Search

Thus far, battery-electric propulsion has not been considered a promising pathway to climate-neutral aviation. Given current and expected battery technology, in most literature battery-electric aircraft are only considered feasible for short ranges (< 400 km) and small payloads (< 19 pax). As a result, battery-electric aircraft development focuses on new aviation segments such as regional and urban air mobility. However, little effort has been made to develop battery-electric aircraft that can replace existing larger aircraft. This paper re-examines the assumptions that lead to the conclusion of limited applicability of battery-electric aircraft. Starting from the range equation, this paper assesses the drivers of two key parameters: the ratio between energy mass and maximum take-off mass, and the maximum lift-to-drag ratio. This assessment, based on Class-I mass and aerodynamic-efficiency estimates, shows that there is a design space where these two parameters can reach significantly higher values than often assumed in the open literature. Based on this finding, several parametric aircraft designs are evaluated, relying on Class-II mass and aerodynamics methods. These parametric studies validate the conclusion from the Class-I assessment. This implies that battery-electric passenger aircraft can play a larger role in climate-neutral aviation than was previously envisioned., Flight Performance and Propulsion

Battery-electric aviation is commonly believed to be limited to small aircraft and is therefore expected have a negligible impact on the decarbonization of the aviation sector. In this paper we argue that, with the correct choice of design parameters and top-level aircraft requirements, the addressable market is actually substantial. To demonstrate this, the Class-II sizing of a battery-electric 90-seater is performed, and the environmental impact is assessed in terms of well-to-wake CO2-equivalent emissions per passenger-kilometer. The resulting 76-ton aircraft achieves a battery-powered useful range of 800 km for a pack-level energy density of 360 Wh/kg. For this range, it has an energy consumption of 167 Wh per passenger-kilometer and an environmental impact well below that of kerosene, eSAF, or hydrogen-based aircraft alternatives and comparable to land-based modes of transport. These results indicate that, to successfully reduce the climate impact of the aviation sector, battery-electric aircraft should not be designed as a niche product operating from small airfields but as commercial transport aircraft competing with fuel-based regional and narrowbody aircraft., Flight Performance and Propulsion

PURPOSE: Pulmonary emboli (PE) contribute substantially to coronavirus disease 2019 (COVID-19) related mortality and morbidity. Immune cell-mediated hyperinflammation drives the procoagulant state in COVID-19 patients, resulting in immunothrombosis. To study the role of peripheral blood mononuclear cells (PBMC) in the procoagulant state of COVID-19 patients, we performed a functional bioassay and related outcomes to the occurrence of PE. Secondary aims were to relate this functional assay to plasma D-dimer levels, ventilation perfusion mismatch and TF expression on monocyte subsets. METHODS: PBMC from an ICU biobank were obtained from 20 patients with a computed tomography angiograph (CTA) proven PE and compared to 15 COVID-19 controls without a proven PE. Functional procoagulant properties of PBMC were measured using a modified fibrin generation time (MC-FGT) assay. Tissue factor (TF) expression on monocyte subsets were measured by flow cytometry. Additional clinical data were obtained from patient records including end-tidal to arterial carbon dioxide gradient. RESULTS: MC-FGT levels were highest in the samples taken closest to the PE detection, similar to the end-tidal to arterial carbon dioxide gradient (ETCO2 - PaCO2), a measurement to quantify ventilation-perfusion mismatch. In patients without proven PE, peak MC-FGT relates to an increase in end-tidal to arterial carbon dioxide gradient. We identified non-classical, CD16 positive monocytes as the subset with increased TF expression. CONCLUSION: We show that the procoagulant state of PBMC could aid in early detection of PE in COVID-19 ICU patients. Combined with end-tidal to ETCO2 - PaCO2 gradient, these tests could improve early detection of PE on the ICU.

AimCH1641 was discovered in 1970 as a scrapie isolate that was unlike all other classical strains of scrapie isolated so far. We performed bio-assays of CH1641 in mice in order to further characterise this specific isolate.MethodsWe inoculated the original CH1641 isolate into ovine and bovine prion protein (PrP) transgenic mice as well as wild-type mice. In addition, we performed cross- and back passages between the various mouse lines to examine if one identical prion strain was isolated in all mouse lines or whether multiple prion strains exist in CH1641.ResultsWe report the first successful transmission of CH1641 to wild-type RIII mice and via RIII mice to wild-type VM mice. Unexpectedly, analysis of the protease-resistant prion protein (PrPres) in wild-type mice showed a classical scrapie banding pattern differing from the banding pattern of the original CH1641 isolate. Cross- and back passages of CH1641 between the various mouse lines confirmed that the same prion strain had been isolated in all mouse lines.ConclusionsThe CH1641 isolate consists of a single prion strain but its molecular banding pattern of PrPres differs between wild-type mice and PrP transgenic mice. Consequently, molecular banding patterns of PrPres should be used with caution in strain typing since they do not solely depend on the properties of the prion strain but also on the host prion protein.

Contains fulltext : 296144.pdf (Publisher’s version ) (Open Access), BACKGROUND: Tooth wear is a multifactorial condition, leading to the irreversible loss of dental hard tissues. The availability of an unambiguous, universally applicable assessment protocol remains lacking. OBJECTIVES: The goal of the authors is to develop a set of diagnostic criteria for the assessment of tooth wear (DC-TW). A two-step approach will be used to achieve this objective: (1) to develop a preliminary beta version of the DC-TW, based on the authors' clinical experience and their shared expertise and supported by a narrative review of the existing literature, and (2) to develop the final DC-TW, with input from a larger group of experts using an international Delphi process. This paper relates to the first step. METHODS: The authors outlined the components that should be incorporated into the DC-TW. The literature search was performed to investigate if their concept was in line with the available literature. The search was conducted to identify eligible publications from inception to July 11, 2022. Two authors independently screened all publications, and differences in judgements were resolved through a consensus procedure. RESULTS: The search yielded 5362 publications, resulting in the final inclusion of 383. These publications were divided into four main topics: (1) nomenclature/taxonomies; (2) self-report tools; (3) clinical assessment tools; and (4) clinical decision-making. CONCLUSIONS: The information from the publications was used and fused with the clinical experience and shared expertise of the authors to contribute to the development of a preliminary beta version of the DC-TW.

01 augustus 2023, Contains fulltext : 295963.pdf (Publisher’s version ) (Open Access), OBJECTIVE: Diagnostic delay is high in acromegaly and leads to increased morbidity and mortality. The aim of this study is to systematically assess the most prevalent clinical signs, symptoms and comorbidities of acromegaly at time of diagnosis. DESIGN: A literature search (in PubMed, Embase and Web of Science) was performed on November 18, 2021, in collaboration with a medical information specialist. METHODS: Prevalence data on (presenting) clinical signs, symptoms and comorbidities at time of diagnosis were extracted and synthesized as weighted mean prevalence. The risk of bias was assessed for each included study using the Joanna Briggs Institute Critical Appraisal Checklist for Studies Reporting Prevalence Data. RESULTS: Risk of bias and heterogeneity was high in the 124 included articles. Clinical signs and symptoms with the highest weighted mean prevalence were: acral enlargement (90%), facial features (65%), oral changes (62%), headache (59%), fatigue/tiredness (53%; including daytime sleepiness: 48%), hyperhidrosis (47%), snoring (46%), skin changes (including oily skin: 37% and thicker skin: 35%), weight gain (36%) and arthralgia (34%). Concerning comorbidities, acromegaly patients more frequently had hypertension, left ventricle hypertrophy, dia/systolic dysfunction, cardiac arrhythmias, (pre)diabetes, dyslipidemia and intestinal polyps- and malignancy than age- and sex matched controls. Noteworthy, cardiovascular comorbidity was lower in more recent studies. Features that most often led to diagnosis of acromegaly were typical physical changes (acral enlargement, facial changes and prognatism), local tumor effects (headache and visual defect), diabetes, thyroid cancer and menstrual disorders. CONCLUSION: Acromegaly manifests itself with typical physical changes but also leads to a wide variety of common comorbidities, emphasizing that recognition of a combination of these features is key to establishing the diagnosis.

01 augustus 2023, Contains fulltext : 295965.pdf (Publisher’s version ) (Open Access), OBJECTIVE: To assess how families are involved in situations of euthanasia or physician assisted suicide (PAS) in dementia. DESIGN: Systematic review searching literature in nine databases from inception up to October 2021. We included studies on family involvement in euthanasia from the perspective of persons with dementia and family caregivers. Themes were formulated through thematic analysis. The design was registered at Prospero (CRD42022298215). RESULTS: We assessed 215 of 4038 studies in full text; 19 met the inclusion criteria of which 13 empirical studies. Themes included for people with dementia: being a burden; stage of dementia, and permissibility of euthanasia/PAS. Themes for family were the burden of care, responsibility toward the euthanasia or PAS wish, permissibility of euthanasia/PAS. CONCLUSION: The wish for euthanasia/PAS arises in situations of burdensome care and fear of future deterioration. The family feels entrusted with the responsibility to enact upon the death wish. In shaping this responsibility, four roles of family can be distinguished: carer, advocate, supporter, and performer. Family as in need of support themselves is understudied.

Contains fulltext : 300165.pdf (Publisher’s version ) (Open Access), BACKGROUND: Patients with COPD are at high risk of lung cancer developing, but no validated predictive biomarkers have been reported to identify these patients. Molecular profiling of exhaled breath by electronic nose (eNose) technology may qualify for early detection of lung cancer in patients with COPD. RESEARCH QUESTION: Can eNose technology be used for prospective detection of early lung cancer in patients with COPD? STUDY DESIGN AND METHODS: BreathCloud is a real-world multicenter prospective follow-up study using diagnostic and monitoring visits in day-to-day clinical care of patients with a standardized diagnosis of asthma, COPD, or lung cancer. Breath profiles were collected at inclusion in duplicate by a metal-oxide semiconductor eNose positioned at the rear end of a pneumotachograph (SpiroNose; Breathomix). All patients with COPD were managed according to standard clinical care, and the incidence of clinically diagnosed lung cancer was prospectively monitored for 2 years. Data analysis involved advanced signal processing, ambient air correction, and statistics based on principal component (PC) analysis, linear discriminant analysis, and receiver operating characteristic analysis. RESULTS: Exhaled breath data from 682 patients with COPD and 211 patients with lung cancer were available. Thirty-seven patients with COPD (5.4%) demonstrated clinically manifest lung cancer within 2 years after inclusion. Principal components 1, 2, and 3 were significantly different between patients with COPD and those with lung cancer in both training and validation sets with areas under the receiver operating characteristic curve of 0.89 (95% CI, 0.83-0.95) and 0.86 (95% CI, 0.81-0.89). The same three PCs showed significant differences (P < .01) at baseline between patients with COPD who did and did not subsequently demonstrate lung cancer within 2 years, with a cross-validation value of 87% and an area under the receiver operating characteristic curve of 0.90 (95% CI, 0.84-0.9, 01 november 2023

Due to the aging of infrastructure, methods are explored by which the reliability of existing bridges and viaducts can be assessed. In case limited information of the structure is available or its condition is of concern, proof load testing may be used to demonstrate sufficient load-carrying capacity. Proof load tests in the USA are typically performed using the Manual for Bridge Evaluation (MBE) published by AASHTO. The proof load is expressed by the regular live-load model magnified by the target proof load factor. The level of reliability obtained using the target proof load factor is not explicitly stated in the MBE, but is of particular interest. In this article relevant background documents are investigated to uncover the underlying calculations, assumptions and input data. Current challenges in proof load testing are described in which the consideration of time-dependence, stop criteria, available information and system-level assessment are highlighted. Subsequently, improvements to the MBE proof load testing background are suggested. An example calculation using traffic data from the Netherlands shows that the HL93 load model and Eurocode LM1 provide a reasonably constant proof load factor with span length for bending and shear. However, the HS20 load model does not scale well with increasing span length. It is found that the magnitude of the target load as specified through the proof load factor is directly related to the desired level of reliability. Although the MBE proof load testing method is practical, several challenges remain., Concrete Structures

In the evaluation of existing bridges and viaducts, relying solely on a desk study is often inadequate for determining their structural reliability. Performing a proof load test provides valuable field data that offers detailed information about the structural integrity. However, the relation between the magnitude of the load and the structural reliability is not immediately clear. This study addresses the challenges associated with determining the target load and highlights the uncertainties that play a key role. A case study is presented that shows the time-dependent character of the structural reliability and the influence of an informative and a weakly informative prior distribution in a Bayesian context. It is shown how both past traffic loads and a proof load test may contribute to the proven strength of a structure. The described method provides a starting point towards a flexible approach for proof load testing in which structure-specific knowledge levels and requirements are considered., Concrete Structures

Because of the aging of infrastructure, methods are explored by which the reliability of existing bridges and viaducts can be assessed. In cases in which limited information of the structure is available or its condition is of concern, proof load testing may be used to demonstrate sufficient live load carrying capacity. Proof load tests in the U.S.A. are typically performed using the Manual for Bridge Evaluation (MBE) published by the American Association of State Highway and Transportation Officials (AASHTO). The proof load is expressed by the regular live load model magnified by the target proof load factor. The level of reliability obtained using the target proof load factor is not explicitly stated in the MBE, but is of particular interest. In this article, relevant background documents are investigated to uncover the underlying calculations, assumptions, and input data. Current challenges in proof load testing are described in which the considerations of time dependence, stop criteria, available information, and system-level assessment are highlighted. Subsequently, improvements to the MBE proof load testing background are suggested. An example calculation using traffic data from the Netherlands shows that the HL93 load model and Eurocode LM1 provide a reasonably constant proof load factor with span length for bending and shear. However, the HS20 load model does not scale well with increasing span length. It is found that the magnitude of the target load as specified through the proof load factor is directly related to the desired level of reliability. Although the MBE proof load testing method is practical, several challenges remain., Concrete Structures

The goal of this study is to analyze how the aeropropulsive benefits of an over-the-wing distributed-propulsion (OTWDP) system at the component level translate into an aeropropulsive benefit at the aircraft level, as well as to determine whether this enhancement is sufficient to lead to a reduction in overall energy consumption. For this, the preliminary sizing of a partial-turboelectric regional passenger aircraft is performed, and its performance metrics are compared to a conventional twin-turboprop reference for the 2035 timeframe. The changes in lift, drag, and propulsive efficiency due to the OTWDP system are estimated for a simplified unducted geometry using a lowerorder numerical method, which is validated with experimental data. For a typical cruise condition and the baseline geometry evaluated in the experiment, the numerical method estimates a 45% increase in the local sectional lift-todrag ratio of the wing, at the expense of a 12% reduction in propeller efficiency. For an aircraft with 53% of the wingspan covered by the OTWDP system, this aerodynamic coupling is found to increase the average aeropropulsive efficiency of the aircraft by 9% for a 1500 n mile mission. Approximately 4% of this benefit is required to offset the losses in the electrical drivetrain. The reduction in fuel weight compensates for the increase in powertrain weight, leading to a takeoff mass comparable to the reference aircraft. Overall, a 5% reduction in energy consumption is found, albeit with a 5% uncertainty due to uncertainty in the aerodynamic modeling alone., Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public., Flight Performance and Propulsion

Landschapsinrichtingsbedrijf K3 wil in de Ossenwaard klei- en zand winnen rondom de boerderij genaamd ‘De Scholvert’. Dit gebied ligt in de gemeente Zevenaar ten noordoosten van Lobith. Na deze ontgronding wil K3 het gebied herinrichten met agrarische gronden en met natuur en water. Voor de ontgronding is in ieder geval een omgevingsvergunning nodig. Voor het besluit hierover wordt een milieueffectrapport (MER) opgesteld. De provincie Gelderland heeft de Commissie voor de milieueffectrapportage (de Commissie) gevraagd te adviseren over de inhoud van het op te stellen MER.

K3Delta wil het in 2017 gestarte project ‘Gebiedsontwikkeling Havikerwaard-Zuid’ wijzigen en naar het oosten uitbreiden (zie figuur 1). Het project bestaat uit zandwinning en landschaps- en natuurontwikkeling. Onderdeel daarvan is het realiseren van plassen en een nevengeul, het vergroten van de biodiversiteit en het verbeteren van de beleving van de IJssel voor toerisme. Voor het besluit over de benodigde wijziging van het bestemmingsplan en de (ontgrondings)vergunning wordt een milieueffectrapport (MER) opgesteld. De provincie Gelderland heeft de Commissie voor de milieueffectrapportage gevraagd te adviseren over de inhoud van het op te stellen MER.

Due to global warming causing climate change, extreme conditions like droughts and floods are increasingly happening. Currently buildings in the Netherlands are experiencing the consequences of these extreme conditions, which they are not build for. Especially the foundations are a big problem. Therefore this paper is aiming to find a foundation typology for a family home in a flood prone area which is able to resist the dynamics of this location. Interviewing experts about foundation typologies and floodplain dynamics, analyzing data about the river and soil compositions and using literature to put the paper in context with existing information and academic content, provided information as to what type of foundation this problem needed. Though it would be logical, the technical solution is not the best when also taking into account the social, political and environmental factors. Therefore a combination of typologies is proposed. [Note: pdf is a concept version of 26-01-2023.]

De directe aanleiding van dit onderzoek is de kap van het Sterrebos. In dit proces rondom de kap van het Sterrebos in de provincie Limburg, bleek dat bosuilen aanwezig waren, maar dat deze niet waren aangetroffen in het voorafgaande onderzoek. Deze gedeeltelijke kap van het Sterrebos heeft tot rechtszaken geleid en heeft voor diverse media-aandacht gezorgd. Ook de politiek in Den Haag heeft zich gebogen over de casus. Zo is er de ‘motie Wassenberg’ inzake het Sterrebos, waarin wordt verzocht om een juridische analyse uit te voeren door onafhankelijke experts over de rechtmatigheid van de kap van het Sterrebos. Minister van der Wal heeft aangegeven dat, gelet op de bevoegdheidsverdeling tussen Rijk en provincies, er een algemene juridische analyse zal worden uitgevoerd van de eisen die worden gesteld aan de inventarisatie rondom het verlenen van ontheffingen onder de Wet natuurbescherming om een aanmerkelijke kans op overtreding van de wet te voorkomen. Deze algemene juridische analyse wordt breder getrokken dan de casus van het Sterrebos. 1 Het doel van het onderzoek is een algemene juridische analyse die leidt tot een aantal concrete aanbevelingen voor verbeteringen van inventarisaties.

Rapport over de effecten van de bestuurlijke boete Wet dieren in de praktijk.

The impact of the ICAO code C gate span limit is assessed on the sizing of a serial Hybrid Electric Aircraft (HEA) of increasing Degree of Hybridization (DoH). For a set of Top Level Aircraft Requirements (TLARs) similar to the ATR-42, it is shown that the increase in MTOM due to the presence of the battery is such that only a maximum DoH under 30% can be achieved before the wing span of the serial HEA reaches the 36 meters gate size. The same aircraft is fitted with Leading Edge Distributed Propulsion (LEDP) to increase the wing loading and relieve the span constraint, though this introduces limitations regarding the available wing volume. It is shown that a combination of high wing loading and of low volumetric energy density for batteries compared to jet fuel can lead to the available wing volume being too small for the required volume of the energy carriers. Finally a value in wing loading is found which simultaneously meets the span and wing-volume constraints. The higher DoH enabled by LEDP leads results in a 33% reduction in fuel burn compared to the fuel-based reference aircraft, while the overall energy consumption is increased by 6%., Flight Performance and Propulsion

De naam van de Aziatische tijgermug is onlosmakelijk verbonden met gevaar en enge ziektes. Aziatische tijgermuggen zijn niet de enige muggen die risico met zich meebrengen; er bestaan nog meer tropische muggensoorten met vergelijkbare risico’s. Zoals bij andere invasieve exoten het geval is, ligt ook bij tropische muggen menselijk handelen aan de basis van de introductie in Nederland. Om te voorkomen dat exotische muggen ons land binnenkomen en zich blijvend vestigen zijn regels en voorschriften opgesteld.

The increase in caesarean sections (CS) has resulted in an increase in women with a uterine niche. The exact aetiology of niche development has yet to be elucidated but is likely multifactorial. This study aimed to give a systematic overview of the available literature on histopathological features, risk factors and results of preventive strategies on niche development to gain more insight into the underlying mechanisms. Based on current published data histopathological findings associated with niche development were necrosis, fibrosis, inflammation, adenomyosis and insufficient approximation. Patient-related risk factors included multiple CS, BMI and smoking. Labour-related factors were CS before onset of labour, extended cervical dilatation, premature rupture of membranes and presenting part of the fetus at CS below the pelvic inlet. Preventive strategies should focus on the optimal level of incision, training of surgeons and full-thickness closure of the myometrium (single or double-layer) using non-locking sutures. Conflicting data exist concerning the effect of endometrial inclusion. Future studies without heterogeneity in population, using standardized performance of the CS after proper training and using standardized niche evaluation with a relevant core outcome set are required to allow meta-analyses and to develop evidence-based preventive strategies. These studies are needed to reduce the prevalence of niches and prevent complications in subsequent pregnancies such as caesarean scar pregnancies.