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This paper presents a framework for strategic innovation, the Comprehensive Strategic Analysis for Sustainability, aimed at identifying climate risks faced by organisations and developing appropriate responses to enhance their resilience. The framework integrates the analytical tools of comprehensive strategic analysis with a range of sustainability methodologies to offer a holistic approach to sustainable innovation. The framework was tested through a case study on a large multinational airport retailer, which helped identify the drivers and barriers to sustainably oriented innovation. The application of the framework informed criteria for assessing the suitability for different sustainable business model archetypes to be implemented but did not identify specific sustainable business model innovations that were appropriate for the case firm, highlighting the complexities of managing scope 3 emissions without taking systems-level and multi-stakeholder approaches. The Comprehensive Strategic Analysis for Sustainability framework presents a valuable contribution to approaches for strategic sustainable innovation by acting as a useful lens through which sustainable business model innovation in large industries can be viewed. This study suggests that such holistic frameworks have significant value for the business community in transitioning to low-carbon business models to mitigate the challenges of the climate emergency, whilst the CSAfS framework demonstrates potential as an effective tool for organisations seeking to enhance their sustainability and resilience.

BackgroundLong COVID is a rapidly evolving global health crisis requiring interdisciplinary support strategies that incorporate the lived experience of patients. Currently, there is a paucity of research documenting the day-to-day experiences of patients living with Long COVID.ObjectiveTo explore the lived experience of Long COVID patients.Study designLongitudinal, observation study.SettingAn inductive, data-driven, qualitative approach was used to evaluate hand-written diaries obtained from individuals who had been referred to a Derbyshire Long COVID clinic.Participants12 participants (11 females, age 49±10 years, 11 Caucasians) were recruited. Participants were included if they had a previous confirmed or suspected COVID-19 infection with ongoing recovery, >18 years old, understood the study requirements and provided informed consent.MethodParticipants were directed to complete self-report diaries over 16 weeks. Responses were transcribed verbatim and analysed using thematic analysis.ResultsThree key themes were highlighted: (1) understanding who helps patients manage symptoms, (2) daily activities and the impact on quality of life and health status and (3) the effect of turbulent and episodic symptom profiles on personal identity and recovery.ConclusionsThe novel challenges presented by Long COVID are complex with varying inter-related factors that are broadly impacting functional status and quality of life. Support mechanisms must incorporate the lived experiences and foster true collaborations between health professionals, patients and researchers to improve patient outcomes.Trial registration numberNCT04649957.

This chapter considers the concept of sustainability and corporate social responsibility (CSR) as it applies to airports European perspective. It describes the variety of environmental issues arising from their operation. It identifies that proactive and effective environmental management is key to enabling airport growth. Airports provide accessibility for city regions to the rest of the world and support economic development. Airports Council International, the global industry body representing airports, established its carbon accreditation for airports in recognition of the fact that all sectors of the aviation industry needed to work together to prevent climate change. Sustainability requires that the airport operator continually achieves an appropriate balance between commercial, environmental and operational objectives. The audience for airport CSR reporting ranges from shareholders, for whom financial return is paramount, service partners that need to understand and support the airport's sustainability strategy, through to investors and insurance bodies.

Despite substantial improvements in aircraft noise technology and operational practices, the disturbance caused by aircraft noise in communities surrounding airports remains a critical threat to aviation growth. Aircraft noise affects sleep and health and interferes with relaxation, speech, and cognitive performance. Investigation of noise complaints reveals that there are also a number of nonacoustic issues, such as the attitudes to the airport, that exacerbate the response of local residents to noise events. Community disturbance gives rise to opposition, which can lead to operational restrictions and airport growth constraints. Environmental regulations generally seek to limit the number of people affected by aircraft noise, and technological and operational improvements over the last few decades have contributed positively to this outcome. However, more recently, these improvements have been offset by traffic growth, making such regulatory targets increasingly difficult to achieve, especially where poor land-use planning has allowed urban encroachment upon airports. At the same time, attitudes are changing, so that levels of noise considered acceptable in the past will no longer be considered so in the future. As a result, airports face a significant challenge to minimize noise and maximize tolerance among their neighbors if they are to continue to grow and thereby contribute to economic prosperity while constraining any negative consequences to socially acceptable levels. Keywords: aircraft noise; airport noise; community noise; noise regulations

Aviation is critical to social and economic development. Demand is strong and growing. Gulf region economic development is particularly reliant upon air transport. But environmental issues threaten the growth of the industry at a local (airport) and global (airline) level. Issues such as noise, energy use, water use, climate change, peak oil all threaten the potential for aviation to support sustainable development in the longer term. Manchester Metropolitan University has for over 25 years been researching the environmental business threats to the air transport sector, seeking commercially viable solutions through partnership working with airports, airlines, aerospace manufacturers and government departments.

L'etude porte sur une population reproductrice vivant a North Shields, Tyne and Wear, Angleterre

Cette determination est fort utile, entre autres, en eco-ethologie. L'etude biometrique (longueur totale du bec et de la tete) semble etre la plus utile des methodes en ce qui concerne les L.

(2006). Discussion Note: Social and Cultural Dimensions of Air Travel Demand: Hyper-Mobility in the UK? Journal of Sustainable Tourism: Vol. 14, Transport and Tourism: The Sustainability Dilemma, pp. 209-215.

This paper reports on a survey of stakeholder views on airport environmental capacity, commissioned by EUROCONTROL. The survey found divergent opinion on the role of environmental limits in conceptions of environmental capacity. While there is widespread agreement that environmental constraints are likely to prove increasingly problematic for European aviation, there is also a wide range of opinion regarding institutional aspects of their management.

European airports are increasingly subject to environmental constraints, the effects of which can be mitigated through long term planning. This paper describes the theory, indicators and nature of a proof of concept decision support tool, designed to help maximise the environmental capacity of airports. The tool—PANDA—uses operational and environmental indicators referenced to sustainability thresholds. It geographically locates noise exposure zones on a probabilistic basis, and provides a simplified representation of gaseous emissions in the airport area. A particularly novel artificial neural network in PANDA derives the relationship between user-entered data on air transport movements (ATMs) and noise exposure. An open programming structure permits further development of the model in terms of the number of environmental parameters included, the sophistication of their modelling and the number of airports modelled simultaneously.

The impact of aircraft movements on the local community surrounding an international airport was investigated using airport data on complaints, noise monitoring, aircraft flight paths and movements to assess annoyance due to noise level and time-of-day. As predicted, the louder the noise the more complaints were generated, with twice the complaints per movement at 110–114 PNdB compared with 74–79 PNdB. The hourly patterns in flight frequency and complaints were clearly distinct. Calculations of the complaints per aircraft movement for each hour of the day showed a striking 24 h pattern with night flights (23.00–06.00) causing on average nearly five times more complaints than the rest of the day (06.00–23.00). The time of the greatest propensity to complain about aircraft noise was between 01.00 and 02.00 and the lowest between 08.00 and 09.00. The circadian pattern in sensitivity to aircraft noise could be used to inform the development of airport operations and flight movements to minimize community disturbance.

Aviation is one of the fastest growing global industries with the economic development of many cities and regions being linked to the growth of their airports. The environmental consequences of such growth cannot, however, be ignored. Indeed, they threaten to constrain the future development of the industry, SCAN-UK is a attempting to set up a network, involving major players in the industry, academics, government and non-governmental organisations, to promote a balanced discussion of key areas for further research.

The ability of cities to play a full part in and achieve maximum social and economic benefit from the global economy is often considered dependent to a significant extent upon the development of the airports that serve them. Many such airports however are at risk of reaching their environmental capacity before they are able to fulfill the demand for air travel. A lack of communication between key sectors such as industry, government, non-governmental organizations (NGOs) and academia is often considered the limiting factor in the production of quality research to address issues of such environmental capacity constraints within the aviation industry from an unbiased platform. The UK Sustainable Cities and Aviation Network (SCAN-UK) has been created in order to generate a network of experts and provide a forum designed to encourage debate between the key players. Copyright © 2001 John Wiley & Sons, Ltd and ERP Environment.

Despite significant improvments in aircraft noise technology and operational practices, the disturbance caused by aircraft noise in communities surrounding airports remains a significant threat to aviation growth. Aircraft noise affects sleep and health and interferes with relaxation, speech, and cognitive performance. Investigation of noise complaints reveals that there are also a number of non-acoustic issues that affect local residents, and are exacerbated by noise events. Community disturbance gives rise to opposition which can lead to operational restrictions and growth constraints. Environmental regulations seek to limit the number of people affected by aircraft noise but technological and operational improvements that have reduced the noise of individual aircraft movements have been offset by traffic growth making this difficult to achieve especially where poor land use planning has allowed urban encroachment upon airports. At the same time, attitudes are changing, so that levels of noise considered acceptable in the past will no longer be considered so in the future. As a result, airports face a significant challenge to minimize noise and maximize tolerance among their neighbors if they are to continue to grow and contribute to sustainable development. Keywords: airport noise; aircraft noise; community noise; noise regulations

SummaryThe aviation industry plays a critical role in modern society, supporting global, regional and local economies and facilitating long distance travel for business and leisure. However the environmental impact of the industry is significant and this threatens the sustainability of future growth and the consequential benefits which could arise from it. Technological, operational and infrastructure improvements designed to reduce emissions and noise from aircraft are continually being eroded by the rapid growth of the industry, with the result that the environmental impact of air travel is increasing. Consequently, the sustainable development of the aviation industry will require that in future, technological innovation and fleet replacement continues at a rapid pace and that the highest priority is given to achieving a ‘step change’ in aircraft technology.

This paper considers the link between aircraft noise, airport growth and regional development. It examines the important difference between noise exposure, noise impacts and the resulting disturbance and how social, economic and attitudinal factors can affect actual and perceived levels of noise nuisance. Finally the paper considers how tolerance of aircraft noise and airport growth can be enhanced by improvements in the noise climate, by targeting some of the benefits of airport growth towards those areas worst affected by noise and by building a dialogue and trust between the airport and its neighbours. The potential for aircraft noise to disturb people living in the vicinity of aerodromes was recognised as early as the 1920's when, in the interest of developing civil aviation, Winston Churchill removed the citizen's right under UK law to sue for nuisance. It was, however following the advent into service of the first civil jet airliner (the de-Havilland Comet) in the early 1950's that the issue began to impact more widely and by 1959 following the introduction into service of the B707 and DC8 mandatory noise limits and noise monitoring was imposed at New York Idlewild and London Heathrow airports. Over the past 50 years, alongside very strong growth in aviation, significant improvements in airframe and engine noise technology have been achieved. As a result of the phase out of older noisier types of aircraft and their replacement with significantly quieter models, the number of people exposed to noise around many airports has actually declined over the past 10-20 years. This positive trend is now expected to reverse in the future as the anticipated rate of fleet replacement and technological improvement will not keep pace with the rate of forecast traffic growth. In consequence, forecasts (1,2) now indicate that the number of people exposed to aircraft noise disturbance around many airports throughout the world could increase over the next 20-30 years. The sensitivity of those people to noise exposure can be confidently expected to increase in the future partly due simply to increases in traffic and partly due to changing expectations of quality of life that mean that levels of disturbance that were 'acceptable' in the past will no longer be considered so in the future. This is significant because a majority of European airports are already subject to noise related capacity constraints and this proportion is expected to increase in the future (3).

Environmental factors and public perceptions already constrain growth at many airports—especially in Europe—and are likely to further constrain aviation in future. In this paper, the way in which these factors influence airport development is considered, together with methods of managing environmental capacity. Environmental limits are inherent to concepts of environmental capacity and sustainability. Although environmental efficiencies in aviation are the subject of considerable research effort, more attention needs to be given to defining and finding commercially viable ways of working within environmental limits.

The impact of aircraft movements on annoyance in the local community surrounding a major international airport was assessed for (a) patterns of complaints for the year, month, day-of-the-week and time-of-day and (b) the frequency of complaining by individuals. Complaint data from Manchester Airport since 1991 and detailed analysis for 1998 were compared with associated information on noise monitoring and aircraft movements to investigate underlying biological and sociological patterns. The annual number of complaints peaked in 1996 when the 'Manchester Airport Second Runway Public Inquiry' was a major local issue and had a high profile in the local media. Since 1996 the number of flights has increased while the number of complaints has steadily fallen; from 50 to13 complaints per 1,000 movements from 1996 to 1999. Detailed inspection of the 1998 data revealed a total of 2072 noise complaints from 594 individuals but, while the majority of individuals complained once or twice, three individuals accounted for 41% of complaints. This introduced some bias into the results but there was; (a) a steady increase in complaints (per 1,000 movements) over the week from a low on Monday to a high on Saturday/Sunday; (b) a marked hourly variation over the 24 hours in both flight frequency (movements per hour) and complaints. However, the hourly patterns in flight frequency and complaints were clearly distinct. Calculations of the complaints per aircraft movement (a reflection of sensitivity) for each hour of the day showed a striking 24h pattern with twice as many complaints between 23.00 and 07.00 as the rest of the day (07.00-23.00). Late evening and night-time, particularly during the early hours of sleep, was the time of greatest sensitivity to aircraft, with or without the serial complainers. These results could be used to inform airport operations to minimize community disturbance.

SUMMARYThis paper presents evidence for the involvement of herring gulls (Larus argentatus) as vectors in the recent outbreaks of Salmonella montevideo in sheep and cattle in Scotland and suggests that the transfer can take place over considerable distances. The breeding area in Scotland of herring gulls which overwinter in N.E. England is remarkably similar to the geographical distribution of the outbreaks. This pattern, together with the feeding behaviour of herring gulls on farmland, the presence of S. montevideo in herring gulls just before their departure from the wintering area and the timing of the return just before the peak of outbreaks are all circumstantial evidence implicating this gull in the outbreaks. The rapid return of these gulls to their breeding areas means that S. montevideo can be transported long distances in one day and raises the possibility that the original source of S. montevideo could have been in N. E. England rather than in Scotland.

Etude des changements a long terme de la biologie de la reproduction de R. t. dans une colonie du nord-est de l'Angleterre

(1) The use of refuse tips by adult herring gulls was investigated using individually marked birds captured in Co. Durham and studied at Coxhoe refuse tip. (2) The pattern of work at the tip greatly influenced the time of gull feeding. Although they rarely fed when lorries were at the work face, they accepted the presence of a bulldozer. The main period of feeding was 12.00-12.30 h when the tip closed at lunch time. (3) On most days, the gulls were feeding for 30-60 min and it was estimated that an individual, on average, fed for < 20 min per day. It is thought that most gulls did not feed elsewhere on days when they visited Coxhoe tip. (4) There was considerable variation and overlap between the times of arrival and departure of adults. The maximum numbers counted at any time during the day represented an average of c. 58% of the number of individuals that actually visited the tip on that day. This percentage varied from 46 to 79% in different months. (5) The pattern of arrival and departure of birds appeared to be determined mainly by the working day rather than the duration of daylight. (6) Most adult herring gulls did not visit the tip on consecutive days and the average number of days they were present in the 5 main working days in the week ranged from 1 4 to 2 1 days during the year. (7) Only 34% of the gulls that visited the tip during a week were present on any one working day. Few of these used other tips in the area on days they were not at the study site. (8) Work finished at 12.00 h on Saturdays and the numbers declined rapidly once the refuse was covered and work ceased. About 30% of the gulls seen on Saturday were present on the previous day and 10% were seen on Saturday for the first time in the week. (9) It is calculated that if 509 constituted the peak number of adult gulls at any one time during a day, 840 individuals visited during the day and 2745 during the week.

Biometric information was obtained from 13000 Herring Gulls Larus argentatus caught and ringed in northern England and southern Scotland outside the breeding season between 1978 and 1983. Morphological differences between males and females and between British and Scandinavian Herring Gulls have been used to identify both the sex and race of the birds. We describe the wintering distribution of the Scandinavian birds in Britain, their age and sex ratios and their time of arrival in and departure from Britain. Scandinavian Herring Gulls start to arrive in Britain in small numbers in September. The proportion of Scandinavian birds increases to a peak in December-January and the birds depart abruptly in late January or early February. Very few Scandinavian Gulls penetrate to the west side of Britain, while on the east side there is considerable regional variation in the proportion of Scandinavian birds. Between 70% and 80% of the adult Scandinavian birds examined were female. The proportion of adults amongst Scandinavian birds was much higher than amongst British birds.