Abstract

Within the framework of SENSKIN EU project (grant No. 635844), we have developed a soft capacitive sensor using silicone dielectric elastomer for Structural health monitoring (SHM). This sensor has a thin layer of stretchable silicone dielectric film and soft silicone electrodes as the active layer, which transduces strain signal into the easy-monitored capacitance change. The sensor output is measured as a ration of the sensor’s capacitance to the known value of the reference capacitor. The capacitive output of the sensor showed a linear response upon stretching in the strain range of 4.5 % to 5.5% with a pre-strain of 5.0 %. The sensor output increased by 0.01 when the strain was increased by 1.0 %. The sensor was exposed to a temperature change from -35 oC to 55 oC (the supposed working temperature range) with a ramping of 0.2 oC/min and, as a result, it showed a linear temperature dependence behavior with a slope of -0.001 sensor output per oC. Therefore, with the help of the embedded Platinum-1000 temperature sensor, the thermal expansion effect on the capacitive output can be excluded from the actual strain-induced capacitance change. These results provide practical reference to the application of the silicon-elastomer sensor for the SHM systems.

Abstract

The continuous development of maritime trade over the last decades has led to a significant growth of needs in"br" every section of maritime transport and port operations. During the next 5 years the annual volume at global"br" container terminals will rise significantly, making terminal utilization rates higher than the ones where the"br" systems operate optimally. There is a need for finding more efficient, quick and economic ways of transporting,"br" handling and storing goods as well as seeking more productive strategies for yard management and terminal"br" operation. Inspired by markets’ growing demands and the possibilities of transforming conventional vehicles"br" into automatic ones, an algorithm for smart job allocation and routing of automated vehicles (Straddle Carriers)"br" in terminals is presented in this paper. A management strategy for handling a fleet of autonomous straddle"br" carriers in port yard areas aiming at minimizing the energy consumption while maintaining the performance of"br" the port operations is developed. The strategy is based on a three-layer approach, with job assignment and"br" individual routing at the first two levels and conflict resolution at the last layer, aiming at providing collisionfree"br" trajectories and speed profiles. The algorithm is integrated into the terminal operating system of the port and"br" constitutes a complete solution for small-medium sized ports.

Abstract

The SIMNORAT project poster gives a general overview of the project and its activities. Initially developed for the Sea Tech Week in Brest in October 2018, the poster was also displayed at the SIMNORAT Final Conference. The poster is available in English and French. Please note that the website indicated on the poster is no longer online. This document was produced as part of SIMNORAT Project (Grant Agreement N0. EASME/EMFF/2015/1.2.1.3/03/SI2.742089). Competition for maritime space – for renewable energy equipment, aquaculture and other uses – has highlighted the need to manage our waters more coherently. Maritime spatial planning (MSP) works across borders and sectors to ensure human activities at sea take place in an efficient, safe and sustainable way. That is why the European Parliament and the Council have adopted a legislation to create a common framework for maritime spatial planning in Europe. The Directive 2014/89/EU of the European Parliament and of the Council of 23 July 2014 (said Maritime Spatial Planning Directive) establishes a framework in order to reduce conflicts between sectors and create synergies between different activities, to encourage investment – by creating predictability, transparency and clearer rules, to increase cross-border cooperation – between EU countries to develop energy grids, shipping lanes, pipelines, submarine cables and other activities, but also to develop coherent networks of protected areas, and to protect the environment – through early identification of impact and opportunities for multiple use of space. The SIMNORAT project (Supporting Implementation of Maritime Spatial Planning in the Northern European Atlantic) is an EU/DG Mare co-funded cross-border project. It was launched on 1st of January 2017 and involves Portugal, Spain and France, while these countries had just designated their Competent Authorities and transposed the Maritime Spatial Planning (MSP) Directive. SIMNORAT aims to support the implementation of the MSP Directive in the waters of Portugal, Spain and France, as well as to establish cross-border cooperation mechanisms between these Member States, to contribute to the coherence of their marine spatial plans to be established in 2021. The action ran until 31st of January 2019 and was based on a partnership of public bodies of the countries and one international organisation. It was composed of UAVR, CEDEX, IEO, AFB, CEREMA, Shom, and CPMR. Shom acted as coordinator. The objectives of the SIMNORAT project were addressed through a variety of activities and desktop or case studies. They are dedicated to identifying the methodology steps, and explore the challenges and opportunities of the MSP implementation in the Northern European Atlantic, including thus related to transboundary issues (Ecosystem based approach, marine policies, OSPAR Convention, Land Sea Interactions, geographical scale of the plans, data interoperability, tools to support MSP). The project led to a multiplicity of outputs including overviews of MSP relevant information related to the countries and on more focus areas, to a number of interviews and meetings where stakeholder views were collected to feed the reasoning, and to guidelines and good practices to be shared at a national and transnational level with marine stakeholders, scientific as well as planners, administrations and authorities. In addition, SIMNORAT permitted a lot of progression internally in the countries and regarding transboundary cooperation. It led to establish and develop new dialogues and to connect the technical or scientific actors, the stakeholders, the administrations of the countries of a same sea basin, and the administrations within the countries, including the representative of Regions. It allowed to better understand Maritime Spatial Planning mechanisms, to share knowledge and as such reached to build capacities, which is of importance as there is such a need in the Atlantic area compared to more Northern countries. The project also permitted to address topics which have never been addressed before. The involvement of France and Spain in SIMNORAT and in the EU-DG Mare sister projects SIMWESTMED and SIMCelt was useful for them to develop a global vision with their neighbours in the Western Mediterranean. At the end of this exercise, it is stated the need of pursuing the work and dialogue in particular through common tools, but at this stage, the SIMNORAT project has constituted a common knowledge and background. D I S C L A I M E R: The contents and conclusions of this report, including the maps and figures were developed by the participating partners with the best available knowledge at the time. They do not necessarily reflect the national governments' positions and are not official documents, nor data. The European Commission or Executive Agency for Small and Medium sized Enterprises is not responsible for any use that may be made of the information it contains.

Abstract

This paper analyzes the changes in spatial–temporal job accessibility by car in the Netherlands during the economic crisis (2009–14). It also assesses which component change is the most determinant in accessibility changes per municipality and part of the day. The paper shows that changes in job distribution reduced accessibility in almost the entire country, except around Amsterdam. Improvements in the road network capacity increased accessibility in the central provinces, particularly during peak hours. In summary, the values of job accessibility by car in the Netherlands became more transport dependent, except in the Amsterdam region. Document type: Article