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.
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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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Effective clearance of inhaled particles requires mucus production and continuous mucus transport from the lower airways to the oropharynx. Mucus production takes place mainly in the peripheral airways. Mucus transport is achieved by the action of the ciliated cells that cover the inner surface of the airways (mucociliary transport) and by expiratory airflow. The capacity for mucociliary transport is highest in the peripheral airways, whereas the capacity for airflow transport is highest in the central airways. In patients with airways disease, mucociliary transport may be impaired and airflow transport may become the most important mucus transport mechanism.
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In the framework of the research activities supported by SESAR JU, dedicated research stream is devoted to investigation of integration of Air Traffic Management (ATM) and aviation into a wider transport system able to support the implementation of Door-to-Door (D2D) travel concept. In this framework, the project X-TEAM D2D (Extended ATM for Door-to-Door Travel) has been funded by SESAR JU under the call SESAR-ER4-10-2019: ATM Role in Intermodal Transport, with Grant Agreement n. 891061. The project aims defining, developing and initially validating 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, in compliance with the target assigned by the ACARE SRIA FlightPath 2050 goals. The project is focused on the consideration of ConOps for ATM and air transport integration in intermodal transport network serving urban and extended urban (up to regional level) mobility, taking into account the transportation and passengers service scenarios envisaged for the next decades, according to baseline (2025), intermediate (2035) and final (2050) time horizons. In this paper, the outcomes of the first phase of the project activities, aimed to provide the initial definition (concept outline) of the proposed overall ConOps are illustrated, emphasizing the specific activities that have been carried out up to date and the related achievements. In addition, an outlook is provided in the paper on the next project activities, expected to be carried out towards the conclusion of the studies and the validation, by means of dedicated numerical simulation campaigns, of the proposed ConOps.
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Background: The purpose of this study is to increase our understanding of environmental correlates that are associated with route choice during active transportation to school (ATS) by comparing characteristics of actual walking and cycling routes between home and school with the shortest possible route to school. Methods: Children (n = 184; 86 boys, 98 girls; age range: 8–12 years) from seven schools in suburban municipalities in the Netherlands participated in the study. Actual walking and cycling routes to school were measured with a GPS-device that children wore during an entire school week. Measurements were conducted in the period April–June 2014. Route characteristics for both actual and shortest routes between home and school were determined for a buffer of 25 m from the routes and divided into four categories: Land use (residential, commercial, recreational, traffic areas), Aesthetics (presence of greenery/natural water ways along route), Traffic (safety measures such as traffic lights, zebra crossings, speed bumps) and Type of street (pedestrian, cycling, residential streets, arterial roads). Comparison of characteristics of shortest and actual routes was performed with conditional logistic regression models. Results: Median distance of the actual walking routes was 390.1 m, whereas median distance of actual cycling routes was 673.9 m. Actual walking and cycling routes were not significantly longer than the shortest possible routes. Children mainly traveled through residential areas on their way to school (>80 % of the route). Traffic lights were found to be positively associated with route choice during ATS. Zebra crossings were less often present along the actual routes (walking: OR = 0.17, 95 % CI = 0.05–0.58; cycling: OR = 0.31, 95 % CI = 0.14–0.67), and streets with a high occurrence of accidents were less often used during cycling to school (OR = 0.57, 95 % CI = 0.43–0.76). Moreover, percentage of visible surface water along the actual route was higher compared to the shortest routes (walking: OR = 1.04, 95 % CI = 1.01–1.07; cycling: OR = 1.03, 95 % CI = 1.01–1.05). Discussion: This study showed a novel approach to examine built environmental exposure during active transport to school. Most of the results of the study suggest that children avoid to walk or cycle along busy roads on their way to school. https://doi.org/10.1186/s12966-016-0373-y
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This century, greenhouse gas emissions such as carbon dioxide, methane and nitrogen oxides must be significantly reduced. Greenhouse gases absorb and emit infrared radiation that contributes to global warming, which can lead to irreversible negative consequences for humans and the environment. Greenhouse gases are caused by the burning of fossil fuels such as crude oil, coal, and natural gas, but livestock farming, and agriculture are also to blame. In addition, deforestation contributes to more greenhouse gases. Of the natural greenhouse gases, water vapor is the main cause of the greenhouse effect, accounting for 90%. The remaining 10% is caused from high to low by carbon dioxide, methane, nitrogen oxides, chlorofluorocarbons, and ozone. In addition, there are industrial greenhouse gases such as fluorinated hydrocarbons, sulphurhexafluoride and nitrogen trifluoride that contribute to the greenhouse effect too. Greenhouse gases are a major cause of climate change, with far-reaching consequences for the welfare of humans and animals. In some regions, extreme weather events like rainfall are more common, while others are associated with more extreme heat waves and droughts. Sea level rise caused by melting ice and an increase in forest fires are undesirable effects of climate change. Countries in low lying areas fear that sea level rise will force their populations to move to the higher lying areas. Climate change is affecting the entire world. An estimated 30-40% o f the carbon dioxide released by the combustion of fossil fuels dissolves into the surface water resulting in an increased concentration of hydrogen ions. This causes the seawater to become more acidic, resulting in a decreasing of carbonate ions. Carbonate ions are an important building block for forming and maintaining calcium carbonate structures of organisms such as oysters, mussels, sea urchins, shallow water corals, deep sea corals and calcareous plankton.
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In certain conditions, (part of) an oil spill can disappear from the water surface through a process called natural dispersion. One available oil spill response option is to enhance this process by addition of dispersants (chemical dispersion). An informed decision for such response requires insight in the oil slick size WITH and WITHOUT treatment. This thesis aims to enable such assessment of net effectiveness, by providing a strategy for modelling the dispersion process. A plunging jet test was developed for investigating entrainment and droplet breakup. Using this set up the relevance of oil layer thickness was proven and an algorithm to model droplet sizes of dispersed oil was defined. The findings were applied in a model simulating dispersion and resurfacing as well as the wind-driven differential transport between the floating slick and suspended droplets. The simulation outputs help assess the added value (or not) of dispersant application in reducing the surface oil slick size for different oil types and conditions.
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In this study, we experimentally investigated the material flows of coloured dyes in coalescing small inkjet printed droplets of different volume ratios. With two differently coloured dyes, one in each droplet, we were able to distinguish the time-resolved contributions in dye transport across the coalescence bridge due to convection and diffusion. Droplets with differently coloured dyes were inkjet printed onto a glass substrate at a sufficiently large pitch such that they do not touch each other. Under UV exposure, the wetting of the substrate improves, causing the droplets to coalesce. Filmed at 50 fps, the coalescence and mixing of the droplets of volume ratios 1:1, 2:1 and 4:1 was followed. For equally sized drops, the mixing of the dyes shows good agreement with a 1D approximation of Fick’s second law along the central axes of the coalescing droplets with a diffusion coefficient D = 2 9 10-9 m2 s-1. For unequally sized droplets, convective flows from the small to the large droplet were demonstrated. The convective flows increase in size with increasing volume ratio, but only enter the droplet over a small distance. Complete mixing of the dyes in the unequally sized droplets is only reached after a long period and is diffusion controlled. At the initial moment of coalescence of unequally sized droplets, a small convective flow is observed from the large into the small droplets. Further investigation in this phenomenon is recommended.
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Predictive models and decision support toolsallow information sharing, common situational awarenessand real-time collaborative decision-making betweenairports and ground transport stakeholders. To supportthis general goal, IMHOTEP has developed a set of modelsable to anticipate the evolution of an airport’s passengerflows within the day of operations. This is to assess theoperational impact of different management measures onthe airport processes and the ground transport system. Twomodels covering the passenger flows inside the terminal andof passengers accessing and egressing the airport have beenintegrated to provide a holistic view of the passengerjourney from door-to-gate and vice versa.This paper describes IMHOTEP’s application at two casestudy airports, Palma de Mallorca (PMI) and London City(LCY), at Proof of Concept (PoC-level) assessing impactand service improvements for passengers, airport operatorsand other key stakeholders.For the first time onemeasurable process is created to open up opportunities forbetter communication across all associated stakeholders.Ultimately the successful implementation will lead to areduction of the carbon footprint of the passenger journeyby better use of existing facilities and surface transportservices, and the delay or omission of additional airportfacility capacities.
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Background: Running has become one of the most popular sports and has proven benefits for public health. Policy makers are increasingly aware that attractively designed public spaces may promote running. However, little is known about what makes a running environment attractive and restorative for runners and to what extent this depends on characteristics of the runner. This study aims to investigate 1) to what extent intrapersonal characteristics (i.e. motives and attitudes) and perceived environmental characteristics (e.g. quality of the running surface, greenness of the route, feelings of safety and hinderance by other road users) are associated with the perceived attractiveness and restorative capacity of the running environment and 2) to what extent the number of years of running experience modify these associations. Methods: Cross-sectional data were collected through the online Eindhoven Running Survey 2015 (ERS15) among half marathon runners (N = 2477; response rate 26.6%). Linear regression analyses were performed for two outcomes separately (i.e. perceived attractiveness and perceived restorative capacity of the running environment) to investigate their relations with motives and attitudes, perceived environmental characteristics and interactions between perceived environmental characteristics and number of years of running experience. Results: Perceived environmental characteristics, including green and lively routes and a comfortable running surface were more important for runners’ evaluation of the attractiveness and restorative capacity of the running environment than runners’ motives and attitudes. In contrast to experienced runners, perceived hinder from unleashed dogs and pedestrians positively impacted the attractiveness and restorative capacity for less experienced runners. Conclusions: Perceived environmental characteristics were important determinants of the attractiveness and restorative capacity of the running environment for both novice and experienced runners. However, green and lively elements in the running environment and hinderances by cars were more important for less experienced runners. In order to keep novice runners involved in running it is recommended to design comfortable running tracks and routes and provide good access to attractive, green and lively spaces.
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