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The H5 program with the complete rebuild of the guide system and the upgrade or renovation of all instruments leads to a tremendous increase of the instrument performances. The improvement was obtained both in terms of more useful flux and upgrade of the different instruments (e.g. higher field density for IN15). In addition, the industrial application instrument D50 offers an addition to the ILL instrument suite (see p. 27 in this issue). With the commissioning of the new spin echo spectrometer WASP in 2016, the H5 program will be completed and a considerable improvement for the ILL instrument park will be finalized.

This deliverable presents an RTD roadmap for resilience in transportation systems between 2015 and 2030 by topic areas and potential funding bodies.

Forecasted weather development due to the climate change will have impact on the European network of transport. The present report describes the consequences of the various weather phenomena for the different traffic means road, rail, aviation, inland waterways and maritime shipping. To allow a quantitative assessment of these changes, example traffic knots and corridors for different transport modes within the various climatic regions of the European Union including their traffic volume, are described. By using other reports from the EWENT project (describing the thresholds of the various weather phenomena for the corresponding transport mode as well as the weather long term forecast), the consequences are analyzed comprehensively.

The GRANIT project is the follow-up of the pioneering experiments that first observed the quantum states of neutrons trapped in the earth's gravitational field at the Institute Laue Langevin (ILL). Due to the weakness of the gravitational force, these quantum states exhibit most unusual properties: peV energies and spatial extensions of order 10 $\mu$m. Whereas the first series of observations aimed at measuring the properties of the wave functions, the GRANIT experiment will induce resonant transitions between states thus accessing to spectroscopic measurements. After a brief reminder of achieved results, the principle and the status of the experiment, presently under commissioning at the ILL, will be given. In the second part, we will discuss the potential of GRANIT to search for new physics, in particular to a modified Newton law in the micrometer range., Comment: 5 pages, 3 figures, proceedings of HEP2011 conference, corrected affiliation

This document is the third step in the EWENT approach to analyse and mitigate the influence of extreme weather on the European transport network. The two previous documents deal with the weather phenomena, which have influence on the different traffic modes (road, rail, aviation, inland waterways and maritime shipping), and with future weather scenarios, which impact these phenomena. In this document a quantitative approach to analyse the different traffic means is developed, which is used in the subsequent work packages to make a monetary analysis and develop risk mitigation strategies. The approach is two-stepped. First the impact of extreme weather phenomena on the abovementioned modes of transport is analysed. Example corridors or hot spots are identified for each traffic mean in each of the five identified climate areas (Nordic, Temperate, Alpine, Mediterranean and Maritime) and quantitatively assessed. Then following, the cost inducing effects of the weather phenomena are discussed. Both steps are evaluated separately for each transport mode because their sensitivity and resilience differ significantly from each other. Finally, the expected impact changes are shown in a comprehensive summary table. The analysis shows that especially road traffic with its two traffic patterns, freight transport between major knots on corridors and passenger flows in large cities that are affected by delay. Also aviation that has high weather dependence already today, will suffer from extreme weather events in the future. The reason for this is two-folded. On one hand, wind gusts will increase, especially in the southern part of Europe and on the other hand, free capacity, which is currently used to buffer weather events, will be occupied by additional flights. Hence the impact of weather will be even higher than today. For the other traffic modes no significant change in delay behavior due to extreme weather is expected in the long-term future, but already at present the delays do exist to the extent that requires attention. For all transport modes the accident rates should have a declining trend or stay on a low level in the future as it is expected that better technique and higher safety standards, which today are best adopted in aviation, will influence the accident rate more than the expected weather changes.

This paper focuses on airlines most important cost drivers being influenced by changes in delay. It does not deal with any passenger or national economy related costs arising if flight operations are delayed. Actual delay statistics of Europe’s lead-ing hub airports offer the basis for the calculation of the potential benefit that may arise if delays could be reduced marginally. Depending on the airport and accordingly its aircraft mix, movements per year and further characteristics, intervals of potential savings can be assessed respectively.