Changing frames of mobility: the Stockholm congestion tax

The introduction of a congestion tax was a significant moment in the management of mobility in Stockholm. After several decades of lobbying and political conflict, the tax was introduced as a trial 2006, consented to by citizens through a referendum, and then adopted permanently in the summer 2007. Consensus on addressing the problems caused by the car in the city appeared to have been reached, and the final scheme was introduced to international acclaim. This paper critically examines this apparent consensus on confronting car based mobility by analysing how mobility was framed at key stages in policy making since the 1970s through to the trial in 2006 and subsequent implementation. The analysis centres on the place of the car in successive framings of mobility. Changing targets and objectives for urban traffic management are compared, and an attempt is made to trace winners and losers in relation to motility and environmental quality. Overall the paper attempts to show how congestion taxation was framed and reframed to produce dramatically different possible mobility interventions. This analysis is used to argue that the framing of future mobility changed fundamentally by the time the final scheme was adopted, and that a moment of ambivalence about the car, during the trial, was not used to confront car based mobility. Instead a persuasive story of successful implementation has allowed a new car oriented mobility regime to slip into place under the veil of a progressive policy intervention

Workshop 4 report: Criteria for successful collaboration.

This paper synthesizes evidence from Workshop 4 ‘Criteria for successful collaboration’ of the 15th International Conference on Competition and Ownership in Land Passenger Transport. This workshop focused on collaboration between public and private organisations as a key dimension of public transport governance. Collaborative arrangements can in some cases be a complementary approach to owner-instruction relationships (when allowed within the legal framework), overcoming or at least addressing some of the “critical interfaces” and problems that “fall between the cracks” in formal institutional structures. Collaboration between organisations with different resources and aims is often crucial for the ability to identify, develop and implement efficient solutions to problems that exceed traditional divisions of responsibility. It can foster trust (trusting partnerships) and joint capacity for innovation; and it can take place in formalized partnerships or more informal networks.Papers at the workshop addressed both positive and negative experiences of collaboration in Scandinavia, Brasil, Chile, Great Britain, the Netherlands and Australia from an empirical perspective, but several more theoretical papers considered the place of collaboration within wider governance frameworks. The workshop discussions led to a clearer definition of collaboration, and the formulation of key lessons on collaboration as a critical dimension in the interaction between the organisations that drive the development of current public transport operations and management, and future public transport improvement

The interplay of formal and informal institutions between local and regional authorities when creating well-functioning public transport systems

This paper analyzes how public transport planning is managed in institutional contexts where governance is spread across local and regional scales. The paper sheds light on two facets of the relationship between local and regional government: first, the decision-making process regarding where to provide public transport services and at what level, and second, integration of public transport with land use planning. An analytical matrix is used to cross-reference the roles of formal institutions (governance established in law) and informal institutions (governance not established in law) against local and regional responsibilities for public transport and land use. Analysis of the interplay between these three axes (formal/informal, local/regional, public transport/land use) reveals how informal institutions help regional and local authorities to negotiate the constraints of formal, statutory institutions and help to “oil the wheels” of delivering measures and policies that make public transport work as a well-functioning system. However, informal institutions clearly have their limits, in the paper exemplified by the remaining challenges to integrate regional public transport and local land use planning. An identified challenge is that, by their very nature, informal institutions are difficult to influence or modify, therefore relying on them to fill gaps in formal institutional responsibilities may be a risky strategy when unpopular decisions are made

PENGARUH LIMBAH SERBUK BESI SEBAGAI PENGGANTI SEJUMLAH AGREGAT HALUS TERHADAP CAMPURAN ASPAL

The obieaive of this research examining stability andfla+, value was to iwestigste the impact of the utility of iron Jillings waste as a subtitute matqlal for the mtmber of suprisingly small sggregates in the mixture of asphalt. In lhis research, the portion of irontilings waste which given were 5 %o, I0 % and I 5 % of the heauy mixture smooth aggregotes. The stobility quantitative value was 2093 kg in 15 % iron Jilings contents. The higatflow quaftitative value was 3,5 mm in 5 % iron tilings contents. The result of characteristic validdion Mmshall on the number of sabtituted smooth aggregates which used iron/ilings gave o standard coflictent specfrcation 8M.2005. So based on thal, the iron/illings waste technically could be received as a subtitute material for the mixture of suprisingly small aggregates

Изучение байесовского подхода к анализу медико-биологических данных в курсе медицинской и биологической физики

Background: The clinical behaviour of colon cancer is heterogeneous. Five-year overall survival is 50-65% with all stages included. Recurring somatic chromosomal alterations have been identified and some have shown potential as markers for dissemination of the tumour, which is responsible for most colon cancer deaths. We investigated 115 selected stage II-IV primary colon cancers for associations between chromosomal alterations and tumour dissemination. Methods: Follow-up was at least 5 years for stage II-III patients without distant recurrence. Affymetrix SNP 6.0 microarrays and allele-specific copy number analysis were used to identify chromosomal alterations. Fisher's exact test was used to associate alterations with tumour dissemination, detected at diagnosis (stage IV) or later as recurrent disease (stage II-III). Results: Loss of 1p36.11-21 was associated with tumour dissemination in microsatellite stable tumours of stage II-IV (odds ratio = 5.5). It was enriched to a similar extent in tumours with distant recurrence within stage II and stage III subgroups, and may therefore be used as a prognostic marker at diagnosis. Loss of 1p36.11-21 relative to average copy number of the genome showed similar prognostic value compared to absolute loss of copies. Therefore, the use of relative loss as a prognostic marker would benefit more patients by applying also to hyperploid cancer genomes. The association with tumour dissemination was supported by independent data from the The Cancer Genome Atlas. Conclusion: Deletions on 1p36 may be used to guide adjuvant treatment decisions in microsatellite stable colon cancer of stages II and III

Quantification of Normal Cell Fraction and Copy Number Neutral LOH in Clinical Lung Cancer Samples Using SNP Array Data

Technologies based on DNA microarrays have the potential to provide detailed information on genomic aberrations in tumor cells. In practice a major obstacle for quantitative detection of aberrations is the heterogeneity of clinical tumor tissue. Since tumor tissue invariably contains genetically normal stromal cells, this may lead to a failure to detect aberrations in the tumor cells.Using SNP array data from 44 non-small cell lung cancer samples we have developed a bioinformatic algorithm that accurately models the fractions of normal and tumor cells in clinical tumor samples. The proportion of normal cells in combination with SNP array data can be used to detect and quantify copy number neutral loss-of-heterozygosity (CNNLOH) in the tumor cells both in crude tumor tissue and in samples enriched for tumor cells by laser capture microdissection.Genome-wide quantitative analysis of CNNLOH using the CNNLOH Quantifier method can help to identify recurrent aberrations contributing to tumor development in clinical tumor samples. In addition, SNP-array based analysis of CNNLOH may become important for detection of aberrations that can be used for diagnostic and prognostic purposes

Kollektivtrafikmyndigheter och smart mobilitet: Nordiska erfarenheter och perspektiv p\ue5 MaaS och autonoma bussar

Automatisering, elektrifiering, integrerad mobilitet samt plattforms- och delnings- ekonomin diskuteras i allt st\uf6rre omfattning. Smart mobilitet \ue4r en samlingsterm f\uf6r dessa olika fenomen och trender. Smart mobilitet anses kunna bidra till ett mer h\ue5llbart transportsystem, attraktiva st\ue4der och levande landsbygd, men kan ocks\ue5 leda till \uf6kad privatbilism, mer tr\ue4ngsel och en f\uf6rs\ue4mrad stadsmilj\uf6. Forskning visar att en central f\uf6ruts\ue4ttning f\uf6r att smart mobilitet ska kunna bidra till ett mer h\ue5llbart transportsystem \ue4r att andelen kollektivtrafik och delade mobilitetstj\ue4nster \uf6kar. Nya akt\uf6rer har dykt upp p\ue5 transportomr\ue5det och erbjuder olika typer av mobilitetstj\ue4nster. Fr\ue5gan \ue4r hur befintliga kollektivtrafikmyndigheter strategiskt ska positionera sig i detta nya och snabbt f\uf6r\ue4nderliga landskap. Vilken typ av ansvarsf\uf6rdelning och vilken typ av samverkan kommer att kr\ue4vas f\uf6r att uppn\ue5 attraktiva och h\ue5llbara transporter i en framtid pr\ue4glad av smart mobilitet? Det \ue4r bakgrunden till detta forskningsprojekt, som har finansierats av K2.I projektets har vi genomf\uf6rt fallstudier fr\ue5n (fr\ue4mst) nordiska storst\ue4der om det som betecknas kombinerad mobilitet eller Mobility as a Service (MaaS), samt p\ue5g\ue5ende f\uf6rs\uf6k med autonoma bussar. Hanteringen av MaaS har studerats i storstadsregionerna Stockholm, V\ue4stra G\uf6taland, Sk\ue5ne, Oslo, Helsingfors, K\uf6penhamn. Utblickar har \ue4ven gjorts till Birmingham och Amsterdam. N\ue4r det g\ue4ller autonoma bussar har merparten av det empiriska arbetet genomf\uf6rts i Barkarby i J\ue4rf\ue4lla kommun (Region Stockholm). D\ue4rtill har vi \ue4ven genom en workshop inh\ue4mtat erfarenheter fr\ue5n Oslo och Sj\ue4lland (Danmark) samt fr\ue5n ett utredningsarbete i Sj\uf6bo och Tomelilla kommuner (Sk\ue5ne). Vidare har vi studerat uppfattningar om autonoma bussar bland representanter f\uf6r svenska bussf\uf6rare.Analyserna i projektet har lett fram till en tydlig bild av att den offentliga sektorns organisationer spelar en viktig roll i utvecklingen, f\uf6rmedlingen och integreringen av smart mobilitet. I praktiken har vi sett att olika kollektivtrafikmyndigheter har tagit olika roller; medan vissa \ue4r mycket aktiva och engagerade, h\ue5ller sig andra mer avvaktande och f\uf6rsiktiga.Rapportens analyser visar att de nordiska RKM-erna ofta har liknande m\ue5l med att inf\uf6ra MaaS och autonoma bussar, men att de har valt olika ansatser f\uf6r att realisera dessa m\ue5l. I samtliga fall pr\ue4glas arbetet av en \uf6nskan att skapa b\ue4ttre mobilitet och fler m\uf6jligheter f\uf6r medborgarnas resande, samt en ambition att bidra till en s\ue5 kallad ”modal shift” till mer h\ue5llbart resande och d\ue4rmed en h\ue5llbar utveckling.Under den tidsperiod som vi har arbetat med detta projekt har MaaS framst\ue5tt som en ”st\uf6rre” fr\ue5ga och mer uttalat utvecklingsomr\ue5de f\uf6r de nordiska RKM-erna \ue4n autonoma bussar. Men autonoma bussar ing\ue5r ocks\ue5 i deras arbete, och hanteras ibland som en mer eller mindre integrerad del av arbetet med MaaS. Det avs\ue4tts sammantaget stora resurser till arbetet med b\ue5de MaaS och autonoma bussar, men initiativ med MaaS kr\ue4ver, under\ua0f\uf6r \uf6vrigt lika f\uf6rh\ue5llanden, ett st\uf6rre samordningsarbete \ue4n initiativ med autonoma bussar.Introduktion av smart mobilitet \ue4r inte en neutral fr\ue5ga, utan tv\ue4rtom en fr\ue5ga med ett utpr\ue4glat politiskt inneh\ue5ll, eftersom den r\uf6r formandet av framtidens mobilitet, samt makt och f\uf6rdelning av resurser i samh\ue4llet. Regionala kollektivtrafikmyndigheter \ue4r i grunden politiskt styrda organisationer, men vi kan notera att fr\ue5gan om smart mobilitet trots detta inte diskuteras som den politiskt laddade fr\ue5ga den \ue4r. Det finns idag en tendens att reducera den till en fr\ue5ga om renodlad teknikutveckling, och det finns i flera fall en ben\ue4genhet att l\ue4mna \uf6ver viktiga strategiska och principiella v\ue4gval till marknadsakt\uf6rer. Detta \ue4r problematiskt. Vi efterlyser en bredare politisk diskussion om smart mobilitet. Vi menar ocks\ue5 att regionala kollektivtrafikmyndigheter skulle beh\uf6va komplettera sin verksamhet med nya kompetenser. Det \ue4r bland annat n\uf6dv\ue4ndigt f\uf6r samarbetet med nya akt\uf6rer och f\uf6r att kunna st\ue4lla krav p\ue5 nya leverant\uf6rer av mobilitetstj\ue4nster. Det \ue4r viktigt att RKM och andra politiska institutioner tar st\ue4llning till syftet med smart mobilitet som MaaS, autonoma bussar, privata sj\ue4lvk\uf6rande bilar (delade eller ej), elsparkcyklar m.m. Om man inte kan precisera syftet med smart mobilitet \ue4r det kanske inte h\ue4r man ska anv\ue4nda resurser. Bland de nordiska RKM-erna finns m\ue5nga olika strategier f\uf6r hur myndigheterna f\uf6rh\ue5ller sig till MaaS, och det \ue4r f\uf6r n\ue4rvarande inte m\uf6jligt att s\ue4ga vilken strategi som \ue4r den mest f\uf6rnuftiga. En medvetet \ue5terh\ue5llsam strategi kan om n\ue5gra \ue5r visa sig b\ue4ttre \ue4n en mer aktiv strategi. Det motsatta \ue4r dock naturligtvis ocks\ue5 m\uf6jligt