Data-Gouv-ML/pcri-informations-sur-les-projets-laureats huggingface dataset:
ODICIS - One DIsplay for a Cockpit Interactive Solution (ODICIS)

Framework: FP7 — Cooperation
Programme: Transport (including Aeronautics)
Destination: Aeronautics and air transport
Action type: Collaborative project
Countries involved: France,Germany,Italy,France,Belgium,Denmark,Malta,Greece
Call:  (FP7-AAT-2008-RTD-1, 2008)
Start date: 2009-05-01
End date: 2012-04-30
Duration (months): 36.0
Total project cost (EUR): 5610179.0
EU funding (EUR): 3595087.0
Participants: 9
Project status: CLOSED

ODICIS project aims at developing a single display cockpit and at studying its concept of use. This addresses three current major aeronautics needs: system architecture flexibility, useful surface optimization and information continuity. Therefore the project will improve the operational safety and efficiency and reduce the aircraft development cost. The first objective is to prove the technical feasibility of an avionics large seamless display, which can possibly be curved. This involves optical but also graphic generation challenges. The design of the display must take into account as far as possible user requirements and aircraft possibilities. Then, the adequate means of interaction must be defined and implemented. At this point, a complete technological mock-up of a single display cockpit will be available. At the same time, the concepts of use that partially led to the single display cockpit design must be reviewed and break downed, then tested on the fixed-base simulator. Human factors evaluations will seek to ascertain the safety and efficiency gains produced by this novel cockpit concept based on use of a single display. The ODICIS consortium comprises 9 partners from 7 EU member states. It includes 4 larges companies, 1 SME, 1 research centre and 3 universities. Together they provide the range of key skills, knowledge and experience required to define, develop, implement and exploit the results of the ODICIS project. During the whole duration of the project, the ODICIS consortium will exchange with the aeronautics actors (e.g. end users and safety authorities). A roadmap towards a single display cockpit product will be issued at the end.

Keywords: single display,technologies,cockpit display system,innovative concepts,human factors,safety,efficiency,costs.
Support to Eighth European Conference on Turbomachinery – Fluid Dynamics and Thermodynamics, Graz, March 2009 (EUROTURBO 8)

Framework: FP7 — Cooperation
Programme: Transport (including Aeronautics)
Destination: Aeronautics and air transport
Action type: Coordination and support actions
Countries involved: Austria,Belgium,Italy
Call:  (FP7-AAT-2008-RTD-1, 2008)
Start date: 2008-05-08
End date: 2009-05-07
Duration (months): 12.0
Total project cost (EUR): 23698.99
EU funding (EUR): 15000.0
Participants: 3
Project status: CLOSED

The European Turbomachinery Conference is the only scientific event within the EU covering in depth all fluid dynamics and thermodynamics aspects of turbomachinery design and operation. Its objectives are to enhance excellence in this field, to address and improve the technological level and competitiveness of turbomachinery design products and their operation as part of propulsion systems and energy conversion processes. EUROTURBO 8, is the eighth in a series of bi-annual conferences started for the first time in 1995 in Erlangen (Germany). This conference will be of primary interest to researchers, design engineers, users of turbomachinery components and to students being trained in presentation and discussion of their first scientific results. The conference is intended to be a primary driver for technology transfer across Europe in this field through the presentation of the latest developments and best practices. It is also intended to enhance cross-fertilization between the aeronautical field, found in the edge of turbomachinery technology today and all other fields using turbomachines. The conference is also seen as an integrating element between the Western and Eastern European countries and as an additional mean to foster collaboration in turbomachinery research at a European level. Finally, this conference is seen as an ideal forum to relate and disseminate the results of research projects funded by the European Commission. Therefore, support for this conference of about 22 % of the total budget is requested from the Commission.

Keywords: conference,turbomachinery,fluid flow,thermodynamics
International Conference on Airports, October 2009 Paris (ICOA.10.09)

Framework: FP7 — Cooperation
Programme: Transport (including Aeronautics)
Destination: Aeronautics and air transport
Action type: Coordination and support actions
Countries involved: France
Call:  (FP7-AAT-2008-RTD-1, 2008)
Start date: 2008-11-01
End date: 2010-03-31
Duration (months): 17.0
Total project cost (EUR): 126000.0
EU funding (EUR): 56000.0
Participants: 1
Project status: CLOSED

Concept: The Air and Space Academy (AAE) proposes to organise a 2-day international conference on “Airports and their Challenges”, in DGAC Paris (7-8 October 2009). Background: Europe needs to develop new transport networks and infrastructures in order to support its industry and promote economic growth. Air transport has increased faster than any other mode of transport in the past 20 years, but concerns linked to traffic saturation and the environment are growing. Airports are an essential element in the air transport system and yet their development can give rise to tension and even conflict between the different economic and political players. Reflection is needed on how to guarantee sufficient airport capacity in the enlarged European Union whilst respecting the different constraints of safety, security, environment, customer satisfaction, intermodality, etc. Objectives: This conference will aim to achieve a broad, dynamic vision of the evolution of airports in Europe and worldwide, of the different challenges and constraints facing them within a 15-20 year timeframe and to define the orientations necessary for the future. It will do so by bringing together top policy makers and operators from the European and international air transport system to pool information, discuss current developments and share new innovative ideas. Guidelines defined at this conference will be disseminated widely to policymakers worldwide in order to maximise impact. Organisation: AAE has a wide experience of organising successful conferences. A Programme Committee, chaired by Marc Noyelle (former Executive Director Development and facilities for Aéroports de Paris, and Administrator-President of ADPI international engineering branch), will comprise experts from AAE, DGAC, Air France-KLM, Aéroports de Paris, UAF, ACI Europe, DG TREN with input from relevant international organizations and European airport managers. The conference work programme will be carried out by AAE permanent staff.

Keywords: air and space academy (aae) -airports -conference -paris - air transport - europe -safety -security -environment -sustainability -intermodality - efficiency -capacity -perspectives
SEAMLESS AERONAUTICAL NETWORKING THROUGH INTEGRATION OF DATA LINKS, RADIOS, AND ANTENNAS (SANDRA)

Framework: FP7 — Cooperation
Programme: Transport (including Aeronautics)
Destination: Aeronautics and air transport
Action type: Collaborative project
Countries involved: Italy,Germany,France,United Kingdom,France,Sweden,United Kingdom,France,Germany,Germany,France,Netherlands,Hungary,Germany,Netherlands,Austria,Ireland,Netherlands,Denmark,Russian Federation
Call:  (FP7-AAT-2008-RTD-1, 2008)
Start date: 2009-10-01
End date: 2013-12-31
Duration (months): 51.0
Total project cost (EUR): 23941949.98
EU funding (EUR): 15617318.0
Participants: 33
Project status: CLOSED

Air traffic in Europe is expected to double by 2025 according to the last forecast of Eurocontrol. Future passenger and freight fleets will bring better efficiency and improved environmental performance, and will allow people to benefit from the connections that only air transport can deliver. In this context, an integrated aircraft communication system is of paramount importance to improve efficiency and cost-effectiveness by ensuring flexibility, scalability, modularity and reconfigurability. The SANDRA project will design, implement and validate through in-flight trials an integrated aeronautical communications system based on an open architecture, a common set of interfaces and on well-proven industry standards. Integration will be addressed at four different levels, namely: • integration at service level, through a Service Oriented architectural approach • integration at network level through addressing interoperability to ensure transition • integration of existing radio technologies into an Integrated Modular Radio platform (Software Defined) • integration at antenna and RF level by a L/KU satellite array antenna prototype The integration of different service domains with heterogeneous requirements through a cost-effective and flexible avionic architecture is thus one of the main challenges addressed by SANDRA. In this light, the SANDRA communication system will represent a key enabler for meeting the high market demand for broadband passenger and enhanced cabin communication services. The SANDRA concept is fully inline with SESAR activity and future deployment plans ATM modernisation as well as with the final recommendations of Eurocontrol/FAA Future Communications Study. SANDRA addresses many of the enablers identified by SESAR for the medium and long term implementation packages, although the proposed integrated approach for the global provision of distributed services covers a much broader set of applications and service domains.

Keywords: network centric operations,nco,soa,imr,sdr,integrated antenna,ipv6,integration,802.16aero,aerowimax,ima
LOGistics & MANufacturing trends and sustainable transport (LOGMAN)

Framework: FP7 — Cooperation
Programme: Transport (including Aeronautics)
Destination: Sustainable surface transport (INCLUDING THE �EUROPEAN GREEN CARS INITIATIVE�)
Action type: Coordination and support actions
Countries involved: Austria,Germany,Finland,United Kingdom,Switzerland,European organisations area,Germany,United Kingdom
Call:  (FP7-SST-2008-TREN-1, 2008)
Start date: 2009-08-31
End date: 2011-08-30
Duration (months): 24.0
Total project cost (EUR): 2341736.95
EU funding (EUR): 1824560.46
Participants: 10
Project status: CLOSED

Factors like global competition, labour cost, recycling technologies and environmental restrictions force companies to implement new logistics and manufacturing systems. From a transport’s point-of-view most of these new systems (e.g. offshoring) have negative impacts as they induce additional freight transport. But on the other hand they are implemented as they have positive effects like cheaper production processes (e.g. due to economies of scale) or even environmental benefits (e.g. due to recycling). The objective of this study is - to give an insight into new logistics and manufacturing trends and - their impacts on economic and environmental sustainability, - to provide scenario based recommendations for European freight transport policy considering both economic and environmental sustainability and - to improve existing tools (TRANSTOOLS, I-O tables) used for impact assessment and cost benefit analysis. This will be done by analyzing status and trends of the external factors (world trade, policy & legislation, transport system, technology) and performing case studies in crucial economic sectors. These cases studies will analyze new best practices of logistics and manufacturing systems, when CO2 emissions are considered an important design criterion. These microeconomic results will be used to improve TRANSTOOLS and I-O tables. Based on these results a scenario analysis will be done to estimate the possible impacts of these new best practices on European environmental (criteria: freight transport’s carbon footprint, products’ logistics and manufacturing carbon footprint) and economic (criterion: economic growth) sustainability. Storylines will be developed and their likeness, chances and risks estimated. Finally transport policy’s costs and benefits will be assessed for the different scenarios. This will lead to recommendations for transport policy for reducing transport emissions without negative impacts on the other sustainability criteria.

Keywords: logistics and manufacturing systems,sustainable transport,carbon footprint,recycling,carbon emission,socio-economic effects,new trends,scenarios,european transport policies
High efficiency hybrid drive trains for small and medium sized marine craft (HYMAR)

Framework: FP7 — Cooperation
Programme: Transport (including Aeronautics)
Destination: Sustainable surface transport (INCLUDING THE �EUROPEAN GREEN CARS INITIATIVE�)
Action type: Collaborative project
Countries involved: Italy,Germany,Belgium,United Kingdom,Austria,United Kingdom,Sweden,Netherlands,United Kingdom
Call:  (FP7-SST-2008-RTD-1, 2008)
Start date: 2009-05-01
End date: 2012-09-30
Duration (months): 41.0
Total project cost (EUR): 3031234.0
EU funding (EUR): 2000106.0
Participants: 11
Project status: CLOSED

Marine diesel electric and hybrid drive systems have been used in large ships and submarines for many years but have not yet been successfully transferred to smaller craft, despite claims to the contrary. Numerous attempts have been made, some very recent, but all have been sub optimal and most have failed completely. These failures are due to a lack of underpinning research and of certain key components. The project has the following objectives: Zero emissions to air and zero external noise and vibration in port Reduction of overall fuel consumption by 30%, tending to &gt;90% on applications such as long distance sailing boats using regenerative techniques CO2 reduction of &gt;30% in all “off design point” applications (e.g.fishing boats and small commercial ferries) 50% reduction in HC &amp; NOx The market for small hybrid drive systems is tens of thousands of units and the aggregate social and environmental benefits are substantial. A holistic approach will be taken to total energy consumption and production on board. At the centre of the new system will be a comprehensive energy management module which will supervise and control energy flows in and out of a specially designed battery bank. The NMEA 2000 standard will be developed as necessary for the new data formats. Safety issues will be addressed by developing new ISO standards. The following research, development and validation will be carried out: High efficiency, low speed, torque following propeller Rim drive propulsor using an embedded permanent magnet DC (PMDC) motor and contra rotating blades Load following, dynamic PMDC motor and generator controllers High efficiency DC to DC converters High efficiency AC to high voltage DC multi output battery charger Control algorithms for key components The final deliverables will be a validated hybrid drive system for small craft, a design tool, critical new components including a new propeller, and contributions to NMEA and ISO standards.

Keywords: electric hybrid drive,batteries,permanent magnet dc motors,permanent magnet dc generators,self pitching propellors,rim drive propellors,energy management
Sustainability and efficiency of city logistics (CITYLOG)

Framework: FP7 — Cooperation
Programme: Transport (including Aeronautics)
Destination: Sustainable surface transport (INCLUDING THE �EUROPEAN GREEN CARS INITIATIVE�)
Action type: Collaborative project
Countries involved: Italy,Sweden,Netherlands,Germany,Germany,Germany,France,Belgium,Italy,Netherlands,Belgium,Germany
Call:  (FP7-SST-2008-RTD-1, 2008)
Start date: 2010-01-01
End date: 2012-12-31
Duration (months): 36.0
Total project cost (EUR): 6098920.01
EU funding (EUR): 3580887.0
Participants: 20
Project status: CLOSED

The CITYLOG project proposal aims at increasing the sustainability and the efficiency of urban delivery of goods by means of an adaptive and integrated mission management and innovative vehicle solutions. Three action domains have been identified to improve today’s city logistic system: - logistic-oriented telematic services are expected to give a decisive contribution to improve mission planning processes by utilising optimized routing and drivers’ support systems. Towards the final customers, tracking and communication capabilities need to be deployed to reduce the number of unsuccessful deliveries; - vehicle technologies represent a key factor to increase the operational flexibility of lorries and vans. It means that the vehicles shall be able to support different mission profiles, and thus reduce the number of vehicles needed for the tasks. In other words, what should be achieved is the interoperability among the vehicles, especially in terms of load unit handling; - innovative load units need to be carefully designed to operate, similar to the vehicles, in different missions. Therefore, a re-configurable internal layout will enable different uses either as simple container or mobile pack station (BentoBox concept). In the latter case, the goal is the de-synchronization of the delivery process between operators and final customers in order to reduce the number of non-successful deliveries. The innovative approach of CITYLOG will lead to decrease the number of delivery vehicles and optimise the use of delivery trucks in urban areas, while resulting in an increased quality of services. From the logistics operator point of view the groundbreaking CITYLOG solutions and technologies are of highest interest due to the increased energy efficiency and quality of services.

Keywords: city logistics,freight distribution
Advanced Fault Diagnosis for Safer Flight Guidance and Control (ADDSAFE)

Framework: FP7 — Cooperation
Programme: Transport (including Aeronautics)
Destination: Aeronautics and air transport
Action type: Collaborative project
Countries involved: Spain,France,Germany,United Kingdom,United Kingdom,France,Netherlands,Hungary
Call:  (FP7-AAT-2008-RTD-1, 2008)
Start date: 2009-07-01
End date: 2012-10-31
Duration (months): 40.0
Total project cost (EUR): 3662669.4
EU funding (EUR): 2608594.0
Participants: 8
Project status: CLOSED

Recent airliner accident and incident statistics show that about 16% of the accidents between 1993 and 2007 can be attributed to Loss of Control In-flight (LOC-I), caused by a piloting mistake, technical malfunctions or unusual upsets due to external disturbances. Loss of flight control remains the second largest accident category after Controlled Flight Into Terrain (CFIT) accounting for 23% of air accidents worldwide. LOC is intrinsically related to the guidance and control (G&C) system of the aircraft, and includes sensors and actuators failures. The state-of-practice for aircraft manufacturers to diagnose these faults and obtain full flight envelope protection is to provide high levels of hardware redundancy in order to perform coherency tests and ensure sufficient available control action. This hardware-redundancy based fault detection and diagnosis (FDD) approach is becoming increasingly problematic when used in conjunction with the many innovative technical solutions being developed by the aeronautical sector to satisfy the greener and safety imperatives demanded by society. This is increasingly creating a gap between the scientific methods advocated within the academic and research communities and the technological developments required by the aeronautics industry. ADDSAFE tries to overcome this technological gap by facing the following two challenges: i) helping the scientific community to develop the best suited FDD methods capable of handling the real-world challenges raised by industry; and ii) ensuring acceptance and widespread use of these advanced theoretical methods by the aircraft industry. The overall aim of the project is to develop and apply model-based FDD methods for civil aircraft in order to increase aircraft safety and reduce development/maintenance costs. The use of these advanced FDD synthesis and tuning methods in conjunction with reliable software verification & validation (V&V) tools will also reduce the costs for development and certification. Three main benefits that will be achieved in pursuit of ADDSAFE’s aim are: i) Identification and definition of a set of guidelines for aircraft G&C FDD. 2) Improved methods and understanding of aircraft G&C FDD. 3) A step towards a V&V process for FDD systems.

Keywords: fault detection and diagnostic,guidance and control,aircraft safety,safety methods and metrics,all-electric-aircraft,health monitoring
GOAL Based Damage Stability (GOALDS)

Framework: FP7 — Cooperation
Programme: Transport (including Aeronautics)
Destination: Sustainable surface transport (INCLUDING THE �EUROPEAN GREEN CARS INITIATIVE�)
Action type: Collaborative project
Countries involved: Greece,United Kingdom,Germany,Norway,United Kingdom,Denmark,United Kingdom,Italy,France,Germany,Finland,United Kingdom,Austria
Call:  (FP7-SST-2008-RTD-1, 2008)
Start date: 2009-09-01
End date: 2012-10-31
Duration (months): 38.0
Total project cost (EUR): 4644685.4
EU funding (EUR): 2951883.0
Participants: 19
Project status: CLOSED

The new probabilistic damage stability regulations for dry cargo and passenger ships (SOLAS 2009), which entered into force on January 1, 2009, represent a major step forward in achieving an improved safety standard through the rationalization and harmonization of damage stability requirements. There are, however, serious concerns regarding the adopted formulation for the calculation of the survival probability of ROPAX and mega cruise vessels; thus ultimately of the Attained and Required Subdivision Indices for passenger ships. Furthermore, present damage stability regulations account only for collision damages, despite the fact that accidents statistics, particularly of passenger ships, indicate the profound importance of grounding accidents. The proposed research project addresses the above issues by: Improving and extending the formulation introduced by MSC 216 (82) for the assessment of the probability of survival of ROPAX and mega cruise ships in damaged condition, based on extensive use of numerical simulations. Performing comprehensive model testing to investigate the process of ship stability deterioration in damaged condition and to provide the required basis for the validation of the numerical simulation results. Elaborating damage statistics and probability functions for the damage location, length, breadth and penetration in case of a collision / grounding accident, based on a thorough review of available information regarding these accidents over the past 30-60 years worldwide. Formulating a new probabilistic damage stability concept for ROPAX and cruise ships, incorporating collision and grounding damages, along with an improved method for calculation of the survival probability. Establishing new risk-based damage stability requirements of ROPAX and cruise vessels based on a cost/benefit analysis to establish the highest level for the required subdivision index. Investigating the impact of the new formulation for the probabilistic damage stability evaluation of passenger ships on the design and operational characteristics of a typical set of ROPAX and cruise vessel designs (case studies). Preparing and submitting a summary of results and recommendations to IMO for consideration (end of project, year 2012).

Keywords: goal based standard,risk based ship design and regulation,passenger ship safety,damage ship stability,low risk ship,european cruise ship,waterbone tp,vision 2020