Forward observables at RHIC, the Tevatron run II and the LHC

We present predictions on the total cross sections and on the ratio of the real part to the imaginary part of the elastic amplitude (rho parameter) for present and future pp and pbar p colliders, and on total cross sections for gamma p -> hadrons at cosmic-ray energies and for gamma gamma -> hadrons up to sqrt(s)=1 TeV. These predictions are based on a study of many possible analytic parametrisations and invoke the current hadronic dataset at t=0. The uncertainties on total cross sections, including the systematic theoretical errors, reach 1% at RHIC, 3% at the Tevatron, and 10% at the LHC, whereas those on the rho parameter are respectively 10%, 17%, and 26%.Comment: 11 pages, 2 figures, LaTeX, presented at the Second International "Cetraro" Workshop & NATO Advanced Research Workshop "Diffraction 2002", Alushta, Crimea, Ukraine, August 31 - September 6, 200

Benchmarks for the Forward Observables at RHIC, the Tevatron-run II and the LHC

We present predictions on the total cross sections and on the ratio of the real part to the imaginary part of the elastic amplitude (rho parameter) for present and future pp and pbar p colliders, and on total cross sections for gamma p -> hadrons at cosmic-ray energies and for gamma gamma-> hadrons up to sqrt{s}=1 TeV. These predictions are based on an extensive study of possible analytic parametrisations invoking the biggest hadronic dataset available at t=0. The uncertainties on total cross sections, including the systematic errors due to contradictory data points from FNAL, can reach 1.9% at RHIC, 3.1% at the Tevatron, and 4.8% at the LHC, whereas those on the rho parameter are respectively 5.4%, 5.2%, and 5.4%.Comment: 11 pages, 2 figures, 4 tables, RevTeX

P-P Total Cross Sections at VHE from Accelerator Data

Comparison of P-P total cross-sections estimations at very high energies - from accelerators and cosmic rays - shows a disagreement amounting to more than 10 %, a discrepancy which is beyond statistical errors. Here we use a phenomenological model based on the Multiple-Diffraction approach to successfully describe data at accelerator energies. The predictions of the model are compared with data On the basis of regression analysis we determine confident error bands, analyzing the sensitivity of our predictions to the employed data for extrapolation. : using data at 546 and 1.8 TeV, our extrapolations for p-p total cross-sections are only compatible with the Akeno cosmic ray data, predicting a slower rise with energy than other cosmic ray results and other extrapolation methods. We discuss our results within the context of constraints in the light of future accelerator and cosmic ray experimental results.Comment: 26 pages aqnd 11 figure

Журнал «Современник» о железной дороге (социально-экономический анализ)

The article is devoted to the analysis of the poetic works of the Russian authors of the middle 19th century, who published in Sovremennik [The Contemporary; the literary and socio-political magazine founded in 1836] and extensiv ely reviewed the topic of construction of railways in the Russian Empire. Citing selected fragments of works of A. S. Pushkin, N. A. Nekrasov, N. A. Dobrolyubov, A. A. Fet, Ya. P. Polonsky, helps to present the socio-economic analysis of the problems associated with construction of first railways in Russia, as they were seen by Sovremennik authors. The conclusion is made that Sovremennik authors regarded the topic of construction and operation of railways as one of the most socially significant and promising. Editorial note. Instead of a review of a scientific or educational edition traditionally suggested under that heading we publish the original analysis of the works of Russian writers and poets of 19th century made from the point of view of the history of transport and particularly of socio-economic aspects of its development. The publication might confirm the importance of transport industry, that enjoyed widespread attention two centuries ago, as it does it nowadays.Статья посвящена анализу поэтических произведений авторов середины XIX века, публиковавшихся в литературном и общественно-политическом журнале «Современник» и масштабно осветивших тему сооружения железных дорог в Российской Империи. Процитированы избранные места из произведений таких авторов, как А. С. Пушкин, Н. А. Некрасов, Н. А. Добролюбов, А. А. Фет, Я. П. Полонский. Показан содержащийся в произведениях авторов социально-экономический анализ проблем, связанных с сооружением в России первых железных дорог. Сделан вывод о заинтересованности авторского коллектива журнала «Современник» темой сооружения и эксплуатации железных дорог как одной из наиболее общественно значимой и перспективной. От редакции. Вместо традиционной для данного раздела рецензии на научно-технические или учебные издания читателям предлагается оригинальный анализ творчества писателей и поэтов XIX века под углом зрения истории транспорта и, в частности, социально-экономических аспектов его развития. Надеемся, что материал даст, в том числе, возможность убедиться, насколько важна деятельность транспорта, какое внимание самых широких кругов общества она способна привлечь, как два века тому назад, так и сейчас

История развития сухопутной транспортной инфраструктуры: техническая база и экономические аспекты. Часть 2

The second part of the article (the first of which was published in the last issue of the journal) analyses the history of emergence of the rail track, as well as evolution of the railway-track substructure, including a review of the materials used for this.A separate section is devoted to evolution of railways in Russia.Brief conclusions are made regarding the importance of the historical and economic aspects of development of inland transport infrastructure.The importance of considering this issue is quite high when conducting comprehensive research intended to get economic assessment and forecast the strategic development of transport infrastructure.Во второй части статьи (первая была опубликована в прошлом номере журнала) анализируется история появления рельсового пути, а также эволюция подрельсового основания железных дорог, включая обзор использовавшихся для этого материалов.Отдельный раздел посвящён становлению железных дорог в России.Делаются краткие выводы в отношении важности историко-экономического аспекта развития сухопутной транспортной инфраструктуры.Значимость рассмотрения данного вопроса высока при ведении комплексных исследований в целях экономической оценки и прогнозирования стратегического развития транспортной инфраструктуры на современном этапе

История развития сухопутной транспортной инфраструктуры: техническая база и экономические аспекты. Часть 1

The article, consisting of two parts, studies historical and economic aspects, physical infrastructure and technological basis of emergence, formation, and evolutionary development of inland transport infrastructure. In contrast to water and air transport, land transport, due to its linkage to a certain territory, developed in a very restrained and nonlinear manner. Its infrastructure, represented by the simplest paths and roads, of course, played a certain economic role, but until 18th–19th centuries was not considered as the basis for regular advance and exchange of goods. In different parts of the world, the infrastructure of land transport developed differently which was largely due to the prevailing socio-economic institutions. For many centuries, the technical condition of the inland transport infrastructure and its economic importance have not undergone any significant changes. Therefore, the end of the medieval era and a significant breakthrough in development of land transport are interdependent processes. The emergence of an era of economic growth, including development of international trade and an increase in social welfare, would not have been possible without a wellfunctioning land transport system. Nevertheless, land transport until the beginning of 19th century was not associated with a reliable, fast, and regular medium of exchange and travel. Only with the advent of railways the situation changed radically. Paved roads were also developing. From this moment land transport and its infrastructure has become the basis of the dynamic economic activity of society.В статье, состоящей из двух частей, анализируется историко-экономический аспект и технико-технологическая основа возникновения, становления и эволюционного развития сухопутной транспортной инфраструктуры. В отличие от водного и воздушного, наземный транспорт, ввиду своей территориальной привязанности, развивался очень сдержано и нелинейно. Его инфраструктура, представленная простейшими тропами и дорогами, конечно, играла определённую экономическую роль, но до XVIII–XIX вв. не рассматривалась как основа регулярного продвижения и товарного обмена. При этом в различных частях света инфраструктура сухопутного транспорта формировалась по-разному, что во многом обусловлено сложившимися социально-экономическими институтами.На протяжении многих веков техническое состояние сухопутной транспортной инфраструктуры и её экономическое значение не претерпевали особых изменений.Поэтому окончание средневековой эпохи и значительный рывок в развитии сухопутного транспорта – взаимообуславливающие процессы. Зарождение эпохи экономического роста, включающего развитие международной торговли и увеличение общественного благосостояния, было бы невозможно без отлаженной транспортной системы на суше. Тем не менее, сухопутный транспорт до начала XIX в. не ассоциировался с надёжным, быстрым и регулярным средством обмена и перемещения. Только с появлением железных дорог ситуация изменилась коренным образом. При этом параллельно происходило развитие дорог с твёрдым покрытием. Именно с этого момента времени сухопутный транспорт и его инфраструктура стали основой активной экономической деятельности общества

Application of the method for assessing the real efficiency of transport infrastructure for economic comparison of railway track designs

A method related to improving the tools for evaluating the effectiveness of transport infrastructure, which makes it possible to adequately assess the economic effectiveness of various technical solutions, considering their life cycle and operating conditions, has been developed and tested. The research methodology is based on an economic analysis that includes a life cycle cost calculation. The indicators of capital expenditures, current expenses, risks, and service life of structures were used to compare the variants of technical solutions. The study results show that the proposed assessment method can be used in addition to or instead of the traditional approach and also allows for a comparison of technical solutions. It can be applied when designing new and reconstructing existing transport infrastructure facilities, in particular railway lines, and selecting optimal solutions for various operating conditions. The method is also applicable for evaluating innovative infrastructure solutions. The study prospects are related to the proposed approach integration into the general methodology for analyzing economically significant trends in transport (including railway) infrastructure development, as well as to complement the proposed method with sensitivity analysis of key parameters of the source data. The study highlights the importance of an integrated approach to assessing the effectiveness of transport infrastructure, considering both the economic and technical and operational parameters of infrastructure solutions

Phenotypic Modulation of Smooth Muscle Cells in Atherosclerosis Is Associated With Downregulation of LMOD1, SYNPO2, PDLIM7, PLN, and SYNM

OBJECTIVE: Key augmented processes in atherosclerosis have been identified, whereas less is known about downregulated pathways. Here, we applied a systems biology approach to examine suppressed molecular signatures, with the hypothesis that they may provide insight into mechanisms contributing to plaque stability. APPROACH AND RESULTS: Muscle contraction, muscle development, and actin cytoskeleton were the most downregulated pathways (false discovery rate=6.99e-21, 1.66e-6, 2.54e-10, respectively) in microarrays from human carotid plaques (n=177) versus healthy arteries (n=15). In addition to typical smooth muscle cell (SMC) markers, these pathways also encompassed cytoskeleton-related genes previously not associated with atherosclerosis. SYNPO2, SYNM, LMOD1, PDLIM7, and PLN expression positively correlated to typical SMC markers in plaques (Pearson r>0.6, P0.8, P<0.0001). By immunohistochemistry, the proteins were expressed in SMCs in normal vessels, but largely absent in human plaques and intimal hyperplasia. Subcellularly, most proteins localized to the cytoskeleton in cultured SMCs and were regulated by active enhancer histone modification H3K27ac by chromatin immunoprecipitation-sequencing. Functionally, the genes were downregulated by PDGFB (platelet-derived growth factor beta) and IFNg (interferron gamma), exposure to shear flow stress, and oxLDL (oxidized low-density lipoprotein) loading. Genetic variants in PDLIM7, PLN, and SYNPO2 loci associated with progression of carotid intima-media thickness in high-risk subjects without symptoms of cardiovascular disease (n=3378). By eQTL (expression quantitative trait locus), rs11746443 also associated with PDLIM7 expression in plaques. Mechanistically, silencing of PDLIM7 in vitro led to downregulation of SMC markers and disruption of the actin cytoskeleton, decreased cell spreading, and increased proliferation. CONCLUSIONS: We identified a panel of genes that reflect the altered phenotype of SMCs in vascular disease and could be early sensitive markers of SMC dedifferentiation

Methodology for improving the assessment of the economic efficiency of transport infrastructure development

Transport infrastructure, especially railway infrastructure, plays a key role in economic development, ensuring efficient movement of goods and people. It is characterised by high capital intensity, long operational lifespans, and generation of socio-economic effects. Therefore, there is a need to improve the methodology for assessing the economic efficiency of creating and developing transport infrastructure objects. The traditional approach to evaluation is based on discounting cash flows. When applying this method, significant capital investments are compared with devalued effects in subsequent years due to discounting, during which the infrastructure object reaches the specified estimated load. Moreover, it does not consider the fact that the transport infrastructure benefits and holds value not only for the current generation but also for the future one. Additionally, it, as an economic good, cannot be seen as a one-timely consumed product: this transportation service cannot be accumulated. For a more accurate and comprehensive assessment of the efficiency, particularly in the case of railway transport, it is proposed to consider the results of long-term operation of the transport infrastructure at full (estimated) load not in the future but in the present (present сontinious). The economic assessment indicators include initially invested and adjusted capital, annual effect, efficiency ratio, and the value of the transport infrastructure object. The research results aim to provide an adequate assessment of project implementation efficiency in the field in question. In the future, the methodology can be enhanced by defining risks of not ensuring normal infrastructure load throughout the entire calculation period as well as by assessing the reduction in profitability or increase in transportation costs

What are the Immediate Prospects for the Implementation of Innovative Activity of the Domestic Agro-Industrial Complex

The innovative development of the agro-industrial complex (AIC) of the Russian Federation is a priority area of state policy, since the agro-industrial complex is the basis for ensuring the country’s food security. Technological and product innovations in the sector will reduce the risks of doing business and provide the domestic and foreign markets with goods that have high consumer value and meet the needs of consumers. The purpose of this study is to substantiate the need for innovative development of the agro-industrial complex and develop recommendations for increasing the innovative activity of agro-industrial enterprises. The objectives of the study are to determine the industry’s contribution to GDP, to determine the level of innovation activity, to analyze development factors, to analyze factors that slow down innovation activity and to draw up appropriate recommendations. Research methods are economic analysis and synthesis. The article shows that the innovative development of the agroindustrial complex largely depends on state support and the creation of a special institution for the transfer of innovative technologies. The main provisions of the article: it is shown that in modern Russia the high potential of agro-industrial production has not been realized; innovative development of enterprises in the agro-industrial complex depends on the import of technologies; Russia has a scientific base and the potential for creating innovative solutions, but in the absence of technology transfer institutions, it cannot be realized; the creation of a special institute for technology transfer will increase the innovative activity and competitiveness of the Russian agro-industrial complex in the domestic and world markets