Passenger Area Research Articles

Evaluation of The Passenger Areas of Underground Subway Stations In Terms of Visual Comfort: The Sample of Kadıköy and Kartal Stations

Evaluation of The Passenger Areas of Underground Subway Stations In Terms of Visual Comfort: The Sample of Kadıköy and Kartal Stations

Consumer preferences in the design of airport passenger areas

In recent decades, commercial developments have become increasingly important for the overall profit of airports. However, little is known about consumer preferences regarding the design of passenger areas, which is striking as the design of terminal buildings affects consumers' emotional state and shopping behaviour. The aim of this study was therefore to investigate how architectural design characteristics are valued by airport passengers, using visualizations of hypothetical passenger areas.Discrete choice experiments were used to investigate passenger preferences for eight design characteristics. Data on 346 passengers were collected in June 2008 in departure and transfer areas at Amsterdam Airport Schiphol.Analyses showed that passengers preferred a passenger area with a curvilinear roof, a curved layout, the presence of greenery, no decoration reflecting the distinctiveness of Holland, warm lighting, wide dimensions and white materials. Signage had no influence.

Reading lamp-based visible light communication system for in-flight entertainment

This paper explores the use of a reading lamp as an access point for a Visible Light Communications (VLC) downlink channel. We have established an infrared uplink channel based on a network adapter, supporting both a VLC receiver and an infrared emitter. The optical signal power distribution over the passenger area has been also studied using a Monte Carlo Ray-Tracing algorithm. The hardware implementation and testing results are also presented.

VIBRATIONS OF A GYROCOPTER – AN ANALYSIS USING IMUS

Abstract. As a part of a research project on the development of a low-cost sensor system for use on gyrocopters several investigations on the recording of aerial image blocks have been carried out during the last two years. The vibration of the gyrocopter platform is one of the critical factors that should be mitigated during the data collection. Apart from the wind-induced oscillation, the vibration induced by the motor, the propeller and the main rotor are prominent. To prevent negative impact to the imaging process, vibration absorbers are to be implemented on the sensor platform. One focus of this research is a comparison between the vibrations within the passenger area and the vibrations at the undercarriage of the gyrocopter. The comparison is based on the use of three synchronized micro-electro mechanical motion trackers (MEMS IMUs), one fixed on the gyrocopter floor and the others fixed on the struts of the gyrocopter. The results indicate that the propeller and rotorinduced vibrations are somewhat bigger within the passenger area. Fourier analysis shows that the rotor-induced vibration at a frequency of 12 Hz is predominant in all signals; its amplitude may vary strongly in time. Whereas the translational vibrations have negligible impact on the image quality, rotational vibrations around all three axes may effect significant blurring of aerial images according to common quality standards.

Research on Two Ends Energy-Absorbing Structure of High-Speed Railway Passenger Car Body

Based on characteristics of high-speed trains, a special passive protective structure was designed and simulated by the non-linear FEA code LS-DYNA. The two-step energy-absorbing structure fixed on the cab side and the similar function structure on the other end were studied. It was proved that the two-step structure deformed orderly and had an energy absorbing capacity of 3.4MJ which could protect the cab effectively and that the rear end low stiffness zone had an energy absorbing capacity of 6.5MJ which also could protect the integrity of the passenger areas. Three typical train-to-train collision scenarios were studied by full-scale FEA method.

Secondhand smoke in cars: assessing children's potential exposure during typical journey conditions

ObjectiveTo measure levels of fine particulate matter in the rear passenger area of cars where smoking does and does not take place during typical real-life car journeys.MethodsFine particulate matter (PM2.5)...

Shipboard structureborne noise by resonant interactions of two torsional vibration modes.

In recent years several occurrences of a similar engine-firing rate structureborne noise resonance were observed in the passenger areas of different ships. All were 16V four stroke high speed diesel propulsion systems, including engine vibration isolation mountings and remote reduction gears. The engine firing rate noise path came through the reduction gear mounting feet. Interactions of two torsional vibration modes with nearly equal natural frequencies caused the noise: one mode with the maximum amplitude in the engine crank shaft, and the other in the propeller shaft/reduction gear. Over a narrow range of engine speed, the firing rate energy excited both modes. The resonant torsional vibrations were transmitted to the structure through the reduction gear bearing reactions. In the observed cases, the amplitudes of the torsional stresses at resonance were well within the safe limits of the driveline components, raising no concern to vibration analysts assessing only the risk for mechanical failure. This paper outlines the system parameters related to the occurrences of these resonances, permitting noise control engineers to diagnose this problem or to identify “at risk” installations during the design phase. Noise control recommendations are presented as case studies with examples of the achieved noise reduction results.

Decentralized Model Predictive Control of Dynamically-Coupled Linear Systems: Tracking under Packet Loss

For large-scale processes whose dynamics can be represented as the interaction of several dynamically-coupled linear subsystems, this paper proposes a decentralized model predictive control (MPC) design approach for set-point tracking under input constraints and possible loss of information packets. Following earlier results in (Alessio and Bemporad, 2007, 2008), the global model of the process is approximated as the decomposition of several (possibly overlapping) smaller models used for local predictions. We present sufficient criteria for asymptotic tracking of output set-points and rejection of constant measured disturbances when the overall process is in closed loop with the set of decentralized MPC controllers, under possible intermittent lack of communication of measurement data between controllers. The effectiveness of the approach is shown in a simulation example on distributed temperature control in the passenger area of a railcar.

Carbody tilting – technologies and benefits

Carbody tilting is today a mature and inexpensive technology allowing higher speeds in curves and thus reduced travel time. The technology is accepted by many train operators. Today more than 5000 tilting vehicles, defined as tilting carbodies, have been produced world-wide by different suppliers. Tilting trains can be divided into naturally tilted trains and actively tilted trains. However, also natural tilting will often include actuation to ensure satisfactory dynamic performance. The mechanical solutions for tilting involving pendulums or rollers are well proven. They have also become compact enough to avoid passenger area intrusion. The proportion of the lateral acceleration compensated by tilt has decreased over the years. In the early days of tilting train development, it was often assumed that the compensation should be 100%. Compensation of 50–70% are typically used in today's actively tilting trains, while natural tilting ones still retain compensation close to 100%. Recent developments in control have provided the market with more clever systems erasing the former problem with time delays. The result is beneficial for both ride comfort and low risk of motion sickness. As an example, running time simulations on the Swedish mainline Stockholm–Gothenburg have shown that the running time benefit for a tilting train vs. a non-tilting train, both with a top speed 275 km/h, is about 10%.

FEM simulation of local heat treatment on dual phase and TRIP steel parts∗

Abstract The optimization of crash relevant automotive parts made of a Fe-0.13 C-1.4 Mn-1.2 Al dual phase (DP) steel and a Fe-0.22 C-1.6 Mn-1.3 Al transformation induced plasticity assisted (TRIP) steel by local hardening is investigated. The goal is to combine energy absorbing ductile regions in the front of the part with a high strength region near the passenger area within one part. To this end, sheet samples of DP 600 and TRIP 700 are locally hardened in a salt bath at an optimized annealing temperature and different annealing times. The results are compared to accompanying FEM simulations. Both steel grades are characterized not only by heterogeneous microstructures but also by gradients in the carbon distribution on a microscopic scale. Accordingly, the heat treatment is described by a model consisting of both phase transformation based on Johnson-Mehl-Avrami (JMA) kinetics as well as carbon diffusion depending on the phase proportions. Parameters are taken from earlier studies [1]. Comparison of simulated hardness profiles and measurements reveals that the model used in this study is suitable to predict the transition from the base material to the hardened region.

Crash Zone Development for Railway Vehicle

This paper considers crash zone development for railway vehicle to improve it’s crashworthiness characteristics. The principle of modification is by weakening the crash zone area and strengthening the passenger area. Thus the huge impact energy during collision will be absorbed by crash zone area so that it will maintain the structural integrity of the passengers. There are two type of modifications proposed in this study. The first modification is conducted by weakening the end-under-frame section and strengthening the middle-under-frame section. These modification shows deformation characteristics improvement where the passenger area structure are not suffered from buckling and plastic deformation as expected. The second type of modification is full modification on end-under-frame. These modifications give better improvement on the deformation and energy absorption characteristics, however in the practical application, this will be more expensive option.

EAS experiment on board the Airbus A380

We consider taking the opportunity of about 10,000 hours of test flights of the Airbus A380, and to install in the passenger area detectors for high energy cosmic ray events. The altitude of 10 km (250 g/cm 2 ) presents the opportunity to measure EAS originating from heavy primaries to energies exceeding 10 7 GeV, and also the proton component beyond the energy of the knee arriving without interaction. At the flight altitude iron originated EAS are well developed and by registering their lateral distribution in the 70 meters long cabin it will be possible to distinguish them from proton originated EAS. The hadron component of EAS (registered as number of secondary hadrons produced in the detector) would help in discrimination and energy estimation. On the other hand, the detection of high energy protons (without EAS) would enable us to measure the high energy proton spectrum. The proton energy would be estimated via hadron multiplicity in single interactions inside the detector. We propose to use about 60 modules of 0.5 m 2 of active detectors with scintillators to detect E-M component and a carbon target with lead layer to detect the hadronic component via neutron registrations.

The Structural Impact Characteristics of Indonesian Railway Vehicle

The Indonesian railway transportation has adventages in term of capacity, efficiency, trafic, and safety compared to the other types of land transportations. At present, the Indonesian Railway Company has 519 locomotives, and 1643 passenger cars, that transport about 184 million man-trip each year[1,2]. Unfortunately, the rate of train collisions in Indonesian railway system was very high. In the last ten years, 2352 train accidents have happened which claimed 997 lives and left 2638 people injured. The record shows that 110 of those accidents were train to train collisions[1]. This paper consider the structural impact behavior of Indonesian passenger railway car subject to collision forces. This characteristic is very important parameter for passenger protection during the course of collision[3-5]. The vehicle structure should be able to absorb the huge impact energy or impact force to ensure the passenger safety[6-9]. The impact energy of cars-train is evaluated using the principle of multibody dynamics[10,11]. The vehicle structure under impact load is analyzed using the finite element method. The principal of symmetry is adopted, so the collision scene could be simulated as collision between the vehicle with a rigid wall. The analysis result shows that the structure is collapse at the passenger area (saloon) which is in agreement with the real collision. Modification is proposed to protect the passenger area by introducing crush zone area and impact energy absorber.

Control of the Noise Environment for Passengers in Railway Vehicles

Modern rolling stock is significantly quieter, both internally and externally, than previous designs of carriage on British Railways (BR). However, there remains scope for improvement on future builds of vehicle in order to provide a better acoustic environment for passengers. Attention needs to be given, in particular, to the shape of the sound spectrum. This paper discusses the acoustic characteristics which influence passenger comfort and the extent to which a satisfactory acoustic environment is achievable. Sources of internal noise are identified, and the mechanisms by which the sound energy enters the passenger areas are discussed. Measures which can be taken to influence these mechanisms, preferably at the design stage, are indicated.

MPL Helps to Reduce Airport Noise Levels

WITH a low noise level of less than 59dBa at one metre, the 400Hz ground power systems from MPL Power Systems plc are said to be ideal for operation in noise conscious environments such as airports. For use as decentralised or centralised units they accommodate a wide range of aircraft types and claim several advantages over conventional mobile units. Developed from the MPL TQ range of 400Hz silenced frequency converters which are used in well over 30% of large data processing mainframe sites throughout the UK, they offer an output noise which is so low that, if necessary, units can even be unobtrusively installed in passenger areas.

Vibration isolation system

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Nitrosamines in new motor-cars

Volatile nitrosamines, N-nitrosodimethylamine (NDMA), N-nitrosomorpholine (NMOR), N-nitrosodiethylamine (NDEA) and possibly N-nitrosodibutylamine (NDBA), have been found as airborne contaminants inside new (1979 model) motor-cars. NDMA was found in the front passenger area of 37 of the 38 motor-cars at levels ranging from 0·07 to 0·83 μg/m 3 (mean 0·29 μg/m 3), NMOR was present at levels between a trace and 2·5 μg/m 3 (mean 0·65 μg/m 3) in 16 vehicles and 0·04–0·39 μg NDEA/m 3 (mean 0·11 μg/m 3) was detected in 17 of the cars. Traces of NDBA (<0·01 μg/m 3) were also tentatively identified in three of the vehicles. The exposure of man to volatile N-nitrosamines from motor-cars is estimated to be similar to that from bacon and beer.