Les choix résidentiels des couples : motivations, arbitrages et logiques de genre parmi les classes moyennes supérieures urbaines

Après s'être longtemps focalisée sur l'individu, la littérature consacrée à la mobilité résidentielle a mis en exergue l'importance de prendre en compte les ménages comme unité d'analyse. En s'intéressant à des couples appartenant aux classes moyennes supérieures et s'étant installés en zone urbaine centrale, cet article aborde la construction du choix résidentiel entre conjoints et leurs motivations. Différents arbitrages relatifs à la localisation sont identifiés selon qu'ils portent sur des problèmes de mobilité (réels ou anticipés), la conciliation entre carrière professionnelle et vie familiale, l'attachement territorial, l'appartenance linguistique (la ville étudiée étant bilingue) et la bi-résidentialité (ou non-cohabitation). Des logiques de genre sont identifiées. Bien que plus marquées parmi les couples âgés, elles représentent une variable importante pour expliquer l'organisation conjugale et se répercute sur le choix résidentiel de différentes manières

New mathematical model for extended arrival management capabilities

The Extended arrival management (E-AMAN) concept is based on starting the arrival traffic sequencing earlier than is the case by the arrival management (AMAN). The E-AMAN extends the horizon at which to start sequencing from the airport terminal area further upstream, to enable more smooth traffic management through speeding up, or slowing down arriving flights. Current application of E-AMAN at Heathrow, with the horizon at 350NM reduces delay, operational costs, CO2 emission and smooths delivery of arrival traffic to the runways. Here we propose an E-AMAN model that extends to 500NM. More specifically, the model incorporates three horizons: Tactical Horizon (100NM), Command Horizon (500NM), and Data Horizon (600NM). When a flight enters Data Horizon, the flight intentions are sent to the E-AMAN. When a flight enters Command Horizon, the optimizer is run to find optimal slot for that flight at the runway. Compared to previous optimisation processes, the E-AMAN takes into account the cost of delay and fuel for the airline instead of delay alone, and uses information on the distribution time of arrival to manage uncertainty (e.g. due to wind). Based on the optimal slot assigned, the E-AMAN issues a command to the flight, that can be to maintain initial speed, to speed up, or to slow down. It also assigns minutes of holding if delay cannot be absorbed during cruise. We will present some evidence of the efficiency of the optimisation process, in particular compared to a baseline scenario where the E-AMAN takes only delay into account and no uncertainty. We will show how this efficiency changes in different conditions, in particular relative to wind uncertainty

Best practice in undertaking and reporting health technology assessments : Working Group 4 report

[Executive Summary] The aim of Working Group 4 has been to develop and disseminate best practice in undertaking and reporting assessments, and to identify needs for methodologic development. Health technology assessment (HTA) is a multidisciplinary activity that systematically examines the technical performance, safety, clinical efficacy, and effectiveness, cost, costeffectiveness, organizational implications, social consequences, legal, and ethical considerations of the application of a health technology (18). HTA activity has been continuously increasing over the last few years. Numerous HTA agencies and other institutions (termed in this report “HTA doers”) across Europe are producing an important and growing amount of HTA information. The objectives of HTA vary considerably between HTA agencies and other actors, from a strictly political decision making–oriented approach regarding advice on market licensure, coverage in benefits catalogue, or investment planning to information directed to providers or to the public. Although there seems to be broad agreement on the general elements that belong to the HTA process, and although HTA doers in Europe use similar principles (41), this is often difficult to see because of differences in language and terminology. In addition, the reporting of the findings from the assessments differs considerably. This reduces comparability and makes it difficult for those undertaking HTA assessments to integrate previous findings from other HTA doers in a subsequent evaluation of the same technology. Transparent and clear reporting is an important step toward disseminating the findings of a HTA; thus, standards that ensure high quality reporting may contribute to a wider dissemination of results. The EUR-ASSESS methodologic subgroup already proposed a framework for conducting and reporting HTA (18), which served as the basis for the current working group. New developments in the last 5 years necessitate revisiting that framework and providing a solid structure for future updates. Giving due attention to these methodologic developments, this report describes the current “best practice” in both undertaking and reporting HTA and identifies the needs for methodologic development. It concludes with specific recommendations and tools for implementing them, e.g., by providing the structure for English-language scientific summary reports and a checklist to assess the methodologic and reporting quality of HTA reports

Mercury: an open source platform for the evaluation of air transport mobility

The Mercury simulator is a platform developed over several years during exploratory research projects. It features a detailed description of the air transportation system at the European level, including passengers and aircraft, plus various important actors such as the Network Manager, airports, etc. This article presents the possibilities offered by the simulator’s last and now open-source version. We describe the core Mercury functionalities and highlight its modularity and the possibility of using it with other tools. We present its new interface, which supports user-friendly interaction, exploring its data input/output and setting its various parameters. We emphasise its possible uses as a solution performance assessment tool, usable early in the innovation pipeline to better estimate the impact of new changes to the air transportation system, particularly with respect to other system components. We hope opening the simulator may encourage other models to become available, allowing faster prototyping of SESAR Solutions early in the innovation pipeline and an in fine standardisation and higher performance of simulation-based performance assessment tools