This paper focuses on the use of discrete event simulation (DES) as a decision support tool for airport land use development. As a study case, Querétaro Airport (Mexico) is used, due to its rapid growth and the different services it offers. The SIMIO® software was used to carry out a macro-level simulation of the airport’s processes, considering generic process times, flight types and demand schedules. The resulting strategic simulation model can be used to diagnose the current growth situation, analyse the airport's growth potential, and evaluate different expansion scenarios using the available land, including the expansion of the terminal building, cargo operations or MRO. The arrival and departure of aircraft (commercial, cargo, maintenance, aviation school and private aviation) at the airport were simulated to detect bottlenecks for different expansion scenarios, that aim to find an optimal balance between the growth options in the different airport grounds. The objective is to compare the potential growth of different layout expansion possibilities. Preliminary results indicate that land use options have a great impact on the growth potential of the airport and some general aviation activities, such as the aviation school, are interfering with the potential growth of other activities at Querétaro Airport.
Objectives: Promoting unstructured outside play is a promising vehicle to increase children’s physical activity (PA). This study investigates if factors of the social environment moderate the relationship between the perceived physical environment and outside play. Study design: 1875 parents from the KOALA Birth Cohort Study reported on their child’s outside play around age five years, and 1516 parents around age seven years. Linear mixed model analyses were performed to evaluate (moderating) relationships among factors of the social environment (parenting influences and social capital), the perceived physical environment, and outside play at age five and seven. Season was entered as a random factor in these analyses. Results: Accessibility of PA facilities, positive parental attitude towards PA and social capital were associated with more outside play, while parental concern and restriction of screen time were related with less outside play. We found two significant interactions; both involving parent perceived responsibility towards child PA participation. Conclusion: Although we found a limited number of interactions, this study demonstrated that the impact of the perceived physical environment may differ across levels of parent responsibility.
MULTIFILE
In this paper we propose a novel approach for validating a simulation model for a passengers' airport terminal. The validation approach is based on a "historical data" and "model-to-model" validation approach, and the novelty is represented by the fact that the model used as comparison uses historical data from different data sources and technologies. The proposed validation approach , which is presented as part of the IMHOTEP project, implements various data fusion and data analytics methods to generate the passenger "Activity-Travel-Diary", which is the model that is then compared with the results from the simulation model. The data used for developing the "Activity-Travel-Diary" comes from different sources and technologies such as: passengers data (personal mobile phone, apps), airport data (airport Wi-Fi, GPS, scanning facilities), and flight Information (flight schedules, gate allocation etc.). The simulation model is based on an agent-based simulation paradigm and includes all the passengers flows and operations within a terminal airport. The proposed validation approach is implemented in a real-life case study, Palma de Mallorca Airport, and preliminary results of the validation (calibration) process of the simulation model are presented.
The traffic safety of cyclists is under pressure. The number of fatalities and injuries is increasing, and the number of single-bicycle accidents is on the rise. However, from a traffic safety perspective, the most concerning trend is the growing number of incidents between motorized vehicles and cyclists. In addition to infrastructural solutions, such as more segregated and wider bike lanes, both industry and government are exploring technological developments to better safeguard cyclist safety. One of the technological solutions being considered is the use of C-V2X communication. C-V2X, Cellular Vehicle-to-X, is a technology that enables short-range signal exchanges between road users, informing them of each other's presence. C-V2X can be used, for example, to alert drivers via dedicated in-car information systems about the presence of cyclists on the road (e.g. at crossings). Although the technology and chipsets have been developed, the application of C-V2X to improve cyclist safety has not yet been thoroughly investigated. Therefore, HAN, Gazelle, and ARK Infomotives are researching the impact of C-V2X (on cyclist safety). Using advanced simulations with a digital twin in an urban environment and rural environment, the study will analyze how drivers respond to cyclist presence signals and determine the maximum penetration rate of ‘connected’ cyclists. Based on this, a pilot study will be conducted in a controlled environment on HAN terrain to validate the direction of the simulation results. The project aligns with the Missiegedreven Innovatiebeleid and the KIA Sleuteltechnologieën, specifically within application of digital and information technologies. This proposal aligns with the innovation domain of Semiconductor Technologies by applying advanced sensor and digital connectivity solutions to enhance cyclist safety. The project fits within the theme of Sleuteltechnologieën en Duurzame Materialen of the strategic research agenda of the VH by utilizing digital connectivity, sensor fusion, and data-driven decision-making for safer mobility solutions.
In the Glasgow declaration (2021), the tourism sector promised to reduce its CO2 emissions by 50% and reduce them to zero by 2050. The urgency is felt in the sector, and small steps are made at company level, but there is a lack of insight and overview of effective measures at global level.This study focuses on the development of a necessary mix of actions and interventions that the tourism sector can undertake to achieve the goal of a 50% reduction in greenhouse gases by 2030 towards zero emissions by 2050. The study contributes to a better understanding of the paths that the tourism sector can take to achieve this and their implications for the sector. The aim of the report is to spark discussion, ideas and, above all, action.The study provides a tool that positively engages the sector in the near and more distant future, inspires discussion, generates ideas, and drives action. In addition, there will be a guide that shows the big picture and where the responsibilities lie for the reduction targets. Finally, the researchers come up with recommendations for policymakers, companies, and lobbyists at an international and European level.In part 1 of the study, desk research is used to lay the foundation for the study. Here, the contribution of tourism to global greenhouse gas emissions is mapped out, as well as the image and reputation of the sector on climate change. In addition, this section describes which initiatives in terms of, among other things, coalitions and declarations have already been taken on a global scale to form a united front against climate change.In part 2, 40 policies and measures to reduce greenhouse gas emissions in the sector are evaluated in a simulation. For this simulation, the GTTMdyn simulation model, developed by Paul Peeters from BUAS, is used which works on a global scale and shows the effect of measures on emissions, tourism, transport, economy, and behaviour. In this simulation, the researchers can 'test' measures and learn from mistakes. In the end one or more scenarios will; be developed that reach the goals of 50% reduction in 2030 and zero emissions in 2050. In part 3, the various actions that should lead to the reduction targets are tested against the impacts on the consequences for the global tourism economy, its role in providing leisure and business opportunities and the consequences for certain destinations and groups of industry stakeholders. This part will be concluded with two workshops with industry experts to reflect on the results of the simulation.Part 4 reports the results of the study including an outline of the consequences of possibly not achieving the goal. With this, the researchers want to send a warning signal to stakeholders who may be resistant to participating in the transition.
Automated driving nowadays has become reality with the help of in-vehicle (ADAS) systems. More and more of such systems are being developed by OEMs and service providers. These (partly) automated systems are intended to enhance road and traffic safety (among other benefits) by addressing human limitations such as fatigue, low vigilance/distraction, reaction time, low behavioral adaptation, etc. In other words, (partly) automated driving should relieve the driver from his/her one or more preliminary driving tasks, making the ride enjoyable, safer and more relaxing. The present in-vehicle systems, on the contrary, requires continuous vigilance/alertness and behavioral adaptation from human drivers, and may also subject them to frequent in-and-out-of-the-loop situations and warnings. The tip of the iceberg is the robotic behavior of these in-vehicle systems, contrary to human driving behavior, viz. adaptive according to road, traffic, users, laws, weather, etc. Furthermore, no two human drivers are the same, and thus, do not possess the same driving styles and preferences. So how can one design of robotic behavior of an in-vehicle system be suitable for all human drivers? To emphasize the need for HUBRIS, this project proposes quantifying the behavioral difference between human driver and two in-vehicle systems through naturalistic driving in highway conditions, and subsequently, formulating preliminary design guidelines using the quantified behavioral difference matrix. Partners are V-tron, a service provider and potential developer of in-vehicle systems, Smits Opleidingen, a driving school keen on providing state-of-the-art education and training, Dutch Autonomous Mobility (DAM) B.V., a company active in operations, testing and assessment of self-driving vehicles in the Groningen province, Goudappel Coffeng, consultants in mobility and experts in traffic psychology, and Siemens Industry Software and Services B.V. (Siemens), developers of traffic simulation environments for testing in-vehicle systems.
