The project X-TEAM D2D (Extended ATM for Door-to-Door Travel) has been funded by SESAR JU in 2020 and completed its activities in 2022, pursuing and accomplishing the definition, development and initial assessment of a Concept of Operations (ConOps) for the seamless integration of ATM and air transport into an overall intermodal network, including other available transportation means (surface, water), to support the door-to-door connectivity, in up to 4 hours, between any location in Europe. The project addressed the ATM and air transport, including Urban Air Mobility (UAM), integration in the overall transport network serving urban and extended urban (up to regional level) mobility, specifically identifying and considering the transportation and passengers service scenarios expected for the near, medium and long-term future, i.e. for the project baseline (2025), intermediate (2035) and final (2050) time horizons. In this paper, the main outcomes from the project activities are summarized, with particular emphasis on the studies about the definition of future scenarios and use cases for the integration of the vertical transport with the surface transport towards integrated intermodal transport system and about identification of the barriers towards this goal. In addition, an outline is provided on the specific ConOps for the integration of ATM in intermodal transport infrastructure (i.e. the part of the overall ConOps devoted to integration of different transportation means) and on the specific ConOps for the integration of ATM in intermodal service to passengers (i.e. the specific component of the ConOps devoted to design of a unique service to passengers). Finally, the main outcomes are summarized from the validation of the proposed ConOps through dedicated simulations.
This systematic review examined the effect of built environment infrastructural changes (BEICs) on physical activity (PA), active transportation (AT) and sedentary behavior (SB). A literature search resulted in nineteen eligible articles. On- and off-road bicycling and/or walking trails resulted in inconsistent effects on overall PA and walking, and in predominantly positive effects on bicycling. More extensive BEICs led to mixed results, with mainly non-significant effects. However, positive effects on bicycling were found for people living closer to BEICs. None of the studies assessed SB. Improved understanding of the potential of BEICs to increase PA levels and decrease SB at population level asks for more high-quality, in-depth research, that takes into account the broader system.
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The production, use, disposal and recovery of packaging not only generates massive volumes of waste, it also consumes raw materials, water and energy (Fitzpatrick et al. 2012). Simultaneously, consumers have shown an increasing interest in products incorporating sustainable and social attributes (Kletzan et al., 2006). As a result, environmentally friendly packaging, also called ecofriendly or sustainable packaging, has become mainstream. In this context, packaging is more than just ensuring the product's protection and easing transportation, it is also a communicative tool (Palmer, 2000) and it becomes associated with multiple drivers of the purchasing process. Consequently, companies face pressure to innovate responding to consumer demands, and focusing on sustainable solutions that reduce harmful materials and favour green alternatives for both, the product and the packaging. Although the above has triggered research on consumer choice for sustainable products and alternatives on sustainable packaging, the relation between sustainable packaging and consumer behaviour remains underexplored. This research unpacks this relationship, i.e., empirically verifies which dimensions (recyclability, biodegradability, reusability) of sustainable packaging are perceived and valued by consumers. Put differently, this research investigates consumer behaviour towards the functions of sustainable packaging in terms of product protection, convenience, reliability of information and promotion, and scrutinises the perceived credibility of the associated ethical responsibility claims. It aims to identify those packaging materials and/or sustainability characteristics perceived as more sustainable by consumers as well as the factors influencing actual consumer choice towards sustainable packaged products. We aim to gain more insights in the perceptual frame that different types of consumers apply when exposed to sustainable packaging. To this end, we will make use of revealed preference methods to measure consumer valuations of sustainable packaged products. This game-theoretic approach should provide a more complete depiction of consumers' perceptions and preferences.
PBL is the initiator of the Work Programme Monitoring and Management Circular Economy 2019-2023, a collaboration between CBS, CML, CPB, RIVM, TNO, UU. Holidays and mobility are part of the consumption domains that PBL researches, and this project aims to calculate the environmental gains per person per year of the various circular behavioural options for both holiday behaviour and daily mobility. For both behaviours, a range of typical (default) trips are defined and for each several circular option explored for CO2 emissions, Global warming potential and land use. The holiday part is supplied by the Centre for Sustainability, Tourism and Transport (CSTT) of the BUas Academy of Tourism (AfT). The mobility part is carried out by the Urban Intelligence professorship of the Academy for Built Environment and Logistics (ABEL).The research question is “what is the environmental impact of various circular (behavioural) options around 1) holidays and 2) passenger mobility?” The consumer perspective is demarcated as follows:For holidays, transportation and accommodation are included, but not food, attractions visited and holiday activitiesFor mobility, it concerns only the circular options of passenger transport and private means of transport (i.e. freight transport, business travel and commuting are excluded). Not only some typical trips will be evaluated, but also the possession of a car and its alternatives.For the calculations, we make use of public databases, our own models and the EAP (Environmental Analysis Program) model developed by the University of Groningen. BUAs projectmembers: Centre for Sustainability, Tourism and Transport (AT), Urban Intelligence (ABEL).
Since March 2013, Paul Peeters is a member of the ICAO/CAEP Working Group 3, which is responsible for setting a new fuel efficiency standard for of civil aviation. He does so for the International Coalition for Sustainable Aviation (ICSA). ICSA was established in 1998 by a group of national and international environmental NGOs as official observers. Since its inception, ICSA has contributed to CAEP’s work on technical means to reduce emissions and noise, the role of market-based measures, supporting economic and environmental analysis, modelling and forecasting, and ICAO’s carbon calculator. It has also been invited to present its views at ICAO workshops on carbon markets and bio-fuels, and has presented to the high-level Group on Internation Aviation and Climate Change (GIACC). ICSA uses the expertise within its NGO membership to formulate its co-ordinated positions. To gain the broadest level of understanding and input from environmental NGOs, ICSA communicates with, and invites comment from, other NGO networks and bodies working in related areas. ICSA’s participation in ICAO and CAEP meetings is currently provided by the Aviation Environment Federation (AEF), the International Council for Clean Transportation (ICCT) and Transport and Environment (T&E). See http://www.icsa-aviation.org
