Defining and Assessment of Criteria for Traffic Accessibility Impact onDevelopment of Suburb Areas

Основни циљ рада јесте дефинисање и квантификација критеријума који имају највећи утицај на саобраћајну приступачност приградских насеља. Овај модел односи се на саобраћајну приступачност приградских насеља у којима функционише систем јавног градског превоза и представља квалитативни приступ истраживању. Истраживање је показало да мрежа линија јавног градског превоза (ЈГП), мрежа приступних путева у насељу, време путовања и ред вожње, имају највећи значај у описивању и генерисању новог модела. Као резултат истраживања у овом раду, очекује се да ће примена модела омогућити развој и одрживост приградских насеља, социјалну равноправност и укључивање становника (посебно млађе популације) у друштвене активности, а све у циљу квалитетнијег живота људи.Osnovni cilj rada jeste definisanje i kvantifikacija kriterijuma koji imaju najveći uticaj na saobraćajnu pristupačnost prigradskih naselja. Ovaj model odnosi se na saobraćajnu pristupačnost prigradskih naselja u kojima funkcioniše sistem javnog gradskog prevoza i predstavlja kvalitativni pristup istraživanju. Istraživanje je pokazalo da mreža linija javnog gradskog prevoza (JGP), mreža pristupnih puteva u naselju, vreme putovanja i red vožnje, imaju najveći značaj u opisivanju i generisanju novog modela. Kao rezultat istraživanja u ovom radu, očekuje se da će primena modela omogućiti razvoj i održivost prigradskih naselja, socijalnu ravnopravnost i uključivanje stanovnika (posebno mlađe populacije) u društvene aktivnosti, a sve u cilju kvalitetnijeg života ljudi.The main aims of the paper are to define and quantify the criteria which have the greatest influence on traffic accessibility of suburban areas. This model refers to traffic accessibility of suburban areas, where the system of urban public transport is operational and represents a qualitative approach to research.The research has shown that the factors such as a network of public transport (PT) lines, the network of accessible roads in a settlement, travel time and the timetable have the greatest importance in description and generation of a new model. Based on the results of research presented in this paper, it is expected that the application of this model will enable development and sustainability of suburban areas, as well as greater social equality and involvement of dwellers (especially young generation) in social activities, in view of achieving better quality of life among people

Defining and Assessment of Criteria for Traffic Accessibility Impact onDevelopment of Suburb Areas

Основни циљ рада јесте дефинисање и квантификација критеријума који имају највећи утицај на саобраћајну приступачност приградских насеља. Овај модел односи се на саобраћајну приступачност приградских насеља у којима функционише систем јавног градског превоза и представља квалитативни приступ истраживању. Истраживање је показало да мрежа линија јавног градског превоза (ЈГП), мрежа приступних путева у насељу, време путовања и ред вожње, имају највећи значај у описивању и генерисању новог модела. Као резултат истраживања у овом раду, очекује се да ће примена модела омогућити развој и одрживост приградских насеља, социјалну равноправност и укључивање становника (посебно млађе популације) у друштвене активности, а све у циљу квалитетнијег живота људи.Osnovni cilj rada jeste definisanje i kvantifikacija kriterijuma koji imaju najveći uticaj na saobraćajnu pristupačnost prigradskih naselja. Ovaj model odnosi se na saobraćajnu pristupačnost prigradskih naselja u kojima funkcioniše sistem javnog gradskog prevoza i predstavlja kvalitativni pristup istraživanju. Istraživanje je pokazalo da mreža linija javnog gradskog prevoza (JGP), mreža pristupnih puteva u naselju, vreme putovanja i red vožnje, imaju najveći značaj u opisivanju i generisanju novog modela. Kao rezultat istraživanja u ovom radu, očekuje se da će primena modela omogućiti razvoj i održivost prigradskih naselja, socijalnu ravnopravnost i uključivanje stanovnika (posebno mlađe populacije) u društvene aktivnosti, a sve u cilju kvalitetnijeg života ljudi.The main aims of the paper are to define and quantify the criteria which have the greatest influence on traffic accessibility of suburban areas. This model refers to traffic accessibility of suburban areas, where the system of urban public transport is operational and represents a qualitative approach to research.The research has shown that the factors such as a network of public transport (PT) lines, the network of accessible roads in a settlement, travel time and the timetable have the greatest importance in description and generation of a new model. Based on the results of research presented in this paper, it is expected that the application of this model will enable development and sustainability of suburban areas, as well as greater social equality and involvement of dwellers (especially young generation) in social activities, in view of achieving better quality of life among people

Organizacional and technological development "Crvena zastava" automotive factory

Ovaj rad je posvećen istraživanju jugoslovenskog iskustva u izgradnji automobilske industrije zasnovane na zapadnoj tehnologiji u periodu između 1954. i 2008. godine. Najveći deo rada obuhvata istraživanje organizacionog i tehnološkog razvoja Fabrike automobila „Crvena zastava” (skraćeno Zastava), jer se početak stvaranja jugoslovenske automobilske industrije vezuje za 1954. godinu kada je Zastava potpisala sa FIAT-om Ugovor o ustupanju licence. To je ujedno bio prvi Ugovor potpisan između jedne zapadne kompanije sa jednim preduzećem iz istočnoevropske socijalističke zemlje nakon Drugog svetskog rata. Zastava je od svog osnivanja izgrađivala mrežu domaćih kooperanata. U pretežno agrarnom društvu (od 1950-ih i ranih 1960-ih), većina njenih kooperanata nije raspolagala sa znanjima o industrijskoj proizvodnji niti znanjima o tehnologiji koja bi zadovoljila zahteve za proizvođače delova za automobile. Zato je bila prinuđena da se najviše oslanja na uvozne delove. Prvi kooperanti Zastave su osnovani u okolini Kragujevca, a kasnije se kooperantska mreža proširila na celu Jugoslaviju. Zastava je bila nosilac izgradnje fabričkih pogona u nerazvijenim regionima, kao što su Makedonija i Kosovo, u koje je ulagala sopstvena sredstva uz dodatnu finansijsku pomoć fonda za razvoj. Snabdevanje Zastave neophodnim komponentama bilo je praćeno problemima, kao što su zastoji i uska grla u lancu snabdevanja. Rešenje za navedene probleme traženo je u uspostavljanju vertikalne integracije i umrežavanja u cilju stvaranja jedinstvene jugoslovenske automobilske industrije. Nakon ekonomskih reformi 1960-ih, jugoslovenska privreda se postepeno otvarala prema međunarodnom tržištu. U periodu do 1974, Zastava je potpisala više važnih ugovora o poslovno tehničkoj saradnji sa FIAT-om, što je rezultovalo proizvodnjom prvog nacionalnog automobila „Zastava 101”. Pored toga, Zastava je bila je posrednik u proširenju FIAT-a na istočnoevropsko tržište, a imala je i značajnu ulogu u razvoju saradnje između FIAT-a i proizvođača automobila iz Sovjetskog Saveza i Poljske. Uloga posrednika omogućila je jugoslovenskoj automobilskoj industriji da poveća izvoz na međunarodna tržišta. To je bio period kada je proizvodnja automobila u Kragujevcu dostigla svoj vrhunac - nivo srednje razvijenog preduzeća po evropskim merilima. Njeni automobili su se izvozili širom sveta, od tržišta „trećeg sveta”, EEZ i Istočne Evrope. Razvoj i osavremenjavanje proizvodnje u Zastavi postao je model za ukupan razvoj industrije, modernizaciju i ekonomski razvoj Jugoslavije. Zastava je bila sposobna da u potpunosti zadovolji zahteve domaćeg tržišta za automobilima, i da obezbedi izvoz automobila na različita međunarodna tržišta. U relativno kratkom vremenskom periodu, Jugoslavija kao zemlja sa najnižim stepenom motorizacije u Evropi uspela je da postane jedna od vodećih zemalja zahvaljujući pre svega domaćoj proizvodnji automobila, što je bio redak slučaj u zemljama Istočne Evrope. Nakon dostizanja maksimalnog broja proizvedenih automobila 1979. godine, proizvodnja je počela da opada pod uticajem mnogih unutrašnjih i spoljašnjih faktora koji su u osnovi imali socijalno-ekonomske, institucionalne, nagomilane međunacionalne i druge probleme, koji su najpre izazvali dezintegraciju a ubrzo i prekid automobilske proizvodnje. Raspadom Jugoslavije 1991. godine, Zastava je izgubila tržište i prekinula saradnju sa FIAT-om. To je uticalo da u toku 1990-ih godina posluje na samoj ivici opstanka, da bi potpuni krah doživela nakon bombardovanja od strane snaga NATO-a 1999. godine. Konačno, FIAT je otkupio 67% vlasništva i preuzeo upravljanje fabrikom 2011. godine.This paper explores Yugoslav experience of building automobile industry based on Western technology in the period between 1950s and 1980s with emphasis on organizational and technological development „Crvena Zastava” Automobile Factory (Zastava, for short). Yugoslav automobile industry was inaugurated in 1954, when Zastava signed a contract for the manufacture of the FIAT license automobiles. It was the first contract signed between a Western company and an Eastern European socialist country after WW2. The factory was building a network of domestic suppliers from the start. In a mostly agrarian society of the 1950s and early 1960s, most of its suppliers lacked industrial skills and technology necessary for producing car components. That is why at first Zastava bought supplies from armament factories. The suppliers` network was established at first in the vicinity of Kragujevac, later to be expanded throughout Yugoslavia. Zastava built its own factories in underdeveloped regions, such as Macedonia and Kosovo, with the financial help of the state Fund for the development of underdeveloped regions. There were numerous problems, like stoppages and bottlenecks in the supply system. A solution for these problems was sought in different types of vertical merging and networking. After the 1965 economic reform the Yugoslav economy was gradually opening towards the international market. In the following period (up to 1974) the Zastava signed a few important agreements with Fiat, in terms of industrial cooperation, which resulted in a new product – the national vehicle „Zastava 101”. Furthermore, the factory entered into another important industrial cooperation with the motor vehicle industries of the Soviet Union and Poland, as an intermediary for the Fiat`s expansion to the East European market. To the Yugoslav car industry, this cooperation enabled extended output and joining into the international market on a more solid basis. At that time, the Kragujevac car industry reached its peak, as a middle-size firm in European terms. Its cars were exported throughout the world, to the markets of the „third world”, of the EEC and the East Europe. Zastava automobile industry became the vehicle for the country's overall industrial modernization and economic development. Zastava was able to meet the demands of both domestic as well as various international markets. Thus in a relatively short space of time, Yugoslavia went from being one of the least motorized countries in Europe to becoming one of the leading car manufacturers in Eastern Europe. After reaching the peak production in 1979, the production of Zastava started to decline as a result of many internal and external causes within the context of Yugoslavia's socio-economic, institutional decline, disintegration, accumulated interethnic and other problems, which at the first produced disintegration and very soon interruption production of cars. Zastava lost its market in 1991 with the disintegration of Yugoslavia and the following war. It also lost cooperation with FIAT. It lingered on during the 1990s on the very edge, and the plant was heavily bombed during the NATO campaign in 1999. FIAT has bought 67% ownership of factory in 2011

Organizacional and technological development "Crvena zastava" automotive factory

Ovaj rad je posvećen istraživanju jugoslovenskog iskustva u izgradnji automobilske industrije zasnovane na zapadnoj tehnologiji u periodu između 1954. i 2008. godine. Najveći deo rada obuhvata istraživanje organizacionog i tehnološkog razvoja Fabrike automobila „Crvena zastava” (skraćeno Zastava), jer se početak stvaranja jugoslovenske automobilske industrije vezuje za 1954. godinu kada je Zastava potpisala sa FIAT-om Ugovor o ustupanju licence. To je ujedno bio prvi Ugovor potpisan između jedne zapadne kompanije sa jednim preduzećem iz istočnoevropske socijalističke zemlje nakon Drugog svetskog rata. Zastava je od svog osnivanja izgrađivala mrežu domaćih kooperanata. U pretežno agrarnom društvu (od 1950-ih i ranih 1960-ih), većina njenih kooperanata nije raspolagala sa znanjima o industrijskoj proizvodnji niti znanjima o tehnologiji koja bi zadovoljila zahteve za proizvođače delova za automobile. Zato je bila prinuđena da se najviše oslanja na uvozne delove. Prvi kooperanti Zastave su osnovani u okolini Kragujevca, a kasnije se kooperantska mreža proširila na celu Jugoslaviju. Zastava je bila nosilac izgradnje fabričkih pogona u nerazvijenim regionima, kao što su Makedonija i Kosovo, u koje je ulagala sopstvena sredstva uz dodatnu finansijsku pomoć fonda za razvoj. Snabdevanje Zastave neophodnim komponentama bilo je praćeno problemima, kao što su zastoji i uska grla u lancu snabdevanja. Rešenje za navedene probleme traženo je u uspostavljanju vertikalne integracije i umrežavanja u cilju stvaranja jedinstvene jugoslovenske automobilske industrije. Nakon ekonomskih reformi 1960-ih, jugoslovenska privreda se postepeno otvarala prema međunarodnom tržištu. U periodu do 1974, Zastava je potpisala više važnih ugovora o poslovno tehničkoj saradnji sa FIAT-om, što je rezultovalo proizvodnjom prvog nacionalnog automobila „Zastava 101”. Pored toga, Zastava je bila je posrednik u proširenju FIAT-a na istočnoevropsko tržište, a imala je i značajnu ulogu u razvoju saradnje između FIAT-a i proizvođača automobila iz Sovjetskog Saveza i Poljske. Uloga posrednika omogućila je jugoslovenskoj automobilskoj industriji da poveća izvoz na međunarodna tržišta. To je bio period kada je proizvodnja automobila u Kragujevcu dostigla svoj vrhunac - nivo srednje razvijenog preduzeća po evropskim merilima. Njeni automobili su se izvozili širom sveta, od tržišta „trećeg sveta”, EEZ i Istočne Evrope. Razvoj i osavremenjavanje proizvodnje u Zastavi postao je model za ukupan razvoj industrije, modernizaciju i ekonomski razvoj Jugoslavije. Zastava je bila sposobna da u potpunosti zadovolji zahteve domaćeg tržišta za automobilima, i da obezbedi izvoz automobila na različita međunarodna tržišta. U relativno kratkom vremenskom periodu, Jugoslavija kao zemlja sa najnižim stepenom motorizacije u Evropi uspela je da postane jedna od vodećih zemalja zahvaljujući pre svega domaćoj proizvodnji automobila, što je bio redak slučaj u zemljama Istočne Evrope. Nakon dostizanja maksimalnog broja proizvedenih automobila 1979. godine, proizvodnja je počela da opada pod uticajem mnogih unutrašnjih i spoljašnjih faktora koji su u osnovi imali socijalno-ekonomske, institucionalne, nagomilane međunacionalne i druge probleme, koji su najpre izazvali dezintegraciju a ubrzo i prekid automobilske proizvodnje. Raspadom Jugoslavije 1991. godine, Zastava je izgubila tržište i prekinula saradnju sa FIAT-om. To je uticalo da u toku 1990-ih godina posluje na samoj ivici opstanka, da bi potpuni krah doživela nakon bombardovanja od strane snaga NATO-a 1999. godine. Konačno, FIAT je otkupio 67% vlasništva i preuzeo upravljanje fabrikom 2011. godine.This paper explores Yugoslav experience of building automobile industry based on Western technology in the period between 1950s and 1980s with emphasis on organizational and technological development „Crvena Zastava” Automobile Factory (Zastava, for short). Yugoslav automobile industry was inaugurated in 1954, when Zastava signed a contract for the manufacture of the FIAT license automobiles. It was the first contract signed between a Western company and an Eastern European socialist country after WW2. The factory was building a network of domestic suppliers from the start. In a mostly agrarian society of the 1950s and early 1960s, most of its suppliers lacked industrial skills and technology necessary for producing car components. That is why at first Zastava bought supplies from armament factories. The suppliers` network was established at first in the vicinity of Kragujevac, later to be expanded throughout Yugoslavia. Zastava built its own factories in underdeveloped regions, such as Macedonia and Kosovo, with the financial help of the state Fund for the development of underdeveloped regions. There were numerous problems, like stoppages and bottlenecks in the supply system. A solution for these problems was sought in different types of vertical merging and networking. After the 1965 economic reform the Yugoslav economy was gradually opening towards the international market. In the following period (up to 1974) the Zastava signed a few important agreements with Fiat, in terms of industrial cooperation, which resulted in a new product – the national vehicle „Zastava 101”. Furthermore, the factory entered into another important industrial cooperation with the motor vehicle industries of the Soviet Union and Poland, as an intermediary for the Fiat`s expansion to the East European market. To the Yugoslav car industry, this cooperation enabled extended output and joining into the international market on a more solid basis. At that time, the Kragujevac car industry reached its peak, as a middle-size firm in European terms. Its cars were exported throughout the world, to the markets of the „third world”, of the EEC and the East Europe. Zastava automobile industry became the vehicle for the country's overall industrial modernization and economic development. Zastava was able to meet the demands of both domestic as well as various international markets. Thus in a relatively short space of time, Yugoslavia went from being one of the least motorized countries in Europe to becoming one of the leading car manufacturers in Eastern Europe. After reaching the peak production in 1979, the production of Zastava started to decline as a result of many internal and external causes within the context of Yugoslavia's socio-economic, institutional decline, disintegration, accumulated interethnic and other problems, which at the first produced disintegration and very soon interruption production of cars. Zastava lost its market in 1991 with the disintegration of Yugoslavia and the following war. It also lost cooperation with FIAT. It lingered on during the 1990s on the very edge, and the plant was heavily bombed during the NATO campaign in 1999. FIAT has bought 67% ownership of factory in 2011

Pathway analysis of peripheral blood CD8+ T cell transcriptome shows differential regulation of sphingolipid signaling in multiple sclerosis and glioblastoma

Multiple sclerosis (MS) and glioblastoma (GBM) are CNS diseases in whose development and progression immune privilege is intimately important, but in a relatively opposite manner. Maintenance and strengthening of immune privilege have been shown to be an important mechanism in glioblastoma immune evasion, while the breakdown of immune privilege leads to MS initiation and exacerbation. We hypothesize that molecular signaling pathways can be oppositely regulated in peripheral blood CD8+ T cells of MS and glioblastoma patients at a transcriptional level. We analyzed publicly available data of the peripheral blood CD8+ T cell MS vs. control (MSvsCTRL) and GBM vs. control (GBMvsCTRL) differentially expressed gene (DEG) contrasts with Qiagen’s Ingenuity pathway analysis software (IPA). We have identified sphingolipid signaling pathway which was significantly downregulated in the GBMvsCTRL and upregulated in the MSvsCTRL. As the pathway is important for the CD8+ T lymphocytes CNS infiltration, this result is in line with our previously stated hypothesis. Comparing publicly available lists of differentially expressed serum exosomal miRNAs from MSvsCTRL and GBMvsCTRL contrasts, we have identified that hsa-miR182-5p has the greatest potential effect on sphingolipid signaling regarding the number of regulated DEGs in the GBMvsCTRL contrast, while not being able to find any relevant potential sphingolipid signaling target transcripts in the MSvsCTRL contrast. We conclude that the sphingolipid signaling pathway is a top oppositely regulated pathway in peripheral blood CD8+ T cells from GBM and MS, and might be crucial for the differences in CNS immune privilege maintenance of investigated diseases, but further experimental research is necessary

Identification and molecular characterization of Chryseobacterium vrystaatense ST1 isolated from oligomineral water of southeast Serbia

The isolation and molecular characterization of bacterial strains isolated from water sources in the Vlasina Mountain in southeast Serbia, confirmed the presence of a new species Chryseobacterium vrystaatense ST1. This Gram- negative species showed an extremely low level of biochemical reactivity in biochemical tests. The gene for 16S rRNA was amplified by PCR using universal primers and sequenced. Comparison of 16S rRNA gene sequence and phenotypic features indicated that the isolate ST belonged to Chryseobacterium vrystaatense. A BLAST search of sequenced 1088 nucleotides of the 16S rRNA gene with all sequences deposited in the NCBI collection showed the highest similarity (98%) with the strain Chryseobacterium vrystaatense sp. nov., designated as strain R-23533. The very high homology of these two strains allowed classification of our strain at the species level, but some differences indicate, and indirectly confirm, that the isolate ST is an authentic representative. On the basis of these results, we could conclude that Chryseobacterium vrystaatense ST was for first time isolated in Serbia, which is particularly important when one bears in mind that there are only three sequences of this species deposited in the NCBI collection

Dropwort (Filipendula hexapetala Gilib.): potential role as antioxidant and antimicrobial agent

The aim of this study was to investigate the antioxidant activity of the methanolic extracts of Filipendula hexapetala Gilib. aerial parts (FHA) and roots (FHR) and their potential in different model systems, as well as antimicrobial activity. According to this, a number of assays were employed to evaluate the antioxidant and antimicrobial potential of F. hexapetala extracts. In addition, the antioxidant activity assays in different model systems were carried out, as well as pH, thermal and gastrointestinal stability studies. The phenolic compounds contents in FHA and FHR were also determined. The results showed that F. hexapetala extracts had considerable antioxidant activity in vitro and a great stability in different conditions. The extracts exhibited antimicrobial activity against most of the tested bacterial and fungal species. Also, the extracts contain high level of phenolic compounds, especially aerial parts extract

Analysis of Comfort Parameters in Special Purpose Vehicles from Technological Development Point of View

The analysis of comfort parameters in the crew cabin space of two variants of the special purpose off-road vehicle is presented, taking technological development aspects into account. Tests of noise, vibration and heating - cooling efficiency have been performed in realistic operating conditions, during the intensive driving on three selected test tracks, in order to ensure the repeatability of the obtained results. Measuring of noise and vibration levels at the drivers, co-drivers and crew members' seats were performed at strictly defined vehicle speed. Heating efficiency tests for the cabin have been performed in laboratory conditions, inside a cold chamber with the constant temperature of (-16 degrees C), whereas cooling efficiency tests were conducted in the hot chamber at the temperature of (+ 40 degrees C). The results of these tests enable the selection of a more comfortable variant of vehicle, wherein the one with less seats for passengers in the cabin which, in addition to more comfort also has the advantage of greater storage space, and from the application flexibility standpoint, which is offered by the possibility of transporting more passengers and less load, such vehicles offer better environment control from within the vehicle

Head and Neck Cancer Surgery in Elderly: Complications and Survival Rate

The number of aged patients with head and neck cancer is increasing. The aim of this study was to evaluate the outcome of elderly patients with head and neck cancer undergoing surgery. Retrospective analysis of a series of 1509 consecutive patients separated in two groups regarding their age: younger than 70 and older than 70 years, with head and neck tumors treated surgically was performed. Pre-existent comorbid conditions, immediate and long-term surgical and medical complications were analyzed. Postoperative surgical and medical complications were scored according to their severity. During the ten years period the group of patients older than 70 years comprised of 356 patients, or 23.6%. Primary site tumor distribution was similar in both patients groups. Cancer stage grouping was equally distributed between older patients and the other patients. We found the biggest incidence of postoperative complications for hypopharyngeal, than laryngeal, and oropharyngeal cancer. Swallowing difficulties were documented in 16.5% for hypopharyngeal, 10.0% for laryngeal, and 7.3% for oropharyngeal site. Aspiration was present in 3.1% to 1.8%, respectively. Survival rate was similar for different cancer locations, and was more influenced by the advancement of tumor. Postoperative complications are related to tumor location, and extent of the disease. According to the results of our study head and neck cancer in elderly should be treated by conventional protocols