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The majority of emissions from aviation come from the combustion of the fuel required to operate each flight. Keeping the fuel consumption required for a safe flight to the absolute minimum is therefore the simplest and most effective way to ensure that emissions from that flight are kept to a minimum. In practice, however, the fuel load is determined by each aircraft operator on the basis of a number of criteria maximizing first cost efficiency, rather than fuel savings. In this context, tankering is the practice of carrying more fuel than is necessary for the safe execution of the flight to avoid or minimize refueling at the destination airport. It offers an economic advantage when there is a significant difference in fuel prices between the departure and arrival airports, but considerably increases the amount of emissions produced, because the more fuel an aircraft carries, the heavier it is, and carrying this extra weight increases its fuel consumption. This paper presents the steps followed by EUROCONTROL in conducting a first study to estimate the number of times this practice would offer an economic benefit and the amount of extra CO2 emissions that would result. This study, limited to flights up to 1500 and 2500 NM, corresponding mainly to short and medium-haul flights, estimates that, in 2018, 21% of ECAC (In this paper, ECAC refers to the geographical region defined by the 44 member states that signed the European Civil Aviation Conference) flights would perform fuel tankering beneficially. This would represent a net saving of 265 M€ per year for the airlines, but the burning of 286,000 tonnes of additional fuel (equivalent to 0.54% of ECAC jet fuel used), or 901,000 tonnes of CO2 per year. At a time when aviation is challenged for its contribution to climate change, the use of fuel tankering for economic reasons is therefore highly questionable.

The allostatic load index (ALI) assesses the physiological adaption to chronic stress by cumulative changes in the circulation, respiration, inflammation, metabolic and anthropometric systems. The ALI thus can function as a risk marker for secondary prevention in occupational medicine. The aim of this study was to investigate the feasibility of creating a predictive marker by using data from an executive checkup program of an international company and to examine its relationship to work-related surrogate health parameters. Datasets from 307 examinations of 151 executives (19 males and 132 females) were available. Each participant attended at least one checkup examination between 2003 and 2015. The mean age was 43.6 (SD ±6.6, 31-64y). We developed four different ALIs with different biomarkers of the cardio-vascular, immune, metabolic and anthropometric systems. As a primary mediator, the thyroid-stimulating hormone was used as a proxy. For each ALI, the associations with the work ability index (WAI) and categories of sick leave days (SLD) were examined. Zero inflation was considered for SLD. One ALI showed a significant negative association with the WAI (B = -0.680, SE =0.266, p = .049). The results of a second ALI had a similar trend (B= -0.355, SE =0.201, p = .081). After adjustment for zero inflation two other ALIs showed a positive association with SLD. This study provides the first hints that biomarkers form a secondary prevention program are useful in calculating a meaningful ALI. Thus, the concept of allostatic load could be used in workplace health-promotion.

This paper summarises the results of the European project SRA TM. The research was expected to forward conclusions to the central question whether future A TC systems will reduce strain compared to current systems under today's maximum traffic load and under traffic increases expected for the future. In addition, the comparison between the results from the local study and those obtained in simulations under the same traffic conditions was expected to provide infonnation about the validity of simulations. The particularity of this project was that measurements during work (in the field) were combined with those in a simulation. Data from physiological measurements, objective flight data and questionnaires were gathered. The results clearly indicate, that an increase in traffic will lead to an increase of strain/workload even with future system technology, although the negative impact on the controllers working situation was partly compensated using future systems. The evaluation of the simulator effect showed no difference between the strain in real traffic conditions and the simulation environment.