Relevant bibliographies by topics / Safe air travel

Academic literature on the topic 'Safe air travel'

Author: Grafiati
Published: 10 December 2022
Last updated: 28 January 2023

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Journal articles on the topic "Safe air travel"

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Hanlon, J. P. "Air travel: How safe is it?" Tourism Management 11, no. 1 (March 1990): 83–84. http://dx.doi.org/10.1016/0261-5177(90)90016-3.

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Johnston, Raymond. "Clinical aviation medicine: safe travel by air." Clinical Medicine 1, no. 5 (September 1, 2001): 385–88. http://dx.doi.org/10.7861/clinmedicine.1-5-385.

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Alabdulgader, Abdullah A. "Clinical aviation medicine: safe travel by air." Clinical Medicine 2, no. 1 (January 1, 2002): 81.1–81. http://dx.doi.org/10.7861/clinmedicine.2-1-81.

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Kwon, Young Hwan. "The Safe Air Travel of the Elderly." Korean Journal of Aerospace and Environmental Medicine 30, no. 1 (April 30, 2020): 30–33. http://dx.doi.org/10.46246/kjasem.30.1.30.

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KAY, RENEE S. "Safe Air Travel. Preventing In-flight Medical Problems." Nurse Practitioner 19, no. 5 (May 1994): 39???46. http://dx.doi.org/10.1097/00006205-199405000-00014.

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Cheatham, Michael L., and Karen Safcsak. "Air Travel following Traumatic Pneumothorax: When is it Safe?" American Surgeon 65, no. 12 (December 1999): 1160–64. http://dx.doi.org/10.1177/000313489906501214.

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The safety of air travel for patients sustaining a recent traumatic pneumothorax has long been a subject of debate. The Aerospace Medicine Association has suggested that patients should be able to fly 2 to 3 weeks after radiographic resolution of their pneumothorax. To validate these recommendations, a prospective study was performed. Twelve consecutive patients with recent traumatic pneumothorax expressing a desire to travel by commercial airline were evaluated. Ten patients waited at least 14 days after radiographic resolution of their pneumothorax before air travel (mean, 17.5 ± 4.9 days), and all were asymptomatic in-flight. One of two patients who flew earlier than 14 days developed respiratory distress in-flight, with symptoms suggestive of a recurrent pneumothorax. We conclude that commercial air travel appears to be safe 14 days following radiographic resolution of a traumatic pneumothorax.
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Coker, R. K., R. Shiner, and M. R. Partridge. "Is air travel safe for those with lung disease?" European Respiratory Journal 32, no. 5 (November 1, 2008): 1423–24. http://dx.doi.org/10.1183/09031936.00133108.

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Marchand, E. "Is air travel safe for those with lung disease?" European Respiratory Journal 31, no. 5 (January 9, 2008): 1137–38. http://dx.doi.org/10.1183/09031936.00175407.

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Coker, R. K., R. J. Shiner, and M. R. Partridge. "Is air travel safe for those with lung disease?" European Respiratory Journal 30, no. 6 (August 9, 2007): 1057–63. http://dx.doi.org/10.1183/09031936.00024707.

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Erkan, Aycan Fahri. "Is air travel safe for patients with cardiac implantable electronic devices?" Anatolian Journal of Cardiology 25, Supp1 (August 25, 2021): S26—S28. http://dx.doi.org/10.5152/anatoljcardiol.2021.s110.

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Books on the topic "Safe air travel"

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Safe Air Travel Companion. New York: McGraw-Hill, 2002.

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McKinnon, Dan. Safe air travel companion. New York: McGraw-Hill, 2002.

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Air travel: How safe is it? Oxford: BSP Professional, 1988.

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Laurie, Taylor. Air travel, how safe is it? Oxford, OX: BSP Professional Books, 1988.

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Sabra, Chartrand, ed. Flying blind, flying safe. New York, N.Y: Avon Books, 1997.

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Schiavo, Mary. Flying blind, flying safe: The former Inspector-General of the U.S. Department of Transportation tells you everything you need to know to travel safer by air. New York: Avon Books, 1998.

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Jeff, Blyskal, ed. Ready for take-off: The complete passenger's guide to safer, smarter air travel. New York, N.Y., U.S.A: Signet, 1991.

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Deriu, Morena. Nēsoi. L’immaginario insulare nell’Odissea. Venice: Fondazione Università Ca’ Foscari, 2020. http://dx.doi.org/10.30687/978-88-6969-470-7.

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The aim of this book is to shed new light on the connections between the islands of the Odyssey, setting aside the common perspectives which fully contrast Ithaka to the isles of Odysseus’s travels. Indeed, on a close reading, the idea of ‘otherness’ frequently associated to these isles can be perceived as the result of shared traits. The book first offers an introductory survey on the studies about islands and insularity (not only) in the Odyssey. Then, it analyses how and in which terms the Odyssean representations of the islands are elaborated by means of references to the characters’ senses and actions. These representations are frequently parts of archipelagos of memories, and all bear witness to the fact that fantastic and realistic traits are intermingled and can permeate each other on all the Odyssean islands. Thus, the isles of these travels can be perceived as marginal and mixed places which are also meaningfully part of the archipelago of thematic and formal relations which links all Odyssean islands. The second section of the book examines this archipelagic scenario by using the concepts of utopia and heterotopia. The section shows how the islands of the Odyssey and, especially, the islands the hero encountered on his travels should not be considered utopias in the strict sense of the word. It then goes on to show how M. Foucault’s heterotopia can help to highlight a series of insular aspects, which, otherwise, could pass unnoticed. These lands stand at the margins of the world of the Odyssey and are, at the same time, connected to all the other islands. As a result, they work like mirrors which reflect images of different and possible worlds. In particular, the Odyssean isles of women mirror different and possible relationships between Odysseus and the lady of the island and help to enlighten the place which the hero perceives as the perfect home among all the possible choices. Finally, a brief analysis of the prophecy about the hero’s future last adventure shows that there is no chance of Odysseus feeling at home on that ‘other’ place of this last journey.
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Office, General Accounting. [ Open access same-time information system and standards of conduct]. Washington, D.C: The Office, 1996.

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US GOVERNMENT. The Solid Waste Disposal Act: As amended by the Hazardous and Solid Waste Amendments of 1984 (Public Law 98-616); the Safe Drinking Water Act Amendments of 1986 (Public Law 99-339); and the Superfund Amendments and Reauthorization Act of 1986 (Public Law 99-499). Washington: U.S. G.P.O., 1987.

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Book chapters on the topic "Safe air travel"

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Liu, Xi, and Alastair Gale. "Searching for Possible Threat Items to Safe Air Travel: Human Error and Training." In Engineering Psychology and Cognitive Ergonomics, 750–59. Berlin, Heidelberg: Springer Berlin Heidelberg, 2007. http://dx.doi.org/10.1007/978-3-540-73331-7_82.

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Eriksson, Elina, Maria Wolrath Söderberg, and Nina Wormbs. "Exceptionalism and Evasion: How Scholars Reason About Air Travel." In Academic Flying and the Means of Communication, 159–83. Singapore: Springer Singapore, 2022. http://dx.doi.org/10.1007/978-981-16-4911-0_7.

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AbstractUnderstanding how scholars reason about their own flying habits is important when dealing with the problems of large emissions from academic air travel. This study is based on a travel habits survey with scholars at KTH Royal Institute of Technology in Stockholm. KTH has relatively high emissions from air travel, but at the same time, it has a high profile in matters of sustainability and a lot of research related to this theme. One can therefore assume a high degree of knowledge about the climate crisis and the climate impact of various actions. It is also plausible that KTH scholars meet special expectations to be role models and that practices in conflict with their teaching can have consequences for the public confidence in the university. In this study, we look at how scholars reason about how emissions from their flying could be reduced. Their responses display a spectrum of varying attitudes, from climate scepticism to a commitment to radical transformation, with the majority in between, either suggesting different types of concrete changes or invoking arguments to justify the status quo. The proposed interventions, several of which are ingenious and wise, can guide university managements to strategies that have support from employees. The more reluctant arguments point to cultural and discursive habits that must be understood and met in an empathetic way.
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Pincherle, Maria Caterina. "Quattro viaggi nel tempo, rimanendo in città: cronotopi nella narrativa brasiliana contemporanea." In Studi e saggi, 389–96. Florence: Firenze University Press, 2021. http://dx.doi.org/10.36253/978-88-5518-467-0.30.

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If the concept of time-space, associated to the travel, usually refers to a space-temporal changing from a subject, the aim of this work is to reflect on the possibility to use the same concept for a different process, that involves space and time in other positions regarding to the subject, or else the physical immobility and the research during the time. In the last years some famous Brazilian novels deal not only with actual themes, but they find again their present origins in places cancelled by the urban palimpsest: the senzalas and the slavery live again in the echos of very different works as Becos da memória by Conceição Evaristo (2006), Passageiro do fim do dia by Rubens Figueiredo (2010), and O amor dos homens avulsos by Victor Heringer (2016).
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Almeida, Catarina Nunes de. "Viaggi, tempi e mondi: l’Oriente nell’opera di Mário Cláudio." In Studi e saggi, 343–52. Florence: Firenze University Press, 2021. http://dx.doi.org/10.36253/978-88-5518-467-0.26.

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The starting point of this paper is three works of the contemporary Portuguese writer Mário Cláudio – the novels Peregrinação de Barnabé das Índias (1998), Os Naufrágios de Camões (2017) and the play A Ilha de Oriente (1989) –, focusing on how the author rewrites the voyages of Discovery of the 16th century and shapes an image of the East. My aim is to analyse the representation of the so-called Orient and the memory of maritime travels, not only from the point of view of Mário Cláudio’s poetics, but also in the light of a collective discourse that is at the same time aesthetic, historical and mythical.
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Werthner, Hannes. "Geopolitics, Digital Sovereignty…What’s in a Word?" In Perspectives on Digital Humanism, 241–48. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-86144-5_32.

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AbstractAn overlay of digital networks and services often operated by global players encircles and “shrinks” the planet. At the same time, the geopolitical dynamics have entered a cycle of feud for leadership between trade blocs who compete for economic and industrial leadership but also on ethics, values, and political outlook. In this context, governments and lawmakers are struggling to combine the need for global cooperation in digital matters with the imperative to protect their jurisdiction from undue influence and provide economic agents with the means to compete on a global scale. The concept of “digital sovereignty” was carved to address this. Words matter a lot especially when they are meant to translate political goals. We argue that “digital sovereignty” lacks meaning and teeth, while the concept of “strategic autonomy” is more operative, contains in itself the elements of strategic planning, and should lead EU to aim at genuine “digital non-alignment.”
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Brody, David L. "When Is It Safe to Fly or Travel to High Altitude?" In Concussion Care Manual, 121–22. Oxford University Press, 2014. http://dx.doi.org/10.1093/med/9780199383863.003.0030.

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Most commercial airplanes are pressurized to the equivalent of about 7,000–8,000 feet. United States Air Force researchers have shown that uninjured people have very little change in cognitive function or symptoms at this altitude, but that this is not the case after concussion. Symptoms and deficits that had resolved can come back at altitude, most notably headaches, slowing of cognitive performance, and impaired balance. Inform the patient and family about this risk and then let them make their own decisions about whether it is worth it. There is no evidence of permanent harm from flying or traveling to moderate altitude in concussion patients, but it has not been carefully studied.
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Brody, David L. "When Is It Safe to Fly or Travel to High Altitude?" In Concussion Care Manual, edited by David L. Brody, 175. Oxford University Press, 2019. http://dx.doi.org/10.1093/med/9780190054793.003.0031.

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Most commercial airplanes are pressurized to the equivalent of about 7000 to 8000 feet. U.S. Air Force researchers have shown that uninjured people experience very little change in cognitive function or symptoms at this altitude, but that this is not the case after concussion. Symptoms and deficits that had resolved can come back at altitude, most notably headaches, slowing of cognitive performance, and impaired balance. Inform the patient and family about this risk and then let them make their own decisions about whether it is worth it. No evidence of permanent harm from flying or traveling to moderate altitude in concussion patients exists, but it has not been carefully studied.
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Denison, D. M., and M. Bagshaw. "Aerospace medicine." In Oxford Textbook of Medicine, 1408–16. Oxford University Press, 2010. http://dx.doi.org/10.1093/med/9780199204854.003.090505.

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Travel by air is a safe means of transport, but puts people at various physiological risks and is a potential means of spreading infectious disease. Physiological risks associated with flying include hypoxia—atmospheric pressure falls with altitude. The minimum cabin pressure in commercial passenger aircraft (565 mmHg, 75.1 kPa) brings a healthy individual’s arterial ...
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Kaurila, Veikko Tapio. "Unmanned Transportation Applications at First Level Air Infrastructure (FLAI)." In Advances in Transdisciplinary Engineering. IOS Press, 2021. http://dx.doi.org/10.3233/atde210026.

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Increasing complexity of infrastructure has growing need for maintenance that is accumulating cost in the long run. This report compares the simulation of traditional transportation to an aviation alternative. The focus is on the cost effectiveness and power efficiency of Vertical/Short Take-Off and Landing (V/STOL) vehicles. Author’s motivation in this topic is from the project of designing a VTOL vehicle for multimodal transportation. The simulation of 100.000 people demonstrates efficiency of aviation infrastructure. Counting 11 billion for traditional infrastructure and 4 billion for equivalent VTOL vehicle carrying capacity. Affecting factors are energy, transportation modes, infrastructure and operation average the results. The simulation is simplistic model of infrastructure with normally distributed traffic, neglecting the effect of transition between vehicles, and the effect of wind magnitude and direction. The aviation method reduced distance up to 82% made travel time 92%, consumed 88% of the energy, when emissions show relatively equivalent quantity on both applications. The results of FLAI imply economic advantages over traditional infrastructure and suggest further research into the safe adoption of aviation infrastructure.
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Arcadipane, Antonio, and Gennaro Martucci. "Fixed-Wing and Helicopter Air Transport of ECMO Patients." In Extracorporeal Membrane Oxygenation, edited by Marc O. Maybauer, 107–16. Oxford University Press, 2022. http://dx.doi.org/10.1093/med/9780197521304.003.0010.

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Thanks to technological advancements, extracorporeal membrane oxygenation (ECMO) through mobile systems has become a reality; therefore, the possibility of benefiting from the highest specialized support can also be offered in peripheral hospitals. After the on-site placement of cannulae, and when the patient is sufficiently stabilized, it is possible to transfer the patient on ECMO to the nearest ECMO center. This centralization of treatments is currently considered a way to improve survival. Aeromedical transport plays a fundamental role in this scenario since it has been adapted to transfer critically ill patients over large distances or in areas with inadequate road networks or geographical and infrastructural barriers. This means of transport grew out of military models into highly sophisticated and integrated civilian systems of care, using fixed-wing aircraft or helicopters that now, in theory, allow safe transport of patients and medical crews across any distance. Extensive anticipation, effective communication, and patient assessment/stabilization before and during travel are mandatory for avoiding critical events during transport. The main issues in air transport are patient movement to and from the transport vehicle, effects of altitude on membrane gas exchanges and the patient, and recognition and management of in-transport emergencies.
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Conference papers on the topic "Safe air travel"

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Thamm, M., R. Voswinckel, H. Gall, B. Karadas, RT Schermuly, N. Weissmann, F. Grimminger, and HA Ghofrani. "Air Travel Is Safe and Well Tolerated in Clinically Stable PH Patients." In American Thoracic Society 2009 International Conference, May 15-20, 2009 • San Diego, California. American Thoracic Society, 2009. http://dx.doi.org/10.1164/ajrccm-conference.2009.179.1_meetingabstracts.a3371.

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Jung, Martin, and Axel B. Classen. "PANDEMIC SIM – Impact analysis and improvement potentials for airport security processes." In 8th International Conference on Human Interaction and Emerging Technologies. AHFE International, 2022. http://dx.doi.org/10.54941/ahfe1002724.

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In the beginning of 2020, one of airports’ greatest concerns was how to provide sufficient capacity for traffic both on airside and on landside. However, since the COVID-19 pandemic affects worldwide the complete transport sector traffic numbers are significantly nosediving due to wide-ranging travel restrictions – especially as to passenger air transport (see IATA, 2020). In order to enable air transport to recover as soon as travel restrictions are lifted and to ensure that passengers as well as people working within the air transport sector will remain safe, the risk of spreading the COVID-19 virus via droplet, airborne or contact transmission during travel processes must obligatory be mitigated. A recent document, issued by the European Union Aviation Safety Agency (EASA) together with the European Centre for Disease Prevention and Control (ECDC), therefore provides “guidance for the management of air passengers and aviation personnel in relation to the COVID-19 pandemic” (EASA, ECDC, 2021). This document describes measures to minimize contamination risks along travel processes. The measures described are flanked by other documents and initiatives of the relevant actors in air transport, like the IATA, ICAO, ACI as well as governmental authorities. In our study we examine those measures that have an impact on airport-terminal’s passenger flow and capacity with emphasis on security checks (Airport Security Process – ASP) by dint of a new simulation model named Pandemic Simulation Model (Pandemic SiM), hereby namely Pandemic SiM ASP. For this purpose we advanced a recently developed baseline simulation model (SiM) reproducing the security check area of a medium sized European airport serving around 12 million passengers per year. SiM was originally developed during a former project under pre-COVID-19 conditions and validated together with experts of that airport. Pandemic SiM is now the enhanced version comprising pandemic guidelines for the purpose of process visualization, impact analysis and identification of improvement potentials and may even be adapted individually to any other airport environment.In order to examine the consequences resulting from changes in passenger management at airports we compare the results of simulation runs of the current baseline model SiM with those of our new model Pandemic SiM, updated according to the relevant measures prescribed by EASA and ECDC (EASA, ECDC, 2021). In a first step we examine the behaviour of Pandemic SiM by simulating the original baseline traffic scenario parallel in both models, SiM and Pandemic SiM. In a second step we compare the resulting figures of baseline SiM with those of Pandemic SiM COVID-19 model. This direct comparison of the simulation outputs with the same traffic scenario will show the consequences of the measures to stem the pandemia. In a third step, we will carve out an approximation of the operational capacity limits under pandemic conditions by varying traffic volume in further simulations.Based on the analysis of the simulation results we will not only be able to quantify the resulting capacity but also to develop suggestions to improve airport operations and capacity under COVID-19 conditions in the final section of our paper.
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Benson, C. M., J. M. Ingram, P. N. Battersby, D. Mba, V. Sethi, and A. M. Rolt. "An Analysis of Civil Aviation Industry Safety Needs for the Introduction of Liquid Hydrogen Propulsion Technology." In ASME Turbo Expo 2019: Turbomachinery Technical Conference and Exposition. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/gt2019-90453.

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Abstract Over the next few decades air travel is predicted to grow, with international agencies, manufacturers and governments predicting a considerable increase in aviation use. However, based on current fuel type, International Civil Aviation Organization (ICAO) project emissions from aviation are estimated to be seven to ten times higher in 2050 than in 1990. These conflicting needs are problematic and have led to the EU Flightpath 2050 targeting dramatic emissions reductions for the sector (75% CO2, 90% NOX by 2050). One proposed solution, decreasing carbon emissions without stunting the increase in air travel, is hydrogen propulsion; a technology with clear environmental benefits. However, enabling the safe application of this fuel to aviation systems and industrial infrastructure would be a significant challenge. High-profile catastrophic incidents involving hydrogen, and the flammable and cryogenic nature of liquid hydrogen (LH2) have led to its reputation as a more dangerous substance than existing or alternative fuels. But, where they are used (in industry, transport, energy), with sufficient protocols, hydrogen can have a similar level of safety to other fuels. A knowledge of hazards, risks and the management of these becomes key to the integration of any new technology. Using assessments, and a gap analysis approach, this paper examines the civil aviation industry requirements, from a safety perspective, for the introduction of LH2 fuel use. Specific proposed technology assessments are used to analyze incident likelihood, consequence impact, and ease of remediation for hazards in LH2 systems, and a gap analysis approach is utilized to identify if existing data is sufficient for reliable technology safety assessment. Outstanding industry needs are exposed by both examining challenges that have been identified in transport and industrial areas, and by identifying the gaps in current knowledge that are preventing credible assessment, reliable comparison to other fuels and the development of engineering systems. This paper demonstrates that while hydrogen can be a safe and environmentally friendly fuel option, a significant amount of work is required for the implementation of LH2 technology from a mass market perspective.
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Stojanović, Marija, Nikica Radović, and Angelina Njeguš. "OPPORTUNITIES AND CHALLENGES OF APPLYING BLOCKCHAIN TECHNOLOGY AT AIRPORTS." In 5th International Scientific Conference – EMAN 2021 – Economics and Management: How to Cope With Disrupted Times. Association of Economists and Managers of the Balkans, Belgrade, Serbia, 2021. http://dx.doi.org/10.31410/eman.2021.157.

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The outbreak of the Covid-19 pandemic has attracted more attention and highlighted the value of public health as well as the need for safe travel. When it comes to the tourism industry affected by the pandemic, the current global situation requires market transformation and innovation in the function of renewing tourist travel. Blockchain technologies in air transport are directing their business solutions towards the most promising opportunities and possibilities of application of this modern technology, now with a focus on overcoming the impact of the Covid-19 pandemic on business in the tourism industry. Blockchain-based applications have the potential to improve the user experience in the process of tracking luggage and goods, tracking the health of passengers, managing digital currency for the purchase of airline tickets, passenger identity management, loyalty programs, and more. Blockchain technology has already found application in financial management, storage and management of our personal data and information through a chain that is interconnected in time as a distributed book that records transactions between the parties involved, securely and permanently. This paper aims to present the possibilities of Blockchain technology and contribute to raising awareness of the great potential of application in the business of the airport within the tourism industry.
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Nowak, Mateusz, and Remigiusz Jasiński. "Ecological Comparison of Domestic Travel by Air and Road Transport." In SAE Powertrains, Fuels & Lubricants Meeting. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2020. http://dx.doi.org/10.4271/2020-01-2137.

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Tan, CheeFai, Wei Chen, Marcel Verbunt, Christoph Bartneck, and Matthias Rauterberg. "Adaptive Posture Advisory System for Spinal Cord Injury Patient During Long Haul Air Travel." In ASME 2009 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2009. http://dx.doi.org/10.1115/detc2009-86076.

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Today, air travel is popular as a way of transportation for different purpose such as business and tourism. The numbers of air travel passengers are increasing every year. At the same time the flight distance is increased because of better fuel efficiency and technology advancement of airplanes. Sitting is the most common activity during the flight. The US Department of Health advised the disable people to change their sitting posture frequently to relieve sitting pressures at least every 1 hour, and every 15 minutes for normal people. Decubitus is widely recognized as serious complication for a person with spinal cord injury. Motor paralyses affected a person’s ability to respond unconsciously to potential noxious stimuli. Decubitus affect the quality of life of spinal cord injury patient. For the spinal cord injury patient who travels with long haul flight, which is more than 5 hours, the decubitus risk will increase. The paper describes the development of an adaptive posture advisory system for spinal cord injury passengers. The aim of the system is to reduce the decubitus risk of the spinal cord injury patient during long haul flight.
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Asgharian, Bahman, and Owen T. Price. "Models of Airflow Transport in the Human Lung." In ASME 2004 International Mechanical Engineering Congress and Exposition. ASMEDC, 2004. http://dx.doi.org/10.1115/imece2004-59701.

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Accurate assessment of airflow travel in the human lung is crucial in determining the fate of inhaled particles. Three models of air transport are presented in this study. In model 1, lung airways are fixed, and air travels through the airways by convective transport and in the absence of airway resistance. Airways expand uniformly during inhalation in model 2. Model 3 considers the air transport to be the result of lung compliance and resistance; as a result, different regions of the lung expand at nonuniform rates. The airflow rates and volume of air inhaled in each lobe of the human lung are calculated and compared for each model. Models 1 and 3 predict larger expansion of upper lobes, while the same expansion rate is observed for uniform airway expansion (model 2). The fraction of airflow rates going to each lobe is similar between models 2 and 3 and drastically different from that predicted by model 1.
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Vygodianskii, Aleksei Valerevich. "PROBLEMS OF QUALIFICATION OF THE OBLIGATION FOR CARRIAGE OF BAGGAGE FOR AIR TRAVEL." In All-Russian scientific and practical conference. Publishing house Sreda, 2020. http://dx.doi.org/10.31483/r-75295.

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A passenger has a special relationship with an air carrier when they hand over their baggage for transportation. Shipping Luggage is usually accompanied by passenger shipping, which is closely connected to her, but at the same time is regulated in a special way. This article analyzes the current legal norms governing the delivery of baggage in the implementation of passenger air transportation. The author justifies the position that the obligation to transport the baggage handed over by the passenger cannot be qualified as an independent contract for the carriage of baggage, as some authors suggest. According to the author, this obligation should be recognized as an additional optional obligation of the carrier under the contract of air carriage of the passenger.
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Mahmoud, Seif, James S. Bennett, Mohammad H. Hosni, and Byron Jones. "Mapping the Potential for Infectious Disease Transmission in a Wide-Body Aircraft Cabin." In ASME 2019 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/imece2019-11377.

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Abstract With more than two billion passengers annually, in-flight transmission of infectious diseases is a major global health concern. It is widely believed that principal transmission risk associated with air travel for most respiratory infectious diseases is limited to within two rows of an infectious passenger. However, several passengers became infected despite sitting several rows away from the contagious passenger. This work thoroughly investigated the potential for disease spread inside airplane cabins using tracer gas to quantify airborne dispersion. Measurements were conducted in a full-scale, 11-row mock-up of a wide-body aircraft cabin. Heated mannequins to simulate passengers’ thermal load were placed on the cabin seats. Tracer gas was injected at the breathing level at four different hypothetical contagious passenger locations. The tracer gas concentration was measured radially up to 3.35 m away from the injection location representing four rows of a standard aircraft. A four-port sampling tree was used to collect samples at the breathing level at four different radial locations simultaneously. Each port was sampled for 30 minutes. A total of 42 tests were conducted in matching pairs to alleviate potential statistical or measurements bias. The results showed that the airflow pattern inside the mock-up airplane cabin plays a major role in determining tracer gas concentration meaning that the concentration at the same radial distance in different directions are not necessarily the same. Also, due to the air distribution pattern and cabin walls, concentrations at some seats may be higher than the source seat.
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Mikola, Alo, Teet-Andrus Kõiv, Juhan Rehand, and Hendrik Voll. "The Usage of CO2 Tracer Gas Methods for Ventilation Performance Evaluation in Apartment Buildings." In Environmental Engineering. VGTU Technika, 2017. http://dx.doi.org/10.3846/enviro.2017.267.

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The purpose of the study is to investigate the potential of the CO2-based tracer gas methods for the ventilation performance evaluation in apartment buildings. To test and elaborate the methods, the ventilation air change rate (ACR) and air change efficiency (ACE) measurements were performed. The methods were tested in laboratory conditions and apartments with natural ventilation, room-based ventilation units, exhaust ventilation and mechanical exhaust ventilation with fresh air radiators. Concentration decay method is applied with both artificially and naturally increasing the concentration of tracer gas. The ACR is also calculated using metabolic constant dosing method with the effective volume. As the traditional tracer gas methods give the correct result only in case of perfect mixed ventilation, then the ACE is also measured. To observe the effectiveness of the air change and the level of air mixing multiple CO2 sensors placed in different positions. The tracer gas measurements were carried out in naturally ventilated apartments to study the influence of the inner doors to the ACE. The daily variation of CO2 level in case the long-term CO2 measurements gives us the possibility to calculate the ACR when inhabitants are sleeping or have left the apartment. Using the CO2 as the natural tracer gas and the concentration decay method together with the metabolic constant dosing strategy, we can calculate the CO2 concentrations according to the long-term CO2 measurements without knowing the exact emission of inhabitants. The studied methods are inexpensive and at the same time sufficiently accurate for airflow measurements. Another reason for the study comes from the ventilation retrofit process in Estonia where the single room ventilation units are used. As these wall-mounted ventilation units are sensitive to in- and outside pressure differences the measurement of ventilation airflow in the traditional way can be inaccurate.
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Reports on the topic "Safe air travel"

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Popov, Oleksandr O., Anna V. Iatsyshyn, Andrii V. Iatsyshyn, Valeriia O. Kovach, Volodymyr O. Artemchuk, Viktor O. Gurieiev, Yulii G. Kutsan, et al. Immersive technology for training and professional development of nuclear power plants personnel. CEUR Workshop Proceedings, July 2021. http://dx.doi.org/10.31812/123456789/4631.

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Training and professional development of nuclear power plant personnel are essential components of the atomic energy industry’s successful performance. The rapid growth of virtual reality (VR) and augmented reality (AR) technologies allowed to expand their scope and caused the need for various studies and experiments in terms of their application and effectiveness. Therefore, this publication studies the peculiarities of the application of VR and AR technologies for the training and professional development of personnel of nuclear power plants. The research and experiments on various aspects of VR and AR applications for specialists’ training in multiple fields have recently started. The analysis of international experience regarding the technologies application has shown that powerful companies and large companies have long used VR and AR in the industries they function. The paper analyzes the examples and trends of the application of VR technologies for nuclear power plants. It is determined that VR and AR’s economic efficiency for atomic power plants is achieved by eliminating design errors before starting the construction phase; reducing the cost and time expenditures for staff travel and staff training; increasing industrial safety, and increasing management efficiency. VR and AR technologies for nuclear power plants are successfully used in the following areas: modeling various atomic energy processes; construction of nuclear power plants; staff training and development; operation, repair, and maintenance of nuclear power plant equipment; presentation of activities and equipment. Peculiarities of application of VR and AR technologies for training of future specialists and advanced training of nuclear power plant personnel are analyzed. Staff training and professional development using VR and AR technologies take place in close to real-world conditions that are safe for participants and equipment. Applying VR and AR at nuclear power plants can increase efficiency: to work out the order of actions in the emergency mode; to optimize the temporary cost of urgent repairs; to test of dismantling/installation of elements of the equipment; to identify weaknesses in the work of individual pieces of equipment and the working complex as a whole. The trends in the application of VR and AR technologies for the popularization of professions in nuclear energy among children and youth are outlined. Due to VR and AR technologies, the issues of “nuclear energy safety” have gained new importance both for the personnel of nuclear power plants and for the training of future specialists in the energy sector. Using VR and AR to acquaint children and young people with atomic energy in a playful way, it becomes possible to inform about the peculiarities of the nuclear industry’s functioning and increase industry professions’ prestige.
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Weissinger, Rebecca. Trends in water quality at Bryce Canyon National Park, water years 2006–2021. Edited by Alice Wondrak Biel. National Park Service, November 2022. http://dx.doi.org/10.36967/2294946.

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The National Park Service collects water-quality samples on a rotating basis at three fixed water-quality stations in Bryce Canyon National Park (NP): Sheep Creek, Yellow Creek, and Mossy Cave Spring. Data collection began at Sheep Creek and Yellow Creek in November 2005 and at Mossy Cave in July 2008. Data on in-situ parameters, fecal-coliform samples, major ions, and nutrients are collected monthly, while trace elements are sampled quarterly. This report analyzes data from the beginning of the period of record for each station through water year 2021 to test for trends over time. Concentrations are also compared to relevant water-quality standards for the State of Utah. Overall, water quality at the park’s monitoring stations continues to be excellent, and park managers have been successful in their goal of maintaining these systems in unimpaired condition. Infrequent but continued Escherichia coli exceedances from trespass livestock at Sheep and Yellow creeks support the need for regular fence maintenance along the park boundary. High-quality conditions may qualify all three sites as Category 1 waters, the highest level of anti-degradation protection provided by the State of Utah. Minimum and maximum air temperatures at the park have increased, while precipitation remains highly variable. Increasing air temperatures have led to increasing water temperatures in Sheep and Yellow creeks. Sheep Creek also had a decrease in flow across several quantiles from 2006 to 2021, while higher flows decreased at Yellow Creek in the same period. Surface flows in these two creeks are likely to be increasingly affected by higher evapotranspiration due to warming air temperatures and possibly decreasing snowmelt runoff as the climate changes. The influx of ancient groundwater in both creek drainages helps sustain base flows at the sites. Mossy Cave Spring, which is sampled close to the spring emergence point, showed less of a climate signal than Sheep and Yellow creeks. In our record, the spring shows a modest increase in discharge, including higher flows at higher air temperatures. An uptick in visitation to Water Canyon and the Mossy Cave Trail has so far not been reflected by changes in water quality. There are additional statistical trends in water-quality parameters at all three sites. However, most of these trends are quite small and are likely ecologically negligible. Some statistical trends may be the result of instrument changes and improvements in quality assurance and quality control over time in both the field sampling effort and the laboratory analyses. Long-term monitoring of water-quality stations at Bryce Canyon NP suggests relatively stable aquatic systems that benefit from protection within the park. To maintain these unimpaired conditions into the future, park managers could consider: Regular fence checks and maintenance along active grazing allotments at the park boundary to protect riparian areas and aquatic systems from trespass livestock. Developing a springs-monitoring program to track changes in springflow at spring emergences to better understand bedrock-aquifer water supplies. These data would also help quantify springflow for use in water-rights hearings. Supporting hydrogeologic investigations to map the extent and flow paths of groundwater aquifers. Working with the State of Utah to develop groundwater-protection zones to protect groundwater aquifers from developments that would affect springs in the park. Prioritizing watershed management with proactive fire risk-reduction practices. Explicitly including watershed protection as a goal in plans for fire management and suppression. Using additional data and analyses to better understand the drivers of trends in water quality and their ecological significance. These could include higher-frequency data to better understand relationships between groundwater, precipitation, and surface flows at the sites. These could also include watershed metrics...
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Abbas, Syed, Soha Karam, Megan Schmidt-Sane, and Jennifer Palmer. Social Considerations for Monkeypox Response. Institute of Development Studies, June 2022. http://dx.doi.org/10.19088/sshap.2022.021.

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Given the health, social, and economic upheavals of the COVID-19 pandemic, there is understandable anxiety about another virus, monkeypox, quickly emerging in many countries around the world. In West and Central Africa, where the disease has been endemic for several decades, monkeypox transmission in people usually happens in short, controllable chains of infection after contact with infected animal reservoirs. Recent monkeypox infections have been identified in non-endemic regions, with most occurring through longer chains of human-to-human spread in people without a history of contact with animals or travel to endemic regions. These seemingly different patterns of disease have prompted public health investigation. However, ending chains of monkeypox transmission requires a better understanding of the social, ecological and scientific interconnections between endemic and non-endemic areas. In this set of companion briefs, we lay out social considerations from previous examples of disease emergence to reflect on 1) the range of response strategies available to control monkeypox, and 2) specific considerations for monkeypox risk communication and community engagement (RCCE). We aim for these briefs to be used by public health practitioners and advisors involved in developing responses to the ongoing monkeypox outbreak, particularly in non-endemic countries. This brief on social considerations for monkeypox response was written by Syed Abbas (IDS), Soha Karam (Anthrologica), Megan Schmidt-Sane (IDS), and Jennifer Palmer (LSHTM), with contributions from Hayley MacGregor (IDS), Olivia Tulloch (Anthrologica), and Annie Wilkinson (IDS). The brief was reviewed by Boghuma Titanji (Emory University School of Medicine). This brief is the responsibility of SSHAP.
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Madrzykowski, Daniel. Firefighter Equipment Operational Environment: Evaluation of Thermal Conditions. UL Firefighter Safety Research Institute, August 2017. http://dx.doi.org/10.54206/102376/igfm4492.

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The goal of this study was to review the available literature to develop a quantitative description of the thermal conditions firefighters and their equipment are exposed to in a structural fire environment. The thermal exposure from the modern fire environment was characterized through the review of fire research studies and fire-ground incidents that provided insight and data to develop a range of quantification. This information was compared with existing standards for firefighting protective equipment to generate a sense of the gap between known information and the need for improved understanding. The comparison of fire conditions with the thermal performance requirements of firefighter protective gear and equipment demonstrates that a fire in a compartment can generate conditions that can fail the equipment that a firefighter wears or uses. The review pointed out the following: 1. The accepted pairing of gas temperature ranges with a corresponding range of heat fluxes does not reflect all compartment fire conditions. There are cases in which the heat flux exceeds the hazard level of the surrounding gas temperature. 2. Thermal conditions can change within seconds. Experimental conditions and incidents were identified in which firefighters would be operating in thermal conditions that were safe for operation based on the temperature and heat flux, but then due to a change in the environment the firefighters would be exposed to conditions that could exceed the protective capabilities of their PPE. 3. Gas velocity is not explicitly considered within the thermal performance requirements. Clothing and equipment tested with a hot air circulating (convection) oven are exposed to gas velocities that measure approximately 1.5 m/s (3 mph). In contrast, the convected hot gas flows within a structure fire could range from 2.3 m/s (5 mph) to 7.0 m/s (15 mph). In cases where the firefighter or equipment would be located in the exhaust portion of a flow path, while operating above the level of the fire, the hot gas velocity could be even higher. This increased hot gas velocity would serve to increase the convective heat transfer rate to the equipment and the firefighter, thereby reducing the safe operating time within the structure. 4. Based on the limited data available, it appears currently available protective clothing enables firefighters to routinely operate in conditions above and beyond the "routine" conditions measured in the fire-ground exposure studies conducted during the 1970s. The fire service and fire standards communities could benefit from an improved understanding of: • real world fire-ground conditions, including temperatures, heat flux, pressure, and chemical exposures; • the impact of convection on the thermal resistance capabilities of firefighting PPE and equipment; and • the benefits of balancing the thermal exposures (thermal performance requirements) across different components of firefighter protective clothing and safety equipment. Because it is unlikely due to trade offs in weight, breathe-ability, usability, cost, etc., that fireproof PPE and equipment will ever be a reality, fire officers and fire chiefs need to consider the capabilities of the protection that their firefighters have when determining fire attack strategies and tactics to ensure that the PPE and equipment is kept within its design operating environment, and that the safety buffer it provides is maintained.
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