EU Engagement in the Arctic: Challenges to Achieving Ambitions in an Area outside Its Jurisdiction

The European Union (EU) has underscored its will to heighten its engagement in the Arctic region. Beyond traditional areas of interest – such as tackling climate change, supporting research and developing cooperations – critical resources and security emerged as new topics in the EU’s most recent policy documents. These have become even more critical since February 2022 following Russia’s all-out war against Ukraine. The Circumpolar North is the subject of many challenges caused by climate change and its fragile biodiversity, which, combined with the region’s importance for scientific research, access to natural resources, tourist activities, and military security, places it in a geopolitically strategic position. By focusing on EU ambitions in the Arctic, this article analyses the EU’s potential to implement policies and set consequential trends in an area of political interest outside its jurisdiction. It concludes that core political priorities and sector-specific regulations that directly guide the behaviour of EU members may have more influence than Arctic policy statements

Analyse comparative de la localisation géographique des hubs de Paris et Dubaï à travers les flux aériens internationaux

Les émirats de Dubaï, d’Abu Dhabi et du Qatar mènent des stratégies ambitieuses en matière de transport aérien. Cela s’est traduit par la création de compagnies aériennes majeures — à l’image d’Emirates Airline (1985), de Qatar Airways (1994), ou encore d’Etihad Airways (2003) — qui concurrencent nettement des transporteurs établis dans d’autres régions, à commencer par l’Europe et l’Asie orientale. Pour autant, les hubs du Golfe bénéficient-ils vraiment d’un avantage concernant leur localisation géographique, ce qui expliquerait le succès des compagnies qui y sont basées ?The emirates of Dubai, Abu Dhabi and Qatar are implementing ambitious, air transport strategies. Major air carriers have been established – such as Emirates Airline (1985), Qatar Airways (1994), but also Etihad Airways (2003) – and are out-competing airlines operating from other regions, like Europe and Eastern Asia. Does the geographical location of these Gulf hubs represent a real advantage, which could explain the success of locally based airlines?Los emiratos de Dubai, Abu Dhabi y Qatar están desarrollando ambiciosas estrategias con el transporte aéreo. Detentan algunas de las principales aerolíneas del mundo como Emirates Airline (1985), Qatar Airways (1994) o Etihad Airways (2003), que compiten con las establecidas en otras regiones de Europa y Asia oriental. Sin embargo, ¿el éxito de estas compañías dependen de la ubicación geográfica en el Golfo Pérsico de estos centros de conexión aeroportuarios

Arctic transshipment hub planning along the Northern Sea Route: A systematic literature review and policy implications of Arctic port infrastructure

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Managing Svalbard Tourism: Inconsistencies and Conflicts of Interest

The Svalbard Archipelago has experienced a rapid increase in tourism-related activities over the past few decades. The Norwegian Government’s ambition to develop the Archipelago’s tourism industry offers multiple socio-economic opportunities. The development and scope of these tourism activities is affected by a complex governance system that entails strict environmental regulation and preparedness considerations. To understand the balance of goals across the national and international policy levels, we have mapped, reviewed, and analyzed the national and international regulations and agreements that affect tourism activities on Svalbard. The document analysis reveals the framework of natural and environmental consideration, access to areas and passage, requirements for organized outdoor activities, and regulatory tools. We discovered conflicts and internal inconsistencies in the way that Svalbard tourism has developed. It has been shaped by both economic growth and environmental preservation, without any specific business development objectives and goals or acceptable limits of environmental and social change in place. For tourism stakeholders, this might complicate any rational assessment of the balance between economic development and environmental status. The challenges we have identified are specific to Svalbard, but are likely to be similar in many other Arctic locations involved in tourism

Cell division during adipocyte dedifferentiation

Objective: To investigate and further characterize the process of mature adipocyte dedifferentiation. Our hypothesis was that dedifferentiation does not involve mitosis but rather a phenomenon of liposecretion. Methods: Mature adipocytes were isolated by collagenase digestion of human adipose tissue samples. Ceiling cultures were established using our six-well plate model. Cells were treated with cytosine β-D-arabinofuranoside (AraC) or Vincristine (VCR), two agents blocking cell division, and were compared to vehicle. Liposecretion events were visualized by time-lapse microscopy, with and without AraC in adipocytes transducted with a baculovirus. Microscopic analyses were performed after labeling phoshorylated histone 3 and cyclin B1 in ceiling cultures. Results: Treatment with AraC almost entirely prevented the formation of fibroblasts up to 12 days of ceiling culture. Similar results were obtained with VCR. The antimitotic effectiveness of the treatment was confirmed in fibroblast cultures from the adipose tissue stromal-vascular fraction by proliferation assays and colony forming unit experiments. Using time-lapse microscopy, we visualized liposecretion events in which a large lipid droplet was rapidly secreted from isolated mature adipocytes. The same phenomenon was observed with AraC. This was observed in conjunction with histone 3 phosphorylation and cyclin B1 segregation to the nucleus. Conclusion: Our results support the notion that dedifferentiation involves rapid secretion of the lipid droplet by the adipocytes with concomitant generation of fibroblast-like cells that subsequently proliferate to generate the dedifferentiated adipocyte population during ceiling culture. The presence of mitotic markers suggests that this process involves cell cycle progression, although cell division does not occur

A discharge summary adapted to the frail elderly to ensure transfer of relevant information from the hospital to community settings: a model

<p>Abstract</p> <p>Background</p> <p>Elderly patients admitted to Geriatric Assessment Units (GAU) typically have complex health problems that require multi-professional care. Considering the scope of human and technological resources solicited during hospitalization, as well as the many risks and discomforts incurred by the patient, it is important to ensure the communication of pertinent information for quality follow-up care in the community setting. Conventional discharge summaries do not adequately incorporate the elements specific to an aging clientele.</p> <p>Objective</p> <p>To develop a discharge summary adapted to the frail elderly patient (D-SAFE) in order to communicate relevant information from hospital to community services.</p> <p>Methods</p> <p>The items to be included in the D-SAFE have been determined by means of a modified Delphi method through consultation with clinical experts from GAUs (11 physicians and 5 pharmacists) and the community (10 physicians and 5 pharmacists). The consensus analysis and the level of agreement among the experts were reached using a modified version of the RAND^®/University of California at Los Angeles appropriateness method.</p> <p>Results</p> <p>A consensus was reached after two rounds of consultation for all the items evaluated, where none was judged «inappropriate». Among the items proposed, four were judged to be « uncertain » and were eliminated from the final D-SAFE, which was divided into two sections: the medical discharge summary (22 main items) and the discharge prescription (14 main items).</p> <p>Conclusions</p> <p>The D-SAFE was developed as a more comprehensive tool specifically designed for GAU inpatients. Additional research to validate its acceptability and practical impact on the continuity of care is needed before it can be recommended for use on a broader scale.</p

The noise-lovers: cultures of speech and sound in second-century Rome

This chapter provides an examination of an ideal of the ‘deliberate speaker’, who aims to reflect time, thought, and study in his speech. In the Roman Empire, words became a vital tool for creating and defending in-groups, and orators and authors in both Latin and Greek alleged, by contrast, that their enemies produced babbling noise rather than articulate speech. In this chapter, the ideal of the deliberate speaker is explored through the works of two very different contemporaries: the African-born Roman orator Fronto and the Syrian Christian apologist Tatian. Despite moving in very different circles, Fronto and Tatian both express their identity and authority through an expertise in words, in strikingly similar ways. The chapter ends with a call for scholars of the Roman Empire to create categories of analysis that move across different cultural and linguistic groups. If we do not, we risk merely replicating the parochialism and insularity of our sources.Accepted manuscrip

The control of air connectivity, a tool of power on the international stage : the development strategies of Emirates Airline, Etihad Airways, Qatar Airways and Turkish Airlines

Le développement de puissantes compagnies aériennes bénéficiant d’un soutien évident d’acteurs politiques qui ont (re)lancé leurs activités vient poser d’importants défis pour le secteur aérien international. De fait, de nombreuses entités politiques perçoivent le transport aérien comme un outil indispensable afin de promouvoir leurs intérêts et s’imposer davantage sur la scène internationale. Les cas des émirats de Dubaï, d’Abu Dhabi et du Qatar, ainsi que de la Turquie illustrent pleinement la façon dont des acteurs politiques utilisent le développement d’une compagnie aérienne localement basée en fonction d’objectifs qui leur sont propres. La croissance inédite d’Emirates Airline, Etihad Airways, Qatar Airways et Turkish Airlines vient toutefois bouleverser l’évolution de la connectivité aérienne mondiale, tandis que les nombreux acteurs de l’aérien peinent à s’accorder sur la mise en œuvre d’un cadre de portée internationale censé garantir l’existence d’une « concurrence loyale » entre les transporteurs, sur fond d’intérêts divergents. Le contrôle de la connectivité constitue en effet un instrument de soft power qui vient renforcer la position des acteurs qui l’utilisent, tout en créant des liens de/d’(inter)dépendance croissants. Les autorités politiques adoptent toutefois des approches différenciées afin de développer leur soft power, tandis que l’Union européenne s’avère être, pour l’heure, en retrait d’une telle dynamique.The growth of strong airlines benefiting from a large support of political stakeholders who have (re)launched their activities is leading to important challenges for the international air transport sector. Numerous political entities perceive aviation as an essential tool to promote their interests and to gain more international recognition. The cases of the emirates of Dubai, Abu Dhabi and Qatar, but also Turkey are fully showing how political stakeholders use the development of a locally based airline according to their own goals. The large growth of Emirates Airline, Etihad Airways, Qatar Airways and Turkish Airlines is disrupting the air connectivity evolution at a worldwide scale, while numerous aviation stakeholders do not reach to agree on an international framework aiming to safeguard a “fair competition” between air carriers, in a context of differing interests. Thus, the control of air connectivity forms a soft power instrument strengthening the position of stakeholders who are using it while creating in the meantime growing (inter)dependence links. Political authorities adopt however differentiated approaches in order to expand their soft power, whereas the European Union is, for now, staying away of such a dynamic

La prothèse totale du genou chez l'hémophile (série continue et exhaustive de 32 cas avec un recul moyen de 8,2 ans (2 à 23 ans))

CAEN-BU Médecine pharmacie (141182102) / SudocSudocFranceF