Security in Urban Critical Infrastructures: Contribution of Standards for a Holistic Approach of Protection and Resilience

With the prediction by the United Nations that 60% of the world’s population will live in cities by the year 2030, it is apparent that the immediate global future is one of urbanisation. Central to the environmental and energy security as well as risk assessment in critical Infrastructures must therefore be the increasing domination of the cities. This population growth, needed economic growth, and social pressures for improved infrastructure coupled to the need for human health and ecological protection and environmental as well as energy security make systematic and transparent decision making a complex and often difficult task because of the several interdependencies of critical infrastructures. Evaluating complex technical data and developing risk management options requires implementation of standardization and embedded systems of information and communication technologies. In accordance to literature review, experience has demonstrated that direct transposition of risk assessment and risk management frameworks (e.g. those developed in the United States and European Union) may not work in regions whose social, legal, historical, political and economic situations are not suitable or prepared for acceptance of these methodologies. This paper reviews basic concepts defined in the field of urban security in Critical Infrastructures and extends its perception under the cross-sectoral aspect of standardization and harmonization in the involved technological areas. What are the defining characteristics that would ensure a city can not only survive in a manner acceptable to its current and future inhabitants, but also in a way that will not undermine the standardized and harmonized technologies and policies in national, European and international level. The existence of several EU seventh framework projects, specifically those relating to urban resilience and security could be used to feed into this direction.JRC.G.5-Security technology assessmen

Investigations on the distribution of air transport traffic and CO2 emissions within the European Union

This study analyses the structure of air traffic and its distribution among the different countries in the European Union, as well as traffic with an origin or destination in non-EU countries. Data sources are Eurostat statistics and actual flight information from EUROCONTROL. Relevant variables such as the number of flights, passengers or cargo tonnes and production indicators (RPKs) are used together with fuel consumption and CO2 emissions data. The segmentation of air traffic in terms of distance permits an assessment of air transport competition with surface transport modes. The results show a clear concentration of traffic in the five larger countries (France, Germany, Italy, Spain and UK), in terms of RPKs. In terms of distance the segment between 500 and 1000 km in the EU, has more flights, passengers, RTKs and CO2 emissions than larger distances. On the environmental side, the distribution of CO2 emissions within the EU Member States is presented, together with fuel efficiency parameters. In general, a direct relationship between RPKs and CO2 emissions is observed for all countries and all distance bands. Consideration is given to the uptake of alternative fuels. Segmenting CO2 emissions per distance band and aircraft type reveals which flights contribute the most the overall EU CO2 emissions. Finally, projections for future CO2 emissions are estimated, according to three different air traffic growth and biofuel introduction scenarios

Impact of land use on urban mobility patterns, emissions and air quality in a Portuguese medium-sized city

The main objective of this work was to evaluate the impact of urban development trends in mobility patterns of a medium sized Portuguese city and air quality consequences, using a sequential modeling process, comprising i) land use and transportation, TRANUS model; ii) road traffic air pollutants emissions, TREM model and; iii) air quality, TAPM model. This integrated methodology was applied to a medium sized Portuguese city. In order to evaluate the implementation of the methodology, a preliminary study was performed, which consisted on the comparison of modeled mobility patterns and CO and PM(10) concentrations with measured data used in the definition of the current scenario. The comparison between modeled and monitored mobility patterns at the morning peak hour for a weekday showed an RMSE of 31%. Regarding CO concentrations, an underestimation of the modeled results was observed. Nevertheless, the modeled PM(10) concentrations were consistent with the monitored data. Overall, the results showed a reasonable consistency of the modeled data, which allowed the use of the integrated modeling system for the study scenarios. The future scenarios consisted on the definition of different mobility patterns and vehicle technology characteristics, according to two main developing trends: (1) "car pooling" scenario, which imposes a mean occupancy rate of 3 passengers by vehicle and (2) the "Euro 6" scenario, which establishes that all vehicles accomplish at least the Euro 6 standard technology. Reductions of 54% and 83% for CO, 44% and 95% for PM(10), 44% and 87% for VOC and 44% and 79% for NO(x) emissions were observed in scenarios 1 and 2, respectively. Concerning air quality, a reduction of about 100 mug m(-3) of CO annual average concentration was observed in both scenarios. The results of PM(10) annual concentrations showed a reduction of 1.35 mug m(-3) and 2.7 mug m(-3) for scenarios 1 and 2 respectively

Identification of novel genetic causes of Rett syndrome-like phenotypes

Background The aim of this work was to identify new genetic causes of Rett-like phenotypes using array comparative genomic hybridisation and a whole exome sequencing approach. Methods and results We studied a cohort of 19 Portuguese patients (16 girls, 3 boys) with a clinical presentation significantly overlapping Rett syndrome (RTT). Genetic analysis included filtering of the single nucleotide variants and indels with preference for de novo, homozygous/compound heterozygous, or maternally inherited X linked variants. Examination by MRI and muscle biopsies was also performed. Pathogenic genomic imbalances were found in two patients (10.5%): an 18q21.2 deletion encompassing four exons of the TCF4 gene and a mosaic UPD of chromosome 3. Variants in genes previously implicated in neurodevelopmental disorders (NDD) were identified in six patients (32%): de novo variants in EEF1A2, STXBP1 and ZNF238 were found in three patients, maternally inherited X linked variants in SLC35A2, ZFX and SHROOM4 were detected in two male patients and one homozygous variant in EIF2B2 was detected in one patient. Variants were also detected in five novel NDD candidate genes (26%): we identified de novo variants in the RHOBTB2, SMARCA1 and GABBR2 genes; a homozygous variant in EIF4G1; compound heterozygous variant in HTT. Conclusions Network analysis reveals that these genes interact by means of protein interactions with each other and with the known RTT genes. These findings expand the phenotypical spectrum of previously known NDD genes to encompass RTT-like clinical presentations and identify new candidate genes for RTT-like phenotypes.This work was supported by the Seventh Framework Programme (FP7/2007-2013) under grant agreement no. 262055. This work was also supported by the FEDER through the Programa Operacional Factores de Competitividade-COMPETE and by Portuguese national funds through the FCT-Fundacao para a Ciencia e Tecnologia, grants number PIC/IC/83026/2007 and PIC/IC/83013/2007, PhD scholarship grant to MB number SFRH/BDINT/ 51549/2011 and PhD scholarship grant to FL number SFRH/BD/84650/2010.info:eu-repo/semantics/publishedVersio

A stakeholders’ participatory approach to multi-criteria assessment of sustainable aviation fuels production pathways

Sustainable aviation fuels (SAF) provide a viable option to decarbonise global aviation. Unlike conventional jet-fuel, SAFs can be produced in several production pathways making their selection a complex multi-criteria decision making (MCDM) problem with conflicting objectives. In this paper, we propose a multicriteria based framework for evaluating SAF production pathways, which is a sequential decision-making process with feedback adjustment mechanisms. Given the early stage of SAF technologies' development and the scarcity of data on such technologies, in this research, we involved a variety of aviation industry stakeholders to assist with data and preference gathering. Our MCDM framework is designed to be generic to provide flexibilities to potential users in choosing the appropriate implementation decisions for the relevant stakeholders. The strength of the proposed framework lays in its flexibility to accommodate various stakeholders' subjective judgements, choice of ranking method, and robustness of results. We used our MCDM framework within a stakeholders’ participatory approach to rank order 11 SAF production pathways against 24 criteria grouped under social, environmental, economic, and technical impact categories. Our analysis revealed that the environmental and the economic impact categories are the most important ones followed by the technical and the social criteria; the gasification/Fischer-Tropsch (F-T) based production processes are preferred over fermentation and oil-based ones; and waste gases are the preferred feedstock along with wood-residue. These findings provide decision-makers with guidelines on the selection of SAF production pathways

Determination of the compressibility of excipients used for formulation of tablets with theophylline.

1 Abstract Charles University in Prague, Faculty of Pharmacy in Hradec Králové Department of: Pharmaceutical Technology Consultant: Assoc. Prof. PharmDr. Zdenka Sklubalova, Ph.D. Student: Viktoria Kousoulidou Title of Thesis: Determination of the compressibility of excipients used for formulation of tablets with theophylline The current thesis is focused on the compressibility properties of five powders used in tablet formulation: Comprecel, Spherolac, DI-CAFOS D160, DI-CAFOS A150 as excipients and Theophylline as the active substance. The particle size, moisture content, bulk density and flowability of the powders are determined. The powders are compressed and the results are evaluated by means of the parameters of the compaction equation and the force-displacement method (compression under 5, 10, 15 kN). Then, the crushing strength of tablets prepared from each powder by the force-displacement method is measured. The average values of the crushing strength are used to calculate the tensile strength of the tablets. Best compressibility is found in Comprecel and Theophylline with tensile strength values of 1.31 MPa under 5 kN, 3.31 MPa under 10 kN, 4.75 MPa under 15 kN and 1.02 MPa under 5 kN, 2.27 MPa under 10 kN, 3.09 MPa under 15 kN, respectively

Biofuels in aviation: Fuel demand and CO2 emissions evolution in Europe toward 2030

This article presents the results of a scenario-based study carried out at the European Commission’s Joint Research Centre aimed at analyzing the future growth of aviation, the resulting fuel demand and the deployment of biofuels in the aviation sector in Europe. Three scenarios have been produced based on different input assumptions and leading to different underlying patterns of growth and resulting volumes of traffic. Data for aviation growth and hence fuel demand have been projected on a year by year basis up to 2030, using 2010 as the baseline. Data sources are Eurostat statistics and actual flight information from EUROCONTROL. Relevant variables such as the number of flights, the type of aircrafts, passengers or cargo tonnes and production indicators (RPKs) are used together with fuel consumption and CO2 emissions data. The target of the European Advanced Biofuels Flightpath to ensure the commercialization and consumption of 2 million tons of sustainably produced paraffinic biofuels in the aviation sector by 2020, has also been taken into account. Results regarding CO2 emission projections to 2030, reveal a steady annual increase in the order of 3%, 1% and 4% on average, for the three different scenarios, providing also a good correlation compared to the annual traffic growth rates that are indicated in the three corresponding scenarios. In absolute values, these ratios correspond to the central, the pessimistic and the optimistic scenarios respectively, corresponding to 360 million tonnes CO2 emissions in 2030, ranging from 271 to 401 million tonnes for the pessimistic and optimistic scenarios, respectively. This article also reports on the supply potential of aviation biofuels (clustered in HEFA/HVOs and biojet) based on the production capacity of facilities around the world and provides an insight on the current and future trends in aviation based on the European and national policies, innovations and state-of-the art technologies that will influence the future of sustainable fuels in aviation.JRC.F.8-Sustainable Transpor

European Aviation Environmental Report 2016

It is recognised that Europe’s aviation sector brings significant economic and social benefits. However its activities also contribute to climate change, noise and local air quality impacts, and consequently affect the health and quality of life of European citizens. The historic rate of improvement in the environmental performance of the aviation sector has not kept pace with the growth in demand for air travel, and this trend is forecast to continue. Consequently the environmental challenge for the sector will increase. Therefore the future growth in the European aviation sector is inextricably linked to its environmental sustainability. A comprehensive and effective package of measures is required to address this challenge. The foundation of such an approach requires published, reliable and objective information, accessible to all. This is the core objective of the European Aviation Environmental Report. Subsequent editions will periodically monitor and report on the environmental performance of the European aviation system.JRC.C.4-Sustainable Transpor

Investigations on the distribution of air transport trafic and CO2 emissions within the European Union

the study analyses th structure of air traffic and its distributin among the different countries in the European Union, as well as traffic with an origin or destination in non-EU countries. data sources are Eurostat statistics and actual flight information from EUROCONTROL. relevant variables such as the number of flights, passengers or cargo tonnes and production indicators (RPKs) are used together with fuel consumption and CO2 emissions data. The segmentation of air traffic in terms of distance permits an assessment of air transport competition with surface transport modes. The results show a clear concentration of traffic in the five larger countries (France, Germany, Italy, Spain and UK), in terms of RPKs. In terms of distance the segment between 500 and 1000 km in the EU, has more flights, passengers, RTKs and CO2 emissions than larger distances. On the environmental side, the distribution of CO2 emissions within the EU Member States is presented, together with fuel efficiency parameters. In general, a direct relationship between RPKs and CO2 emissions is observed for all countries and all distance bands. Consideration is given to the uptake of alternative fuels. Segmenting CO2 emissions per distance band and aircraft type reveals which flights contribute the most to the overall EU CO2 emissions. Finally, projections for future CO2 emissions are estimated, according to three different air traffic growth and biofuel introduction scenatios.JRC.F.8-Sustainable Transpor