The characteristic of the construction system and structure of logis-tics hub in Europe is given. The units that should be included in the standard transport and logistics center are highlighted. Requirements for creation of transport and logistics center of the region and principles of its functioning are outlined. The main source of financial support should be revenues from the state and local self-government. The effective functioning of the centers is carried out by providing the conditions for optimizing the management of information flows and harmonizing the economic interests of all participants. The advantages of creating a network of centers are zones formation of optimal service to the regions, the functioning of common border transport zones with a single communication infrastructure and preferen-tial treatment. Keywords: transport and logistics centers, transport industry, region, transport and logistics system, logistics hub.
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AGIRBOV, YU I., M. A. ROMANYUK, and G. K. ZHANCHAROVA. "RUSSIA AND OTHER COUNTRIES IN THE GLOBAL FRUIT AND BERRY MARKET." Izvestiâ Timirâzevskoj selʹskohozâjstvennoj akademii, no. 6 (2021): 129–47. http://dx.doi.org/10.26897/0021-342x-2021-6-129-147.
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Among other countries of the world, Russia is one of the crucial subjects of the world market for fruit and berry produce. The objects of this market are numerous types of fruits, berries, and nuts. Most of them have been known to man since ancient times and have been in international trade since the first civilizations. The kiwi, for example, was cultivated relatively recently and did not appear on the world market until the second half of the 20th century. The development of technologies for the production, storage, processing, and transportation of fruit and berry produce and foreign economic liberalization increased both global gross harvests of fruits, berries and nuts, and the corresponding parameters of their export and import. These trends have significantly intensified in the last thirty years. By the Food and Agriculture Organization of the United Nations’ statistics (FAO) of 1992–2019, the authors analyzed the changed volumes of production, export, and import of fruit and berry produce in the world as a whole, as well as in individual leading countries. A change in the positions of some countries, including Russia, was revealed in the global rankings on gross harvest, exports, and imports. Although in 2019, our country ranked only the 31st in the world in terms of fruit and berry production, Russia is one of the world’s largest importers of fruits, berries, and nuts. For example, in 2003–2014 it followed the USA and Germany by this indicator. In 2014–2018 it was the fourth country. In 2019, Russia moved to fifth place in this rating of the leading importers of fruit and berry produce. In 2020, FAO declared 2021 the International Year of Fruits and Vegetables. In this regard, the stated problem of identifying our country’s place in the world market for fruit and berry produce is very relevant both from the point of view of its participation in global production volumes and the parameters of international trade in these types of goods.
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Domaradzki, Jarosław. "Congruence between Physical Activity Patterns and Dietary Patterns Inferred from Analysis of Sex Differences in Lifestyle Behaviors of Late Adolescents from Poland: Cophylogenetic Approach." Nutrients 15, no. 3 (January 24, 2023): 608. http://dx.doi.org/10.3390/nu15030608.
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Global trends toward physical inactivity and the replacement of healthy dietary behaviors with unhealthy food consumption, particularly in late adolescence, were commonly observed. Thus, the aim of this work was twofold: (1) to examine congruence between PAPs and DPs by identifying sex differences in healthy and unhealthy behaviors and (2) to assess the explanation behind why certain participants were classified into clusters using BMI and fat mass covariates. Late adolescents (19–21 years of age, n = 107) were selected to study. PAPs and DPs were assessed with questionnaires (IPAQ, QEB) and body height, weight, and fat mass percentage were self-reported (the accuracy and reliability of self-reported data were empirically verified). A cophylogenetic approach with several clustering procedures (heatmaps and tanglegrams) was the way to solve the stated problems. Results showed that students achieved the minimal level of physical activity, lower than students from other regions in Poland, Czech Republic, or Germany. There was congruence between PAPs and DPs in some males’ and females’ behaviors. Significant similarities in sex patterns of behaviors were revealed (Mantel tests–PAPs: r = 0.70, p < 0.001; DPs: r = 0.84, p < 0.001). Similarities in PAPs were related to transportation cycling and school/work activities behaviors. Non-healthy triads in dietary behaviors were found: fast-food, sweetened beverages, and alcoholic drinks in the first, and sweets, fried meals, and yellow cheese in the second. One healthy diad was revealed: vegetables and fruits. Only females’ dietary behaviors were reflected in body mass index (F = 3.19, p = 0.049), percentage of body fat (F = 3.87, p = 0.027), and fat mass index (F = 3.83, p = 0.028). The usefulness of the cophenetic approach in patterns study was verified. Sex similarities and specific disparities could help preparing targeted tailored intervention programs that improve healthy habits in late adolescents. This is especially important in relation to females, who more strongly reflected dietary behaviors in body composition.