摘要 :
All Member States of the European Union have to contribute to the development of Trans-European Networks (TEN). This has been determined in the EU Treaty. National networks should be developed into one European network, supported ...
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All Member States of the European Union have to contribute to the development of Trans-European Networks (TEN). This has been determined in the EU Treaty. National networks should be developed into one European network, supported by the TEN policy. For transport this policy has been laid down in Regulation (EU) No. 1315/20131 for the Trans-European transport network.This paper will show the criteria to determine if and when sections of TEN-T network meet the requirements of the TEN-T Regulation with present policies. In the paper we will also address the process that has been ongoing since the beginning of 2014 in which member states, the Commission, consultants and different advisory boards have participated.In this paper we deal with the opportunities and risk for member states and possible ways of enforcement to attain the goal of completion of the TEN-T.The requirements across the EU, especially with regard to the core network, contribute to the quality of the transport infrastructure in the EU reaching a higher level. Modern, more efficient hinterland connections are important to the European economy. Furthermore the requirements aim at a higher percentage of sustainable transport.It is also important that requirements are set for the comprehensive network in the long term. Because 2050 is set so far in the future, the risk is that not much progress will be made in that direction in the coming decennium. With differences in infrastructure planning schemes within the EU this risk is imminent.On the one hand the Regulation offers Member States flexibility for implementation. On the other hand there is a risk that this will result in a system that is not interoperable. It is important to keep an eye on how EU countries deal with the requirements set by the Regulation on one and the same corridor. If infrastructure is not adapted to the requirements set by the Regulation, or not adapted in time, the European Commission can start up a procedure against Member States that can lead to a European Court case and to a conviction.Finally, it is important to note that the network is not defined for all eternity. Adaptations are possible if, based on Eurostat, it appears that the required volumes have not been reached after a number of years. An evaluation will take place of the core network taking into consideration national implementation plans and future extensions.For each corridor a Final report in the form of a work plan was produced In the process with the member states that covered the whole year of 2014. The Final Report provides a summary of the results of the Corridor Analysis with the characteristics of multimodal transport infrastructure as well as the market-related transport flows, the corridor development objectives and the implementation schedule. It also comprises all project information provided and coordinated with the Member States. It provides a profound analysis of the projects regarding scope of measures, maturity/status of work as well as costs and funding.
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This paper analyzes the problems of digital and physical integration of the road infrastructure Trans-European Networks Transport (TEN-T) in Southeast Europe and the challenges in its implementation. The specificity of the TEN-T n...
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This paper analyzes the problems of digital and physical integration of the road infrastructure Trans-European Networks Transport (TEN-T) in Southeast Europe and the challenges in its implementation. The specificity of the TEN-T network in Southeast Europe is that it connects EU member states (Croatia, Romania, Bulgaria, Greece) and Western Balkans countries that are not members of the EU (Bosnia and Herzegovina, Serbia, Montenegro, North Macedonia, Kosovo and Albania). The EU member states of Southeast Europe have completed the physical connection of the road infrastructure of the TEN-T network and are implementing the digitization of transport processes by developing intelligent transport systems (ITS) based on a single European framework ITS architecture by implementing the EU Directives and the ITS development action plan. The challenges of physical and digital integration of the TEN-T network of Southeast Europe are reflected in the digital connection of the transport systems of EU member states that have implemented a large number of ITS services based on the European FRAME ITS architecture and the European regulatory framework and standards for the development of ITS with the transport systems of countries of the Western Balkans, which are in the initial phase of ITS development and do not have a regulatory and technical framework for the implementation of ITS harmonized with the EU. The integration of isolated ITS services on the TEN-T network of the Western Balkan countries into a single national ITS system will bring new challenges in terms of their physical and logical upgrading and their harmonization with the regulatory framework and technical standards of the EU. The countries of the Western Balkans face the challenges of developing national ITS architectures, which should be based on the European FRAME ITS architecture to achieve interoperability of ITS services and enable access to the European market of ITS services and equipment. This paper aims to look at the challenges of physical and digital integration of the TEN-T network of South-Eastern European countries and to propose a possible scenario for solving them.
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Objective To explore the correlation of mutation landscape with clinical outcomes in patients with peripheral T-cell lymphoma (PTCL). Methods We retrospectively analyzed the clinicopathological and prognosis data of 53 patients wi...
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Objective To explore the correlation of mutation landscape with clinical outcomes in patients with peripheral T-cell lymphoma (PTCL). Methods We retrospectively analyzed the clinicopathological and prognosis data of 53 patients with PTCL from November 2011 to December 2017. Targeted next-generation sequencing of a 659-gene panel was performed for tissues from 53 patients with PTCLs. The correlation of mutation landscape with clinical outcomes was analyzed. Results TET2 was the most frequently mutated gene (64%), followed by RHOA (43%), PCLO (23%), DNMT3A (19%), IDH2 (17%), PIEZO1 (17%) and TP53 (15%). When mutated genes were categorized into functional groups, the most common mutations were those involved in epigenetic/chromatin modification (75%), T-cell activation (74%), and the DNA repair/TP53 pathway (64%). TET2/TP53 mutations were significantly associated with positive B symptoms ( P ?=?0.045), and elevated lactate dehydrogenase (LDH) level ( P ?=?0.011). Moreover, TET2/TP53 mutation was a risk factor for PTCL patient survival (HR 3.574, 95% CI 1.069???11.941, P ?=?0.039). The occurrence of JAK/STAT pathway mutations in angioimmunoblastic T-cell lymphoma (AITL) patients conferred a worse progression-free survival (HR 2.366, 95% CI 0.9130–6.129, P ?=?0.0334). Conclusions Heterogeneous gene mutations occur in PTCL, some of which have a negative impact on the survival outcome.
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Verkürzte Produktlebenszyklen und eine hohe Variantenvielfalt führen dazu, dass Arbeitspersonen häufig mit neuen oder veränderten Arbeitsaufgaben betraut werden und entsprechend angelernt werden müssen. Als Hilfsmittel zur An...
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Verkürzte Produktlebenszyklen und eine hohe Variantenvielfalt führen dazu, dass Arbeitspersonen häufig mit neuen oder veränderten Arbeitsaufgaben betraut werden und entsprechend angelernt werden müssen. Als Hilfsmittel zur Anlernung können verschiedene Arten von Arbeitsplänen eingesetzt werden, deren Gestaltung die Anlernung beein-flusst. Vor diesem Hintergrund wurde anhand einer Laboruntersuchung der Einfluss von vier unterschiedlich gestalteten Arbeitsplänen auf die Anlernung einer sensumotorischen Arbeitsaufgabe analysiert. Die Ergebnisse belegen für Versuchspersonen mit und ohne ingenieurwissenschaftliche Vorkenntnisse signifikante Unterschiede zwischen den Arbeitsplänen hinsichtlich der Ausführungszeit und der menschlichen Zuverlässigkeit sowie der subjektiv erlebten mentalen Beanspruchung. Die kurzfristige Berücksichtigung veränderter Kundenwünsche ist ein wesentlicher Erfolgsfaktor für Unternehmen, die in wettbewerbsintensiven Märkten agieren. Dementsprechend häufig sind in diesen Unternehmen Entscheidungen über die Herstellung neuer oder veränderter Produkte zu treffen. Diese Entscheidungen erfordern eine valide Kosten- und Zeitkalkulation. In diesem Zusammenhang können falsche Prognosen der Anlernzeit zu geringer Termintreue und Wettbewerbsnachteilen führen.
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Telomeres must be capped to preserve chromosomal stability. The conserved Stn1 and Ten1 proteins are required for proper capping of the telomere, although the mechanistic details of how they contribute to telomere maintenance are ...
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Telomeres must be capped to preserve chromosomal stability. The conserved Stn1 and Ten1 proteins are required for proper capping of the telomere, although the mechanistic details of how they contribute to telomere maintenance are unclear. Here, we report the crystal structures of the C-terminal domain of the Saccharo-myces cerevisiae Stn1 and the Schizosaccharomyces pombe Ten1 proteins. These structures reveal striking similarities to corresponding subunits in the replication protein A complex, further supporting an evolutionary link between telomere maintenance proteins and DNA repair complexes. Our structural and in vivo data of Stn1 identify a new domain that has evolved to support a telomere-specific role in chromosome maintenance. These findings endorse a model of an evolutionary conserved mechanism of DNA maintenance that has developed as a result of increased chromosomal structural complexity.
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This paper introduces a methodology for assessing urban accessibility to and from railway stations along TEN-T Core Network Corridors, which was developed within the framework of an EU CEF funded project "RAISE-IT" with the aim to...
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This paper introduces a methodology for assessing urban accessibility to and from railway stations along TEN-T Core Network Corridors, which was developed within the framework of an EU CEF funded project "RAISE-IT" with the aim to offer a simplified but effective way for evaluating the accessibility. The methodology was created in a practical way following the needs of the project partners (i.e. regional and local authorities) that face concrete problems in urban and transport planning. Firstly, it assesses walkability of the urban area within a radius of 800 m from rail stations by evaluating urban design parameters. Secondly, the methodology is characterised by a limited number of disaggregated indicators that gather information on proximity, travel time, costs, etc. for accessing railway stations with different transport modes, i.e. public transport, cycling, sharing mobility, and uses private car accessibility as a baseline for evaluating their performance. The novelty of the methodology lies on two aspects: 1) to recognise the importance of walkability and consider emerging modes of transport such as bike and car sharing; 2) to simplify data collection as the majority of the indicators can be evaluated using online data and tools allowing for their continuous updating and reducing costs. The methodology has been applied to six TEN-T railway nodes along the Rhine-Alpine Corridor and this paper presents results from the case of Dusseldorf. The paper concludes with the assessment of the methodology with considerations on the quantity and availability of required data, its effectiveness, advantages, limitations and transferability.
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This paper highlights the results of the TN-ITS GO project focusing on the deployment and evaluation of data sharing services, set-up by road authorities in 13 EU countries, making (changes of) road attributes on the TEN-T network...
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This paper highlights the results of the TN-ITS GO project focusing on the deployment and evaluation of data sharing services, set-up by road authorities in 13 EU countries, making (changes of) road attributes on the TEN-T network available and accessible to map providers in a standardized way (CEN TS 17268). We present the types of data exposed, the choice for Open Data licenses, the mobility data chain, the relation to mobility data standardization initiatives and the context of EU directives. The project showed that the deployment of TN-ITS services is feasible, organizationally and technically, that multi-stakeholder cooperation and a supporting platform is needed. Some of the key challenges relate to the unavailability of data sources/feeds and processes beyond the TEN-T, authorities in some EU countries not taking action, compliance to technical specifications (TS) for data exchange, the level of trust map makers as data users can attribute to the provided changes. The NAPCORE project and revised ITS Directive will address these challenges.
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This paper quantifies the potential contributions of two respective directions of transport policy towards climate protection and sustainability. It presents the assessment of two extreme scenarios for cost cuts in rail freight an...
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This paper quantifies the potential contributions of two respective directions of transport policy towards climate protection and sustainability. It presents the assessment of two extreme scenarios for cost cuts in rail freight and for the electrification of road haulage: the scenarios Pro Rail for competitive freight railways and Pro Road for greenhouse gas neutral road transport. This is done for the Rhine-Alpine and the North Sea-Baltic Corridors, for the year 2050. Pro Rail drafts a future, in which rail transport costs decline by 66% through regulatory frameworks, entrepreneurial measures and the consequent application of digitalisation and automation. At the same time, road haulage costs increase by 25% through taxes, charges and regulation. In contrast, Pro Road describes a future in which road transport operates carbon neutral through overhead wires, batteries and fuel cells. The market share of the railway triples in the Pro Rail scenario against the reference case in the year 2050. This goes partly at the expense of trucks, but also at the expense of inland waterway transport. Along the Rhine - Alpine Corridor, 2050 externalities decline by 40% in the Pro Rail scenario and by 60% in the Pro Road scenario. The latter is also observed for the North Sea - Baltic corridor, while a 27% externality reduction is there observed in the Pro Rail scenario. As both of these extreme scenarios are unlikely to be realised, dimate policy needs to exploit the full emission reduction potentials in all modes.
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One area for ports to cooperate is the development of hinterland connectivity. By bundling streams, a volume can be reached that allows a modal shift to a more efficient transport with lower external costs, thus increasing the att...
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One area for ports to cooperate is the development of hinterland connectivity. By bundling streams, a volume can be reached that allows a modal shift to a more efficient transport with lower external costs, thus increasing the attractiveness of the cooperating ports. This paper presents a cost model that allows comparison between an unbundled road transport and a bundled, multimodal solution for the hinterland connectivity of seaports. It takes into account the direct costs, the generalised costs and the external costs. It empiricalizes this cost model for all of the 104 European core TEN_T ports and their 281 NUTS2 hinterland regions. Next, it applies this to a case study of the newly created North Sea port, a transnational merger of the ports of Ghent, Vlissingen and Terneuzen. It shows that bundling between neighbouring ports can result in a volume that makes a modal shift economically viable, while at the same time lowering the cost of the hinterland connection.
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