Railway reform in the Central and Eastern European (CEE) economies

In May 1992, the World Bank hosted a Railway Rountable in Vienna, Austria, attended by transport ministers, advisors, and senior railway staff from the Central and Eastern European (CEE) countries. The Roundtable reviewed recent trends in the railways'roles in these countries and identified appropriate actions to address emerging transport issues in the CEE region. The Bank prepared this strategy paper based on the discussions and the apparent widespread consensus that emerged at the Rountable. The financial situation of the CEE railways is beginning to deteriorate rapidly, and the CEE railways are not well positioned to provide good, reliable service to their increasingly market-driven customers. These countries are thus under increasing pressure to restructure their railways to relieve financial pressures and meet future needs. Railways in market economies have faced a steadily declining role in the transport market, and have typically dealt with emerging problems by tinkering at the margin - for example, by debt write-offs - and thus delaying attacking their underlying structural problems. Many of these governments have come to the conclusion that drastic surgeryis required - as illustrated by the British, German, and Japanese railways. The agenda for change that emerged from this Roundtable emphasized developing a strategic plan for restructuring the railway. This plan should define the market; project the level of activity (tons, ton-kilometers and freight tariffs, passenger-kilometers and passenger fares) for all business activities; include a five-year financial plan for the different lines of railway business (to make options concrete); and define all government policies and changes that would put the railway on a level playing field with competing modes of transportation. One item on the agenda for change is to convert the current railway enterprise operating under normal commercial law. The board of directors should include representatives from government, the railway executive and high-level business or public representatives from outside of government. Formation of JSC or independent enterprise does not necessarily imply privatization of the railway because the underlying assets may well remain in public hands. The objective is to change the enterprises'authority and enhance their commercial orientation. The other item on the agenda for change is to have the explicit mission of the railway be to operate freight and intercity passenger services on a commercial basis, with revenues from services covering all costs, including a return on investment. Social services such as urban passengers, should be identified and supported by the appropriate governmental agencies.Environmental Economics&Policies,Roads&Highways,Public Sector Economics&Finance,Railways Transport,Banks&Banking Reform

Japanese foreign direct investment : recent trends, determinants, and prospects

In the late 1980s, Japan became the biggest source of foreign direct investment (FDI) in the world. The main beneficiaries of the rapid increase in investment flows were industrial countries, but the developing world (especially East Asia and Latin America) also received substantial inflows. In East Asia, the newly industrial economies (NIEs) of Hong Kong, Republic of Korea, Singapore, and Taiwan (China) were, at first, production bases for Japanese manufacturing in the 1970s and early 1980s. But in the late 1980s, these countries became new, expanding consumer markets, attracting huge Japanese investments in the tertiary (service) sector, while investments in manufacturing shrank rapidly because of rising labor costs. The Association of Southeast Nations (ASEAN) and China became Japan's new production base. In Latin America (mostly small Caribbean countries) Japan's focus is almost exclusively on tax havens. Globally, Japan's investments in the secondary (manufacturing) and service sectors of the major Latin American nations are only marginal. Japanese investment flows declined drastically after 1989, mostly because of the depressed global and domestic economy, after rapid asset price deflation in Japan. Hardest hit by the decline were the United States and Europe. Japanese FDI flows to developing countries also declined, but less. The biggest losers were the NIEs and the Caribbean tax havens. The biggest losers were the NIEs and the Caribbean tax havens. Japanese investments continued to grow in other Latin American countries and, even more, in the ASEAN and China. Japanese investors sharply reduced tertiary sector investments, primarily geared to maintaining or expanding markets. Investments in the secondary sector, making use of low-cost production, continued to expand. This trend is expected to continue in the near future, with FDI flows declining further, albeit more slowly. Low-wage production countries such as China and Indonesia will attract an increasing share. Investment to expand markets in the industrial countries and the NIEs are likely to decline. But medium-term prospects for Japanese FDI in developing countries are brighter, as economic recovery and continuing current account surpluses in Japan will lead to a resumption of active foreign investment by Japanese multinational corporations.Foreign Direct Investment,Environmental Economics&Policies,International Terrorism&Counterterrorism,Economic Theory&Research,Trade and Regional Integration

High Altitude Venus Operations Concept Trajectory Design, Modeling and Simulation

A trajectory design and analysis that describes aerocapture, entry, descent, and inflation of manned and unmanned High Altitude Venus Operation Concept (HAVOC) lighter-than-air missions is presented. Mission motivation, concept of operations, and notional entry vehicle designs are presented. The initial trajectory design space is analyzed and discussed before investigating specific trajectories that are deemed representative of a feasible Venus mission. Under the project assumptions, while the high-mass crewed mission will require further research into aerodynamic decelerator technology, it was determined that the unmanned robotic mission is feasible using current technology

A New Compendium of Unsteady Aerodynamic Test Cases for CFD: Summary of AVT WG-003 Activities

With the continuous progress in hardware and numerical schemes, Computational Unsteady Aerodynamics (CUA), that is, the application of Computational Fluid Dynamics (CFD) to unsteady flowfields, is slowly finding its way as a useful and reliable tool (turbulence and transition modeling permitting) in the aircraft, helicopter, engine and missile design and development process. Before a specific code may be used with confidence it is essential to validate its capability to describe the physics of the flow correctly, or at least to the level of approximation required, for which purpose a comparison with accurate experimental data is needed. Unsteady wind tunnel testing is difficult and expensive; two factors which dramatically limit the number of organizations with the capability and/or resources to perform it. Thus, unsteady experimental data is scarce, often classified and scattered in diverse documents. Additionally, access to the reports does not necessarily assure access to the data itself. The collaborative effort described in this paper was conceived with the aim of collecting into a single easily accessible document as much quality data as possible. The idea is not new. In the early 80's NATO's AGARD (Advisory Group for Aerospace Research & Development) Structures and Material Panel (SMP) produced AGARD Report No. 702 "Compendium of Unsteady Aerodynamic Measurements", which has found and continues to find extensive use within the CUA Community. In 1995 AGARD's Fluid Dynamics Panel (FDP) decided to update and expand the former database with new geometries and physical phenomena, and launched Working Group WG-22 on "Validation Data for Computational Unsteady Aerodynamic Codes". Shortly afterwards AGARD was reorganized as the RTO (Research and Technology Organization) and the WG was renamed as AVT (Applied Vehicle Technolology) WG-003. Contributions were received from AEDC, BAe, DLR, DERA, Glasgow University, IAR, NAL, NASA, NLR, and ONERA. The final publication with the results of the exercise is expected in the second part of 1999. The aim of the present paper is to announce and present the new database to the Aeroelasticity community. It is also intended to identify, together with one of the groups of end users it targets, deficiencies in the compendium that should be addressed by means of new wind tunnel tests or by obtaining access to additionally existing data

Assessment right atrial thrombus by real-time three dimensional transthoracic echocardiography in patient with dilated cardiomyopathy

We report a case of a 52-year-old patient with dilated cardiomyopathy who presented with worsening heart failure. Two-dimensional transthoracic echocardiography and real-time three dimensional transthoracic echocardiography showed severe dilated cardiac chambers, impaired ejection fraction and a mobile right atrial thrombus 2.6 × 1.0 cm in size, traversing the right atrial cavity during the whole cardiac cycle. After one week therapeutic anticoagulation, echocardiography confirmed no evidence of residual thrombus