Hardware aware tiling optimization for multi-core systems

This paper presents a proposition of the new tool which improves tiling efficiencyfor given hardware architecture. This article also describes the correlationbetween changing hardware architecture and methods of software optimization.First chapter includes short description of the change in hardware architecturewhich has occurred in recent 10 years. The second chapter provides an overviewof tools which will be used in further research. The consecutive sections containdescription of proposed hardware-aware tool for optimal tiling

ETCS (ESC) and GSM-R (RSC) compatibility tests in polish conditions

Abstract: The process of verification of the installation of the ‘on-board control-command and signalling’ subsystem is complex and requires numerous and time-consuming checks of both the overall technical documentation for a given ETCS installation on a specific vehicle, as well as checks performed during in-service tests. The experience has shown that the tests carried out in laboratories in simulated conditions and the commissioning tests of the on- board and trackside subsystems do not provide sufficient certainty in terms of the correct integration of the ‘on-board control-command and signalling’ subsystem with ‘trackside control-command and signalling’ subsystem and other subsystems. Therefore, additional tests of ETCS (European Train Control System) and GSM-R (GSM for Railways) on-board configurations with trackside ETCS and GSM-R installations on railway lines were introduced (hereinafter ESC / RSC compatibility tests). The premise of the ESC compatibility tests and RSC is to facilitate the operation of new subsystems, because their correct functioning in a given environment is fully verified at the stage of demonstrating compliance of ESC and RSC. In accordance with Polish requirements, from 1 July 2021, ESC / RSC tests are obligatory for all new, renewed and modernized projects in the field of the ‘on-board control-command and signalling’ subsystem. This obligation is a big challenge for vehicle manufacturers and users, because at that time these tests had not yet been carried out on the network managed by PKP PLK S.A. Accordingly, this article aims to introduce the issues related to the ESC and RSC tests, as well as to describe the roles and responsibilities of the various parties involved. in the implementation of the tests. Keywords: ESC / RSC tests; Compatibility; ERTMS, ETC

The Implementation of Managed Entry Agreements in Central and Eastern Europe : Findings and Implications

Funding Information: In Bosnia and Herzegovina, both The Federation of Bosnia and Herzegovina and the Republic of Srpska, also have special funds and budgets in place for the financing of expensive medicines, which are innovative and under patent. Similar earmarked funds are available in Scotland (the New Medicines Fund funded by the Pharmaceutical Price Regulation Scheme [PPRS] rebates) [35] and England (the Cancer Drugs Fund) [36]. However, support for such earmarked funds is mixed. While they facilitate access, critics raised issues about fairness towards other disease areas and patient groups that are not eligible for special funding [3, 39]. Further, the views of a Patient and Clinician Engagement meeting in Scotland [37] and the end-of-life criteria in England [38] offer opportunities for special considerations affecting medicines for end-of-life and very rare conditions to be taken into account in the health technology assessment process. Funding Information: The authors would like to acknowledge Dr. Jan Jones from the Scottish Medicines Consortium, Scotland, for contributing to the discussion with information on Scotland, Drs. Lyudmila Bezmelnitsyna and Anastasia Isaeva for contributing to data collection in Russia and Dr. Kate?ina Podrazilov? from SZP ?R for providing information on the Czech Republic. Alessandra Ferrario was a Research Officer at the LSE Health at the time this research was conducted. She is now a postdoctoral Research Fellow at the Department of Population Medicine, Harvard Medical School and Harvard Pilgrim Health Care Institute, Boston, USA. Email: [email protected] No sources of funding were used for this study. The authors declare they have no conflicts of interest. However, Di?na Ar?ja, Maria Dimitrova, Jurij F?rst, Ieva Grei?i?t?-Kuprijanov, Iris Hoxha, Arianit Jakupi, Erki Laidm?e, Vanda Markovic-Pekovic, Dmitry Meshkov, Guenka Petrova, Maciej Pomorski and Patricia Vella Bonanno work directly for national health authorities or are advisers to them. Alessandra Ferrario, Tomasz Bochenek, Ileana Mardare, Dominik Tomek, Luka Voncina, Alan Haycox, Panos Kanavos,?Olga L?blov?, and Brian Godman are academics and independent researchers also working with national and regional health authorities and others to improve the quality and efficiency of prescribing, and Tarik Catic, D?vid Dank?,and Tanja Novakovic are involved with pharmaceutical, pharmacoeconomics and outcomes research groups in their countries. Olga L?blov? has also carried out remunerated consultancy activities for A&R Partners, Baxter AG and Instytut Arcana and Ileana Mardare has signed a consulting contract with Ewopharma A.G. Romania. The content of the paper and the conclusions are those of each author and may not necessarily reflect those of any organisation that employs them. Publisher Copyright: © 2017, The Author(s).Background: Managed entry agreements (MEAs) are a set of instruments to facilitate access to new medicines. This study surveyed the implementation of MEAs in Central and Eastern Europe (CEE) where limited comparative information is currently available. Method: We conducted a survey on the implementation of MEAs in CEE between January and March 2017. Results: Sixteen countries participated in this study. Across five countries with available data on the number of different MEA instruments implemented, the most common MEAs implemented were confidential discounts (n = 495, 73%), followed by paybacks (n = 92, 14%), price-volume agreements (n = 37, 5%), free doses (n = 25, 4%), bundle and other agreements (n = 19, 3%), and payment by result (n = 10, >1%). Across seven countries with data on MEAs by therapeutic group, the highest number of brand names associated with one or more MEA instruments belonged to the Anatomical Therapeutic Chemical (ATC)-L group, antineoplastic and immunomodulating agents (n = 201, 31%). The second most frequent therapeutic group for MEA implementation was ATC-A, alimentary tract and metabolism (n = 87, 13%), followed by medicines for neurological conditions (n = 83, 13%). Conclusions: Experience in implementing MEAs varied substantially across the region and there is considerable scope for greater transparency, sharing experiences and mutual learning. European citizens, authorities and industry should ask themselves whether, within publicly funded health systems, confidential discounts can still be tolerated, particularly when it is not clear which country and party they are really benefiting. Furthermore, if MEAs are to improve access, countries should establish clear objectives for their implementation and a monitoring framework to measure their performance, as well as the burden of implementation.publishersversionPeer reviewe

Metabolic Profiling Reveals Distinct Variations Linked to Nicotine Consumption in Humans — First Results from the KORA Study

Exposure to nicotine during smoking causes a multitude of metabolic changes that are poorly understood. We quantified and analyzed 198 metabolites in 283 serum samples from the human cohort KORA (Cooperative Health Research in the Region of Augsburg). Multivariate analysis of metabolic profiles revealed that the group of smokers could be clearly differentiated from the groups of former smokers and non-smokers. Moreover, 23 lipid metabolites were identified as nicotine-dependent biomarkers. The levels of these biomarkers are all up-regulated in smokers compared to those in former and non-smokers, except for three acyl-alkyl-phosphatidylcholines (e.g. plasmalogens). Consistently significant results were further found for the ratios of plasmalogens to diacyl-phosphatidylcolines, which are reduced in smokers and regulated by the enzyme alkylglycerone phosphate synthase (alkyl-DHAP) in both ether lipid and glycerophospholipid pathways. Notably, our metabolite profiles are consistent with the strong down-regulation of the gene for alkyl-DHAP (AGPS) in smokers that has been found in a study analyzing gene expression in human lung tissues. Our data suggest that smoking is associated with plasmalogen-deficiency disorders, caused by reduced or lack of activity of the peroxisomal enzyme alkyl-DHAP. Our findings provide new insight into the pathophysiology of smoking addiction. Activation of the enzyme alkyl-DHAP by small molecules may provide novel routes for therapy

Integration Tests of ETCS On-board Subsystems Based on the Requirements of the Technical Specifications for Interoperability of the ‘Control-Command and Signalling’ Subsystem

Achieving the interoperability of the European rail system in each Member State requires many measures to standardise the adopted technical solutions and relevant regulations. However, it is likely that there may be some incompatibilities between individual subsystems, even if these subsystems are designed in accordance with standardised requirements. Interoperable rolling stock may be unable to move freely over an interoperable railway line due to some incompatibilities and differences in the versions of the installed firmware in the ETCS system devices. The article discusses the compliance tests of the proper integration of the on-board subsystem with the trackside subsystem, carried out by the Railway Research Institute

Testing of accelerations of motor vehicles

Każdy poruszający się po drogach samochód ma ściśle określone przez producenta parametry przyśpieszenia, prędkości maksymalnej, mocy i momentu obrotowego. W literaturze motoryzacyjnej badana jest często elastyczność pojazdu w wybranym przedziale prędkości na danym przełożeniu. Testy faktycznego przyśpieszenia samochodu z wykorzystaniem różnych prędkości obrotowych nie są wykonywane. Kluczem do stwierdzenia jak dany pojazd będzie przyśpieszał jest jego wykres zależności mocy i momentu od obrotów silnika. Poddano badaniom cztery różne samochody z różnymi silnikami chcąc porównać ich przyśpieszenie zależnie od wykorzystania 70, 85 i 100% ich prędkości obrotowej maksymalnej mocy silnika. Pojazdy były badane na odcinku drogi o długości 500 metrów przy prędkości od 30 km/h do 120–130 km/h.Each car travelling on the road has strictly defined parameters of acceleration, maximum speed, power and torque. In automotive literature, vehicle flexibility is often tested within a selected speed range in a given gear ratio. Tests of the actual acceleration of a car using different speeds are not performed. The key to determining how a given vehicle will accelerate is its power and torque vs. engine revolutions diagram. Our different cars with different engines were tested to compare their acceleration according to the use of 70, 85 and 100% of their maximum engine power speed. The vehicles were tested on a 500-metre-long road section at speeds ranging from 30 km/h to 120–130 km/h

Testy integracji pokładowych podsystemów ETCS na podstawie wymagań zawartych w Technicznej Specyfikacji Interoperacyjności podsystemu „Sterowanie”

Osiągnięcie interoperacyjności europejskiego systemu kolei w każdym państwie członkowskim wymaga przedsięwzięcia wielu środków w celu ujednolicenia rozwiązań technicznych oraz przepisów. Istnieje jednak możliwość wystąpienia pewnych niezgodności pomiędzy poszczególnymi podsystemami, pomimo ich opracowania zgodnie z obowiązującymi zunifikowanymi wymaganiami. Możliwa jest również sytuacja, w której interoperacyjny tabor nie będzie mógł swobodnie poruszać się po interoperacyjnej linii kolejowej z powodu pewnych niezgodności i różnic w wersjach zainstalowanego oprogramowania sprzętowego w urządzeniach systemu ETCS. W artykule przedstawiono zagadnienia badania zgodności prawidłowej integracji podsystemu pokładowego z podsystemem przytorowym, które są wykonywane przez Instytut Kolejnictwa

Wybrane możliwości badawcze Okręgu doświadczalnego Instytutu Kolejnictwa w Żmigrodzie na przykładzie Eurobalisy

The article describes trackside part of the ERTMS / ETCS system installed on Railway Research Institute Test Track Centre in Żmigród where functional tests of „trackside Control-Command and Signalling" interoperability constituent prototypes i.e. eurobalises were conducted based on the elaborated test schedule and the conditions contained in the specifications of Susbset 040 and Subset 036. Moreover structure of an exemplary telegram sent from the eurobalise to the traction vehicle through the air gap i.e. interface A1 was shown. Selected requirements for timing and distance parameters that eurobalises have to meet during designing the trackside part of the ERTMS / ETCS system were also presented. In addition, the methodology adopted during tests was characterized and the list of functional tests carried out at the selected test site was specified. The paper summary describes the conclusions of the tests and the main features of Railway Research Institute Test Track Centre.W artykule scharakteryzowano część przytorową systemu ERTMS/ETCS zainstalowaną na Okręgu Doświadczalnym Instytutu Kolejnictwa w Żmigrodzie, na której przeprowadzono testy funkcjonalne prototypów składników interoperacyjności podsystemu "Sterowanie-urządzenia przytorowe" tzw. eurobalis w oparciu o autorski harmonogram sprawdzeń oraz warunki zawarte w specyfikacjach Subset 040 oraz Subset 036. Ponadto przedstawiono strukturę przykładowego telegramu wysyłanego z eurobalisy do pojazdu trakcyjnego za pośrednictwem szczeliny powietrznej tzw. Intefejsu A1 oraz wybrane wymagania dla parametrów czasowych i odległościowych stawiane eurobalisom podczas projektowania części przytorowej systemu ERTMS/ETCS. Dodatkowo scharakteryzowano metodykę przyjętą podczas badań oraz wyszczególniono wykaz testów funkcjonalnych przeprowadzonych na wybranym poligonie badawczym. W podsumowaniu opisano wnioski z przeprowadzonych testów oraz główne cechy infrastruktury badawczej Instytutu Kolejnictwa

Selected aspects of control-command and signalling on-board subsystem verification

This article describes the procedures, standard parameters and control requirements to be performed in order to achieve EC verification of a Control-Command and Signalling On-board Subsystem. An analysis of issues related to the assessment of the on-board subsystem is presented in terms of the necessary checks that must be performed by a notified body and the issues of interoperability tests of the on-board ERTMS with track-side infrastructure. Providing railway interoperability is strictly related to the introduction of unified rules for the assessment and verification of the ETCS and GSM-R subsystems that are part of the European Rail Traffic Management System (ERTMS). The article describes procedures, standard parameters, requirements and necessary controls that must be implemented to carry out EC Verification of a Control-Command and Signalling On-board Subsystem. Reference is also made to the issues of ERTMS on-board compatibility tests with track-side infrastructure

Wybrane aspekty weryfikacji podsystemu „Sterowanie – urządzenia pokładowe”

W artykule scharakteryzowano procedury, parametry podstawowe i wymagania w zakresie kontroli, które należy sprawdzić w celu weryfikacji WE podsystemu „Sterowanie – urządzenia pokładowe”. Przedstawiono analizę zagadnień związanych z oceną podsystemu pokładowego w ujęciu niezbędnych sprawdzeń, które musi wykonać jednostka notyfikowana oraz problematykę testów współpracy pokładowego systemu ERTMS z infrastrukturą przytorową