CO2 Emission Reduction in Freight Transports How to Stimulate Environmental Friendly Behaviour?

In the European Union (EU) and in Germany the transport sector is the only sector with increasing CO2 emissions (in the EU by about 32 % and in Germany by about 1 % since 1990). Especially in road freight and air transport a further strong increase is forecasted. In the transport sector this might be impeded by avoiding transport (accepting a lower economic growth), shifting modes or in optimizing logistics. Especially the second is mentioned to be an adequate solution to meet the increasing demand for transportation and reducing CO2 emissions simulatneously. It is often stated, that combined transport (mainly truck-train-truck) might be a very CO2 efficient mode. In this article a Logit-Model (based on a survey of 500 German forwarders) is used to determine mode shift potentials of hauliers. The main factors of influence depending on the service provision of the transport modes are frequency of combined transport services, speed, and costs. For an estimation of the corresponding impact on the mode shift and thus potentials of CO2 emission reductions two policy instruments are empirically tested: a further increase of the performance-based heavy vehicle fee (LSVA-Maut) and a hypothetical speeding up of the average speed in freight rail transport to 80 km per hour. Although the modal shift is rather high in the last policy simulation, the impact on CO2 emissions is still small. --Freight Transports,CO2 Emissions,Mode Shift,Combined Transport

Impact of Service Station Networks on Purchase Decisions of Alternative-fuel Vehicles

In this paper we analyze the impact of service station availability on the demand for alternative-fuel vehicles and the consumers' willingness to pay for an enlarged fueling infrastructure. We examine a stated preferences choice experiment conducted as a CAPI survey with about 600 interviews of potential car buyers in Germany and estimate the coefficients of a discrete choice model. We simulate different scenarios and analyze how individual choice probabilities for alternative fuel-types are changing with a modified fueling infrastructure. In our scenarios hybrids, LPG/CNG and hydrogen will be real alternatives to the existing conventional technologies. However, biofuels and electric power trains are well behind even in a situation where their infrastructure is equally developed. Moreover, on the basis of our model we compute what increases in fixed or variable costs consumers of different income groups are willing to accept for an increasing station density. --Fueling Infrastructure,Alternative Fuels,Automobile Market,Stated Preferences,Discrete Choice,Network Effects

CO2 emission reduction in freight transports : how to stimulate environmental friendly behaviour?

In the European Union (EU) and in Germany the transport sector is the only sector with increasing CO2 emissions (in the EU by about 32 % and in Germany by about 1 % since 1990). Especially in road freight and air transport a further strong increase is forecasted. In the transport sector this might be impeded by avoiding transport (accepting a lower economic growth), shifting modes or in optimizing logistics. Especially the second is mentioned to be an adequate solution to meet the increasing demand for transportation and reducing CO2 emissions simulatneously. It is often stated, that combined transport (mainly truck-train-truck) might be a very CO2 efficient mode. In this article a Logit-Model (based on a survey of 500 German forwarders) is used to determine mode shift potentials of hauliers. The main factors of influence depending on the service provision of the transport modes are frequency of combined transport services, speed, and costs. For an estimation of the corresponding impact on the mode shift and thus potentials of CO2 emission reductions two policy instruments are empirically tested: a further increase of the performance-based heavy vehicle fee (LSVA-Maut) and a hypothetical speeding up of the average speed in freight rail transport to 80 km per hour. Although the modal shift is rather high in the last policy simulation, the impact on CO2 emissions is still small

Medical Aspects of Mountain Rescue by Helicopter

In summer, mountain accidents may include falls, causing contusions and open wounds; fractures and torn ligaments; external bleeding;internal bleeding in the head, thorax and abdomen; injuries to the spinal column and extremities; falling rocks causing skull injuries; and falls into crevasses causing additional hypothermia, frostbite and drowning. In winter, there are skiing accidents with fractures and torn ligaments; and avalanches resulting in asphyxia, hypothermia and frostbite. In addition, there are mountain sickness; pulmonary edema of high altitude; snow blindness; heatstroke; sunstroke; heart attack; diarrhea and vomiting; pneumonia; snakebite; drowning in torrents or lakes; and burns, explosions and cuts acquired in huts. First aid, medical support and transport to hospital may vary widel

Impact of service station networks on purchase decisions of alternative-fuel vehicles

In this paper we analyze the impact of service station availability on the demand for alternative-fuel vehicles and the consumers’ willingness to pay for an enlarged fueling infrastructure. We examine a stated preferences choice experiment conducted as a CAPI survey with about 600 interviews of potential car buyers in Germany and estimate the coefficients of a discrete choice model. We simulate different scenarios and analyze how individual choice probabilities for alternative fuel-types are changing with a modified fueling infrastructure. In our scenarios hybrids, LPG/CNG and hydrogen will be real alternatives to the existing conventional technologies. However, biofuels and electric power trains are well behind even in a situation where their infrastructure is equally developed. Moreover, on the basis of our model we compute what increases in fixed or variable costs consumers of different income groups are willing to accept for an increasing station density

Impact of service station networks on purchase decisions of alternative-fuel vehicles

In this paper we analyze the impact of service station availability on the demand for alternative-fuel vehicles and the consumers’ willingness to pay for an enlarged fueling infrastructure. We examine a stated preferences choice experiment conducted as a CAPI survey with about 600 interviews of potential car buyers in Germany and estimate the coefficients of a discrete choice model. We simulate different scenarios and analyze how individual choice probabilities for alternative fuel-types are changing with a modified fueling infrastructure. In our scenarios hybrids, LPG/CNG and hydrogen will be real alternatives to the existing conventional technologies. However, biofuels and electric power trains are well behind even in a situation where their infrastructure is equally developed. Moreover, on the basis of our model we compute what increases in fixed or variable costs consumers of different income groups are willing to accept for an increasing station density

A Formação na Maturidade como Apropriação da Própria História de Vida

No presente artigo, a disposição e a competência para a apropriação da própria história de vida são consideradas como modos de formação1 na maturidade. Estas se relacionam com fatores históricos e sócio-políticos e estão inscritas em contextos multigeracionais de formação e processos de desenvolvimento ao longo da vida. Nesta perspectiva, conceitos como geração, geracionalidade, geratividade e transmissão transgeracional ganham destaque e serão aprofundados no texto. A linha argumentativa que sustenta este ponto de vista baseia-se em estudos de países de língua alemã sobre crianças da Segunda Guerra Mundial que envelheceram. Apesar de se tratar de uma situação específica, nos parece possível a extensão das reflexões também para o contexto brasileiro

Effectiveness and safety of opicapone in Parkinson’s disease patients with motor fluctuations: the OPTIPARK open-label study

Background The efficacy and safety of opicapone, a once-daily catechol-O-methyltransferase inhibitor, have been established in two large randomized, placebo-controlled, multinational pivotal trials. Still, clinical evidence from routine practice is needed to complement the data from the pivotal trials. Methods OPTIPARK (NCT02847442) was a prospective, open-label, single-arm trial conducted in Germany and the UK under clinical practice conditions. Patients with Parkinson’s disease and motor fluctuations were treated with opicapone 50 mg for 3 (Germany) or 6 (UK) months in addition to their current levodopa and other antiparkinsonian treatments. The primary endpoint was the Clinician’s Global Impression of Change (CGI-C) after 3 months. Secondary assessments included Patient Global Impressions of Change (PGI-C), the Unified Parkinson’s Disease Rating Scale (UPDRS), Parkinson’s Disease Questionnaire (PDQ-8), and the Non-Motor Symptoms Scale (NMSS). Safety assessments included evaluation of treatment-emergent adverse events (TEAEs) and serious adverse events (SAEs). Results Of the 506 patients enrolled, 495 (97.8%) took at least one dose of opicapone. Of these, 393 (79.4%) patients completed 3 months of treatment. Overall, 71.3 and 76.9% of patients experienced any improvement on CGI-C and PGI-C after 3 months, respectively (full analysis set). At 6 months, for UK subgroup only (n = 95), 85.3% of patients were judged by investigators as improved since commencing treatment. UPDRS scores at 3 months showed statistically significant improvements in activities of daily living during OFF (mean ± SD change from baseline: − 3.0 ± 4.6, p < 0.0001) and motor scores during ON (− 4.6 ± 8.1, p < 0.0001). The mean ± SD improvements of − 3.4 ± 12.8 points for PDQ-8 and -6.8 ± 19.7 points for NMSS were statistically significant versus baseline (both p < 0.0001). Most of TEAEs (94.8% of events) were of mild or moderate intensity. TEAEs considered to be at least possibly related to opicapone were reported for 45.1% of patients, with dyskinesia (11.5%) and dry mouth (6.5%) being the most frequently reported. Serious TEAEs considered at least possibly related to opicapone were reported for 1.4% of patients. Conclusions Opicapone 50 mg was effective and generally well-tolerated in PD patients with motor fluctuations treated in clinical practice. Trial registration Registered in July 2016 at clinicaltrials.gov (NCT02847442)

एकादशीव्रतमाहात्म्यम् : उद्यापन-विधि, शुद्धैकादशी-निर्णय तथा भाषाटीका सहितम् / [टीकाकारेण चन्द्रशेखर शास्त्रिणा]

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