Airport infrastructure evolves alongside legacy systems and processes that limits the ability to fully realise the efficiency potential of costly renovations. Airports will continue to take advantage of current and future technologies. Nevertheless, for such systems to work as efficiently as possible, the passenger should play an active role. This paper analyzes the effect of a new type of emerging ’smart passenger’, one that cooperates to be enabled to use the most efficient processes for a seamless experience. The technological and behavioural enhancements areassessed with the simulation of two case studies: London City and Palma de Mallorca airports. Results indicate that the introduction of this type of passenger brings benefit in terms of level of service indicators not only to this type of passenger but also to the traditional ones (business, visitor and leisure). However,the impact differs depending on the type of airport and the proportion of ’smart passengers’.
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The project X-TEAM D2D (extended ATM for door-to-door travel) has been funded by SESAR JU in the framework of the research activities devoted to the investigation of integration of Air Traffic Management (ATM) and aviation into a wider transport system able to support the implementation of the door-to-door (D2D) travel concept. The project defines a concept for the seamless integration of ATM and Air Transport into an intermodal network, including other available transportation means, such as surface and waterways, to contribute to the 4 h door-to-door connectivity targeted by the European Commission in the ACARE SRIA FlightPath 2050 goals. In particular, the project focused on the design of a concept of operations for urban and extended urban (up to regional) integrated mobility, taking into account the evolution of transportation and passengers service scenarios for the next decades, according to baseline (2025), intermediate (2035) and final target (2050) time horizons. The designed ConOps encompassed both the transportation platforms integration concepts and the innovative seamless Mobility as a Service, integrating emerging technologies, such as Urban Air Mobility (e.g., electric vertical take-off and landing vehicles) and new mobility forms (e.g., micromobility vehicles) into the intermodal traffic network, including Air Traffic Management (ATM) and Unmanned Traffic Management (UTM). The developed concept has been evaluated against existing KPAs and KPIs, implementing both qualitative and quantitative performance assessment approaches, while also considering specific performance metrics related to transport integration efficiency from the passenger point of view, being the proposed solution designed to be centered around the passenger needs. The aim of this paper is to provide a description of the activities carried out in the project and to present at high level the related outcomes.
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It has become a topic at Dutch educational institutes to feel not only responsible for improvement of theoretical and practical skills, but also of 'competences' in a wider sense. The curriculum of the Fontys University of Applied Sciences (32.000 students) and especially the Electrical and Electronic (E&E) Department has changed enormously in the past decade. At the E&E department we introduced two different ways of working on competences. In the first years of their study students choose different roles in several projects. We have described all the roles and the related tasks for each specific role. While working on a role, the students indirectly work on different competences. This method of working enforces a higher educational level (a student shouldn't work on things he already knows or is able to handle) and the passenger behaviour is reduced. Students now do take responsibility while contributing to the project teams. Inquiries amongst the students confirm these results. Due to a clear role description and individual assessments The second method is working on the specific engineering competences in their traineeship and thesis work in the last part of their study. This was first introduced in the Autumn of 2005 in the E&E department of Fontys.
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Aim: Participation of adolescents with autism spectrum disorder hardly occurs in settings outside of home and school. Little is known about how their participation is influenced by environmental factors. This study explored how and why adolescents with autism spectrum disorder perceive aspects of their environment as facilitators or barriers to their participation outside of home and school. Method: This explanatory case study explored the participation experiences of adolescents with autism spectrum disorder (15–21 years) from Zurich and surroundings with in-depth interviews and photo-elicitation, using photos made by the participants during activities outside of home and school. Data was analysed with a 7-step procedure. Result: The presence of two main themes seemed necessary to facilitate participation outside of home and school: “environmental prerequisites to attend activities”, which consists of five subthemes, such as “the company of trusted persons” and “the provision of knowledge and information”, and “social interchange and engagement”, which consists of three subthemes and describes how actual involvement can be supported. Conclusion: Our findings highlight the influence of trusted persons on adolescents with autism spectrum disorder, and the need to extend the support network for these adolescents to other individuals, services and society so that their participation in activities can be encouraged.
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This article delves into the acceptance of autonomous driving within society and its implications for the automotive insurance sector. The research encompasses two different studies conducted with meticulous analysis. The first study involves over 600 participants involved with the automotive industry who have not yet had the opportunity to experience autonomous driving technology. It primarily centers on the adaptation of insurance products to align with the imminent implementation of this technology. The second study is directed at individuals who have had the opportunity to test an autonomous driving platform first-hand. Specifically, it examines users’ experiences after conducting test drives on public roads using an autonomous research platform jointly developed by MAPFRE, Universidad Carlos III de Madrid, and Universidad Politécnica de Madrid. The study conducted demonstrates that the user acceptance of autonomous driving technology significantly increases after firsthand experience with a real autonomous car. This finding underscores the importance of bringing autonomous driving technology closer to end-users in order to improve societal perception. Furthermore, the results provide valuable insights for industry stakeholders seeking to navigate the market as autonomous driving technology slowly becomes an integral part of commercial vehicles. The findings reveal that a substantial majority (96% of the surveyed individuals) believe that autonomous vehicles will still require insurance. Additionally, 90% of respondents express the opinion that policies for autonomous vehicles should be as affordable or even cheaper than those for traditional vehicles. This suggests that people may not be fully aware of the significant costs associated with the systems enabling autonomous driving when considering their insurance needs, which puts the spotlight back on the importance of bringing this technology closer to the general public.
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What you don’t know can’t hurt you: this seems to be the current approach for responding to disinformation by public regulators across the world. Nobody is able to say with any degree of certainty what is actually going on. This is in no small part because, at present, public regulators don’t have the slightest idea how disinformation actually works in practice. We believe that there are very good reasons for the current state of affairs, which stem from a lack of verifiable data available to public institutions. If an election board or a media regulator wants to know what types of digital content are being shared in their jurisdiction, they have no effective mechanisms for finding this data or ensuring its veracity. While there are many other reasons why governments would want access to this kind of data, the phenomenon of disinformation provides a particularly salient example of the consequences of a lack of access to this data for ensuring free and fair elections and informed democratic participation. This chapter will provide an overview of the main aspects of the problems associated with basing public regulatory decisions on unverified data, before sketching out some ideas of what a solution might look like. In order to do this, the chapter develops the concept of auditing intermediaries. After discussing which problems the concept of auditing intermediaries is designed to solve, it then discusses some of the main challenges associated with access to data, potential misuse of intermediaries, and the general lack of standards for the provision of data by large online platforms. In conclusion, the chapter suggests that there is an urgent need for an auditing mechanism to ensure the accuracy of transparency data provided by large online platform providers about the content on their services. Transparency data that have been audited would be considered verified data in this context. Without such a transparency verification mechanism, existing public debate is based merely on a whim, and digital dominance is likely to only become more pronounced.
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Service design is literally the design of services. Service designers improve existing services or design completely new ones. Nothing new so far. Services have been around for centuries, and every service was conceived and designed by someone. However, service design takes a different angle; a different perspective as its starting point: it is a process of creative inquiry aimed at the experiences of the individual user. ‘Service design, insights from 9 case studies’ is the final publication of the Innovation in Services programme. During this programme, creative design agencies applied the methods of service design in nine different projects.
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Pilot fatigue has been identified as a determinative factor in various safety events, leading to the introduction of Fatigue Risk Management regulations and standards worldwide. The scope of this study was to examine whether event and pilot characteristics recorded in safety investigation reports were associated with fatigue when the latter was stated as a contributing/causal factor. The sample consisted of 296 reports published by various investigation authorities and referred to safety events occurred between 1990 and 2014. The researchers conducted frequency analyses and Chi-square / Fisher Exact tests as a means to examine possible associations. Flight crew fatigue was found as a cause in 8.8% of the reports and was more frequently present in occurrences during evening and night operations, take-off, climbing, approach and landing phases, and Control Flight into Terrain and Runway Excursion eventualities. No significant differences were found regarding the year of occurrence, aircraft age, weight and type (jet, propeller, rotary), flight type (Commercial Air Transport and other), operation type (passenger and non-passenger) and event severity. Regarding the pilot characteristics, the more the hours on duty the higher the frequency of events where fatigue was recognised as a factor. No association was detected between the frequency of fatigue related events and pilots’ age, hours of experience in the respective aircraft type and in total, and, surprisingly, regarding sleeping and resting hours before reporting for duty. The findings only partially confirmed associations of fatigue with the operational, event, aircraft and flight crew characteristics included in this study, and showed that fatigue had contributed to (serious) incidents and accidents with about the same frequency. The results suggest a consideration of quality of flight crew sleep/rest before reporting on duty.
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Design educators and industry partners are critical knowledge managers and co-drivers of change, and design graduate and post-graduate students can act as catalysts for new ideas, energy, and perspectives. In this article, we will explore how design advances industry development through the lens of a longitudinal inquiry into activities carried out as part of a Dutch design faculty-industry collaboration. We analyze seventy-five (75) Master of Science (MSc) thesis outcomes and seven (7) Doctorate (PhD) thesis outcomes (five in progress) to identify ways that design activities have influenced advances in the Dutch aviation industry over time. Based on these findings, we then introduce an Industry Design Framework, which organizes the industry/design relationship as a three-layered system. This novel approach to engaging industry in design research and design education has immediate practical value and theoretical significance, both in the present and for future research. https://doi.org/10.1016/j.sheji.2019.07.003 LinkedIn: https://www.linkedin.com/in/christine-de-lille-8039372/
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In service design projects, collaboration between design consultant and service provider can be problematic. The nature of these projects requires a high level of shared understanding and commitment, which providers may not be used to. We studied designer-provider collaboration in multiple real-life cases, in order to uncover determinants for successful collaboration. The case studies involved six service innovation projects, performed by Dutch design agencies. Independent researchers closely monitored the projects. Additional interviews with designers and providers gave insights in how both parties experienced their collaboration in the innovation projects. During data analysis, a coding scheme was created inductively. The scheme supported us in formulating 12 themes for designer-provider collaboration, amongst them four contextual determinants of shared understanding and stakeholder commitment in SD-projects. The insights from this study were then grounded in literature. Knowledge gaps were identified on themes about agreements of responsibilities, the open-endedness of an SD-process, an opportunitysearching approach, and organizational change that is required for the successful implementation of innovative service concepts.
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