Dissertations / Theses on the topic 'Passenger'

Sweden lacks a powerful advocate who can represent the passengers in the public transport sector. In conjunction with the liberalization of the public transport market, the bus and rail services that have been opened up for competition and the allocation of responsibility within public transport has been divided into a several amount of actors. The liberalization has been positive for the passengers by a wider supply of transport services and also resulted in new service incentives. Within the commercial rail traffic market there is now a variety of tickets in different price ranges. The railway has also been vertical separated into operating traffic and infrastructure management, which have resulted in uncertain accountability at disruptions, for passengers such as the traffic operators. Since the Swedish Transport Administration Trafikverket nowadays procures the maintenance of the railway, the authority has been criticized losing control over their facility. The new Public Transport Act was introduced in 2010 and provides the local and regional public transport to be procured by the regional public transport authorities. They decide which traffic in the region that should be offered as obligated service that will be subsidised. The state has been reticent in interfering with the regional authorities but has simultaneously in several governmental investigations identified shortcomings in public transport, for example in the systems for ticketing and information. On voluntary bases the industry has been collaborated since a long time for developing such common platforms but the progress has been slow. However the actors introduced a common digital portal for information and ticketing in January 2015. In Denmark and in the United Kingdom there are governmental funded passenger organizations today that comprise operations in quality measurements of public transport and offering support to vulnerable passengers. The organizations are trying to achieve improvements in supply, or demand economic compensation for the passengers in case of traffic disruption. With the Government's recent appropriation direction to Trafikverket, the authority now may support non-profit organizations activities that harmonize with the national transport policy objectives, which mean that financial support could be disbursed to the non-profit passenger organization Resenärsforum, which is the leading passenger organization in Sweden today. An establishment of a new authority, to ensure the passengers' interests would require a more comprehensive governmental investigation. Rather, the state needs to take responsibility by establishing a national traffic service program that could clarify the division of responsibilities among existing authorities. That could also comprise commission for actors, as well public as private, for example in operation passenger information at traffic disruptions.

Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2003.
Includes bibliographical references (leaves 135-136).
This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.
This thesis examines how to model the choice of individual travelers among various possible travel alternatives in the airline industry. A review of the models used to represent that choice situation in the Passenger Origin-Destination Simulator (PODS) was undertaken for two reasons. First, the development of computational capabilities has lead to advancements in consumer choice theory that enabled the implementation of more flexible models like mixed logit models. Second, the increasing competition of low-cost new entrant airlines has put great pressure on pricing practices of traditional network carriers. This increasing competition has also compelled these carriers to focus on their strengths, for example, schedule coverage. In this thesis, after a comparison between the PODS Passenger Choice Model and the literature on consumer choice theory, we will then focus on how to model passenger preference for schedule. The review of the literature on air traveler choice reveals that most authors have used discrete choice models, like standard logit or nested logit models, to represent the choice of individual passengers among travel alternatives. However, the logit model has two limitations in the air traveler choice problem: it can accommodate neither random taste variation in some elements of the passenger utility function nor the complex substitution patterns across travel alternatives modeled in PODS. However, we show that the highly flexible mixed logit model brings a solution to these limitations and the choice process modeled in PODS can be approximated by a set of mixed logit models. In the second part of the thesis, we focus on how passenger preference for schedule is modeled in PODS. In the current model, a constant replanning disutility is added to the cost of all paths that are not convenient to the passenger. However, the current approach does not differentiate among paths based on their level of schedule inconvenience and this leads to distortions in the valuation of the revenue advantage of the carrier offering the best schedule. We propose in this thesis an alternative approach called the variable replanning disutility model. In this model, the replanning disutility added to the cost of paths depends on the time location of the path and its level of schedule inconvenience. PODS simulation results show that the variable replanning disutility model leads to a more realistic valuation of the revenue advantage associated with a better schedule coverage.
by Emmanuel Carrier.
S.M.

In this essay I have estimated what impact the Swedish air passenger tax that was introduced in Sweden on April 1st in 2018 has had on passenger numbers in Sweden. The tax was introduced to lower demand for air travel within the public and thus, decrease the aviation industry´s greenhouse gas emissions as aviation contributes through these emissions to a large extent to climate change and is expected to have an even greater impact in the future as the number of air travels are expected to grow continuously. Besides that the emissions from aviation have this large negative impact on the climate, a large part of these emissions are not included in any pricing system or market. Therefore, aviation is a source of negative externalities and the Swedish air passenger tax is an instrument implemented to correct for these negative externalities. Previous studies that have evaluated similar taxes and their effects have reached different conclusions. I have used the difference-in-difference method to estimate any effect from the introduced aviation tax in Sweden. Denmark is used as the control group to compare the development in Sweden with. I found that the tax has had a decreasing effect on passenger numbers in Sweden. It is discussed however if this estimated decrease in passenger numbers might be biased and thus overstated. It is also discussed if this decrease might be due to other reasons than the air passenger tax itself.

The purpose with this master’s thesis, with Scania CV AB in Södertälje as job initiator, has been to develop three different passenger seat concepts with focus on modularisation, functionality and production. The different concepts are: a foldable passenger seat, which is possible to fold away completely, a bench for two passengers, and a resting seat for resting during breaks when the vehicle is parked.

The main tools used during the search for concept solutions have been brainstorming, morphological analyses, and evaluation matrixes. Prototypes have been made in order to visualise the ideas but also for the possibility to test them in a real truck cabin and by that find advantages but also flaws. Final product specifications has been made and with that guidelines for a continued development work.

Experiences gained during this thesis work has been that by using ergonomic data and theories, well thought through designs, and standardised interfaces a good result can be achieved, which fulfils the demands and wishes placed on the future product.

The work I have created during my time as a graduate student is a reflection of the dialogues I have engaged in with other artists and acquaintances both in and outside of the academic arena. Stylistically this work is derivative of my involvement with graffiti, Tattooing, and underground comics. I have developed the icon of the rider to represent the agency and responsibility of myself as an artist in reflecting these various contexts.

An in-depth study of Advance Passenger Information and Passenger Name Record has never been accomplished prior to the events of September 11 th. It is of great importance to distinguish both of these concepts as they entail different legal consequence. API is to be understood as a data transmission that Border Control Authorities possess in advance in order to facilitate the movements of passengers. It is furthermore imperative that harmonization and inter-operability between States be achieved in order for this system to work. Although the obligations seem to appear for air carriers to be extraneous, the positive impact is greater than the downfalls.
Passenger Name Record access permits authorities to have additional data that could identify individuals requiring more questioning prior to border control clearance. This data does not cause in itself privacy issues other than perhaps the potential retention and manipulation of information that Border Control Authorities may acquire. In essence, bilateral agreements between governments should be sought in order to protect national legislation.
The common goal of the airline industry is to ensure safe and efficient air transport. API and PNR should be viewed as formalities that can facilitate border control clearance and prevent the entrance of potentially high-risk individuals.

Робота публікується згідно наказу Ректора НАУ від 27.05.2021 р. №311/од "Про розміщення кваліфікаційних робіт здобувачів вищої освіти в репозиторії університету". Керівник роботи: професор, д.т.н. Карускевич Михайло Віталійович
This bachelor thesis is dedicated to the design of passenger long-range aircraft with 220 passenger capacity and its design characteristic estimation. The methods of design are analysis of the prototypes and synthesis of the most advanced technical decisions, calculations according to the approved procedures, drawing according to the current computer aided design methods.
Ця бакалаврська робота присвячена конструкції пасажирського дальньомагістрального повітряного судна місткістю 220 пасажирів та оцінці його льотних характеристик. Методами проектування є аналіз прототипів і синтез найсучасніших технічних рішень, розрахунки за затвердженими методиками, креслення за діючими методиками автоматизованого проектування.

Although occupant protection laws exist, limited research has been conducted on how current child passenger safety (CPS) issues and CPS marketing strategies relate to child passenger safety seat (CPSS) usage. The purpose of this cross-sectional study was to analyze the relationship between parents' perception and knowledge of CPS issues and CPSS usage rates. The diffusion of innovation and the social marketing theories provided the frameworks for this study. The overall research question for the study examined the correlation between parents' knowledge of CPS issues and CPSS usage. Data (participants' surveys, car seat check-up information, and observational statistics) were collected from events that occurred in 3 locations across the county. The population consisted of a convenience sample of adults (parents of children 8-years-old and younger) from each of the locations. The study survey was distributed to 93 participants and only 71 surveys (76.34%) were received for analysis. Data analysis methods included deductive coding, Cronbach's alpha, descriptive statistics, hypotheses testing, linear regression, and Pearson Correlation. The overall test results showed that there were no significant relationships between the independent variable predictors (parents' knowledge of proper CPSS installation techniques, CPS laws and regulations, and marketing strategies) and the dependent variable (CPSS usage rates). The overall study was not statistically significant. The study should be replicated, however modified (on a larger scale for a longer period). Thus, having a stronger possibility to impact the community (producing noteworthy results and promoting social change).

Робота публікується згідно наказу Ректора НАУ від 27.05.2021 р. №311/од "Про розміщення кваліфікаційних робіт здобувачів вищої освіти в репозиторії університету". Керівник роботи: доцент, к.т.н. Закієв Вадим Ісламович
This bachelor thesis is dedicated to design long-range passenger plane with 240 passenger capacity and estimate its characteristics. The design methodology is based on prototype analysis and the selection of the most advanced technical judgements. The diploma work includes drawings of design of the long-range passenger aircraft with a seating capacity of 240 people, drawings of the aircraft layout and calculations , the new passenger seat for preventing the pandemic.
Дана бакалаврська робота присвячена розробці дальньомагістрального пасажирського літака місткістю 240 пасажирів та оцінці його характеристик. Методологія проектування заснована на аналізі прототипів і виборі найсучасніших технічних оцінок. Дипломна робота включає креслення конструкції дальньомагістрального пасажирського літака місткістю 240 осіб, креслення компоновки та розрахунків літака, нового пасажирського крісла для запобігання пандемії.

Робота публікується згідно наказу Ректора НАУ від 27.05.2021 р. №311/од "Про розміщення кваліфікаційних робіт здобувачів вищої освіти в репозиторії університету". Керівник роботи: доцент, к.т.н. Краснопольський Володимир Сергійович
This bachelor thesis is dedicated to creation of a preliminary design of a long-range passenger aircraft with 550 passenger capacity and estimation its flight performances. The design methodology is based on prototype analysis to select the most advanced technical decisions and engineering calculations to get the technical data of designed aircraft. In special part the stress-strain analysis is used to estimate stress state of fastening of bird scarer. This is a new equipment of safety system, which reduces the possibility of collision of the bird with the aircraft during take-off, landing and flight, thereby increasing the safety of aircraft.
Дана дипломна робота присвячена створенню аванпроекту дальньомагістрального пасажирського літака місткістю до 550 пасажирів та визначенню його основних льотно-технічних характеристик. В роботі застосовано метод порівняльного аналізу літаків-прототипів для вибору найбільш обґрунтованих технічних рішень, а також методи інженерних розрахунків для отримання основних параметрів проектованого літака. В спеціальній частині застосовано аналіз напружено-деформованого стану для розрахунку на міцність елементів кріплення відлякувача птахів - нового обладнання, що зменшує ймовірність зіткнення птаха з літаком під час зльоту, посадки та польоту, тим самим підвищуючи безпечність польоту літака.

Робота публікується згідно наказу Ректора НАУ від 27.05.2021 р. №311/од "Про розміщення кваліфікаційних робіт здобувачів вищої освіти в репозиторії університету". Керівник роботи: професор, д.т.н. Карускевич Михайло Віталійович
This bachelor thesis is dedicated to the design of short-range passenger aircraft with 68 passenger capacity and its design characteristics. The methods of design are analysis of the advanced prototypes and selections of the most efficient technical decisions for application in new aircraft design. The design approach is to analyze advanced prototypes and borrow its advanced characteristics and geometric date for the new aircraft design.
Ця бакалаврська робота присвячена конструкції пасажирського літака малої дальності на 68 пасажирів та його конструктивним характеристикам. Методами проектування є аналіз передових прототипів і вибір найбільш ефективних технічних рішень для застосування в нових конструкціях літаків. Підхід до проектування полягає в тому, щоб проаналізувати передові прототипи та запозичити його передові характеристики та геометричну дату для нового дизайну літака.

Робота публікується згідно наказу ректора від 27.05.2021 р. №311/од "Про розміщення кваліфікаційних робіт вищої освіти в репозиторії НАУ". Керівник проекту: доцент, к.т.н. Краснопольський Володимир Сергійович
Aim of this bachelor thesis is to create a preliminary design of a mid-range passenger aircraft with 150 passenger capacity and estimate its flight performances. The design methodology is based on prototype analysis to select the most advanced technical decisions and engineering calculations to get the technical data of designed aircraft. In special part the stress-strain analysis is used to estimate stress state of pilot’s seat with the new cushion that increases comfort and reduce tiredness.
Дана робота присвячена створенню аванпроекту середньомагістрального пасажирського літака та визначенню його основних льотно-технічних характеристик. В роботі застосовано метод порівняльного аналізу літаків-прототипів для вибору найбільш обґрунтованих технічних рішень, а також методи інженерних розрахунків для отримання основних параметрів проектованого літака. В спеціальній частині застосовано аналіз напружено-деформованого стану для розрахунку на міцність елементів крісла пілота з новим сидінням, що підвищує комфорт, зменшує стомлюваність та має покращені вагові характеристики.

Робота публікується згідно наказу Ректора НАУ від 27.05.2021 р. №311/од "Про розміщення кваліфікаційних робіт здобувачів вищої освіти в репозиторії університету". Керівник роботи: доцент, к.т.н. Закієв Вадим Ісламович
This bachelor thesis is dedicated to development of passenger aircraft with the possibility to accmodate 150 passengers and estimate its characteristics. The design methodology is based on prototype analysis and the selection of the most advanced technical judgements. The diploma work contains drawings of the middle range aircraft with 150 passengers, calculations and drawing of the aircraft layout, determination of elevators attachments.
Ця бакалаврська робота присвячена розробці пасажирського літака з можливістю розміщення 150 пасажирів та оцінці його характеристик. Методологія проектування заснована на аналізі прототипів і виборі найсучасніших технічних оцінок. Дипломна робота містить креслення літака середньої дальності на 150 пасажирів, розрахунки та креслення компоновки літака, визначення кріплення руля висоти.

Робота публікується згідно наказу Ректора НАУ від 27.05.2021 р. №311/од "Про розміщення кваліфікаційних робіт здобувачів вищої освіти в репозиторії університету". Керівник роботи: професор, д.т.н. Карускевич Михайло Віталійович
This bachelor thesis is dedicated to the design is development of the mid-range aircraft with 106 passenger capacity and its design characteristic estimation. The methods of design are to analyze of the prototypes and select of the most advanced technical decisions to calculate the geometry for main parts of the fuselage, such as wing geometry calculation, fuselage layout and landing gear design. Besides center of gravity calculation is another significant portion in the design. The diploma work contains drawings of the mid-range aircraft with 106 passengers, calculations and drawings of the aircraft layout, flexible conveyor concept, calculations and drawing.
Ця бакалаврська робота присвячена конструкторській розробці літака середньої дальності на 106 пасажирів та оцінці його проектних характеристик. Методи проектування полягають у аналізі прототипів і виборі найбільш передових технічних рішень для розрахунку геометрії основних частин, таких як розрахунок геометрії крила, компонування фюзеляжу та конструкції шасі. Крім того, розрахунок центру ваги є ще однією значною частиною роботи. Дипломна робота містить креслення середньомагістрального літака на 106 пасажирів, розрахунки та креслення компоновки літака, концепцію гнучкого конвеєра, розрахунки та креслення.

Passenger is a multi-version musical composition of approximately 40 minutes in length scored for string quartet. The formal design of the piece involves reconfiguring its large-scale form each time it is performed. During any given performance the piece is an uninterrupted and continuous flow of music, but its distinct seven-segment structure allows a reordering of the music’s segments in a chosen sequence where each segment is played once, and only once, starting with a fixed opening segment. Once the order of the segments is selected each segment connects to the next through a series of overlapping transitions that present an unbroken listening experience. The total number of possible variations for Passenger is 720. Comparatively, each possible rendering of the piece offers a wide degree of change in order to demonstrate how impermanent large-scale form operates as a compositional technique. Its changing structure was created with the intention of promoting a variety of readings of the composition’s musical content by altering the chronological placement of large sections of music. Subsequent listening experiences will explore alternative pathways with which to cover familiar musical material and contribute to the music’s overall interpretation. The goal of this project is to rethink the role of form, and to use it as an agent of change capable of generating new and expressive methods of music making and listening.

Time keeps on changing our perception of what is possible in our personal life and around us. Over time, jobs such as elevator operator was essential to make the elevator keep its speed, stop parallel to the floor and keep passengers safe in case of emergency. Nowadays elevator passengers just have to enter their destination and wait to be transported there. An operator would be superfluous for this, today, simple procedure. This paper aims to create a set of interaction strategies to provide an efficient and pleasurable journey for the passenger traveling with an autonomous bus, as well as evaluate concepts where these strategies have been applied. The strategies and concepts will be developed from an extensive user- and literature research where the situation of today will be analysed and looked upon with the eyes of tomorrow, to find challenges and needs. Findings shows that passengers have to trust the vehicle and service. At the same time vehicle and service providers have to provide a reliable and consistent service. Four design directions were created to establish this trust between the user and vehicle and service. To enable control and give passengers an efficient journey, passengers have to be provided with adequate and reliable information. The information regarding the bus’s behaviour should be communicated in a transparent way so the bus’s intentions and actions are understandable from a passenger point of view. Also, passengers have to be enabled to stay safe when using the bus, during commuting and emergency, through giving them cues in how an emergency should be handled.

Chapter 1 of this thesis will describe the problem of unruly passengers and try to outline and explain some of the possible reasons for this phenomenon. Afterwards, the existing legal system will be analysed and scrutinized for its effectiveness. Currently, the system to prosecute unruly passengers does not govern the problem to its whole extent so that many offences, especially minor ones, generally stay unpunished. In addition, it contains several loopholes and States do not provide sufficient law enforcement. This is partly due to insufficient rules of jurisdiction since powers of jurisdiction and prosecution can be allocated to several States. After this analysis, with reference to the ICAO proposal on how to solve the problem, suggestions will be made for the improvement of the existing system in order to govern the problem as a whole. Finally, the question of how to implement such improvements will be addressed.
Chapter 2 will deal with passenger rights that are applicable to the problem of unruly passengers. Therefore, the rights of fellow passengers in terms of civil liability of the airline and of an unruly passenger will be outlined. Next, the rights of an unruly passenger himself in cases of mistreatment and blacklisting will be addressed. Although the unruly passenger breaks the law he possesses rights, which must be respected under the rule of law. Finally, a connection between this phenomenon and the "passenger-rights movement" will be drawn.

Timetable development and design is a complex process that is crucial for safe and efficient railway operations. The combination of steel wheels and steel rails makes it possible to create trains and to transport many vehicles, thus passengers and freight, at the same time, but it also results in longer braking distances. These braking distances often exceed sight distance, which means that sufficient distance between trains must be maintained. This requires a thorough planning of train movements in order to prevent conflicting train paths and trains stopping for red signals. This is done by creating a time schedule for different train paths along the track, the so-called timetable. The timetable forms the backbone of railway operations, because a timetable informs a passenger when a train departs and arrives. However, in order to attract passengers, the timetable should be aligned with customer demand. Unfortunately, railway operation tends to deal with great demand variations over time and within the network. In order to make clear how passenger demand is distributed, the demand is often expressed in an origin-destination matrix. Each cell of the matrix corresponds to the number of expected passengers between an origin and destination. Based upon the demand distribution, a line design is created. A line design determines the route of a train, and consists of a stopping pattern and frequency per train. Although the line plan is important for the timetabling process, an optimal line plan does not automatically result in an optimal or feasible timetable. In the past, timetable design focused on a minimisation of the total travel time in conflict-free timetables only. Nevertheless, several studies confirmed the need for periodic and symmetric timetables that come with equal levels of service throughout the day, which are easily memorisable for the passenger. These timetables must be robust, so that a high punctuality can be achieved. Additionally, an ideal timetable also takes into account factors like in-vehicle time, waiting time and number of transfers, summarised in the perceived travel time (PTT). It is, however, impossible to include all these elements in a manual timetable design. This emphasises the need for a timetabling model that combines passenger demand and line design to calculate a timetable with a minimal PTT. Several different timetable models have been developed in the past, where each model has its own area of focus. Some models focus on the optimisation of line plans, so that the line design connects most important origin-destination pairs and travel time between these pairs is minimised. However, these models do not take into account specific arrival and departure times. It might thus be that the travel time will be high for passengers that have to change trains. Other models focus on the development of conflict-free timetables, in which the infrastructure governs the timetable. Although this might result in a feasible timetable, it may not always be an optimal timetable since passenger demand is often not included. The final category of timetabling models focuses on the improvement of passenger satisfaction. These models minimise waiting time or the total journey time for instance. Nevertheless, the resistance to change trains is usually high, but often not included in the calculation. In contrary to other timetabling models, the Strategic Passenger Oriented Timetabling (SPOT) model, developed by Polinder (2020) and NS, is able to create a timetable with a minimal PTT. However, the model is currently not used within the timetable development process. Therefore, this research has investigated to what extent the SPOT model can be used in this process, and hence support and speed up the design of new timetables. The SPOT model includes the resistance to change trains in the calculation of the PTT. In the model it is assumed that each minute of in-vehicle time counts as 1 passenger-minute, each minute of waiting time corresponds to 2 passenger-minutes, and each transfer is awarded with a penalty of 20 passenger-minutes. A lower PTT is thus achieved through an optimisation of waiting times and transfer penalties. It means that the model can especially be used for determining arrival and departure times at transfer nodes. Despite the fact that the model is unable to include infrastructural limitations, the results are useful for determining which transfer possibilities are important at each node. In order to validate this hypothesis, two case studies have been performed for the transfernodes Weesp and Zwolle. These cases have been selected based upon recent problems during the development of post-COVID-19 timetable scenarios for NS. For each casestudy, several elements of the current timetable and proposed scenarios have been included in the input of the model, in order to analyse the effect on the timetable at the specific node. The output of the model, consisting of the PTT, improvement potentials for origin-destination pairs and dwell-time graphs, provided a clear overview of how each experiment scored. In the end, this study concludes that the SPOT model is especially applicable for studies in which different timetable scenarios must be compared with each other. It can help to illustrate the impact of decisions and trade-offs, so that different ideas on timetable design can be assessed before making specific, conflict-free timetables. The model can thus be used in the stage of exploratory research.
Tidtabellsutveckling är en komplex process som är avgörande för en säker och effektiv järnvägsdrift. Kombinationen av stålhjul och stålräl gör det möjligt att skapa tåg och transportera många vagnar, med passagerare eller gods, samtidigt, men det leder också till längre bromssträckor. Dessa bromssträckor överskrider ofta siktavståndet, vilket innebär att tillräckligt avstånd mellan tågen måste bibehållas. Detta kräver en grundlig planering av tågrörelser för att förhindra motstridiga tågvägar. Detta görs genom att skapa ett tidsschema för olika tåg längs spåret, den så kallade tidtabellen. Tidtabellen utgör ryggraden i järnvägsverksamheten, eftersom en tidtabell informerar en passagerare när ett tåg avgår och anländer. För att attrahera passagerare bör tidtabellen dock anpassas till kundernas efterfrågan. Tyvärr tenderar järnvägsoperationer att hantera stora efterfrågevariationer över tid och inom nätverket. För att klargöra hur passagerarefterfrågan fördelas uttrycks efterfrågan ofta i en matris för ursprungsdestination. Varje cell i matrisen motsvarar antalet förväntade passagerare mellan ett ursprung och en destination. Baserat på efterfrågefördelningen skapas ett linjeupplägg. Ett linjeupplägg bestämmer tågets rutt och består av ett stoppmönster och frekvens per tåg. Även om linjeplanen är viktig för tidtabellprocessen, resulterar ett optimalt linjeupplägg inte automatiskt i en optimal eller genomförbar tidtabell. Tidigare fokuserade tidtabellsutformningen på att minimera den totala restiden endast i konfliktfria tidtabeller. Ändå har flera studier bekräftat behovet av periodiska och symmetriska tidtabeller som har samma servicenivåer hela dagen och som är lätta att minnas för passageraren. Dessa tidtabeller måste vara robusta så att en hög punktlighet kan uppnås. Dessutom tar en ideal tidtabell också hänsyn till faktorer som fordonstid, väntetid och antal byten, sammanfattade i den upplevda restiden (PTT). Det är dock omöjligt att inkludera alla dessa element i en manuell tidtabellsplanering. Detta betonar behovet av en tidtabellsmodell som kombinerar passagerares efterfrågan och linjeupplägg för att beräkna en tidtabell med minimal PTT. Flera olika tidtabellmodeller har utvecklats tidigare, där varje modell har sitt eget fokusområde. Vissa modeller fokuserar på optimering av linjeplaner, så att linjeupplägget ansluter de viktigaste ursprung-destinationsparen och att restiden mellan dessa par minimeras. Dessa modeller tar dock inte hänsyn till specifika ankomst- och avgångstider. Det kan alltså vara så att restiden blir hög för passagerare som måste byta tåg. Andra modeller fokuserar på utvecklingen av konfliktfria tidtabeller, där infrastrukturen styr tidtabellen. Även om detta kan resultera i en genomförbar tidtabell, kanske det inte alltid är en optimal tidtabell eftersom passagerarefterfrågan ofta inte ingår. Den sista kategorin av tidtabellmodeller fokuserar på förbättring av passagerarnöjdheten. Dessa modeller minimerar till exempel väntetiden eller den totala restiden. Ändå är motståndet mot tågbyte ofta högt, men ingår inte i beräkningen. I motsats till andra tidsplaneringsmodeller kan SPOT-modellen, utvecklad av Polinder (2020) och NS (den största persontågsoperatören i Nederländerna), skapa en tidtabell med minimal PTT. I denna beräkning ingår motståndet mot byte av tåg. I modellen antas att varje minut i fordonstiden räknas som 1 passagerarminut, varje minut väntetid motsvarar 2 passagerarminuter och varje byte tilldelas ett straff på 20 passagerarminuter. En lägre PTT uppnås således genom en optimering av väntetider och överföringsstraff. Det betyder att modellen särskilt kan användas för att bestämma ankomst- och avgångstider vid överföringsnoder. Trots det faktum att modellen inte kan inkludera infrastrukturella begränsningar är resultaten användbara för att bestämma vilka bytesmöjligheter som är viktiga vid varje nod. För att validera denna hypotes har två fallstudier utförts för bytesnoderna Weesp och Zwolle. Dessa fall har valts ut baserat på de senaste problemen under utvecklingen av tidtabellsscenarier efter COVID-19 för NS. För varje fallstudie har flera delar av den aktuella tidtabellen och föreslagna scenarier inkluderats som indata till modellen för att analysera effekten på tidtabellen vid den specifika noden. Utdata fran modellen, bestående av PTT, förbättringspotentialer för par ursrungs- och detinationspar och grafer för uppehållstid gav en tydlig översikt över resultatet från varje experiment. Slutligen drar denna studie slutsatsen att SPOT-modellen är särskilt användbar för studier där olika tidtabeller måste jämföras med varandra. Den kan hjälpa till att visa effekterna av beslut och kompromisser, så att olika idéer om tidtabellsupplägg kan utvärderas innan man gör specifika, konfliktfria tidtabeller. Modellen kan alltså användas i ett tidigt skede.
Het ontwikkelen en ontwerpen van dienstregelingen is een complex proces dat cruciaal is voor een veilig en efficiënt vervoer per spoor. De combinatie van stalen wielen op stalen spoorstaven zorgt ervoor dat het mogelijk is om meerdere voertuigen te combineren en treinen samen te stellen, en zodoende veel reizigers of goederen op hetzelfde moment te verplaatsen. Echter, de combinatie van staal op staal zorgt ook voor lange remwegen. Doordat deze remwegen de zichtafstand vaak overschrijden, moet er gewaarborgd worden dat treinen altijd op voldoende afstand van elkaar rijden. Hiervoor is een strakke en uitvoerige planning benodigd, waardoor conflicten worden voorkomen en treinen niet voor een rood sein tot stilstand komen. Deze planning definieert voor elke trein het tijdspad over een bepaald traject, de zogenaamde dienstregeling. De dienstregeling vormt de ruggengraat van de treindienst, onder andere omdat deze de reizigers informeert wanneer een trein vertrekt en aankomt. Echter, om reizigers te werven is het belangrijk dat de dienstregeling overeenkomt met datgene wat de reiziger wil. Het nadeel is dat vervoer per spoor vaak te maken heeft met een variërende vraag. Om inzicht te geven hoe deze reizigersvraag zich verhoudt tot het netwerk, wordt de reizigersvraag vaak uitgedrukt in een herkomst-bestemmingsmatrix. Elke cel in de matrix correspondeert met het aantal verwachte reizigers tussen een specifieke vertrek- en aankomstlocatie. Op basis van de verdeling van de reizigersvraag wordt vervolgens een lijnvoeringsontwerp gemaakt. De lijnvoering bepaalt de route, frequentie en het stoppatroon van een trein. Hoewel een lijnvoering belangrijk is in het ontwerpproces, garandeert een optimale lijnvoering niet automatisch een optimale dienstregeling. In het verleden werd er bij het maken van het dienstregelingsontwerp vooral gefocust op het minimaliseren van de pure reistijd binnen een conflictvrije dienstregeling. Meerdere studies hebben echter aangetoond dat de reiziger vooral behoefte heeft aan een repeterende en symmetrische dienstregeling, waarbij de reiziger de dienstregeling eenvoudig kan onthouden en de reiskwaliteit constant is. Deze dienstregeling moet robuust zijn, zodat een hoge punctualiteitsgraad behaald kan worden. Bovendien richt het ontwerp zich niet enkel op het minimaliseren van de pure reistijd, maar wordt er gekeken naar het totaalplaatje van in-treintijd, wachttijd en aantal keer overstappen. Dit is de zogenaamde gegeneraliseerde reistijd (GRT). In een handmatig ontworpen dienstregeling is het onmogelijk om al deze factoren in acht te nemen. Er is dan ook behoefte aan een dienstregelingsmodel dat reizigersvraag en lijnvoering combineert, zodat een ontwerp gemaakt kan worden waarbij de GRT wordt geminimaliseerd. Door de jaren heen zijn er diverse modellen ontwikkeld, waarbij de meeste modellen zich richten op een specifiek onderdeel van het dienstregelingsprobleem. Sommige modellen hebben als doel om de lijnvoering te optimaliseren, zodat het ontwerp altijd de belangrijkste herkomsten en bestemmingen met elkaar verbindt. Een nadeel is dat op dit niveau er nog geen specifiek vertrek- en aankomsttijden bepaald kunnen worden, waardoor uiteindelijk de reistijd enorm kan toenemen voor reizigers die moeten overstappen. Andere modellen focussen juist op het genereren van conflictvrije dienstregelingen, waarbij de aanwezige infrastructuur leidend is voor de dienstregeling. Hoewel dit de uitvoerbaarheid van de dienstregeling garandeert, is dit veelal niet de meest wenselijke dienstregeling omdat de reizigersvraag hierin niet wordt meegenomen. Tenslotte zijn er modellen die de klantbeleving proberen te verbeteren door bijvoorbeeld de totale wacht- of reistijd te minimaliseren. Desalniettemin is hierin de weerstand om over te stappen vaak niet inbegrepen, terwijl dit wel van grote invloed kan zijn. In tegenstelling tot andere modellen is het door Polinder (2020) en NS ontwikkelde SPOTmodel in staat om een dienstregeling te berekenen met een minimale GRT en dus tot een beter ontwerpvoorstel te komen. Echter, het SPOT model wordt momenteel nog niet gebruikt in het daadwerkelijke dienstregelingsontwerpproces. Dit onderzoek richt zich daarom op de vraag in hoeverre het SPOT model kan worden gebruikt bij het ontwerpen van nieuwe dienstregelingen, en zodoende het proces te ondersteunen en te versnellen. In de berekening van de GRT is de weerstand om over te stappen inbegrepen. In het model wordt aangenomen dat elke minuut aan in-treintijd telt voor 1 reizigersminuut, elke minuut aan wachttijd telt voor 2 reizigersminuten, en er voor elke overstap een boete van 20 reizigersminuten wordt opgelegd. Een lagere GRT wordt dus behaald bij het optimaliseren van de wachttijd en het aantal overstapboetes. Dit betekent dat het model gebruikt kan worden voor het bepalen van de ideale aankomst- en vertrektijden op overstapstations. Hoewel het SPOT-model geen rekening houdt met infrastructurele beperkingen, kunnen de resultaten worden gebruikt om per station te bepalen welke overstaprelaties van belang zijn. Om deze hypothese te bevestigen zijn in dit onderzoek twee experimenten uitgevoerd voor de overstapstations Weesp en Zwolle. Deze locaties zijn gekozen op basis van recente studies binnen NS op het gebied van een post-corona dienstregeling. Voor elk experiment zijn bepaalde elementen van de huidige dienstregeling alsmede van de voorgestelde post-corona dienstregeling in het model geladen. Op deze manier kunnen de effecten op de dienstregeling voor de specifieke locatie in kaart worden gebracht en geanalyseerd. De uitkomsten van het model bestaan uit de GRT, verbeterpotentie per herkomst-bestemmingspaar en halteertijdgrafieken, welke vervolgens een duidelijk beeld geven van hoe ieder experiment scoort. Uiteindelijk is op basis van deze experimenten geconcludeerd dat het SPOT-model geschikt is voor langetermijnstudies waarbinnen verschillende dienstregelingsvoorstellen met elkaar moeten worden vergeleken. Het model kan daarbij inzicht bieden in de impact en afwegingen die in het ontwerp gemaakt moeten worden. Op deze manier kunnen verschillende gedachtegangen al beoordeeld worden voordat er een gedetailleerde, conflictvrije dienstregeling ontworpen wordt. Daarmee is het model dus toepasbaar in de fase van het verkennend dienstregelingsonderzoek.

Робота публікується згідно наказу Ректора НАУ від 27.05.2021 р. №311/од "Про розміщення кваліфікаційних робіт здобувачів вищої освіти в репозиторії університету". Керівник роботи: доцент, к.т.н. Юцкевич Святослав Сергійович
This diploma work is dedicated to preliminary design of the long-range aircraft with 364 passenger capacity. The process of development is analysis of the prototypes and selections of the most progressive involve decisions. The diploma work has drawings of project of the long-range airplane with 364 passenger capacity, calculations and drawings of the aircraft layout.
Ця дипломна робота присвячена ескізному проекту дальньомагістрального літака на 364 пасажири. Процес розробки - це аналіз прототипів і відбір найбільш прогресивних рішень. Дипломна робота містить креслення проекту дальньомагістрального літака на 364 пасажири, розрахунки та креслення компоновки літака.

This project was a step forward in developing basis that the further focuses on digital communication since it promotes the level of cooperation between different stakeholders in the airport settings thus the delivery of quality and reliable services to the customers. Different studies have also been evaluated to determine the effectiveness of digital communication customer services as well as enhance the operation of airlines through major hubs

This study evaluates whether a hands-on educational intervention makes a significant difference in the proper use of an infant passenger restraint by a parent. The sample was chosen from parents who were at least seven months pregnant and who planned to transport their infants in passenger motor vehicles. Each participant was randomly placed in one of two groups. All participants received a free infant car seat and a standardized education session on the safety and use of infant passenger restraints. The experimental group received an additional component consisting of a hands-on demonstration and return demonstration of correct installation and use in their own vehicle. All hands-on teaching was done by RNs who were nationally certified Child Passenger Safety Technicians. Follow up observations of correctness of use was done by appointment several months after birth using a standardized observation tool. The total sample consisted of 111 parents. There were 56 in the intervention group and 55 in the control group. Participants ranged in age from 19 to 53 years, with the majority in their 30's. Most were women. They were well educated, with above average incomes. A high number were of Asian ethnicity. A total of24 (22%) had correct use. Of these, 18 (32%) were in the intervention group and 6 (11%) were in the control group. The intervention group was 4 times more likely to have correct use than the control group (odds ratio 4.3, P value=0.0074). The number of errors per person was 0 to 7, with most having 0 to 2. The rates of errors were 33% less in the intervention group (ratio of 0.67). There were few serious errors. Secondary variables tested in regression analysis were age, education, income, and help from others. None of these variables was found to have a significant effect on the outcome. The hands-on educational intervention made a significant difference in the proper use of a child passenger restraint by a parent. This study demonstrates the value of hands­ on teaching for parents to learn how to install and use a child car seat. Everyone who transports a child in a motor vehicle should have access to this type of education. Nurses, physicians, and others working with families should encourage them to seek out this kind of teaching, and should advocate for more programs which offer this service.

By ventilating the vehicle’s interior during a soak, the peak cooling load is reduced and therefore the air-conditioning needs less power. This in turn translates to a smaller air-conditioning unit which would consume less power, be lighter and more compact. This solar driven ventilation of the vehicle’s interior during a soak is defined as precooling. During this project the best precooling strategy for passenger vehicles was found by investigating and testing different precooling strategies and evaluating them according to their thermodynamic performance, their potential implementation and their influence on the required cooling performance of the airconditioning cycle. The best performances were achieved by strategies with a high air flow rate and a relatively low air inlet temperature. Two categories of precooling strategies were examined: natural convection and forced convection strategies. Openings in the vehicle’s body that fit to all strategies had to be found; with a big potential concerning their thermodynamic performance and other aspects like prevention against water penetration. The best investigated precooling strategies proved to be the one which used the design outlet as an inlet and the opening of the HVAC as an outlet. With these openings a good air flow through the whole cabin can be guaranteed. In addition to that the strategy only uses existing openings of the body which prevent against water penetration. The required installation space for this strategy already exists and can be considered for the package of next generation vehicles.

In the final master’s dissertation analysis on current 15below communication platform PASNGR. In addition to this there is a short analysis done on each of PASNGR components to find out usage possibilities. Furthermore, the platform is dependant on Reservation Systems, so analysis on them is done as well, including processes and data. The goal of this dissertation is to create a mobile app integrated into PASNGR. For this reason integration analysis is done, by reviewing components, data and functions. After analysis is done, Business Process Model is created to represent the workflow of the app, including internal processes and interaction with PASNGR. Furthermore a review of mobile application technologies is done, including common tools used in development. By doing this there is the best solution for current 15below developers’ environment found. The solution would mean the least resources to be used to develop the app. Finally a prototype of the mobile application is created, to show the possibilities. The app works on Android and iOS platforms, gives an ability for user to download itineraries and store for offline usage, an ability to scan a barcode at the airport straight from the app, give post flight experience feedback for the airline, receive schedule change notifications and accept them.
Baigiamajame magistro darbe atliekama kompanijos „15below“ naudojamos avialinijų komunikacijos su keleiviais platformos „PASNGR“ analizė. Atskirai atliekama trumpa kiekvieno „PASNGR“ modulio apžvalga įvertinant taikymo galimybes. Be to, kadangi platforma yra priklausoma nuo globaliųjų paskirstymo sistemų, apžvelgiamos ir jos apimant procesus, bei naudojamus duomenis. Darbe yra numatomas sukurti mobiliosios aplikacijos prototipas surištas su „PASNGR“ platforma. Tam tikslui yra atliekama integracijos analizė, apžvelgiant komponentus, duomenis ir funkcijas. Galiausiai yra sukuriamas veiklos proceso modelis atvaizduojantis mobiliosios aplikacijos prototipo veikimo principus, bei interakciją su platforma „PASNGR“. Darbo eigoje apžvelgiamos mobiliųjų aplikacijų technologijos, bei įrankiai joms kurti. Taip parenkamas priimtiniausias spendimas esamai kompanijos „15below“ programuotojų aplinkai ir lemiantis minimalias sąnaudas. Galiausiai sukuriamas mobiliosios aplikacijos prototipas veikiantis Android ir iOS platformose, gebantis atsisiųsti elektroninius bilietus į mobilųjį įrenginį ir jame išsaugoti naudojimui neprisijungus prie interneto, leidžiantis naudotojui skenuoti brūkšninį kodą oro uoste, po skrydžio pateikti nuomonę apie gautas avialinijų paslaugas, priimti pranešimus apie skrydžių pakeitimus, bei leisti juos patvirtinti.

This thesis deals with optimisation approaches for the train unit scheduling problem (TUSP). Given a train operator’s fixed timetables and a fleet of train units of different types, the TUSP aims at determining an assignment plan such that each train trip in the timetable is appropriately covered by a single or coupled units, with certain objectives achieved and certain constraints respected. From the perspective of a train unit, scheduling assigns a sequence of trains to it as its daily workload. The TUSP also includes some auxiliary activities such as empty-running generation, coupling/decoupling control, platform assignment, platform/siding/depot capacity control, re-platforming, reverse, shunting movements from/to sidings or depots and unit blockage resolution. It is also relevant with activities like unit overnight balance, maintenance provision and unit rostering. In general, it is a very complex planning process involving various aspects. Current literature on optimisation methods for the TUSP is very scarce, and for those existing ones they are generally unsuitable for the UK railway industry, either due to different problem settings and operational regulations or simplifications on some critical factors in practice. Moreover, there is no known successful commercial software for automatically optimising train unit scheduling in the world as far as the author is aware, in contrast with bus vehicle scheduling, crew scheduling and flight scheduling. This research aims at taking an initial step for filling the above gaps. A two-level framework for solving the TUSP has been proposed based on the connection-arc graph representation. The network-level as an integer multicommodity flow model captures the essence of the rail network and allocates the optimum amount of train unit resources to each train globally to ensure the overall optimality, and the station-level process (post-processing) resolves the remaining local issues like unit blockage. Several ILP formulations are presented to solve the network-level model. A local convex hull method is particularly used to realise difficult requirements and tighten LP relaxation and some further discussions over this method is also given. Dantzig-Wolfe decomposition is used to convert an arc formulation to a path formulation. A customised branch-and-price solver is designed to solve the path formulation. Extensive computational experiments have been conducted based on real-world problem instances from ScotRail. The results are satisfied by rail practitioners from ScotRail and are generally competitive or better than the manual ones. Experiments for fine-tuning the branch-and-price solver, solution quality analysis, demand estimation and post-processing have also been carried out and the results are reported. This research has laid a promising foundation leading to a continuation EPSRC funded project (EP/M007243/1) in collaboration with FirstGroup and Tracsis plc.

This report presents the finalized design for the project proposed by B/E Aerospace. B/E Aerospace produces first-class passenger suites for commercial air travel. A super first-class suite is the ultimate in air travel. Passengers pay a high fee for luxury and comfort, and they have high expectations in the suite’s features. B/E Aerospace desires and enhancement to its existing digital passenger control unit (DPCU) in order provide additional functionality in their super first class suite. The project has designed and developed an enhanced “proof of concept” digital passenger control unit. The DCPU must fit into the existing armrest of the seat and match the aesthetics of the super first class environment. The DPCU must fit into the existing armrest of the seat and match the aesthetics of the super first class environment. The DPCU must interface with existing equipment to communicate a passenger’s desire to adjust any of the functions of the airline seat. The enhanced DCPU must also provide a certain “wow” factor that adds to the list of the other high-end features that B/E Aerospace offers in their super first class suite.

Thesis (D Phil. (Microbiology))--2010.
Mycoplasma genitalium is the smallest existing self-replicating prokaryote, lacks a cell wall and has a genome consisting of only 580 kilo base pairs. It has characteristic pear/flask-like morphology with a terminal tip organelle used for attachment. Many researchers, mainly in developed countries, have investigated the role the organism plays in the aetiology of male urethritis and the majority of studies show an association between M. genitalium and male urethritis. In this study, the modified Koch’s postulates were applied to answer the question whether M. genitalium is a true pathogen, or merely a passenger, invading already inflamed or damaged cells. A total of 300 urine specimens were collected from adult males with symptoms and/or signs of urethritis and 75 from asymptomatic men. In the first study, three molecular assays; viz, a commercial conventional PCR test, a real-time PCR (q- PCR) test and a transcription mediated amplification (TMA) assay were evaluated for the detection of M. genitalium. The comparison between the assays was based on the extended gold standard concept, where a specimen was deemed positive when any two nucleic acid amplification tests were positive. In the second study, the specimens were tested for four common urethral pathogens (N. gonorrhoeae, C. trachomatis, T. vaginalis and M. genitalium) using TMA assays. Finally, the bacterial loads for M. genitalium were determined using the q-PCR assay. v All three assays tested were highly specific (98-99%) for the detection of M. genitalium. However, where q-PCR and TMA demonstrated high sensitivities (96% and 100%), the sensitivity of the conventional PCR assay was low (78%). One or more pathogens were detected in a total of 129 (43%) men with urethritis. M. genitalium was the most frequently detected pathogen in men with urethritis (129; 43%), and significantly more (p= 0.04) than in asymptomatic men (7; 9.0%). There is a strong association with M. genitalium bacterial load and clinical urethritis. Patients with urethral discharge had significantly higher M. genitalium concentrations than those with only burning on micturition (p<0.001), and the bacterial concentrations in men with symptoms and/or signs of urethritis were significantly higher than that in asymptomatic men (p=0.02). As the number of organisms increased, the severity of the symptoms increased; an indication of the role that the organism plays in disease progression. In conclusion, by applying the modified Koch postulates, it was shown that Mycoplasma genitalium is by no means a passenger, but rather an important cause of adult male urethritis that should be taken into account when making diagnosis and when designing treatment strategies.

This thesis explores means of restoring profitability to the airline industry by cultivating intrinsically motivated brand loyalty between passengers and airlines in today’s fragile environment. The air transport industry is caught up in traditional transaction-based strategies. Airlines rely on archaic frequent flyer programs (FFPs) to maintain loyalty which deter customers from choosing alternative airlines by increasing the cost associated with switching. In contrast, other industries foster loyalty through relationship marketing to increase the customer’s value of the relationship. The objectives of this thesis are to 1) establish the link, if any, between passenger value, loyalty and increased airline profitability as well as 2) develop a competitive strategy for relationship marketing in the airline industry. The methodology comprises a ‘reverse value segmentation’ of passengers on value data collected in the New York – London market. The result is a model which segments customers into value profiles characterised by attitudes and behaviours towards loyalty. This dissertation extends the knowledge of passenger buying behaviour and choice as well as establishing passenger value as a foundation for strengthening industry structure. The results support a shift from the commoditized low-cost, no-frills model to a low-fare, ‘high-value’ model focusing on mass customization through CRM technologies.

This thesis explores the framing of graphical qualities of the passenger train and the city of Roanoke, Virginia. A passenger train station frames these icons and brings people directly to the train. This framing creates a new icon for the city. An area on the train tracks is revitalized and creates a permeable threshold into and out of the city.
Master of Architecture

Technology and the latest modern infrastructure have uplifted airports worldwide, creating them to be mini-town of their own consisting of all necessary resources from airport ground handling firms, airlines, different government entities, retails, and commercial spaces. The performance of an airport depends on several factors in which passengers are the most crucial resource. There exists no comprehensive, detailed information on passengers' travel at Stockholm- Arlanda Airport. The paper describes the agenda of passenger movements. It reflects on the issues and depreciation of passenger knowledge when transiting through Nordic busiest airport, Stockholm Arlanda Airport. The paper commences with an introduction to a brief, relevant literature study on airport infrastructure technology. Methodology briefs on methods conducted for this study, and consequently is the result presented and discussed from the surveys. Research result compromise of primary interviews from actual passenger transiting through Stockholm- Arlanda Airport. According to the research, the most navigational issues could not be concretely derived due to an on-going pandemic that had several impacts to execute this research detailed. Mainly the drastic impact on the aviation industry during this period affected the result of this paper. This paper needs further examination during no uncertainty in the aviation industry to further develop a tangible result.
Teknik och den senaste moderna infrastrukturen har höjt flygplatserna över hela världen och skapat dem för att vara en egen ministad som består av alla nödvändiga resurser från flygplatshanteringsföretag, flygbolag, olika myndigheter, detaljhandeln och kommersiella utrymmen. Prestanda för en flygplats beror på flera faktorer där passagerare är den viktigaste resursen. Det finns ingen omfattande, detaljerad information om passagerares resor till Stockholm- Arlanda flygplats. Uppsatsen beskriver agendan för passagerarrörelser. Den reflekterar över frågor och försämring av kunskap om passagerare vid transitering genom Nordens mest trafikerade flygplats, Stockholm Arlanda Airport. Uppsatsen inleds med en introduktion till en kort, relevant litteraturstudie om flygplatsinfrastrukturteknik. Metoderna sammanfattar metoderna för denna studie, och följaktligen presenteras och diskuteras resultatet från undersökningarna. Forskningsresultat kompromiss av primära intervjuer från faktiska passagerare genom Stockholm-Arlanda flygplats. Enligt forskningen kunde de mest navigationsfrågorna inte härledas konkret på grund av en pågående pandemi som hade flera effekter för att utföra denna detaljerade forskning. Framför allt påverkade resultatet av denna uppsats drastiskt för flygindustrin under denna period. Denna uppsats behöver granskas ytterligare under ingen osäkerhet inom flygindustrin för att ytterligare utveckla ett konkret resultat.

Un modèle structurel est fourni afin d'appréhender les phénomènes de capacité dans un modèle d'affectation de flux de voyageurs sur un réseau de transport collectifs. Cela a été fondé sur une représentation du réseau de transports collectifs en deux couches : sur la couche inférieure, le modèle traite séparément chaque sous système du réseau (ligne, station et rabattement) en fonction des effets de capacité spécifiques ; sur la couche supérieure, le choix d'itinéraire d'un voyageur individuel est adressée par une représentation du réseau en leg (ou segment de ligne) en utilisant le coût et les caractéristiques opérationnelles des sous-systèmes respectifs. On établit une cadre novateur pour modéliser les effets de capacité et on développe le modèle CapTA (pour Capacitated Transit Assignment). Il s'agit d'un modèle d'affectation de flux systémique et modulaire. Il adresse les phénomènes de capacité ci dessous : La qualité du service en véhicule est liée au confort de voyageurs à bord. L'occupation d'états de confort hétérogènes (places assises, strapontins et debout à de densités de voyageurs variables) influence la pénibilité perçu du voyage ; La capacité du véhicule à la montée impacte le temps d'attente de voyageurs et leur distribution aux missions disponibles ; La capacité de l'infrastructure de la ligne établit une relation entre le temps de stationnement des véhicules (and par extension les flux de voyageurs en montée et en descente) et la performance des missions et leur fréquence de service. Ces phénomènes sont traités par ligne d'exploitation sur la base d'un ensemble des modèles locaux qui rendent de flux et de coût spécifiques. Par conséquent, ils modifient les conditions locales d'un trajet en transports collectifs pour chaque voyageur individuel. Cependant, ils doivent être adressés dans le cadre d'un réseau de transports collectifs afin de recueillir leur effet sur les choix d'itinéraire sur le réseau ; essentiellement sur les arbitrages économiques qui impactent le choix entre itinéraires alternatifs. Leur traitement sur la couche réseau garantir la cohérence du choix d'itinéraire. Le modèle de station traite de contraintes de capacité spécifiques et évalue les conditions locales de marche, qui est sensible aux interactions des voyageurs à l'intérieur de la station : le goulot instantané à l'entrée d'un élément de circulation retard l'évacuation de la plateforme ; la densité de voyageurs et l'hétérogénéité des leur flux ralenti les voyageurs qui circulent dans une station ; la présence de l'information en temps réel influence le processus de décision des voyageurs. Ces effets n'ont pas seulement un impact sur le choix d'itinéraire à l'intérieure de la station, mais notamment ils modifient les choix de service sur le niveau du réseau. La Région Ile-de-France fournit un champ d'application idéal pour un modèle d'affectation de flux de voyageurs en transport collectifs sous contraintes de congestion. Plus précisément, il est utilisé dans le cadre du modèle CapTA pour illustrer les capacités de simulation et la finesse de l'approche de modélisation adoptée. Le réseau de transports collectifs contient 1 500 missions de cars et autocars, tout comme 260 missions ferroviaires et inclut 14 lignes de métro et 4 lignes de tramway. L'affectation de trafic à l'heure de pointe du matin est caractérisée d'une charge importante en voyageurs sur les sections centrales de lignes ferroviaires qui traversent la ville. Un temps de stationnement élevé, en raison de flux de montée et descente, et la réduction de la fréquence de service impactent la capacité des missions et des lignes. Le temps généralisé d'un trajet est impacté notamment de sa composante de confort à bord. De résultats détaillés sont présentés sur le RER A, la ligne la plus chargée du réseau ferroviaire régional
A structural model is provided to capture capacity phenomena in passenger traffic assignment to a transit network. That has been founded on a bi-layer representation of the transit network : on the lower layer the model addresses each network sub-system (line, station and access-egress) separately, on the basis of specific capacity effects ; on the upper layer a leg-based representation is used with respect to the sub-systems' costs and operating characteristics to address the trip maker's path choices. We establish a novel framework for modelling capacity effects and develop the CapTA network model (for Capacitated Transit Assignment). It is systemic and modular and addresses in particular the following capacity phenomena, the in-vehicle quality of service is linked to the comfort of the passengers on-board. The occupation of heterogeneous comfort states (seats, folding seats and standing at different passenger densities) influences the perceived arduousness of the travel ; the vehicle capacity at boarding influences the waiting time of the passengers and their distribution to the transit services ; the track infrastructure capacity relates the dwelling time of the vehicles (and by extent the alighting and boarding flows) with the performance of the transit services and their service frequency. These phenomena are dealt with by line of operations on the basis of a set of local models yielding specific flows and costs. Accordingly, they modify the local conditions of a transit trip for each individual passenger. However, these should be addressed within the transit network in order to capture their effect on the network path choices; essentially the economic trade-offs that influence the choice between different network itineraries. Their treatment in a network level assures the coherence of the path choice. Equivalently, a station sub-model addresses specific capacity constraints and yields the local walking conditions, sensible to the interaction of the passengers in the interior of a station : the instant bottleneck created at the entry of the circulation elements delays the evacuation of the station platforms; the passenger density and presence of heterogeneous passenger flows slows down the passengers who circulate in the station; and the presence of real-time information influences the decision making process of the transit users exposed to. These effects do not only impact locally the in-station path choice, but most notably they modify the choices of transit routes and itineraries on a network level. The Paris Metropolitan Region provides an ideal application field of the capacity constrained transit assignment model. It is mainly used as a showcase of the simulation capabilities and of the finesse of the modelling approach. The transit network involves 1 500 bus routes together with 260 trains routes that include 14 metro lines and 4 light rail lines. Traffic assignment at the morning peak hour is characterized by heavy passenger loads along the central parts of the railway lines. Increased train dwelling, due to boarding and alighting flows, and reduction in the service frequency impact the route and the line capacity. The generalized time of a transit trip is impacted mainly though its in-vehicle comfort component. Detailed results have been provided for the RER A, the busiest commuter rail line in the transit network

Today, airports form a key part of global infrastructure in an increasingly globalised world. There is great competition between them to attract passengers and serve airlines in their role of transporting people regionally and internationally. Abu Dhabi International Airport is one such airport. Terminal 3 is the home of Abu Dhabi’s major carrier, Etihad Airways, one of the world’s fastest-growing international airlines. The research described in this thesis focuses on applying the Lean methodology to the passenger departure process in Terminal 3. The essential essence of ‘Lean’ is doing more with fewer resources by adopting a programme of continuous process improvement resulting in continually declining costs, mistakes and work-in-progress. The special environment of any airport, especially a major international hub made applying Lean principles difficult. This resulted from the large presence of Class I wastes or muda which could potentially change, perhaps dramatically, at short notice. This made this research significantly different from previous applications of Lean philosophy. Also, large, cumulative variations in demand set in an environment where rapid expansion of the airport is taking place also created major difficulties because of the shifting flow of passengers. Despite this, the research succeeded in achieving its aim and developed various rules from parameters based on the acronym SERVICE and an associated implementation methodology based on the Lean philosophy. Together these will help airline managers and staff to eliminate the waste of available resources and so increase passenger flow through various stages of the process in line with Lean philosophy. The research makes several important contributions to knowledge, especially in the field of Lean improvements. The contribution of this work arises from its systematic examination of the passenger departure process. The research has facilitated developing a detailed model which addresses both particular process groups and the effects of passenger class on the allocation and use of resources. This research has shown that large differences exist between the operating environment of a major international airport and those processes to which Lean principles have previously been applied. Nevertheless, despite these differences, this research has proved the Lean philosophy may be usefully applied to airport operations. Operating conditions within the passenger departure process mean that understanding the special operating environment of airports is vital. This research resulted in a discrete event simulation model of the airport much more accurate and detailed than those described in previous studies of passenger departure processes. The research then proved an improved model, which may be used experimentally to support conclusions reached from the broader application of Lean philosophy. The research observed and analysed the effects of large and cumulative peaks and troughs in demand against a background of rapid development of Abu Dhabi Airport. The researcher also evaluated the special internal and external effects on the processes, often at short notice. Consequently, there is no single ‘universal’ solution because of the major need for operational flexibility and for a close correlation between operational and strategic need. Despite these many difficulties the results of this research are a practical and straightforward series of improvements, which may be applied by airport staff themselves without need for complex computer models, simulation or dedicated experts. This will create conditions for continuously improving process performance during the passenger departure process. It will also help managers accurately identify critical areas where more radical action of increasing physical resources is needed. Finally, based on findings, the research makes several recommendations for further work.

Rural communities face a range of challenges associated with accessibility and connectivity. Though real-time passenger information systems (RTPIS) have been long heralded as offering the potential to mitigate some of these challenges their deployment in rural areas has been very limited. The lack of real-time passenger information has been identified as a contributing factor to a multitude of issues, such as high car usage, low public transport use and travel uncertainty. There is considerable potential for appropriate technologies to contribute to the alleviation of these issues, as evidence exists that they can influence travel behaviour, and cultivate positive attitudes towards the service and the operator. This thesis investigated the interplay between rural passenger experience and real-time information provision. Overall, this work aims to provide an initial stepping point on to understanding the interplay between passenger behaviour, disruptions, passenger experience, and real-time information. In order to explore the aforementioned, first, a series of interviews and focus groups with rural public transport passengers, rural transport operators, government agencies and members of academia have been carried out to study the rural passengers' responses to planned and unplanned travel disruption. Based on these i) a conceptual model that aims to describe the passenger recovery phases to disruption and the associated passenger information requirements, ii) and a framework that highlights characteristics of transport behaviour, and aligns them with drivers of transport behaviour adaptation have been created. Next, through a series of co-designed sessions in various rural areas throughout the UK a mobile technology probe, which provides public transport real time information to the passengers has been developed. Then using the technology probe a two-week before-and-after intervention study with 15 participants has been carried out. The results indicate that real-time information provided through the technology probe adjusted the travel behaviour of the participants. Namely, it improved the utilisation of waiting time of the participants, improved the efficiency of their travelling, and enabled them to find alternatives when needed. Further, to get a better picture of the effect of real-time information on rural travellers, during the intervention study 6 of the participants in their everyday travels for 7 days have been actively observed by the author. The outcomes from this supplemented the data from the study and illustrated how the rural public transport travellers used the system in their day-to-day travels. Finally, all our findings have been combined to co-create a system design with rural public transport passengers that aims to improve their experience during disruption. The final design mainly concentrated on providing information regarding pre-trip, on-trip and on boarding point, journey planning, supporting the rural passenger experience through social media, and disruption. In order to evaluate the applicability and suitability of the design, and explore how it relates to the needs of the rural passengers, two focus groups have been conducted. The results of the evaluation activity illustrate that the mobile RTPI system design was perceived as highly useful and relevant to the needs of the rural passenger.

Робота публікується згідно наказу ректора від 21.01.2020 р. №008/од "Про перевірку кваліфікаційних робіт на академічний плагіат 2019-2020р.р. навчальному році" . Керівник проекту: доцент, Богуненко Микола Миколайович
Demand for air transportation is increasing every year very sharply, that is why passenger flow is growing as well. But anyway the service at the airport must be fast and effective. So the necessity of increasing passenger flow becomes more and more significant every day. Especially, it is relevant for Ukrainian airports, as new airlines are implementing, but the area for passenger service is not expanding, that is why methods to provide prompt service needs to be accepted and executed. The objective of diploma work is increasing of passenger flow at airport. The object of our investigation is Boryspil International Airport. Tasks: • To get acquainted with current passenger service at the airport: check-in, border, customs and security controls. • Pros and cons of actual system and problems that are appearing now. • Main recommendations how to increase passenger flow in Boryspil airport. To execute diploma’s tasks we have to follow such steps: • Analyze international documents that regulate passenger procedures in airports. • Analyze national documents, which regulate passenger service in Ukrainian airports. • Consider number of passenger serving per unit of time and analyze this amount. • To sum up all possible improvements regarding passenger flow Boryspil International Airport.

According to a recent report by the U.S. Senate Joint Economic Committee, the costs of domestic air traffic delays were estimated to be a staggering $41 billion in 2007. Of this, $19.1 billion was attributed to airline operating costs and $12 billion was attributed to passenger delays. In instances of irregular operations, an airline's primary objective is to get operations back to normal as quickly as possible while incurring minimal cost. Historically, airlines have prioritized recovering schedules for aircraft and crew before attempting to reaccommodate disrupted passengers. The literature has not examined how proactive movement of passengers can be used to mitigate the impact of irregular operations. This work bridges this gap by exploring how early standby fees (which influence customer behavior) can be utilized to improve operations. This research uses a variety of public and private data sources to construct a micro-level simulation to explore the impact that early standby pricing policies have on aggregate and average delay for disrupted passengers. Three distinct modules developed for use in the simulation have broader applications to the research community: (1) logic for a passenger reaccommodation algorithm; (2) a model that predicts the number of early standby passengers; and (3) a model to predict the probability a passenger misses a connecting flight. Preliminary results confirm the hypothesis that early standby pricing policies affect both profitability and operational performance. A simple example illustrates that an airline faces an important tradeoff when setting an early standby pricing policy: the early standby fee that maximizes an airline's profitability is different from the early standby fee that yields the lowest aggregate and average delay metrics for customers. This dissertation proposes a new product that remedies these competing objectives by improving them both simultaneously.

Since 2005, U.S. domestic airline industry has undergone a series of consolidations. The overall effects of these consolidations on air travelers are of considerable interest to researchers and policy makers alike. In this thesis, unlike any of the previous studies in literature, we provide a comprehensive assessment of the overall effects of each of the five major recent mergers on the passengers’ welfare as evaluated through consumer surplus changes, starting with the US Airways – America West Airlines merger in 2005 and ending with the American Airlines – US Airways merger in 2013. We develop discrete choice models with fare, nonstop and one-stop service frequency, travel time, and other carrier and route attributes as parameters. The consumer surplus, as a function of these parameters, is calculated for each market as the measure of passengers’ welfare. By using the markets not affected by the mergers as a control group, we are able to separate out the welfare effects of mergers from those of other extrinsic factors such as oil price changes, changes in economic conditions, etc. Several new insights are obtained. We find that mergers of legacy network carriers with significant proportion of overlapping markets are generally accompanied by flight reallocation and network reorganization, which in turn, contribute to an increase in passenger welfare. However, overall passenger welfare for very small communities declined after the mergers. Also, overall passenger welfare in markets with many competitors declined, consistent with the classic economic theory of consolidation-induced welfare losses. We also find that the welfare gain from mergers of legacy network carriers with significant proportion of overlapping markets progressively decreased as the number of existing major domestic carriers decreased, and that after the most recent mergers, any further potential mergers of legacy network carriers are likely to result in welfare losses.

Rising energy demand coupled with volatile fuel prices has driven the automotive industry to rebalance focus between durability and efficiency. Originally, the main target was the improvement of the internal combustion engine. After arriving at certain technological limits, all other drivetrain components were also taken into consideration. In this project, a study on a differential axle has been conducted from a lubrication point of view in order to identify efficiency enhancing routes. Initially, an axle already in production and used on a passenger vehicle was employed and the effect of lubricant viscosity on loss generation was investigated. Additionally, novel lubrication concepts, such as forced-feed lubrication and baffle implementation, were considered and tested on an in-house loss measurement rig. The quantification of loss generation, as well as, the observation of the behaviour of the axle under varying operating conditions was successfully completed. Also, the contribution of each component to overall losses was identified. Furthermore, a theoretical model was built for the prediction of axle efficiency. The model was a transient simulation of the operation of the axle, based on individual component loss generation. The thermal behaviour of the axle was also considered. The model demonstrated good correlation to available data produced from real world measurements. Finally, the benefit of the implementation of previously considered lubrication systems was investigated for the NEDC and Artemis drive cycles. It was found that significant loss reduction over the original axle design can be achieved. Overall axle losses can be reduced by up to 50% with no apparent durability compromises, which has the potential to reduce CO2 emissions by 3 g/km in a passenger vehicle.

Thesis (S.M. in Transportation)--Massachusetts Institute of Technology, Department of Civil and Environmental Engineering, 2013.
Cataloged from PDF version of thesis.
Includes bibliographical references (pages 73-74).
In this work, we analyze the effectiveness of the 2010 Tarmac Delay Rule from a passenger-centric point of view. The Tarmac Delay Rule aims to protect enplaned passengers on commercial aircraft from excessively long delays upon taxi-out or taxi-in, and monetarily penalizes airlines that violate the stipulated three-hour time limit. Using an algorithm to calculate passenger delay, we quantify delays to passengers in 2007, before the Tarmac Delay Rule was enacted, and compare these delays to those estimated for hypothetical scenarios with the rule in effect for that same year. Our delay estimates are achieved using U.S. Department of Transportation data from 2007, and one quarter of booking data purchased from a large legacy carrier to validate our results. The results suggest that the rule has been a highly effective deterrent for airlines to keep tarmac times under three hours. This benefit is offset, however, because coincident with shortened tarmac delays are flight cancellations. Cancellations result in passengers requiring rebooking, and extensive delays. Through our analysis, we show that the overall impact of the Tarmac Delay Rule is a significant increase in passenger delays. We evaluate the impacts of variations to the rule, including changing the rule to apply to flights that are delayed for both less and more than the three hours stipulated in the rule, and identifying other variants of the rule that might better meet the objective of benefiting the flying public. Through extensive scenario analysis, we determine that the rule should be applied selectively, depending on flight departure times and specific network characteristics.
by Allison "Sunny" Elizabeth Vanderboll.
S.M.in Transportation