Factors influencing European passenger demand for air transport

Passenger air travel demand is influenced by various factors and is crucial to manufacturers, airlines, airports and wider industry. In order to gain detailed insights into drivers of European air transport demand, five factors are analysed, both quantitatively and qualitatively. Focusing on the European air transport market, a detailed description of factors influencing air transport demand serves as input for a statistical analysis. Data from European countries on the gross domestic product per capita (GDP), urbanisation levels, the geographical location of a country, and the degree of education is used for the model. These explanatory variables are tested using a regression analysis in regard to their influence on the passengers’ demand for air transport. Results from the regression analysis reveal that the factors GDP, the geographical location of a country and the level of education are statistically significant, confirming GDP as a demand driver already examined within various studies that also include other factors as explanatory variables. Results also indicate the dynamics between the different factors, such as the positive relationship between income and level of education. Present studies are a good basis to show what drives demand, often focused at a global or country level. This analysis also confirms the essential determinants at a European level

CAMERA – Mobility Report 3

The EU-funded CAMERA (Coordination and Support Action for Mobility in Europe: Research and Assessment) project is coordinated by The Innaxis Foundation and Research Institute (Spain), in partnership with the University of Westminster (UK), Bauhaus Luftfahrt (Germany), EUROCONTROL (France-Belgium) and DeepBlue (Italy). It was launched in November 2017 for a duration of 48 months. The project investigates research initiatives into the European transport system from 2007, with a special focus on air travel, its integration with other transport modes, and passenger experience. Each year CAMERA assesses projects from different research programmes to deliver a European view of the state of aviation and mobility-related research activities. For this, the team relies on two main corner stones to its project approach: 1) the systematic development of a Performance Framework to provide a means of measuring; and 2) state-of-the-art algorithms for an automated analysis of the research projects

DATASET2050 D3.2 - Future Passenger Demand Profile

The FlightPath 2050 goal of enabling 90 per cent of European passengers to complete their door-to-door journey within four hours is a very challenging task. A major objective of the DATASET2050 project is to deliver insight into both current and future processes relating to the European transport system in this context. The deliverable D3.2 "Future Passenger Demand Profile" focuses on the future demand side of European (air) transport. Namely, the first goal is to develop a range of passenger profiles for the year 2035 and to provide implications for passenger profiles for 2050. For this purpose, the development of passenger characteristics - including demographic, geographic, socio-economic and behavioural aspects as well as particular mobility patterns - is analysed using available European data and forecasts. Based on this analysis, on specific mobility behaviour of the different member states (EU28 and EFTA countries) as well as on a high-level-factor identification, six different passenger profiles for 2035 are developed. These six profiles differ by main travel purpose (private, business and leisure, which is the combination of business and leisure trips), predominant age group, income level (low, medium, high) and several other characteristics. Furthermore, a demand model is applied showing the high relevance of gross domestic product (GDP) and education for a steady growth of passenger traffic volume in the EU28 and EFTA countries until 2050. The outcomes of the current deliverable will be put in contrast with those coming from D4.2 (Future supply profile), enabling thus a comprehensive assessment on the European door-to-door mobility in the future. Specifically, the deliverable results will be used in D5.1 (Mobility assessment), D5.2 (Assessment execution) and D5.3 (Novel concept foundations for European mobility)

Good practice in mental health care for socially marginalised groups in Europe: a qualitative study of expert views in 14 countries

This is an Open Access article distributed under the terms of the Creative Commons Attribution License (http://creativecommons.org/licenses/by/2.0), which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited

Separated Oscillatory Fields for High-Precision Penning Trap Mass Spectrometry

Ramsey's method of separated oscillatory fields is applied to the excitation of the cyclotron motion of short-lived ions in a Penning trap to improve the precision of their measured mass. The theoretical description of the extracted ion-cyclotron-resonance line shape is derived out and its correctness demonstrated experimentally by measuring the mass of the short-lived $^{38}$Ca nuclide with an uncertainty of $1.6\cdot 10^{-8}$ using the ISOLTRAP Penning trap mass spectrometer at CERN. The mass value of the superallowed beta-emitter $^{38}$Ca is an important contribution for testing the conserved-vector-current hypothesis of the electroweak interaction. It is shown that the Ramsey method applied to mass measurements yields a statistical uncertainty similar to that obtained by the conventional technique ten times faster.Comment: 5 pages, 4 figures, 0 table

DATASET2050 D5.2 - Assessment execution

Over recent years there has been an increasing effort to enhance European door-to-door mobility. Several initiatives have focused on improving the seamlessness, effectiveness and predictability of the European transport system through improving the related systems, technologies, concepts or processes. In an effort to establish a concrete methodology for assessing the system's current performance, this document describes a data-driven model centred on the current and future performance of European mobility. Included in this study, but not restricted to, is data and insight related to the Flightpath 2050 goal that states "90% of travellers within Europe [will be] able to complete their journey, door-to-door within four hours" where this journey includes at least one leg by air. In this report, the current door-to-door times and prices are quantified, dis-aggregated by passenger profile, door-to-door phase (door-kerb-gate-gate-kerb-door) and airport considered. In addition, major bottlenecks are identified that are hindering the 4-hour goal

Search for the Hypothetical pi -> mu x Decay

The KARMEN collaboration has reported the possible observation of a hitherto unknown neutral and weakly interacting particle x, which is produced in the decay pi -> mu + x with a mass m(x) = 33.9 MeV. We have searched for this hypothetical decay branch by studying muons from pion decay in flight with the LEPS spectrometer at the piE3 channel at PSI and find branching ratios BR(pi- to mu- anti-x) < 4e-7 and BR(pi+ to mu+ x) < 7e-8 (95\% C.L.). Together with the limit BR > 2e-8 derived in a recent theoretical paper our result would leave only a narrow region for the existence of x if it is a heavy neutrino.Comment: 10 pages, TeX (uses epsf), 3 Postscript figures uu-encode

Reconstitution of 3′ end processing of mammalian pre-mRNA reveals a central role of RBBP6

The 3′ ends of almost all eukaryotic mRNAs are generated in an essential two-step processing reaction: endonucleolytic cleavage of an extended precursor followed by the addition of a poly(A) tail. By reconstituting the reaction from overproduced and purified proteins, we provide a minimal list of 14 polypeptides that are essential and two that are stimulatory for RNA processing. In a reaction depending on the polyadenylation signal AAUAAA, the reconstituted system cleaves pre-mRNA at a single preferred site corresponding to the one used in vivo. Among the proteins, cleavage factor I stimulates cleavage but is not essential, consistent with its prominent role in alternative polyadenylation. RBBP6 is required, with structural data showing it to contact and presumably activate the endonuclease CPSF73 through its DWNN domain. The C-terminal domain of RNA polymerase II is dispensable. ATP, but not its hydrolysis, supports RNA cleavage by binding to the hClp1 subunit of cleavage factor II with submicromolar affinity