Dies ist der erste Teil der Dokumentation über den Verkehrsdienst Flugsicherung als tragender Teil des zivilen Flugverkehrssystems in Deutschland im Rückblick über seine Entwicklung in der Zeit von 1919 bis 1945. Dieser Rückblick in seine Entwicklungsgeschichte in den Jahren vor dem Zweiten Weltkrieg beschreibt die im Laufe der Jahre entstandenen Erfordernisse zur Absicherung der in immer größerer Zahl durchgeführten Flüge - einer Zeit, in der Deutschland wesentlich zur weltweiten Entwicklung der Flugsicherung beigetragen hatte. Die Dokumentation soll dem Leser ermöglichen, einen Gesamtüberblick über diesen speziellen Verkehrsdienst mit dem Zusammenwirken aller seiner Komponenten aus den Anfangsjahren seines Entstehens zu gewinnen. Das vorliegende Buch wendet sich im wesentlichen an die heutigen und künftigen Fachleute, die sich mit der Thematik des Luftverkehrsmanagements beschäftigen und somit primär an alle Mitglieder der Luftfahrtgemeinde sowie die mit einem engen Bezug zur Flugzeugführung und mit der Durchführung von Flügen und der Kontrolle ihrer Bewegungslenkung befassten Fachleute. Außerdem möge diese Dokumentation historischen Einrichtungen, wie beispielsweise Museen und dergleichen, die sich diesem Thema widmen, als Anhalt zu den bislang zumeist unbekannten betrieblichen Vorgängen in diesem System und seinen Zusammenhängen seit seinen Anfängen dienen. Diese Dokumentation erfüllt weiterhin den Zweck einer Referenz über das Flugsicherungssystem und der Erläuterung seiner Arbeitsweise. / This is the first part of the documentation on the air traffic control service as a fundamental part of the civil air traffic system in Germany, looking back on its development in the period from 1919 to 1945. This review of its development history in the years before the Second World War describes the requirements that arose over the years to safeguard the ever-increasing number of flights - a time in which Germany made a significant contribution to the worldwide development of air traffic control. The documentation should enable the reader to gain an overall view of this special air traffic service with the interaction of all its components from the early years of its development. This book is aimed primarily at current and future professionals involved in air traffic management, and thus primarily at all members of the aviation community as well as professionals with a close connection to aircraft management and those involved in the operation of flights and the control of their movement. In addition, this documentation is intended to serve as a reference for historical institutions, such as museums and the like, which are dedicated to this subject, on the hitherto mostly unknown operational processes in this system and its interrelationships since its beginnings. This documentation also serves as a reference on the air traffic control system and as an explanation of its history.

Dies ist der zweite Teil der Dokumentation über die Entwicklungsgeschichte der Flugsicherung in Deutschland. Während sich der erste Teil dieser Buchreihe mit der Entwicklung der Flugsicherung von 1919 bis Kriegsende im Mai 1945 befaßte, beginnt Teil II im Jahre 1945 mit der Errichtung militärischer, taktischer Flugsicherungsstellen noch vor der Errichtung der jeweiligen Militärregierungen. Dieser seinerzeit neu etablierte Verkehrsdienst im ersten Jahrzehnt nach dem Kriegsende stellt die Wiege der modernen europäischen Flugverkehrskontrolle als hauptsächlichen Teil der gesamten Flugsicherung dar.Unmittelbar nach Kriegsende ist die Flugsicherung ausschließlich Sache der Siegermächte; sie war bestimmt durch die gegebenen Nachkriegs-Lufttransport-Erfordernisse der Alliierten und abhängig vom Stand ihrer Funk-Fernmelde-Technologie sowie ihrer Flugverkehrsverfahren. In dieser Dokumentation wird der Aufbau des neuen Systems im Detail beschrieben. Weil jedoch die ausschließliche Zuständigkeit der Flugsicherung bei den drei westlichen Besatzungsmächten lag, blieb die damalige Wirkungsweise des Flugsicherungssystems und seine Entwicklung der deutschen Öffentlichkeit verborgen. / This is the second part of the documentation on the development of air traffic control in Germany. While the first part of this book series dealt with the development of air traffic control from 1919 to the end of the war in May 1945, Part II begins in 1945 with the establishment of military, tactical air traffic control centers even before the establishment of the respective military governments. This newly established air traffic service in the first decade after the end of the war represents the cradle of modern European air traffic control as the main part of air traffic control as a whole. Immediately after the end of the war, air traffic control was the exclusive responsibility of the victorious powers; it was determined by the post-war air transport requirements of the Allies and depended on the state of their radio telecommunications technology and air traffic procedures. This documentation describes the structure of the new system in detail. However, because the exclusive responsibility for air traffic control lay with the three Western occupying powers, the mode of operation of the air traffic control system at the time and its development remained hidden from the German public.

The first chapter investigates the price and volatility impacts produced by block trades in an inter-market environment with different microstructures. A sample of European cross-traded securities is employed to investigate whether large trades executed on the foreign market (London Stock Exchange's SEAQ-I market) produce any impacts on the securities' home markets and analyse whether different market microstructures matter. The price impact in the home markets is detected before the large trade is executed on SEAQ-I and proceeds in a protracted fashion, implying that substantial pre- and post-positioning is undertaken by London market makers through the home markets. The new equilibrium price on the home market is reached before the trade information is published on SEAQ-I. Large trades are also found to cause higher price volatility in auction trading systems than in a hybrid market microstructure. The second and third chapters analyse the formation of quoted and effective spreads and their components in three different market microstructures. The results show that quoted and effective spreads generated by a hybrid system (Deutsche Borse's IBIS system) are lower than those generated by both the pure auction system (Paris Bourse's CAC system) and the dealership system (London Stock Exchange SEAQ market). Traders on a hybrid mechanism face the lowest costs and this result holds even when we control for (a) the level of market concentration in liquidity provision, and (b) company-specific news. However, the adverse selection component of the spread is significantly higher in an auction trading system compared to both the dealership and the hybrid trading system. This fifth chapter investigates (a) whether, in a hybrid trading mechanism, voluntary market makers provide a higher level of price stabilisation than limit order traders even if they do not have any obligation to keep orderly markets, (b) the strategic interactions between the limit order book and market makers, and (c) the behaviour of the order flow at times of price uncertainty. We analyse these issues using high frequency data from the London Stock Exchange which has adopted a hybrid market microstructure. We find that prices on the dealership system track the security's true value more efficiently. The dealership system can transact higher volumes with lower price volatility. This evidence suggests that market makers provide price stabilisation, even if they have no binding obligation to do so, thus improving the market's quality. In terms of trading behaviour, we find that in a hybrid trading mechanism, traders are not encouraged to provide liquidity on the order book through limit orders as price uncertainty increases. Instead orders migrate to the dealership system for execution.

Pas de résumé / No summary

Chris Daniel Geisler. / "November 4, 1960." Issued also as a thesis, M.I.T. Dept. of Electrical Engineering, October 29, 1960. / Bibliography: p. 154-158. / Army Signal Corps Contract DA36-039-sc-78108. Dept. of the Army Task 3-99-20-001 and Project 3-99-00-000.

Verkehrsökologische Forschungen sind in Russland bis dato nicht so weit verbreitet wie in Deutschland. Das Handbuch soll daher helfen, das Thema dem geneigten Leser näher zu bringen. Verkehrsökologie ist die Wissenschaft vom System „Mensch – Verkehr – Umwelt“. Systeme bezeichnen in diesem Zusammenhang alle Wechselwirkungen zwischen den beteiligten Subjekten und Objekten. Die Verkehrsökologie beschäftigt sich vor allem mit Systemen, die die Wechselwirkungen zwischen Menschen und ihrer Umwelt beschreiben, die durch Verkehr verursacht werden – angesichts der Tatsache, dass Verkehr direkt oder indirekt einen starken negativen Einfluss auf die Umwelt ausübt. Verkehrsökologie ist ebenso mit Ökonomie verknüpft – per Definition ist das die Wissenschaft vom Haushalten mit knappen Ressourcen, deren Gewinnung, Verwendung und Verteilung. Ökologische Schäden bedeuten gleichzeitig auch ökonomische Schäden. Das führt wiederum zur Zerstörung des gesamten Systems, denn Ökonomie stellt die Grundlage unserer menschlichen Gesellschaft dar. Des Weiteren ist Ökologie, eingeschlossen Verkehrsökologie, untrennbar mit Politik und Anforderungen für zukünftige Generationen verbunden. Nachhaltige Entwicklung, als Ziel einer ökologischen Politik, gestattet nicht nur die Befriedigung der Bedürfnisse der heute Lebenden, sondern ermöglicht auch künftigen Generationen die Befriedigung der gleichen Bedürfnisse. Die Übersetzung der Texte in die russische Sprache erfolgte im Rahmen einer Konferenz an der Omsker Universität für Eisenbahnwesen, unter Beteiligung von Studenten und Lehrern des Omsker Instituts für Fremdsprachen „Ин.яз-Омск”. Dabei stellte sich heraus, dass in der russischen Sprache viele Begriffe aus dem Gebiet der Verkehrsökologie nicht existieren. Deshalb haben wir versucht, russische Äquivalente für diese Termini zu finden, deren Sinn und Verständnis sich dem russischsprachigen Leser erschließen sollte. / Исследования в области транспортной экологии в России распространены пока не так широко, как в Германии, поэтому мы хотели бы познакомить наших читателей с понятием этой тематики. Транспортная экология – это наука о системе „человек – транспорт – окружающая среда”. Системой, в нашем понимании, называют любое взаимодействие субъектов и объектов. Транспортная экология занимается, главным образом, системами, которые включают в себя взаимовоздействие человека и окружающей его среды, которое обусловлено транспортом, ввиду того, что транспорт, так или иначе, оказывает негативное влияние на окружающую среду. Транспортная экология также имеет дело и с экономикой – наукой о хозяйственной деятельности с ограниченными ресурсами, их добыче, потреблении и распределении. Ущерб, наносимый экологии, одновременно наносит ущерб экономике, и это разрушает всю систему жизнедеятельности, поскольку экономика является основой человеческого общества. Кроме того, экология, в том числе транспортная, тесно связана с политикой и потребностями будущих поколений. Стабильное развитие, являясь конечным пунктом экологической политики, предполагает не только удовлетворение потребностей современного человека, но и делает возможным удовлетворение таких же потребностей будущих поколений. Перевод текста книги на русский язык был осуществлён в ходе конференции, которая состоялась в Омском государственном университете путей сообщения, при участии cтудентов и преподавателей Омского института иностранных языков „Ин.яз-Омск”. В ходе работы выяснилось, что в русском языке отсутствуют многие понятия из области транспортной экологии. Поэтому мы попытались найти русские эквиваленты этих терминов, наиболее близкие по смыслу и понятные русскоязычному читателю.

No description available.

The thesis is an attempt to establish the water area required by any one ship for safe and efficient navigation. The concept of a ship domain has been considered, which may be defined as the effective area around a ship which a navigator would like to keep free with respect to other ships and stationary objects. This area will not be the same for all ships but will depend on a variety of factors such as speed, size of ship and density of traffic among others. The first part of the project was concerned with the collection of data from two separate sources: one being the performance of ships' officers in collision avoidance exercises on a marine radar simulator and the second being marine traffic surveys conducted in the Sunk area of the North Sea, The collection of data on ship movements and their processing for analysis by computer comprised the early work of the thesis. The next section of work was concerned with the development of a technique for evaluating the size of the domain and in particular the range of the domain boundary from the ship referred to as the domange. Very little work appears to have been done on this topic previously so several possibilities were considered before a decision was made as to the most suitable technique. Once this had been established results were obtained for a variety of conditions such as different sea area, length of ship and experience of the navigator as well as those previously mentioned and others. The final part of the thesis considers possible applications of the results in a variety of situations which are of current and future interest in marine traffic studies.

The concept of corporate social responsibility (CSR) has received much attention over several decades. This research aimed at investigating the impact of CSR on organisational brand value. This thesis conceptualises CSR using the stakeholder theory approach as a brand building tool to increase organisational brand value emphasising the strategic importance of CSR and its potential to create mutually beneficial outcomes for organisations and their stakeholders. This thesis proposes that firms can gain increased organisational brand value and enjoy superior performance by incorporating CSR as an integral component of their corporate brand building strategy. A new and empirically tested CSR-brand strength-organisational brand value conceptual framework was developed in this thesis. The data was analysed to identify the significant relationships amongst these three main variables using the structural equation model (SEM) PLS.The first round of data collected were qualitative and was subjected to content analysis. It comprised of responses from the general public, customers, academic and industry practitioners. The results pointed out that most respondents understood what CSR is about and were aware of Vodafone‘s CSR activities in Ghana. They also indicated that culture has an effect on organisational CSR practice and CSR practice is more proactive in the Western world. The purpose of the second round of data analysis was twofold: to perform confirmatory factor analysis for each of the 65 variable in the model; and to use the structural equation model to examine the hypothesised relationships between CSR, brand strength and organisational brand value. By using the discriminant validity correlation matrix table, a positive relationship between all the variables of brand strength and organisational brand value was established. However, no evidence was found to support the mediating effect of brand awareness, on organisational brand value when SEM was used. Importantly, of the seven variables of brand strength only brand awareness did not significantly contribute to organisational brand value. Moreover, brand knowledge was found to make the greatest contribution to organisational brand value. In summary, this thesis argues that the results support the proposition that CSR has a direct and positive impact on organisational brand value, therefore management of firms in the telecommunications industry in Ghana can use CSR to increase organisational brand value if they incorporate CSR activities appropriately into their brand building efforts. This thesis concludes with a discussion of the limitations of the study and provides recommendations for future research.

Direct membrane deposition (DMD) was recently introduced as a novel polymer electrolyte membrane fabrication method. Here, this approach is extended to fabricate 12 μm thin nanocomposite fuel cell membranes. Poly(vinylidene fluoride-co-hexafluoropropylene) (PVDF-HFP) nanofibers are directly electrospun onto gas diffusion electrodes. By inkjet-printing Nafion ionomer dispersion into the pore space of PVDF-HFP nanofiber mats, composite membranes of 12 μm thickness were fabricated. At 120 °C and 35% relative humidity, stoichiometric 1.5/2.5 H2/air flow and atmospheric pressure, the power density of the DMD fuel cell (0.19 W cm-2), was about 1.7 times higher than that of the reference fuel cell (0.11 W cm-2) with Nafion HP membrane and identical catalyst. A lower ionic resistance and, especially at 120 °C, a reduced charge transfer resistance is found compared to the Nafion HP membrane. A 100 h accelerated stress test revealed a voltage decay of below 0.8 mV h-1, which is in the range of literature values for significantly thicker reinforced membranes. Finally, this novel fabrication approach enables new degrees of freedom in the design of complex composite membranes. The presented combination of scalable deposition techniques has the potential to simplify and thus reduce cost of composite membrane fabrication at a larger scale.