The term first responders usually refers to law enforcement, fire, and emergency medical personnel. These responders, however, are not the only assets that may be required in the aftermath of a strike on the homeland. In contrast, the more appropriate term, emergency responders, comprises all personnel within a community that might be needed in the event of a natural or technological (man-made) disaster or terrorist incident. These responders might include hazardous materials response teams, urban search and rescue assets, community emergency response teams, anti-terrorism units, special weapons and tactics teams, bomb squads, emergency management officials, municipal agencies, and private organizations responsible for transportation, communications, medical services, public health, disaster assistance, public works, and construction. In addition, professional responders and volunteers, private nonprofit, nongovernmental groups (NGOs), such as the Red Cross, can also play an important role in emergency response. As a result, the tasks that a national emergency response system would be required to perform are more complex than simply aiding victims at the scene of a disaster, carried out by several kinds of professional users with different roles and expertise. Moreover, emergency preparedness and response lifecycle is a complex process that consists of the preparation, response, and recovery from a disaster, including planning, logistical support, maintenance and diagnostics, training, and management as well as supporting the actual activities at a disaster site and post-recovery after the incident.

The major challenge the European automotive industry is currently faced with is the 2020 CO2 fleet emission target of 95g/km and the envisaged further reduction of the CO2 emission limits in the European Union for the period after 2025. The European OEMs are also challenged by meeting Euro 6 tail pipe emission standards while already developing powertrains that need to fulfil future Euro 7 emission limits. In addition, the change of the emission test drive cycle from NEDC to WLTP and the implementation of real-driving emissions (RDE) imposes additional challenges onto the European car industry. The effort to meet the future fleet CO2 emission limits has been leading to the need for introduction of a broad range of electrified vehicle configurations into the portfolio of the European OEMs. Besides the increased development effort related to the electrified powertrain system itself, electrification also results in more derivatives from the standard platforms and vehicle models, which further increases the development effort and costs. An electrified powertrain is a highly complex mechatronic system, and meeting all functional and performance requirements efficiently demands a highly integrated development approach. Micro- and mild-hybrid architectures add moderate complexity to the conventional powertrain, however, the further step towards heavy electrification, aimed at a largely improved overall energy efficiency and unconditional emission legislation compliance under RDE conditions, requires advanced design and optimization methods and tools to master the related development challenges. This is exactly where the VISION-xEV project aims at providing its scientific and technical contribution: to develop and demonstrate a generic virtual component and system integration framework for the efficient development of all kinds of future electrified powertrain systems.

In sharp contrast to model organisms with degenerated Y/W chromosomes, many reptiles, fish and amphibians have mostly undifferentiated sex chromosomes and exhibit dynamics of birth and death of sex chromosomes. Why and how early-stage sex chromosomes and frequent turnovers are so prevalent across eukaryotes remain mysterious. This also raises pressing questions on alternative mechanisms leading to sex chromosome recombination arrest, their dynamics and stability. Frogs are ideal systems because they have mostly early-stage sex chromosomes and frequent turnovers. In this project, I will use the robber frogs to study unconventional sex chromosome evolution, challenging the paradigm predicted by the canonical model of ?degenerate Y/W?: 1. Does genome-wide reduced recombination always associate with the heterogametic sex? I will study an alternative mechanism driving sex chromosome recombination arrest, sex-specific telomere-restricted recombination, in 12 robber frogs with XY, ZW systems in a phylogenetic framework. 2. Do sex-determination turnovers repeatedly occur in frogs with heteromorphic sex chromosomes? I will identify sex chromosomes for each species and analyse the rate of turnovers in XY and ZW systems in a phylogenetic framework. I anticipate several independent transitions between sex-determination mechanisms, and more transitions within the XY or ZW system. 3. What are the genomic consequences of giant Ys and Ws, how do they form and differ? I will perform chromosome-level genome assembly to identify gene content on the Ys/Ws. I will detect inversions, evolutionary strata, compare transposable elements dynamics and dosage compensation mechanisms between XY and ZW systems. If successful, this project will uncover alternative mechanisms driving sex chromosome recombination arrest, their dynamics and genomic features. It will reveal the mysterious formation of giant Ys/Ws. Together, this will conceptually extend boundaries of the canonical model.