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This report entitled: “Future Standardisation Education Reflections and Recommendations“ is an outcome of the StandICT.eu online event which took place on the 18th January 2023, which organised this intense 3 hour workshop at a crucial time when the European Green Deal & the New Industrial Strategy for Europe as well as the geopolitical environment call for a strong European presence in international standardisation development. Building up a strong and sustainable pool of European standardisation competent professionals who are ready to engage in European and International Standardisation is crucial. The report showcases some of the achievements the project has produced thanks to its funded fellows within the various technological domains where standards are critical including: Digital Twins, Blockchain & DLT, 5G, Digital Product Passport, Artificial Intelligence, Fintech and RegTech, Spatial Computing and Geospatial Standards, eHealth. The results from these domain areas are being picked up in the efforts in defining multiple landscape and gap analysis reports, StandICT.eu delivers, through the work within the Technical Working Groups (TWGs) targeted around specific, important technologies supporting the EU Green Deal and the Industrial Strategy for Europe. The report outlines some of the key opportunities and activities organisations are working on to acknowledge what is happening in Europe, appreciate the benefits of standardisation and to make Europe’s voice heard in international standardisation efforts. The report considers this approach, discusses what is happening already in Europe and provides some recommendations for future priorities within the Standardisation and education space. &nbsp

Emerging zero-emission heavy-duty vehicle (ZEHDV) concepts are exhibiting changes in shape from conventional heavy-duty vehicles (HDVs) that include characteristics associated with improved aerodynamic performance, including smaller front cooling-air inlets, angled wind shields and large corner radii. A project has been initiated under Transport Canada’s ecoTECHNOLOGY for Vehicle program to examine the potential energy savings and range extension of ZEHDVs associated with reduced aerodynamic drag. As a first step towards demonstrating this potential, and to support regulatory-development information requests from a project stakeholder (the U.S. Environmental Protection Agency, EPA), a test campaign was undertaken in the NRC 9 m Wind Tunnel using a 30%-scale tractor-trailer model to examine the aerodynamic-drag benefits of HDVs associated with a ZEHDV shape. Three experimental tasks were carried out to examine changes to the aerodynamic drag of HDV and ZEHDV shapes for: 1) combinations of three different tractor and three different trailer configurations; 2) the addition of fender mirrors to, or the removal of main mirrors from, two tractor shapes; and 3) different flow conditions representing the wakes of various upstream-traffic conditions. Experiments were undertaken using a 30%-scale tractor trailer model with appropriate groundsimulation conditions (spinning wheels and a moving ground plane). Three tractor models, including a day-cab shape, a sleeper-cab shape, and a zero-emission-cab shape, were each tested with three dry-van-trailer configurations with varying levels of trailer-aerodynamic technologies (no technologies, with side-skirts, and with side-skirts and a boat-tail). The zero-emission-cab shape was a first attempt at an improved shape, based on fundamental aerodynamic-shaping strategies, and was an adaptation of the day-cab model. The day-cab and zero-emission-cab tractor models were each tested with the standard main mirrors, with the addition of fender mirrors, and without any mirrors. These experiments were conducted in uniform-flow conditions with road-representative free-stream turbulence. Additionally, the zero-emission-cab model was tested in some traffic-wake scenarios representing real on-road conditions when following other vehicles, such as a compact sedan, a sport-utility vehicle, and another HDV, or when travelling in an adjacent lane to these vehicles. Drag-coefficient and drag-area results show that changes to the shape of a day-cab tractor, based on aerodynamic considerations to represent emerging ZEHDV shapes, reduced the aerodynamic drag-area of the vehicle by 7-9%, representing about one EPA bin level (0.5 m²). The results further show that aerodynamic improvements to the ZEHDV shape demonstrated less sensitivity to trailer configuration than did the conventional day-cab and sleeper-cab shapes. Conversely, this demonstrates that trailer-device performance was less sensitive to the ZEHDV shape than to the conventional shapes. These outcomes suggest that, with reasonable efforts to optimize the shape of HDVs based on new drivetrain/chassis architectures,Emerging zero-emission heavy-duty vehicle (ZEHDV) concepts are exhibiting changes in shape from conventional heavy-duty vehicles (HDVs) that include characteristics associated with improved aerodynamic performance, including smaller front cooling-air inlets, angled wind shields and large corner radii. A project has been initiated under Transport Canada’s ecoTECHNOLOGY for Vehicle program to examine the potential energy savings and range extension of ZEHDVs associated with reduced aerodynamic drag. As a first step towards demonstrating this potential, and to support regulatory-development information requests from a project stakeholder (the U.S. Environmental Protection Agency, EPA), a test campaign was undertaken in the NRC 9 m Wind Tunnel using a 30%-scale tractor-trailer model to examine the aerodynamic-drag benefits of HDVs associated with a ZEHDV shape. Three experimental tasks were carried out to examine changes to the aerodynamic drag of HDV and ZEHDV shapes for: 1) combinations of three different tractor and three different trailer configurations; 2) the addition of fender mirrors to, or the removal of main mirrors from, two tractor shapes; and 3) different flow conditions representing the wakes of various upstream-traffic conditions. Experiments were undertaken using a 30%-scale tractor trailer model with appropriate groundsimulation conditions (spinning wheels and a moving ground plane). Three tractor models, including a day-cab shape, a sleeper-cab shape, and a zero-emission-cab shape, were each tested with three dry-van-trailer configurations with varying levels of trailer-aerodynamic technologies (no technologies, with side-skirts, and with side-skirts and a boat-tail). The zero-emission-cab shape was a first attempt at an improved shape, based on fundamental aerodynamic-shaping strategies, and was an adaptation of the day-cab model. The day-cab and zero-emission-cab tractor models were each tested with the standard main mirrors, with the addition of fender mirrors, and without any mirrors. These experiments were conducted in uniform-flow conditions with road-representative free-stream turbulence. Additionally, the zero-emission-cab model was tested in some traffic-wake scenarios representing real on-road conditions when following other vehicles, such as a compact sedan, a sport-utility vehicle, and another HDV, or when travelling in an adjacent lane to these vehicles. Drag-coefficient and drag-area results show that changes to the shape of a day-cab tractor, based on aerodynamic considerations to represent emerging ZEHDV shapes, reduced the aerodynamic drag-area of the vehicle by 7-9%, representing about one EPA bin level (0.5 m2). The results further show that aerodynamic improvements to the ZEHDV shape demonstrated less sensitivity to trailer configuration than did the conventional day-cab and sleeper-cab shapes. Conversely, this demonstrates that trailer-device performance was less sensitive to the ZEHDV shape than to the conventional shapes. These outcomes suggest that, with reasonable efforts to optimize the shape of HDVs based on new drivetrain/chassis architectures,significant energy savings from aerodynamic improvements are possible over conventional North-American HDV shapes. The main- and fender-mirror test results showed that drag reductions on the order of 4% are possible with the removal of all mirrors from an HDV tractor. Drag changes of 1-2% were documented for fender mirrors, and 3% for main mirrors. These results suggest that reducing mirror size, changing their location, or replacing mirrors with low-drag camera-based rearview systems, can provide measurable energy savings for long-haul HDV applications. The wake-effects testing, documented strictly for the ZEHDV model here, showed that the model experienced reduced aerodynamic drag in excess of 10% when exposed to the wakes of the specific forward-traffic conditions examined, which represent safe driving distances, even with traffic in an adjacent lane. These results provide some additional evidence that HDVs are experiencing the aerodynamic platooning effect in everyday traffic. The reduced aerodynamic drag from traffic-wake conditions suggests that current estimates of greenhousegas (GHG) emissions via tools like the EPA Greenhouse-gas Emission Model (GEM) may not consider the lower drag of HDVs when driving in traffic, and may therefore be overestimating GHG reductions from aerodynamic technologies/improvements via CDA values measured or assessed for isolated driving conditions. The results presented in this report regarding the drag reduction associated with one new concept should be considered a precursory study. The findings provide a basis for next steps in examining the potential benefits of emerging ZEHDV shapes.

Road vehicles in the real world experience aerodynamic conditions that are often omitted in wind-tunnel or numerical simulations. Precipitation can potentially have an impact on the aerodynamics of road vehicles. This report is a first step towards gathering the knowledge required for developing methodologies to assess the aerodynamics of road vehicles under precipitation conditions. A majority of the available literature has been dedicated to aviation applications, with little work done on how precipitation influences aerodynamic performance. A review of experimental and numerical approaches to assess precipitation impacts to the aerodynamic performance of aircraft has provided an essential foundation for assessment of road vehicles since the mechanisms of interaction are presumed to be similar. For aircraft wings, rain can impact the aerodynamics by three different mechanisms: the exchange of momentum between rain droplets impacting the surface of the wing; momentum loss and subsequent deceleration of the boundary-layer flow due to acceleration of rain particles and splash-back of particles; and added surface roughness due to uneven distribution of a thin water film forming on the surface. It is expected that these three mechanisms are all present in the case of a road vehicle, but their relative magnitudes are likely different. Recommendations are provided for assessing rain-induced drag of road vehicles using both experimental and numerical techniques.

HIV-1 gp120 undergoes multiple conformational changes both before and after binding to the host CD4 receptor. BMS-626529 is an attachment inhibitor (AI) in clinical development (administered as prodrug BMS-663068) that binds to HIV-1 gp120. To investigate the mechanism of action of this new class of antiretroviral compounds, we constructed homology models of unliganded HIV-1 gp120 (UNLIG), a pre-CD4 binding-intermediate conformation (pCD4), a CD4 bound-intermediate conformation (bCD4), and a CD4/co-receptor-bound gp120 (LIG) from a series of partial structures. We also describe a simple pathway illustrating the transition between these four states. Guided by the positions of BMS-626529 resistance substitutions and structure–activity relationship data for the AI series, putative binding sites for BMS-626529 were identified, supported by biochemical and biophysical data. BMS-626529 was docked into the UNLIG model and molecular dynamics simulations were used to demonstrate the thermodynamic stability of the different gp120 UNLIG/BMS-626529 models. We propose that BMS-626529 binds to the UNLIG conformation of gp120 within the structurally conserved outer domain, under the antiparallel β20–β21 sheet, and adjacent to the CD4 binding loop. Through this binding mode, BMS-626529 can inhibit both CD4-induced and CD4-independent formation of the “open state” four-stranded gp120 bridging sheet, and the subsequent formation and exposure of the chemokine co-receptor binding site. This unique mechanism of action prevents the initial interaction of HIV-1 with the host CD4+ T cell, and subsequent HIV-1 binding and entry. Our findings clarify the novel mechanism of BMS-626529, supporting its ongoing clinical development. Proteins 2015; 83:331–350. © 2014 Wiley Periodicals, Inc.

Through its ecoTECHNOLOGY for Vehicles program, Transport Canada (TC) commissioned the National Research Council of Canada (NRC) to perform a verification test program of the coast-down and constant-speed test methodologies being proposed by the Unites States Environmental Protection Agency (EPA) for its second phase of greenhouse gas regulations for heavy-duty vehicles. The test program was undertaken to support combined efforts of Environment and Climate Change Canada (ECCC) and the EPA to develop the second phase of their respective greenhouse gas emissions regulations for heavy-duty vehicles. This test program acts as a site-verification exercise against testing efforts undertaken by Southwest Research Institute (SwRI) using the same ECCC-supplied tractor, as part of the US EPA regulatory development framework. Coast-down and constant speed testing were conducted at TC’s Motor Vehicle Test Centre (MVTC) using a tractor-trailer combination supplied by ECCC. The tractor was the same vehicle tested by SwRI on a rural road in Texas, and the trailer had similar specifications to those used in the SwRI tests as part of their testing for the EPA. Three vehicle configurations were tested, including the basic vehicle, the trailer outfitted with side-skirts, and the trailer outfit- ted with side-skirts and a boat-tail. The side-skirts were plywood replicas of the commercial product used in the SwRI tests, and the boat-tail was the same commercially-available model tested by SwRI., For: ecoTECHNOLOGY for Vehicles Stewardship and Sustainable Transportation Programs, Transport Canada

Vehicle-to-Vehicle (V2V)-based cooperative truck platooning systems are nearing commercialization. However, there is a knowledge gap in terms of the reliability and resiliency of these systems. Under a U.S. Federal Highway Administration (FHWA) Exploratory Advanced Re- search Project, the University of California (Berkeley) Partners for Advanced Transportation Technology (PATH) has been developing and testing three-truck platooning technology using cooperative adaptive cruise control (CACC), in collaboration with Volvo Trucks. Transport Canada has been successful in partnering with PATH to secure the PATH CACC system for testing and evaluation purposes at TC’s Motor Vehicle Test Centre (MVTC). The National Re- search Council Canada (NRC) supported TC’s effort to host the fuel-consumption testing campaign for the PATH truck-platooning technology demonstrations. The NRC, under direction from TC and with support from FPInnovations PIT Group, conducted a modified version of the SAE J1321 Type II fuel consumption test procedure to evaluate the fuel-savings benefits of platooning for various aerodynamic tractor-trailer configurations. Other project partners included the California Department of Transportation (Caltrans), PMG Technologies , Centre de Formation du Transport Routier de Saint-Jérome (CFTR), and Environment and Climate Change Canada (ECCC). Four tractor-trailer combinations were used as part of the fuel-economy tests: the three identical test vehicles with the CACC control systems, and a control vehicle. Auxiliary fuel tanks were installed on the vehicles to permit direct measurement of the fuel use during each measurement run using a gravimetric fuel-weighing procedure., For: ecoTECHNOLOGY for Vehicles Stewardship and Sustainable Transportation Programs Transport Canada

This report documents the procedure and results of a wind-tunnel-based SmartWay verification test program to evaluate the aerodynamic performance of the NRC Trailer Skirts. The testing was performed in the NRC 9 m Wind Tunnel using a 30%-scale model of a tractor-trailer combination. The NRC Trailer Skirts were measured to have a reduction in wind-averaged drag of 9.9% which is estimated to provide a fuel savings of 5.4±0.1%., For: Fleet Forward 2020

Through its ecoTECHNOLOGY for Vehicles program, Transport Canada commissioned the National Research Council of Canada (NRC) to investigate the aerodynamic improvements possible with current and emerging drag reduction technologies for heavy-duty vehicles, with the intent of guiding future implementation and regulation of such technologies for Canada’s transportation industry. A wind-tunnel test campaign was undertaken in the NRC 9 m Wind Tunnel to evaluate the aerodynamic performance of various drag reduction concepts, with an emphasis on those for trailers, using a 30% scale model of modern tractor-trailer combinations. Project stakeholders also include Environment Canada’s Transportation Division.

Prepared for: ecoTechnology for Vehicles Program, Stewardship and Sustainable Transportation Programs, Transport Canada

Through its ecoTECHNOLOGY for Vehicle II program, Transport Canada has commissioned a project to investigate the aerodynamic improvements possible with current and emerging drag reduction technologies for heavy-duty vehicles (HDVs), with the intent of guiding future implementation of such technologies for Canada’s transportation industry. The project will consist of wind-tunnel testing of a scale-model HDV with various drag reduction technologies. Progress towards the development of a Flow Treatment System (FTS) for generating winds experienced by HDVs on the road is presented (Phase 1 - Stream A). This includes the results and analysis of 1) the on-road tests to measure the winds experienced by road vehicles, 2) the small-scale wind tunnel tests to evaluate concepts for simulating the measured winds, 3) the small-scale wind tunnel tests to investigate the sensitivity of HDV drag to turbulence, 4) the intermediate-scale demonstration of the selected concept, and 5) the selection of an appropriate blockage correction method for HDVs in turbulent flow. The project progress to date is described and the required next steps are defined. This report forms a redacted version of the original LTR-AL-2014-0014 for public dissemination., Project no.: A1-000740, Prepared for: ecoTECHNOLOGY for Vehicles Stewardship and Sustainable Transportation Programs, Transport Canada