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Physics Beyond Colliders is an exploratory study aimed at exploiting the full scientific potential of CERN's accelerator complex and its scientific infrastructure in the next two decades through projects complementary to the LHC, HL-LHC and other possible future colliders. These projects should target fundamental physics questions that are similar in spirit to those addressed by high-energy colliders, but that require different types of beams and experiments. A kick-off workshop held in September 2016 identified a number of areas of interest and working groups have been set-up to study and develop these directions. All projects currently under consideration are presented including physics motivation, a brief outline of the experimental set-up and the status of the corresponding beam and detector technological studies. The proposals are also put in context of the worldwide landscape and their implementation issues are discussed. Comments: This document (66 pages, 19 figures) is the summary document of the Physics Beyond Colliders (PBC) study. It follows the PBC mandate and draws on a whole set of documents produced in the context of PBC (this https URL), in particular the reports of the QCD and BSM working groups also available at arXiv: 1901.04482 and arXiv: 1901.09966

Contenuto della presente memoria è la descrizione della metodologia adottata per la fase di implementazione della rete di monitoraggio nell’area pilota di Milano ai fini della realizzazione delle mappe dinamiche previste dal progetto LIFE 13 ENV/IT/001254 Dynamap. L’area pilota coincide con il Municipio 9 del Comune di Milano, porzione dell’agglomerato urbano caratterizzata da infrastrutture stradali e numerose altre attività acusticamente rilevanti che rendono la procedura per la scelta dei punti di installazione dei dispositivi di monitoraggio estremamente complessa. Lo scopo del presente lavoro è quello di mostrare i criteri adottati nella procedura di scelta dei siti. Il criterio principale si basa sugli esiti dello studio svolto dall’Università Bicocca nell’ambito delle azioni preparatorie relativo all’analisi statistica dei flussi di traffico per la caratterizzazione del reticolo stradale dell’area pilota. In particolare vengono illustrate le soluzioni intraprese sia nell’organizzazione delle priorità per la scelta del sito, sia nelle criticità sito specifiche per l’installazione delle componenti delle centraline di monitoraggio

Within the DYNAMAP project, which aims to produce a dynamic noise map in different physical context, it is useful to preliminarily define the sensitivity of the acoustic model, with respect to some environmental variables. Starting with an analysis of the relevance of noise attenuation factors, function of the distance and the type of sources, it was decided to explore the sensitivity of the acoustic model with respect to weather conditions, in suburban context, and vehicular traffic flow conditions, in urban context. The noise calculation algorithm adopted is XPS 31-133/NMPB. The sensitivity of the model with respect to the occurrence of favourable or homogeneous weather conditions, has been assessed through repeated simulations in which only weather conditions vary. The refraction of sound rays in the atmosphere layers (favourable conditions) results in a greater persistence of the sound wave near the ground and therefore in a greater interaction with it. Hence the characteristics of land cover appear to be a discriminating factor to evaluate the influence of weather conditions on noise propagation. Several scenarios have been simulated calculating noise levels at an array of receptors with varying weather conditions, ground type and relative source-receiver height. Source conditions were instead kept constant. The results can guide the acquisition of local weather information required in the simulation process according to the different weather conditions settings. In urban areas instead, traffic flow conditions have a direct influence on the sound power of the road source. Through different scenarios, the relationship between sound power of road source is then calculated in function of: type of flow (continuous, accelerated, decelerated and interrupted), percentage of heavy vehicles, average speed. Some possible approaches to modelling of traffic conditions in urban context are here proposed and evaluated.

Retroperitoneal soft tissue sarcomas (RPS) are rare tumors. Surgery is the mainstay of curative therapy, but local recurrence is common. No recommendations concerning the best management of recurring disease have been developed so far. Although every effort should be made to optimize the initial approach, recommendations to treat recurring RPS will be helpful to maximize disease control at recurrence. An RPS transatlantic working group was established in 2013. The goals of the group were to share institutional experiences, build large multi-institutional case series, and develop consensus documents on the approach to this difficult disease. The outcome of this document applies to recurrent RPS that is nonvisceral in origin. Included are sarcomas of major veins, undifferentiated pleomorphic sarcoma of psoas, ureteric leiomyosarcoma (LMS). Excluded are desmoids-type fibromatosis, angiomyolipoma, gastrointestinal stromal tumors, sarcomas arising from the gut or its mesentery, uterine LMS, prostatic sarcoma, paratesticular/spermatic cord sarcoma, Ewing sarcoma, alveolar/embryonal rhabdomyosarcoma, sarcoma arising from teratoma, carcinosarcoma, sarcomatoid carcinoma, clear cell sarcoma, radiation-induced sarcoma, paraganglioma, and malignant pheochromocytoma. Recurrent RPS management was evaluated from diagnosis to follow-up. It is a rare and complex malignancy that is best managed by an experienced multidisciplinary team in a specialized referral center. The best chance of cure is at the time of primary presentation, but some patients may experience prolonged disease control also at recurrence, when the approach is optimized and follows the recommendations contained herein. International collaboration is critical for adding to the present knowledge. A transatlantic prospective registry has been established.

The identification of sound events and their recognition is a recurrent theme in outdoors noise monitoring. A sound generating device is generally identified according to its acoustic features which are referred to as acoustic signatures and are usually employed to discriminate among vehicles. Considering the well-known features of the noise emitted by moving vehicles, an experiment has been planned in order to obtain detailed information on the moving sources. The experiment has been performed in 3 different places, each characterized by different number of lanes and the presence of nearby reflective surfaces. A full database of 144 vehicles (cars) was used to identify statistically relevant features. In order to compare vehicle transit noise in different environmental condition, all 1/3 octave band spectra were normalized and statistically analysed. This approach allowed vehicle spectral signatures to be organized in acoustical classes based upon vehicle characteristics (speed, fuel, age, etc.). The optimal number of traffic acoustical classes came from the compromise between satisfactory discrimination and the need to limit the number of groups.

In the last years the Municipality of Milan has promoted some important policies in order to obtain an in-depth knowledge of road traffic noise. The city government has paid particular attention to cost containment, especially concerning the monitoring activities. One of the main features of the noise source under investigation, i.e. road traffic, is the repetitiveness of the trend of 24 hour time series of hourly LAeq. Thanks to this feature and on the basis of roads classification it is possible to obtain the noise levels generated from the almost all urban roads by means of a limited number of measurement points. For this purpose we used the methodology called “stratified spatial sampling”. Since the aim is to get the noise levels generated by road traffic it is necessary to identify and remove unwanted sound events from measurements. The Disat-UNIMIB and IDASC- CNR are developing an automatic procedure to identify and remove unwanted sound events from measurements by using the results of permanent monitoring terminals. In the future we expect to achieve a monitoring network/noise simulation model integrated system that allows to update in real time the city noise map for road source from data provided by the monitoring terminals.

Chordomas are very rare bone malignant tumours that have had a shortage of effective treatments for a long time. New treatments are now available for both the local and the metastatic phase of the disease, but the degree of uncertainty in selecting the most appropriate treatment remains high and their adoption remains inconsistent across the world, resulting in suboptimum outcomes for many patients. In December, 2013, the European Society for Medical Oncology (ESMO) convened a consensus meeting to update its clinical practice guidelines on sarcomas. ESMO also hosted a parallel consensus meeting on chordoma that included more than 40 chordoma experts from several disciplines and from both sides of the Atlantic, with the contribution and sponsorship of the Chordoma Foundation, a global patient advocacy group. The consensus reached at that meeting is shown in this position paper.

Il progetto SMELLER (Sistema di Monitoraggio Emissioni di singoLi veicoLi in tEmpo Reale), finanziato da Regione Lombardia, ha lo scopo di realizzare un sistema di controllo costituito da porte sensore che, senza interferire nel normale flusso del traffico urbano, rilevino al passaggio di un veicolo il suo contributo puntuale e istantaneo all’inquinamento (sia atmosferico che acustico). L’obiettivo principale è quello di individuare i veicoli particolarmente inquinanti (i veicoli che oltrepassano le soglie di emissione stabilite dalla legge) e vietarne l’utilizzo fino alla messa a norma del veicolo stesso. L’introduzione di un sistema di controllo dell’emissione sonora dei veicoli in uso costituisce un importante intervento di mitigazione del rumore poiché può essere considerato a tutti gli effetti come un intervento diretto sulla sorgente (il traffico veicolare). Per esempio, come evidenziato nell’ambito del progetto “SILENCE”([1] e [2]), l’attività di verifica su strada dell’emissione sonora dei motocicli in uso determinerebbe una riduzione dei livelli sonori fino a 5-10 dB [3]. L’attività di ricerca descritta nella presente memoria si riferisce ad alcuni aspetti del progetto SMELLER connessi unicamente all’inquinamento acustico generato dal veicolo. Il progetto, nel suo complesso, affronta diverse problematiche che derivano dalle differenze che intercorrono tra le prove effettuate in ambiente controllato (come per esempio quelle descritte nella norma ISO 362 [4] e nel Regolamento UN/ECE n. 51 [5]) e i rilevamenti in tempo reale a campo. Fra queste problematiche ne emergono due particolarmente critiche e che richiedono lo studio di soluzioni innovative: - ottenere in tempo reale un rilevamento del contributo puntuale di ciascun veicolo al livello di rumore globale, tenendo conto delle condizioni ambientali e discriminando tra il livello del rumore di fondo e l’emissione sonora del veicolo; - la capacità di correggere i livelli sonori misurati per riportarli alle condizioni di riferimento e poterli confrontare con dei valori limite attraverso la definizione di fattori di correzione in funzione della dinamica del transito e delle caratteristiche del sito di misura.

This work shows the first results of experimental measurements finalized to develop a procedure to verify that the sound level acquired during the transit of a single road vehicle in urban traffic is attributable exclusively to the vehicle examined. The activities performed are part of a project to build a system of real-time monitoring of emissions of pollutants from vehicles in urban areas (project SMELLER). Since an essential feature of this system is that it can be adapted to different environmental conditions, the experimental measurements were conducted at sites with different characteristics in terms of sound propagation environment and at different distances from road axis. The experimental set, in addition to sound level meter, consists of a video camera (plate recognition and anomalies check) and a vehicle speed radar detector. It is assumed that the noise level measured while a vehicle passing at a given speed presents a characteristic time pattern and spectral composition. The purpose of the tests is to identify the threshold values within which we can declare a pass-by measurement as good. The experimental data were reported at a distance of 7.5 m from road, in free field environment and at a speed of 50 km/h (standard conditions of ISO 362-1:2007). Correction factors were determined using results from pass-by simulations executed with a commercial noise prediction software and according to coefficients of HARMONOISE project for each 1/3 octave band

This paper shows the first results of a two year urban noise monitoring campaign in Milan. The noise monitoring system consists of several stations positioned mainly at hotspots around the city. Those stations continuously send real-time noise data to a central unit by GPRS transmission. Noise data, collected at least for a one week period for each measurement site, are used for several purposes: identification of 24-hour noise trends for different road typologies (major streets, arterial/collector, local streets), statistical evaluation of exceedances in noise levels in reference to regulation limits, testing the accuracy of strategic noise map results at specific receiver points. Moreover, the collected data allow us to determine noise level indicators both according Italian (L day 06-22, L night 22-06) and European (L den, L night) regulations. The acquisition of a large amount of data, foreseeable in the 2-year monitoring, will yield to a valuable statistics to serve the competent authorities in the definition process of new Italian L den noise limits, requested by END.

La molteplicità delle infrastrutture presenti e dei relativi gestori rende la realizzazione della mappa acustica strategica di Milano estremamente complessa. Lo scopo del presente lavoro è quello di mostrare i criteri adottati in fase di strutturazione del modello acustico a partire dalle diverse tipologie di dati acquisiti, preliminarmente raccolti ed elaborati all’interno di un Sistema Informativo Territoriale. In particolare vengono illustrate le soluzioni tecniche intraprese sia nell’organizzazione delle informazioni all’interno del SIT, con particolare riferimento all’elaborazione dei dati di popolazione e dei dati riguardanti i flussi di traffico, sia nell’utilizzo delle stesse nel software di simulazione (caratterizzazione delle diverse sorgenti e dell’ambiente di propagazione e scelta dei parametri di calcolo). Nello sviluppo del progetto ci si è basati sulle linee guida contenute nella “Good Practice Guide for Strategic Noise Mapping” (WG-AEN).

Il presente studio riporta i risultati di una campagna di prove interlaboratorio per la determinazione dell’incertezza delle misurazioni in opera delle prestazioni acustiche degli edifici che si è svolta nell’ambito di una ricerca finanziata dalla Regione Lombardia. Sebbene queste siano problematiche di grande rilievo, a causa delle difficoltà realizzative di campagne interlaboratorio, sia in opera, come nel caso in esame, sia in laboratorio, i dati di letteratura

Specific algorithms together with noise data acquired during a measurement campaign, consisting of approximately 80 one-hour records, were utilized to model the noise levels of a road network. Experimental measurements were used to evaluate the reliability of the model by analyzing the differences between the measured values and the estimated ones. We think that these differences have to be especially ascribed to an imperfect representation of the combined effects of the attenuation due to acoustic wave diffraction and the attenuation produced by the ground effect. © Società Italiana di Fisica.

Injection losses are compared for 2010 and 2011 operation. Mitigation techniques which were put in place in 2010 to reduce losses at injection are described. Issues in 2011 operation, their potential improvements and the performance reach for 2012 are shown.

TBC