New regulations for climate change: effect on modal shift & modal choice

111 σ.Η παρούσα διπλωματική εργασία, έχει σαν κύριο στόχο να ερευνήσει αν υπό προϋποθέσεις θα υπάρξει μετατόπιση φορτίου από τα πλοία και τις κλασικές διαδρομές μέσω της διώρυγας του Σουέζ, σε εναλλακτικά μέσα μεταφοράς όπως ο υπερσιβηρικός σιδηρόδρομος ή εναλλακτικές διαδρομές όπως η διαδρομή μέσω του βόρειου περάσματος. Συγκεκριμένα, η επιβολή των νέων κανονισμών της MARPOL, ANNEX VI επιβάλει την μείωση των εκπομπών οξειδίων του θείου σε συγκεκριμένες περιοχές λειτουργίας. Αυτό για να επιτευχθεί χρησιμοποιείται καύσιμο με χαμηλή περιεκτικότητα σε θείο (Low sulfur fuel), το οποίο είναι ακριβότερο από το κοινό καύσιμο (heavy fuel oil) και συνεπώς οδηγεί σε αύξηση του κόστους λειτουργίας. Πολλές συζητήσεις έχουν γίνει για την μετατόπιση φορτίου από τα πλοία σε άλλα μεταφορικά μέσα όπως τα φορτηγά ή ο υπερσιβηρικός σιδηρόδρομος. Επιπλέον, τα τελευταία χρόνια η κλιματική αλλαγή έχει αλλάξει σημαντικά τα δεδομένα του βόρειου πόλου. Ο άλλοτε παγωμένος ωκεανός ήδη κατά τους καλοκαιρινούς μήνες είναι προσπελάσιμος από εμπορικά πλοία, ενισχύοντας τα σενάρια που αφορούν στο λιώσιμο των πάγων κατά τους καλοκαιρινούς μήνες τουλάχιστον, και παρέχοντας την συντομότερη θαλάσσια διαδρομή μεταξύ Ασίας και βόρειας Ευρώπης. Για την εκτίμηση του ποσοστού που αντιστοιχεί στο κάθε μεταφορικό μέσο χρησιμοποιήθηκε το πολυωνυμικό μοντέλο, στο οποίο υπεισέρχονται σαν μεταβλητές το γενικευμένο κόστος και ο χρόνος ταξιδίου. Στο μαθηματικό μοντέλο θεωρούνται ως σταθερές οι παράμετροι λ και η αξία του χρόνου (value of time). Παρατίθενται τα αποτελέσματα των υπολογισμών, τόσο συναρτήσει του κόστους φορτίου και της αξίας του χρόνου, όσο και συναρτήσει της σταθεράς λ. Με τα υπάρχοντα κόστη προκύπτει ότι η κλασική διαδρομή με πλοίο μέσω της διώρυγας του Σουέζ, είναι η επικρατέστερη επιλογή. Όταν η αξία του φορτίου ανεβαίνει πάρα πολύ τότε η διαδρομή μέσω του υπερσιβηρικού δείχνει να είναι η επιλογή που θα υπερισχύσει.This thesis has as main objective to investigate whether certain conditions should be a shift of cargo from ships and traditional routes through the Suez Canal, to alternative modes such as the trans-Siberian railway, or alternative routes as the route through the northern passage. Specifically, the imposition of new regulations of MARPOL, ANNEX VI imposed to reduce emissions of sulfur oxides in specific areas of operation. This is used to obtain fuel with low sulfur content (Low sulfur fuel), which is more expensive than common fuel (heavy fuel oil) and thus leads to increased operational costs. Many discussions have been made to shift cargo from ships to other modes of transport such as trucks or the trans-Siberian railway. Furthermore, in recent years climate change has significantly changed the data of the north pole. The previously frozen ocean as early as the summer months is accessible by commercial vessels, reinforcing the scenarios for the melting of ice during the summer months at least, and providing the shortest sea route between Asia and northern Europe. To estimate the percentage corresponding to each mode of transport used in the polynomial model, which involved as many variables the generalized cost and time travel. In the mathematical model is considered as constant parameters k and the value of time (value of time). Presents the results of the calculations, the basis of cost and freight value of time, and according to the constant k. Existing costs that the classic route by ship through the Suez Canal, is the dominant choice. When the value of the load goes up too much then the path via the Transsiberian seems to be the choice will prevail.Ειρήνη-Ασημίνα Β. Σταματοπούλο

RNA-Mediated therapeutics: From gene inactivation to clinical application

The specific targeting and inactivation of gene expression represents nowdays the goal of the mainstream basic and applied biomedical research. Both researchers and pharmaceutical companies, taking advantage of the vast amount of genomic data, have been focusing on effective endogenous mechanisms of the cell that can be used against abnormal gene expression. In this context, RNA represents a key molecule that serves both as tool and target for deploying molecular strategies based on the suppression of genes of interest. The main RNA-mediated therapeutic methodologies, deriving from studies on catalytic activity of ribozymes, blockage of mRNA translation and the recently identified RNA interference, will be discussed in an effort to understand the utilities of RNA as a central molecule during gene expression

Association of anti-CCP positivity and carriage of TNFRII susceptibility variant with anti-TNF-α response in rheumatoid arthritis

Objective: To investigate the possible influence of tumour necrosis factoralpha (TNF), TNF receptor I (TNFRI) and TNF receptor II (TNFRII) gene polymorphisms on anti-TNF treatment responsiveness, stratified by autoantibody status. Methods: A Greek multi-centre collaboration was established to recruit a cohort of patients (n=100) with active RA treated with anti-TNF drugs. TNF g.-238G>A (rs361525), g.-308G>A (rs1800629), g.-857C>T (rs1799724), TNFRI c.36A>G (rs4149584) and TNFRII c.676T>G (rs1061622) polymorphisms were genotyped by PCRRFLP assays. Serum RF and anti-CCP antibody status were determined using commercially available kits. Single-SNP, haplotype and stratification by autoantibody status analyses were performed in predicting response to treatment by 6 months, defined as the absolute change in DAS28. Results: 31 patients (31%) were defined as non-responders due to failure to fulfill the DAS28 criteria. 79% and 66% were RF and anti-CCP positive, respectively. None of the genotyped SNPs was alone associated with responsiveness to drug treatment. However, after stratification by autoantibody status, carriage of TNFRII c.676G allele was associated with poorer response to drug treatment in anti-CCP positive patients (p=0.03), after 6 months of anti-TNF therapy. Conclusion: In concordance with previous studies, genetic polymorphisms alone cannot be used to safely predict clinical response to anti-TNF therapy however the combination of genetic factors and autoantibody status warrants further investigation in larger independent cohorts. © Clinical and Experimental Rheumatology 2011

Association of anti-CCP positivity and carriage of TNFRII susceptibility variant with anti-TNF-alpha response in rheumatoid arthritis

Objective. To investigate the possible influence of tumour necrosis factor-alpha (TNF), TNF receptor I (TNFRI) and TNF receptor II (TNFRII) gene polymorphisms on anti-TNF treatment responsiveness, stratified by autoantibody status. Methods. A Greek multi-centre collaboration was established to recruit a cohort of patients (n=100) with active RA treated with anti-TNF drugs. TNF g.-238G>A (rs361525), g.-308G>A (rs1800629), g.-857C>T (rsl 799724), TNFRI c.36A>G (rs4149584) and TNFRII c.676T>G (rs1061622) polymorphisms were genotyped by PCR-RFLP assays. Serum RF and anti-CCP antibody status were determined using commercially available kits. Single-SNP, haplotype and stratification autoantibody status analyses were performed in predicting response to treatment by 6 months, defined as the absolute change in DAS28. Results. 31 patients (31%) were defined as non-responders due to failure to fulfill the DAS28 criteria. 79% and 66% were RF and anti-CCP positive, respectively. None of the genotyped SNPs was alone associated with responsiveness to drug treatment. However, after stratification by autoantibody status, carriage of TNFRII c.676G allele was associated with poorer response to drug treatment in anti-CCP positive patients (p=0.03), after 6 months of anti-TNF therapy. Conclusion. In concordance with previous studies, genetic polymorphisms alone cannot be used to safely predict clinical response to anti-TNF therapy however the combination of genetic factors and autoantibody status warrants further investigation in larger independent cohorts