Measuring route passenger load diversity for capacity and quality of service assessment

This paper develops theory that quantifies transit route passenger-relative load factor and distinguishes it from occupancy load factor. The ratio between these measures is defined as the load diversity coefficient, which as a single measure characterizes the diversity of passenger load factor between route segments according to the origin-destination profile. The relationship between load diversity coefficient and route coefficient of variation in occupancy load factor is quantified. Two tables are provided that enhance passenger capacity and quality of service (QoS) assessment regarding onboard passenger load. The first expresses the transit operator’s perspective of load diversity and the passengers��� perspective of load factor relative to the operator’s, across six service levels corresponding to ranges of coefficient of variation in occupancy load factor. The second interprets the relationships between passenger average travel time and each of passenger-relative load factor and occupancy load factor. The application of this methodology is illustrated using a case study of a premium radial bus route in Brisbane, Australia. The methodology can assist in benchmarking and decision making regarding route and schedule design. Future research will apply value of time to QoS measurement, reflecting perceived passenger comfort through crowding and average time spent aboard. This would also assist in transit service quality econometric modeling.

Measuring route passenger load diversity for capacity and quality of service assessment

This poster introduces Passenger Relative Load Factor for a route or individual bus service as a capacity and quality of service measure, distinguishing it from Occupancy Load Factor. It introduces Load Diversity Coefficient as the ratio of Passenger Relative Load Factor to Occupancy Load Factor, and relates Load Diversity Coefficient to Coefficient of Variation in Occupancy Load Factor. It qualifies the operator’s and passengers��� perspectives of load factor based on Coefficient of Variation in Occupancy Load Factor along a route. A case study using weekday Automatic Fare Collection (AFC) data on a premium bus line in Brisbane, Australia illustrates the methodology. The compendium paper also qualifies the operator’s and passengers��� perspectives of these load factors along with Passengers��� Average Travel Time for capacity and quality of service assessment.

Photographs from Rueckblick und Blick in die Ferne.

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Analysis and prevention of extreme vibration in high speed craft - A research framework

Extreme vibration has been reported for small, high speed craft in the maritime sector, with performance and health threatening effects on boat operators and crew. Musculoskeletal injuries are an enduring problem for high speed craft passengers. Spinal or joint injuries and neurological disorders may occur from repetitive pounding over rough water, continued vibration and single impact events. The risk from whole body vibration (WBV) induced through the small vessels mainly depends on time spent on the craft, which can’t be changed in a military scenario; as well as the number of shocks and jolts, and their magnitude and frequency. In the European Union for example, physical agents directives require all employers to control exposure to a number of physical agents including noise and vibration. The EC Vibration Directive 2002/44/EC then sets out regulations for the control of health and safety risks from the exposure of workers to hand arm vibration (HAV) and WBV in the workplace. Australia has exposure standards relating to WBV, AS 2670.1-2001 – Evaluation of human exposure to whole body vibration. This standard is identical to the ISO 2631-1:1997, Mechanical vibration and shock – Evaluation of human exposure to whole-body vibration. Currently, none of the jurisdictions in Australia have specific regulations for vibration exposures in workplaces. However vibration is mentioned to varying degrees in their general regulations, codes of practice and guidance material. WBV on high speed craft is normally caused by “continuous 'hammering' from short steep seas or wind against tide conditions. Shock on High Speed Craft is usually caused by random impacts. Military organisations need the knowledge to make informed decisions regarding their marine operations, compliance with legislation and potentially harmful health effects, and develop and implement appropriate counter-measures. Marine case studies in the UK such as published MAIB (Marine Accident Investigation Branch) reports show injuries that have occurred in operation, and subsequent MCA (Maritime Coastguard Agency) guidance is provided (MGN 436 (M+F), WHOLE-BODY VIBRATION: Guidance on Mitigating Against the Effects of Shocks and Impacts on Small Vessels. MCA, 2011). This paper proposes a research framework to study the origin, impact and pathways for prevention of WBV in small, high speed craft in a maritime environment.

Translating emotional insights into digital channel designs: Opportunities to enhance the airport experience

Purpose The purpose of this study is to identify and understand the emotions behind a passenger’s airport experience and how this can inform digital channel engagements. Design/methodology/approach This study investigates the emotional experience of two hundred (200) passengers��� journeys at an Australian domestic airport. A survey was conducted which implemented the use of Emocards and an interview approach of laddering. The responses were then analysed into attributes, consequences and values. Findings The results indicate that across key stages of the airport (parking, retail, gates and arrivals) passengers had different emotional experiences (positive, negative and neutral). The attributes, consequences and values behind these emotions were then used to propose digital channel content and purpose of various future digital channel engagements. Research limitations/implications By gaining emotional insights airports are able to generate digital channel engagements, which align with passengers��� needs and values rather than internal operational motivations. Theoretical contributions include the development of the Technology Acceptance Model to include emotional drivers as influences in the use of digital channels. Originality/value This research provides a unique method to understand the passengers��� emotional journey across the airport infrastructure and suggest how to better design digital channel engagements to address passenger latent needs.

Identification methods of key contributing factors in crashes with high numbers of fatalities and injuries in China

Objectives In China, “serious road traffic crashes” (SRTCs) are those in which there are 10-30 fatalities, 50-100 serious injuries or a total cost of 50-100 million RMB ($US8-16m), and “particularly serious road traffic crashes” (PSRTCs) are those which are more severe or costly. Due to the large number of fatalities and injuries as well as the negative public reaction they elicit, SRTCs and PSRTCs have become great concerns to China during recent years. The aim of this study is to identify the main factors contributing to these road traffic crashes and to propose preventive measures to reduce their number. Methods 49 contributing factors of the SRTCs and PSRTCs that occurred from 2007 to 2013 were collected from the database “In-depth Investigation and Analysis System for Major Road traffic crashes” (IIASMRTC) and were analyzed through the integrated use of principal component analysis and hierarchical clustering to determine the primary and secondary groups of contributing factors. Results Speeding and overloading of passengers were the primary contributing factors, featuring in up to 66.3% and 32.6% of accidents respectively. Two secondary contributing factors were road-related: lack of or nonstandard roadside safety infrastructure, and slippery roads due to rain, snow or ice. Conclusions The current approach to SRTCs and PSRTCs is focused on the attribution of responsibility and the enforcement of regulations considered relevant to particular SRTCs and PSRTCs. It would be more effective to investigate contributing factors and characteristics of SRTCs and PSRTCs as a whole, to provide adequate information for safety interventions in regions where SRTCs and PSRTCs are more common. In addition to mandating of a driver training program and publicisation of the hazards associated with traffic violations, implementation of speed cameras, speed signs, markings and vehicle-mounted GPS are suggested to reduce speeding of passenger vehicles, while increasing regular checks by traffic police and passenger station staff, and improving transportation management to increase income of contractors and drivers are feasible measures to prevent overloading of people. Other promising measures include regular inspection of roadside safety infrastructure, and improving skid resistance on dangerous road sections in mountainous areas.

A hitchhiker's guide to a crowded syconium: how do fig nematodes find the right ride?

P>1Organisms with low mobility, living within ephemeral environments,need to find vehicles that can disperse them reliably to new environments. The requirement for specificity in this passenger-vehicle relationship is enhanced within a tritrophic interaction when the environment of passenger and vehicle is provided by a third organism. Such relationships pose many interesting questions about specificity within a tritrophic framework. 2. Central to understanding how these tritrophic systems have evolved, is knowing how they function now. Determining the proximal cues and sensory modalities used by passengers to find vehicles and to discriminate between reliable and non-reliable vehicles is, therefore, essential to this investigation. 3. The ancient, co-evolved and highly species-specific nursery pollination mutualism between figs and fig wasps is host to species-specific plant-parasitic nematodes which use fig wasps to travel between figs. Since individual globular fig inflorescences, i.e. syconia, serve as incubators for hundreds of developing pollinating and parasitic wasps, a dispersal-stage nematode within such a chemically,complex and physically crowded environment is faced with the dilemma of choosing the right vehicle for dispersal into a new fig. Such a system therefore affords excellent opportunities to investigate mechanisms that contribute to the evolution of specificity between the passenger and the vehicle. 4. In this study of fig-wasp-nematode tritrophic interactions in Ficus racemosa within which seven wasp species can breed, we demonstrate using two-choice as well as cafeteria assays that plant-parasitic nematodes (Schistonchus racemosa) do not hitch rides randomly on available eclosing wasps within the fig syconium, but are specifically attracted, at close range, i.e. 3 mm distance, to only that vehicle which can quickly, within a few hours, reliably transfer it to another fig. This vehicle is the female pollinating wasp. Male wasps and female parasitic wasps are inappropriate vehicles since the former are wingless and die within the fig, while the latter never enter another fig. Nematodes distinguished between female pollinating wasps and other female parasitic wasps using volatiles and cuticular hydrocarbons. Nematodes could not distinguish between cuticular hydrocarbons of male and female pollinators but used other cues, such as volatiles, at close range, to find female pollinating wasps with which they have probably had a long history of chemical adaptation. 5. This study opens up new questions and hypotheses about the evolution and maintenance of specificity in fig-wasp-nematode tritrophic interactions.

The problem of clear air turbulence: Changing perspectives in the understanding of the phenomenon

Due to rapid improvements in on-board instrumentation and atmospheric observation systems, in most cases, aircraft are able to steer clear of regions of adverse weather. However, they still encounter unexpected bumpy flight conditions in regions away from storms and clouds. This is the phenomenon of clear air turbulence (CAT), which has been a challenge to our understanding as well as efforts at prediction. While most of such cases result in mild discomfort, a few cases can be violent leading to serious injuries to passengers and damage to the aircraft. The underlying physical mechanisms have been sought to be explained in terms of fluid dynamic instabilities and waves in the atmosphere. The main mechanisms which have been proposed are: (i) Kelvin-Helmholtz instability of shear layers, (ii) waves generated from flow over mountains, (iii) inertia-gravity waves from clouds and other sources, (iv) spontaneous imbalance theory and (v) horizontal vortex tubes. This has also undergone a change over the years. We present an overview of the mechanisms proposed and their implications for prediction.

Secondary instability as a possible mechanism for clear-air turbulence: a case study

Many theories and mechanisms have been proposed to explain the phenomenon of clear-air turbulence (CAT), and some of them have been successful in predicting light, moderate and, in some cases, severe turbulence. It is only recently that skill in the forecasting of the severe form of CAT, which could lead to injuries to passengers and damage to aircraft, has improved. Recent observations and simulations suggest that some severe to extreme turbulence could be caused by horizontal vortex tubes resulting from secondary instabilities of regions of high shear in the atmosphere. We have conducted direct numerical simulations to understand the scale relationship between primary structures (larger-scale structures related to one of the causes mentioned above) and secondary structures (smaller-sized, shear structures of the size of aircraft). From shear layer simulations, we find that the ratio of sizes of primary and secondary vortices is of the right order to generate aircraft-scale vortex tubes from typical atmospheric shear layers. We have also conducted simulations with a mesoscale atmospheric model, to understand possible causes of turbulence experienced by a flight off the west coast of India. Our simulations show the occurrence of primary flow structures related to synoptic conditions around the time of the incident. The evidence presented for this mechanism also has implications for possible methods of detection and avoidance of severe CAT.

Air-pollution and economics: diesel bus versus electric bus

The Bangalore Metropolitan Transport Corporation (BMTC) took an initiative to check the overall benefits of introducing electric buses as a suitable replacement for the diesel buses to tackle the burgeoning pollution in the city of Bengaluru, India. For a trial run of three months, an electric bus was procured from a Chinese company `Build Your Dreams' (BYD). Data were collected by BMTC on the operation and maintenance of the bus. This new initiative, if rightly guided, could have a direct impact on the lives of those in the city. An economic analysis of the running as well as maintenance of the electric buses within the city limits was performed. For comparison, the same analysis was performed for the data from the existing diesel bus operating on the same route. On the basis of the study, it can be concluded that the introduction of electric buses as a means of public transport in the city would be beneficial both economically as well as environmentally. The electric bus also makes much less noise, thereby helping reduce noise pollution and makes less vibration when compared to the diesel bus. This results in a more comfortable journey for the passengers.

José Penna y Salvador Mazza en tiempos del cólera : salud, inmigración y legitimidad política en la Argentina de 1910

Resumen: Este artículo estudia las teorías sobre el origen, contagio y control del cólera en el siglo XIX, los intentos de las autoridades de la Argentina por contrarrestar estas epidemias y por último, la campaña anticolérica de 1910. Hasta ese momento, las medidas preventivas habían priorizado la vigilancia, desinfección y aislamiento de viviendas, objetos y personas infectadas. Pero el reciente descubrimiento de la transmisión el cólera por individuos asintomáticos hizo que en 1910 el Departamento Nacional de Higiene (DNH) impusiese un sistema de análisis bacteriológico obligatorio. En particular, el artículo examina las ideas y actividades de José Penna, quien en 1910 se desempeñaba como director del DGN y de Salvador Mazza. Un médico recién recibido, este último estuvo a cargo del laboratorio bacteriológico del lazareto de Martín García donde se sometía a estudio a todos los pasajeros de tercera clase provenientes de zonas infectadas de cólera. El DNH presentó la campaña anticolérica de 1910 como resultado de la experiencia acumulada durante el siglo XIX, del progreso científico y administrativo de la Argentina y de los esfuerzos de las autoridades por proteger a la nación. En un momento en que la elite argentina luchaba para mantener su dominio, tanto reprimiendo como buscando co-optar a la oposición, las cuestiones de salud pública constituyeron un elemento importante de la retórica política.

Goierriko garraioaren hobekuntza eta ingurumen inpaktua

[EU]Goierriko eskualdean egun batean burutzen diren bidai guztien %9a bakarrik burutzen da garraio publiko bidez. Hau gertatzearen bizilagunen “aitzakia” nagusia honakoa da: zerbitzua oso txarra da. Niri ordea, ondorengo zalantza datorkit burura: nahiz eta zerbitzua hobea izan, garraio publikoa gehiago erabiliko litzateke? Hau biraka dabilen gurpil zoroa da. Zerbitzua txarra delako ez dabil jende gehiago, baina ez du merezi zerbitzua hobetzea jende gutxi ibiltzen delako. Guzti hau argitzearren eta Goierriko garraio publikoaren hobekuntza sustatzeko zer egin daitekeen aztertzeko garatu da lan hau. Hobekuntza termino hau autobus gehiago jartzearekin erlazionatzen dugu gehienetan, baina nik beste planteamendu bat eman nahi izan diot. Bidaiari gutxi daudenez, ezin dira maiztasun handiz autobusak ezarri, proiektua ez baita bideragarria. Horregatik dagoen zerbitzua, gutxi bada ere, bizilagunei erabat moldatua egotea mahaigaineratu nahi izan dut, bizilagun hauen sentsibilizazioari arreta berezia eskainiz.

Ergonomia e usabilidade na definição do conforto na classe econômica dos aviões comerciais

Os passageiros têm reclamado da diminuição do conforto na classe econômica dos aviões comerciais. A autoridade aeronáutica brasileira instituiu um selo de qualidade, mas as empresas aéreas brasileiras mantêm os mesmos arranjos internos em seus aviões. Estadissertaçãotrata da avaliação do espaço entre as poltronas e a sua influência no conforto dos passageiros em vôos comerciais. Realizaram-se avaliações da usabilidade utilizando-se um simulador de cabine para treinamento de tripulantes e um avião B737-300. Os resultados indicam uma forte relação entre os níveis de conforto e o passo (medida de repetição das fileiras de poltronas ao longo do avião).

The U.S. Gulf of Mexico Charter Boat Industry: Activity Centers, Species Targeted, and Fisheries Management Opinions

The charter boat industry in U. S. Gulf of Mexico provides access to offshore fishing opportunities for about 570,000 passengers per year on 971 boats. A 25% random sample of charter boat operators was interviewed during 1987-88 to determine species targeted, percent time committed to targeting each species, and reactions to existing catch restrictions. Three-fourths of the charter boat fleet was in Florida, 13% in Texas, 5% in Louisiana, 4% in Alabama, and 2% in Mississippi. Responses were diverse regarding species focus within the region. Species of dominant importance included groupers, Epinephelus sp. and Mycteroperca sp. (Fla.); snapper, Lutjanus campechanus (Ala., Fla., Miss., and La.); king mackerel, Scomberomorus cavalla (Miss., Tex., Ala. and Fla.); spotted seatrout, Cynoscion nebulosus (Tex. and La.); and red drum, Sciaenops ocellatus (Tex. and La). Catch restrictions were generally supported with higher levels of opposition to restricted high effort fish and/or one fish or closed fishery limits.

Tradição Xambá, da quase extinção a espaço de referência: um estudo antropológico sobre o Museu Severina Paraíso da Silva

O presente trabalho resultou de um estudo antropológico sobre o Museu Severina Paraíso da Silva, dedicado à história e às tradições do grupo de candomblé da nação Xambá, cujo diferencial é estar instalado dentro de uma casa de culto afro brasileiro, o Terreiro de Santa Bárbara Ylê Axé Oyá Meguê, em Olinda, Pernambuco, Brasil. Este é um exemplo de Museu que representa a memória de um grupo social minoritário, criado por seus membros, com o objetivo de preservar seu patrimônio étnico-cultural, o qual é utilizado como categoria política para obtenção de reconhecimento perante a sociedade. Foram analisadas, neste estudo, as inter-relações em torno do Museu, observando-se aspectos como sua criação pelos próprios membros; coleta e utilização dos objetos; público-alvo; espaço físico e objetos, em especial os que não perderam seu poder simbólico, embora expostos no Museu e, principalmente, as mensagens transmitidas para a sociedade. Tais aspectos são importantes fios condutores para entender a postura dos membros do grupo em relação à sociedade e à formação de suas autoconsciências individuais e coletivas, ou seja, como eles elaboram e interpretam a identidade como grupo através do Museu; e entender também a importância do Museu na construção da memória e preservação da identidade étnica do grupo Xambá e da cultura negra em Pernambuco. A questão principal, porém, foi verificar se o Memorial e o Museu, como espaços de preservação, criam em seus membros um sentimento de pertencimento. Para a pesquisa foram coletados dados bibliográficos, documentais, no site do terreiro, na cartilha do grupo, em vídeos, plantas, em entrevistas formais com os criadores do museu e informais com outros membros do grupo, mas principalmente através da observação participante nas visitas dirigidas ao Museu e nos toques. Durante a pesquisa verificou-se que uma parte do grupo se destaca pela busca de sua visibilidade como estratégia de reivindicação de direitos sociais. Busca esta que procura legitimar a tradição usando categorias como autenticidade e pureza e pela presença de pesquisadores e pessoas ilustres, além da afirmação da importância do Museu para a construção do patrimônio cultural do negro no Estado. Um ganho substancial nesta busca pela visibilidade foi a concessão do título de Quilombo Urbano, alguns anos após a criação do Museu, sugerindo que este contribuiu para o reconhecimento do local como espaço de preservação de práticas culturais de descendentes de africanos. Há outros elementos que representam vitórias, na luta pelo reconhecimento, ou seja, um empoderamento para o grupo, como o nome de Xambá, dado ao Terminal Integrado de Passageiros construído próximo ao terreiro dentro do perímetro do Quilombo. Além da visibilidade para o grupo, o Museu trouxe outros ganhos, ele cria uma coesão entre seus membros, que passam a se ver como um grupo, como uma nação.