Academic literature on the topic 'Crew Cab'
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Journal articles on the topic "Crew Cab"
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Rudin-Brown, Christina M., Darlene Roosenboom, and Clayton Finch-Field. "Railway Human Factors and Operational Issues." Transportation Research Record: Journal of the Transportation Research Board 2608, no. 1 (January 2017): 1–9. http://dx.doi.org/10.3141/2608-01.
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The widespread availability and affordability of voice and video recording systems allows researchers in all modes of transportation to observe, document, and study operator behavior. For example, naturalistic driving studies use technology to record discreetly everyday vehicle operations and driver behavior to understand the risk factors that contribute to unsafe situations. It has been proposed that similar technology could be used in locomotives to observe and evaluate the crew's use of controls and human factor issues. The joint (government–industry) Locomotive Voice and Video Recording (LVVR) project was convened to assess LVVR technology, document safety benefits, and identify best practices. An evaluation of safety-relevant human factors and operational issues was conducted to determine the adequacy of three types of recording systems (voice only, video only, and voice and video) to record and document locomotive crew behavior. All the LVVR systems that were evaluated, regardless of mode, allowed the identification of crews’ responses to train control signals. Although it was often possible to identify operators’ roles in the cab and their use of locomotive controls, evaluation of human factor issues—such as crew resource management, stress, fatigue, workload, situation awareness, and distraction—was less reliable. Recording modality and system-specific issues that limit the use of LVVR were identified. Collectively, the results indicate that LVVR systems that collect voice and video data and that are of sufficient technical quality to provide clear, unambiguous recordings are the most conducive to the assessment of crew operational and human factor issues.
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Shuldeshov, E. M., I. A. Nazarov, M. S. Ivanov, and I. N. Donskih. "DECORATIVELY FINISHING MATERIALS FOR WALL PANELS OF PASSENGER CAB AND THE CREW COCKPIT OF AIR VEHICLES (review)." Proceedings of VIAM, no. 11 (2020): 38–47. http://dx.doi.org/10.18577/2307-6046-2020-0-11-38-47.
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Questions of development of decorative and finishing materials for wall panels of passenger cab and the crew cockpit of air vehicles in the Russian Federation and abroad are considered. The structure and structure of such materials are described, examples of implementation of their different options are given. The main ways of manufacturing of materials, and also requirements to them which performance is necessary for the admission to application in aviation engineering, and the requirements providing competitive advantage of materials in comparison with analogs are provided. The main directions of development of decorative and finishing materials are evaluated.
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Zhidkova, Elena A., Ekaterina M. Gutor, Mikhail F. Vilk, Vera B. Pankova, Gennadij G. Onishchenko, and Konstantin G. Gurevich. "Influence of production and behavioral risk factors on health disorders in employees of locomotive crews." Russian Journal of Occupational Health and Industrial Ecology 60, no. 10 (November 3, 2020): 694–700. http://dx.doi.org/10.31089/1026-9428-2020-60-10-694-700.
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Preserving the working longevity of locomotive crew employees is one of the priority tasks of Russian Railways. The urgency of the problem is related to both the medical aspects of railway traffic safety and the importance of preserving human capital. The aim of study is to research the influence of occupational and behavioral risk factors on health disorders in drivers and their assistants. The study included the results of a survey of 9308 employees of locomotive crews on the presence of production and behavioral risk factors for health disorders, as well as on the presence of cases of temporary disability, hospitalization or unscheduled medical care in the previous year. Additionally, the results of clinical and laboratory studies were studied. Noise exposure is the main production factor affecting the unscheduled attendance of locomotive crew employees to the doctor, the number of cases of temporary disability and hospitalization. Only 13% of respondents have a high level of commitment to a healthy lifestyle. Among employees who are not exposed to industrial noise, the number of people who have a high commitment to a healthy lifestyle is 2 times higher than among those who complain about the presence of an acoustic factor. The main differences in adherence to a healthy lifestyle between people who have and do not have complaints about the negative impact of the sound factor are related to alcohol abuse (1.4 times more often used by people working in conditions of noise exposure), frequent use of semi-finished products and fatty foods (1.2 times more often). Among people exposed to industrial noise, a body mass index (BMI) exceeding 25 kg/m2 is 1.5 times more common than in people who do not have noise exposure. The frequency of occurrence of blood pressure is more than 130/80 mm Hg. and blood cholesterol more than 5 mmol/l, respectively, is 1.9 and 2.2 times higher in individuals with intra-cab acoustic load, compared with those without. An increase in the number of cases of temporary disability, hospitalization, and unscheduled visits to a doctor in people who report exposure to noise in the driver's cab may be associated with both occupational and behavioral factors: alcohol consumption, poor nutrition, and a high proportion of people with a BMI exceeding 25 kg/m2.
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Ahn, Sohyun, Michelle Olive, Seema Aggarwal, Dmitry Krylov, David D. Ginty, and Charles Vinson. "A Dominant-Negative Inhibitor of CREB Reveals that It Is a General Mediator of Stimulus-Dependent Transcription of c-fos." Molecular and Cellular Biology 18, no. 2 (February 1, 1998): 967–77. http://dx.doi.org/10.1128/mcb.18.2.967.
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ABSTRACT Several studies have characterized the upstream regulatory region of c-fos, and identified cis-acting elements termed the cyclic AMP (cAMP) response elements (CREs) that are critical for c-fos transcription in response to a variety of extracellular stimuli. Although several transcription factors can bind to CREs in vitro, the identity of the transcription factor(s) that activates the c-fos promoter via the CRE in vivo remains unclear. To help identify the trans-acting factors that regulate stimulus-dependent transcription of c-fos via the CREs, dominant-negative (D-N) inhibitor proteins that function by preventing DNA binding of B-ZIP proteins in a dimerization domain-dependent fashion were developed. A D-N inhibitor of CREB, termed A-CREB, was constructed by fusing a designed acidic amphipathic extension onto the N terminus of the CREB leucine zipper domain. The acidic extension of A-CREB interacts with the basic region of CREB forming a coiled-coil extension of the leucine zipper and thus prevents the basic region of wild-type CREB from binding to DNA. Other D-N inhibitors generated in a similar manner with the dimerization domains of Fos, Jun, C/EBP, ATF-2, or VBP did not block CREB DNA binding activity, nor did they inhibit transcriptional activation of a minimal promoter containing a single CRE in PC12 cells. A-CREB inhibited activation of CRE-mediated transcription evoked by three distinct stimuli: forskolin, which increases intracellular cAMP; membrane depolarization, which promotes Ca2+ influx; and nerve growth factor (NGF). A-CREB completely inhibited cAMP-mediated, but only partially inhibited Ca2+- and NGF-mediated, transcription of a reporter gene containing 750 bp of the native c-fos promoter. Moreover, glutamate induction of c-fos expression in primary cortical neurons was dependent on CREB. In contrast, induction of c-fos transcription by UV light was not inhibited by A-CREB. Lastly, A-CREB attenuated NGF induction of morphological differentiation in PC12 cells. These results suggest that CREB or its closely related family members are general mediators of stimulus-dependent transcription of c-fos and are required for at least some of the long-term actions of NGF.
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Matthews, R. P., C. R. Guthrie, L. M. Wailes, X. Zhao, A. R. Means, and G. S. McKnight. "Calcium/calmodulin-dependent protein kinase types II and IV differentially regulate CREB-dependent gene expression." Molecular and Cellular Biology 14, no. 9 (September 1994): 6107–16. http://dx.doi.org/10.1128/mcb.14.9.6107.
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Phosphorylation of CREB (cyclic AMP [cAMP]- response element [CRE]-binding protein) by cAMP-dependent protein kinase (PKA) leads to the activation of many promoters containing CREs. In neurons and other cell types, CREB phosphorylation and activation of CRE-containing promoters can occur in response to elevated intracellular Ca2+. In cultured cells that normally lack this Ca2+ responsiveness, we confer Ca(2+)-mediated activation of a CRE-containing promoter by introducing an expression vector for Ca2+/calmodulin-dependent protein kinase type IV (CaMKIV). Activation could also be mediated directly by a constitutively active form of CaMKIV which is Ca2+ independent. The CaMKIV-mediated gene induction requires the activity of CREB/ATF family members but is independent of PKA activity. In contrast, transient expression of either a constitutively active or wild-type Ca2+/calmodulin-dependent protein kinase type II (CaMKII) fails to mediate the transactivation of the same CRE-containing reporter gene. Examination of the subcellular distribution of transiently expressed CaMKIV and CaMKII reveals that only CaMKIV enters the nucleus. Our results demonstrate that CaMKIV, which is expressed in neuronal, reproductive, and lymphoid tissues, may act as a mediator of Ca(2+)-dependent gene induction.
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Matthews, R. P., C. R. Guthrie, L. M. Wailes, X. Zhao, A. R. Means, and G. S. McKnight. "Calcium/calmodulin-dependent protein kinase types II and IV differentially regulate CREB-dependent gene expression." Molecular and Cellular Biology 14, no. 9 (September 1994): 6107–16. http://dx.doi.org/10.1128/mcb.14.9.6107-6116.1994.
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Phosphorylation of CREB (cyclic AMP [cAMP]- response element [CRE]-binding protein) by cAMP-dependent protein kinase (PKA) leads to the activation of many promoters containing CREs. In neurons and other cell types, CREB phosphorylation and activation of CRE-containing promoters can occur in response to elevated intracellular Ca2+. In cultured cells that normally lack this Ca2+ responsiveness, we confer Ca(2+)-mediated activation of a CRE-containing promoter by introducing an expression vector for Ca2+/calmodulin-dependent protein kinase type IV (CaMKIV). Activation could also be mediated directly by a constitutively active form of CaMKIV which is Ca2+ independent. The CaMKIV-mediated gene induction requires the activity of CREB/ATF family members but is independent of PKA activity. In contrast, transient expression of either a constitutively active or wild-type Ca2+/calmodulin-dependent protein kinase type II (CaMKII) fails to mediate the transactivation of the same CRE-containing reporter gene. Examination of the subcellular distribution of transiently expressed CaMKIV and CaMKII reveals that only CaMKIV enters the nucleus. Our results demonstrate that CaMKIV, which is expressed in neuronal, reproductive, and lymphoid tissues, may act as a mediator of Ca(2+)-dependent gene induction.
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Lu, Yun-Fei, and Robert D. Hawkins. "Ryanodine Receptors Contribute to cGMP-Induced Late-Phase LTP and CREB Phosphorylation in the Hippocampus." Journal of Neurophysiology 88, no. 3 (September 1, 2002): 1270–78. http://dx.doi.org/10.1152/jn.2002.88.3.1270.
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We previously found that the nitric oxide (NO)-cGMP-cGMP-dependent protein kinase (PKG) signaling pathway acts in parallel with the cAMP-cAMP-dependent protein kinase (PKA) pathway to produce protein and RNA synthesis-dependent late-phase long-term potentiation (L-LTP) and cAMP response element-binding protein (CREB) phosphorylation in the CA1 region of mouse hippocampus. We have now investigated the possible involvement of a downstream target of PKG, ryanodine receptors. L-LTP can be induced by either multiple-train tetanization, NO or 8-Br-cGMP paired with one-train tetanization, or the cAMP activator forskolin, and all three types of potentiation are accompanied by an increase in phospho-CREB immunofluorescence in the CA1 cell body area. Both the potentiation and the increase in phospho-CREB immunofluorescence induced by multiple-train tetanization or 8-Br-cGMP paired with one-train tetanization are reduced by prolonged perfusion with ryanodine, which blocks Ca2+ release from ryanodine-sensitive Ca2+ stores. By contrast, neither the potentiation nor the increase in immunofluorescence induced by forskolin are reduced by depletion of ryanodine and inositol-1,4,5-triphosphate (IP3)-sensitive Ca2+ stores. These results suggest that NO, cGMP, and PKG cause release of Ca2+ from ryanodine-sensitive stores, which in turn causes phosphorylation of CREB in parallel with PKA during the induction of L-LTP.
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Krueger, Darcy A., Dailing Mao, Elizabeth A. Warner, and Diane R. Dowd. "Functional Analysis of the Mouse ICER (Inducible cAMP Early Repressor) Promoter: Evidence for a Protein That Blocks Calcium Responsiveness of the CAREs (cAMP Autoregulatory Elements)." Molecular Endocrinology 13, no. 7 (July 1, 1999): 1207–17. http://dx.doi.org/10.1210/mend.13.7.0319.
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Abstract Although Ca2+ and cAMP mediate their effects through distinct pathways, both signals converge upon the phosphorylation of the cAMP response element (CRE) binding protein, CREB, thereby activating transcription of CRE-regulated genes. In WEHI7.2 thymocytes, cAMP increases the expression of the inducible cAMP early repressor (ICER) gene through CRE-like elements, known as cAMP autoregulatory elements (CAREs). Because Ca2+- and cAMP-mediated transcription converge in WEHI7.2 thymocytes, we examined the effect of Ca2+ fluxes on the expression of the ICER gene in these cells. Despite the presence of multiple CAREs within its promoter, ICER gene transcription was not activated by Ca2+. Moreover, Ca2+ attenuated the stimulatory effect of cAMP on ICER expression. Transient expression of reporter constructs demonstrated that when these CAREs were placed in a different DNA promoter context, the elements became responsive to Ca2+. Detailed studies using chimeric promoter constructs to map the region responsible for blocking the transcriptional response to Ca2+ indicated that a small portion of the ICER promoter was necessary for the effect. Southwestern blot analysis identified a 83-kDa nuclear protein that bound specifically to that region. The relative binding activity of the factor to the ICER promoter and mutant promoter sequences correlated with an inhibition of Ca2+-activated gene expression in WEHI7.2 cells. These data suggest that the factor functions as a putative Ca2+-activated repressor of CREB/CRE-mediated transcription. Thus, depending on the surrounding context in which the CRE is located, CREs of individual genes can be regulated separately by Ca2+ and cAMP despite the convergence of these two signaling pathways.
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Gilmore, Brian. "Jim Crow." Callaloo 21, no. 1 (1998): 158–60. http://dx.doi.org/10.1353/cal.1998.0019.
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Abani, Christopher. "Albino Crow." Callaloo 30, no. 3 (2007): 721–29. http://dx.doi.org/10.1353/cal.2008.0004.
Full textDissertations / Theses on the topic "Crew Cab"
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Cederlöf, Magdalena. "Retractable Boarding Step for Scania Crew Cab : Concept Generation, Design and Materials selection." Thesis, Karlstads universitet, Avdelningen för maskin- och materialteknik, 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:kau:diva-62563.
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Möllberg, Nadine. "Retractable Boarding Step to Scania Crew Cab : Product Development, Design, FEM Simulations and Verification." Thesis, Karlstads universitet, Institutionen för ingenjörsvetenskap och fysik, 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:kau:diva-62580.
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This master thesis treats the development of a new solution for a retractable boarding step to Scania trucks, which is a part of the modular system. Some customers have the need to transport additional passengers. For such applications, Scania provides trucks featuring a Crew Cab, which is an extended cab with rear doors. Easy exit through the rear doors is important for many customers who use this type of cabin. Therefore, there is a possibility to get a retractable boarding step, equipped with an upper step and a lower foldable, that enables easy entry and exit. This function is especially important for fire fighters carrying heavy equipment and therefore has more difficulties exiting the truck. The robustness and dependability of the function is critical to ensure the safety. If it fails, the legal requirements are not met while driving or even worse, injury may occur. Pneumatics is used for the fold out of the step and a spring folds it in. The current boarding step needs improvement in order for it to be dependable and robust. If the boarding step have not been folded out, the entry and exit of the cab is not possible. This thesis covers the product development, simulations and verification of a new boarding step concept that shall improve the entry- and exit function, making it more robust and dependable. Through problem identification, a product specification and a thorough concept generation and development process a final concept has produced. Simulations were made in order to verify that the step could be stepped on when entering and exiting the cab. The result was a lower step, sliding on linear bearings in a linear motion. This enabled egress and ingress independent of the extraction or retraction of the step. This makes it more reliable than the current product. The sliding mechanism need to be tested in order to ensure the robustness. A prototype was made in order for the function to be tested.Detta examensarbete behandlar utvecklingen av en ny lösning för ett fällbart insteg till Scania lastbilar, som är ett modular product Scania utvecklar lastbilar till ett brett spektrum av tillämpningar. Behov av att transportera ytterligare passagerare kan finnas. För sådana tillämpningar erbjuder Scania specialfordon med manskapshytt, en förlängd hytt med bakdörrar. Enkel urstigning genom bakdörrarna är viktigt för många kunder som utnyttjar denna typ av hytt. Därför finns möjligheten att få ett utfällbart steg som förenklar in- och urstigning, utrustad med ett fast övre steg och ett fällbart nedre. Detta är särskilt viktigt för brandmän som bär tung utrustning och därför har svårare att ta sig ur bilen. Det utfällbara steget fälls ut för enkel åtkomst när det behövs och viks in under körning. Detta för att uppfylla lagkrav för fordonsbredd. Tryckluft används för att fälla ut steget och en fjäder används för att fälla in det. Flera fall där problem gällande in- och utfällningsmekanism har påvisats, fälls inte steget ut är det inte möjligt att stiga i och ur hytten. Förbättring av robusthet och pålitlighet behövs genomföras. Examensarbetet ska förbättra instignings- och urstigningsfunktionen och se till att den är robust och pålitlig.Genom att identifiera problemet, upprätta en produktspecifikation och genomföra en grundlig konceptgenerering och utvecklingsprocess har ett slutgiltigt koncept tagits fram. FEM simuleringar gjordes för att kunna verifiera att insteget håller för att kliva på. Resultatet blev ett undre steg, som glider på linjärlager. Detta möjliggör i och urstigning oberoende av i vilket läge steget är. Det gör den mer tillförlitlig än dagens produkt. Glidmekanismen måste testas för att kunna säkerställa dess robusthet. En prototyp har tillverkats för att testa detta.
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Gustafsson, Daniel. "The Systematic Development Process Applied on a Cab Rotation Unit : Pre-study, concept generation, embodiment design, material selection and optimization." Thesis, Karlstads universitet, Fakulteten för hälsa, natur- och teknikvetenskap (from 2013), 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:kau:diva-68651.
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This master thesis studies and applies the systematic development process. The process is initially described in general, creating a template for the process, and later on applied on a real case scenario to show the performance. Finally eventual advantages, drawbacks and suggestions for future improvements are given. The systematic development approach has been performed at Laxå Special Vehicles, who produce truck cabs and special truck chassis for Scania CV AB. The project has focused on the cabs, i.e. the Crew Cabs and the Low Entry. Crew Cabs are extended normal truck cabs, containing four doors to make additional passengers possible, suitable for fire trucks etc. Low Entry is a lowered normal truck cab, lowering the approaching height, making this cab type suitable for city applicable usage where the driver or passengers enter and leave the cab frequently. The task given was to develop the current cab rotation unit to be able to handle both cabs, which from the beginning only could handle the Crew Cabs, called CC28 and CC31. The major goal of this project has been to enable rotation of the Low Entry too. Five phases – pre-study, concept generation, embodiment design, material selection and optimization – were carried out. The pre-study generated a fundamental base of knowledge, according to both the systematic development process and information about the tilt. The concept generation contained a problem degradation, generation of possible solutions and finally an evaluation of these. During the embodiment design the best suited concept was described and developed in detail to allow a suitable material to be selected during the material selection phase. The optimization process consisted of investigating properties according to mechanical strength and stiffness. Two construction solutions to accommodate the mounting points height and length difference between the Crew Cab and the Low Entry were developed. These were a covering plate, called K4, and a mounting plate, called K100, handling the problems occurring for length and height respective. The development process is thus considered to be well operating. It generated a useful result, although possibilities for further improvements exists.Denna masteruppsats studerar och förklarar den systematiska utvecklingsprocessen. Processens olika steg beskrivs inledningsvis generellt, för att sedan appliceras på ett reellt fall för att demonstrera genomförandet. Avslutningsvis ges fördelar, nackdelar och eventuella förbättringsförslag på metoden. Projektet genomfördes på Laxå Special Vehicles som producerar hytter och chassin för fordonstillverkaren Scania. Projektet fokuserade på hytterna som kallas Crew Cab och Low Entry, där den först nämnda är en förlängd hytt med fyra dörrar istället för två. Detta ger mer hyttutrymme, plats för fler passagerare och är därför vanlig i tillämpningar som till exempel brandbilar. Low Entry är en tvådörrarshytt vars insteg är lägre än för vanliga tvådörrarshytter, vilket gör den användbara i stadsnära miljöer där passagerare eller förare ofta lämnar och går in i hytten. Uppgiften som skulle lösas, och därmed målet, var att anpassa en rotationsenehet, även kallad tilt, för även kunna rotera LE. Ursprungligen var den endast anpassad för de två hyttvarianterna av Crew Cab, som kallas CC28 och CC31. Arbetet behandlade fem faser – förstudie, konceptgenerering, designspecificering, materialval och optimering – vilka skulle genomföras för att nå ett användbart resultat. Förstudien fokuserade på att erhålla kunskap om den systematiska utvecklingsprocessen, hur denna skulle genomföras, samt information om hur rotationsenheten fungerade. Konceptgenerering innehöll en problemnedbrytning, konceptskapande och utvärdering av de genererade koncepten. Under designspecificeringen gavs det bästa konceptet/koncepten dimensioner och specificerade funktioner för att under materialvalsprocessen erhålla passande material. Under optimeringsfasen genomfördes analysering och optimering, med avseende på styrka och styvhet. Två konstruktionslösningar utvecklades vilka löste var sitt delproblem som var höjd- och längdskillnad för den bakre monteringspunkten mellan Crew Cab och Low Entry. En omgjord monteringsplatta visade sig lösa höjdskillnaden bäst, kallad K100. Längdskillnaden togs om hand genom att applicera en längre glidskena som skulle täckas av luckor, kallade K4. Eftersom ett väl fungerande resultat erhållits visade den systematiska utvecklingsprocessen sig fungera som efterfrågat men med förbättringspotential.
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Paul, Steffen. "Spritzgußsimulation als Kopplungselement von CAD und CAE." Universitätsbibliothek Chemnitz, 2014. http://nbn-resolving.de/urn:nbn:de:bsz:ch1-qucosa-142037.
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Kjellsson, My, and Malin Larsson. "3D CAD METHODOLOGY PRESTUDY." Thesis, Örebro universitet, Institutionen för naturvetenskap och teknik, 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:oru:diva-69781.
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The report describes a prestudy project for Epiroc Rock Drills AB at the department PLM Solutions. The company consists of a number of divisions thatall work with or are affected by CAD models. PLM Solutions has long seen a need for a common methodologybut due to the priorities of other projects this has been delayed. The purpose of the prestudy was to provide a mapping of the CAD methodology at the company today and also investigate the need for methodology. Based on the mapping, a recommendation was given ofhow PLM Solutions shouldproceed with a major methodology project. The recommendation wastocreate a common overall CAD methodology and take advantage of the already existing methodsin the organization. As the problem was treated as a prestudy, the method of a prestudy model is also the case. The model is general and adapted to fit this particular project. The approach deals with the phases: start-up, background analysis and solutions. The background analysis examines the current situation analysis using models for interviewing techniques. A larger part of the basis for the prestudy rests on interviews with stakeholders. The result is presented based on the same phases that the method consists of. The result is a mapping of the methodology and needs of the divisions, this is also visualized using a SWOT analysis. The results arealso the recommendation and requirements based on the interviews and business case. Continued work should as a suggestion include several more interviews, collecting more material from around the divisions, more detailed calculations and a focus on the departments that are affected by the models.Rapporten avhandlar ett förstudieprojekt för företaget EpirocRock Drills AB på avdelningen PLM Solutions. Företaget består av ett antal divisioner som alla arbetar med eller påverkas av CAD-modeller. PLM Solutions har länge sett ett behov av en gemensam metodik men på grund av prioriteringar av andra projekt har detta dröjt. Förstudiens syfte var att ta fram en kartläggning av den CAD-metodik som finns på företaget idag samt även se vilket behov av metodik som förekommer. Utifrån kartläggningen skulle en rekommendation ges i fråga om hur PLM Solutions skulle gå vidare vid ett större metodikprojekt. Rekommendationen var att skapa en övergripande gemensam CAD metodik och dra nytta av de redan existerande metoderna runt om i verksamheten. I och med att problemet behandlades som en förstudie utgörs också metoden av en förstudiemodell. Modellen är generell och anpassad för att passa just detta projekt. Tillvägagångssättet behandlar faserna uppstart, bakgrundsanalys och lösningar. I bakgrundsanalysen behandlas nulägesanalysen med hjälp av modeller för intervjuteknik. En större del av det underlag förstudien utgörs av, bygger på intervjuer med intressenter. Resultatet presenteras utifrån samma faser som metoden utgörs av. Resultatet består av en kartläggning av den metodik och behov som finns bland divisionerna, detta visualiseras också med hjälp av en SWOT-analys. Resultatet utgörs också av rekommendationen och kravspecifikationen som baseras på de intervjuer som utförts samt affärsfallet. Fortsatt arbetebör förslagsvis inkludera flerintervjuer, samla in mer material fråndivisionerna, mer utförliga beräkningar och ett större fokus på de avdelningar som påverkas av modellerna.
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Barrére, Vincent. "Viability of CREO Simulate : (CAD software’s module) as a thermal simulation software." Thesis, KTH, Flygdynamik, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-261206.
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The analysis of the reliability of CREO simulate will be done step by step. First of all, the precisionof the simulation has to be measured thus a comparison with simple theoretical computations willbe done. Then, the scope of the capacity of the software will be analyzed and if elements deemednecessary to thermal simulations are missing, back up solutions are to be found. Also, the influenceof the meshing will be studied and measured to ensure that the software guarantee convergence evenin the hand of persons unfamiliar with simulations.In parallel, one will experiment with realistic hardware that could be used to compare reality withthe simulations. Those experiments will be handmade using regular materials from the company.
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Sumser, Martin Peter. "Calcium dependence of metabotropic glutamate receptor-mediated CREB phosphorylation in hippocampal CA1 neurons." kostenfrei, 2008. http://mediatum2.ub.tum.de/node?id=645338.
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Daryusi, Ali. "Bedeutung der Kerbwirkung für den Konstrukteur - numerische Berechnungen mit Creo Simulate und didaktische Vermittlung in der CAE-Lehre." Universitätsbibliothek Chemnitz, 2013. http://nbn-resolving.de/urn:nbn:de:bsz:ch1-qucosa-114526.
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Der hier vorliegende Vortrag beschreibt erste Untersuchungsergebnisse mit dem CAE-Programm "Creo Simulate" im Vergleich zum Programm "Ansys Workbench" zur Berechnung der Spannungsformzahlen sowie der örtlichen Kerbspannungen an gekerbten Konstruktionselementen. Der Vortrag beginnt mit einer Einleitung zur Geschichte der Kerbwirkungsforschung. Es werden Schadensfälle dargestellt und anschließend die Grundlagen zur Berechnung der Form- und Kerbwirkungszahlen kurz beschrieben. Es wird fortgesetzt mit der Durchführung von Konvergenz-Untersuchungen an Vollwellen mit SR-Nuten nach DIN 471 sowie an Vollwellen mit Absatz nach DIN 743 bei Zug- und Torsionsbelastung. Die Konvergenz-Berechnungsergebnisse wurden zusammengestellt und kurz kommentiert. Weiterhin wurden FE-Berechnungen zur Bestimmung der Spannungsformzahlen an Hohlwellen mit Absatz sowie an Vollwellen mit einer Kerbüberlagerung "Absatz und Querbohrung" bei Zug-, Biege, und Torsionsbelastung durchgeführt. Es wurden entsprechende Formzahldiagramme und Formzahlwerte sowie Spannungsverteilungsbilder je nach Belastungsart und Vergleichsspannungshypothese (GEH bzw. NSH) angegeben. Eine Möglichkeit zur Herabsetzung der Kerbwirkung an der kritischen Kerbstelle besteht in der absichtlichen Anwendung von Zusatzkerben, welche der Hauptkerbe benachbart sind. Derartige Entlastungskerben können zwar eine bedeutende Spannungsverminderung an der gefährdeten Stelle ergeben, an den Entlastungskerben entstehen jedoch neue Spannungsspitzen, die sich u. U. ungünstig auswirken. Zur Milderung von Kerbwirkungen durch konstruktive Entlastungskerben wurden exemplarische FEM-Untersuchungen an Vollwellen mit Absatz und an Kerbzahnwellen nach DIN 5481 bei Zug-, Biege- und Torsionsbelastung ausgeführt. Die Einflüsse der rechteckigen Form der Entlastungsnut auf die Formzahlen je Belastungsart wurden präsentiert und kurz diskutiert. Ebenfalls wurden auch die Kerbwirkungen an Evolventen-Zahnwellenverbindungen nach DIN 5480 mit freiem Auslauf und mit gebundenem Auslauf sowie mit Sicherungsringnuten nach DIN 471 untersucht, mit dem Ziel, den Ort der Spannungsmaxima und deren Verteilung, die Höhe der Kerbspannungen und den Einfluss der Sicherungsringnut auf die Spannungsüberhöhungen in den kritischen Bereichen zu erfassen. Es wurden zusätzlich weitere FE-Untersuchungen zu den Spannungsüberhöhungen an komplexen Gussbauteilen am Beispiel eines Planetenträgers für Planetengetriebe im Einatzbereich der Windkraftanlagen realisiert. Die Festlegung der Randbedingungen wurde kurz präsentiert und die sich daraus ergebenden Ergebnisse dargestellt.
In diesem Vortrag wurde auch die Entwicklung eines neuen didaktischen Konzepts für die Konstruktionsausbildung zur Verbesserung der Präsentationskompetenz und Teamfähigkeit der Studierenden kurz beschrieben und über erste Erfahrungen aus der Umsetzung in die Lehrveranstaltung "CAD/CAE" berichtet. Die Studierenden erarbeiten in nach der Rundlitzenseilmethode strukturierten Gruppen unter Berücksichtigung der heterogenen Umgebung numerische Lösungen zu Variantenrechnungen von Aufgaben. Die Studierenden präsentieren ihre Ergebnisse in Form von 100-Sekunden-Vorträgen.
Bei der Entwicklung dieser Methode lässt man sich durch den Karatesport inspirieren. Es wurden verschiedene Kriterien zur Bewertung der Micro-Präsentationen festgelegt und angewandt. Erste Erfahrungen mit der Umsetzung dieser Methodenkombination sind erfolgversprechend. Eine detaillierte statistisch-psychologische Evaluation dieses didaktischen Konzepts ist Ziel weiterführender Untersuchungen.
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Pietsch, Karsten, and Nikolaos Lengas. "Statistische Tolerierung mit der Multiziel - Konstruktionsstudie und flexiblen parametrischen Komponenten im CAD-System Creo." Technische Universität Chemnitz, 2019. https://monarch.qucosa.de/id/qucosa%3A34094.
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Bei der Fertigung mechatronischer Produkte in den vielfältigen Industriebranchen, wie der
Medizintechnik, dem Maschinen- und Automobilbau etc., bestehen stets erhöhte
Qualitätsansprüche, um Funktionalität, Herstellbarkeit, Kosten und weitere produktbedingte
Aspekte zu gewährleisten.
Infolgedessen hat das Toleranzmanagement erheblich an Bedeutung gewonnen. Die Art und
Weise der Toleranzfestlegung im Entwicklungsprozess eines Produktes stellt einen wesentlichen
Bestandteil der Produktbeschreibung dar und hat eine signifikante Auswirkung auf die Optimierung
der Funktion, der Kosten oder der Herstellprozesse.
Die Funktion der mechatronischen Produkte stützt sich auf mechanische, thermische oder auch
z. B. elektromagnetische Eigenschaften. Somit sollen diese physikalischen Abhängigkeiten neben
der rein geometrischen Toleranzanalyse mitberücksichtigt und untersucht werden.
Ein Toleranzmodell für die funktionelle nichtlineare Maßkette wird anhand der Identifikation der
wesentlichen Produktmerkmale aufgestellt und erfasst die wichtigsten Beitragsleister.
Dabei handelt es sich um eine physikalische Maßkette, die auch Materialeigenschaften wie z. B.
Reibwerte, E-Modul und Temperaturlängenausdehnungskoeffizienten berücksichtigen kann.
Auf Basis der Ergebnisse von finiten Elemente Analysen (FEA) in Creo Simulate können flexible
Bauteile erstellt werden, die zur Aufstellung eines parametrischen Toleranzmodells verwendet
werden können. Die Multiziel-Konstruktionsstudie, die Creo anbietet, ist dann in der Lage, die
festgelegten Parameter je nach Anforderung statistisch zu variieren, wobei das jeweilige Modell
sich dank seiner Definition anhand der flexiblen Bauteile analog zu den FEA – Ergebnissen
verformt. Auf diese Weise kann die funktionelle Maßkette in dem gezeigten Beispiel die Öffnerkraft
eines elektromechanischen Relais bestimmt und dementsprechend die Produktbeschreibung
optimiert werden. Anschließend soll die durchgeführte Konstruktionsstudie in dem CAD-System
Creo mit weiteren Toleranzsimulationsprogrammen wie z. B. Cetol von Sigmetrix verglichen und
validiert werden.
Das entwickelte Methodische Tolerieren kann in der CAD-integrierten modellbasierten
Prozesskette in der virtuellen Produktentwicklung verwendet werden.
Damit ist eine effiziente Kommunikationsschnittstelle zwischen den Abteilungen der Konstruktion
und der Simulation geschaffen.
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Lagoudakis, Laura. "Ca2+ et régénération du foie : impact de la signalisation calcique intracellulaire sur la prolifération hépatocytaire." Paris 6, 2009. http://www.theses.fr/2009PA066471.
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LE FOIE possède une capacité exceptionnelle à régénérer à la suite d’une lésion induite soit chirurgicalement soit par des agents toxiques. Parmi les agonistes impliqués dans le processus régénératif, nombreux sont ceux qui mobilisent le calcium (Ca2+) intracellulaire, sans que l’impact physiologique de cette voie de signalisation soit déterminé. Pour l’étudier, nous avons interféré in vivo avec la signalisation calcique par transfert de gène grâce à un vecteur adénoviral. La parvalbumine (PV), une protéine tamponnant le Ca2+, a été adressée sélectivement dans le cytosol ou le noyau des hépatocytes, et la régénération du foie a été analysée après hépatectomie partielle (Hx) chez le rat. Nous avons ainsi mis en évidence un ralentissement de la régénération hépatique chez les animaux exprimant la PV cytosolique (PV-NES-DsR). En effet, nous avons observé, après Hx, un retard dans la prise de poids du foie ainsi que dans la progression des hépatocytes dans le cycle cellulaire. Ce retard était associé à une transcription altérée du gène précoce c-fos, fortement impliqué dans le démarrage du processus régénératif, ainsi que des gènes des cyclines E et A et la kinase associée cdk2. Nous avons également observé un retard d’activation de la voie ERK 1/2, impliquée dans la prolifération hépatocytaire au cours de la régénération, et connue pour sa dépendance vis-à-vis du Ca2+. Une moindre activation de la réponse cytokinique a également été observée après Hx chez les animaux PV-NES-DsR, dont les mécanismes restent à préciser. Par ailleurs, nous avons observé in vitro, sur des cultures primaires d’hépatocytes exprimant PV-NES-DsR, un retard de prolifération et mis en évidence une altération de la phosphorylation de CREB, un facteur de transcription activé par le Ca2+. Ces résultats nous indiquent que le calcium cytosolique régule de manière positive la régénération hépatique. Des résultats préliminaires après expression nucléaire de la PV (PV-NLS-DsR) dans les hépatocytes, in vivo et in vitro, indiquent que le tamponnement du Ca2+ dans ce compartiment conduit à l’apoptose des hépatocytes. L’ensemble de ces données indiquent que la signalisation calcique contribue à réguler les processus de croissance et de survie hépatocytaire.
Books on the topic "Crew Cab"
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Davis, Sonia. Yes, you can be cabin crew!: The perfect springboard to a new career as a cabin crew member. Hounslow, Middlesex: Ready to Fly Ltd., 2005.
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Only God can own the land: The Attawapiskat Cree. Toronto: Pearson Prentice Hall, 2004.
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1953-, Cummins Bryan David. "Only God can own the land": The Attawapiskat Cree. Toronto, ON: Prentice Hall, 2003.
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Thomas, H. Nigel. How loud can the village cock crow?: And other stories. St-Laurent, Quebec: AFO Entreprises, 1995.
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Köhler, Peter, ed. CAD-Praktikum für den Maschinen- und Anlagenbau mit PTC Creo. Wiesbaden: Springer Fachmedien Wiesbaden, 2016. http://dx.doi.org/10.1007/978-3-658-15389-2.
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Office, General Accounting. Human factors: FAA's guidance and oversight of pilot crew resource management training can be improved : report to Congressional requesters. Washington, D.C. (P.O. Box 37050, Washington, D.C. 20013): The Office, 1997.
Find full textBook chapters on the topic "Crew Cab"
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Kahveci, Erol, and Theo Nichols. "The World(s) of Car Carrier Crews." In The Other Car Workers, 79–98. London: Palgrave Macmillan UK, 2006. http://dx.doi.org/10.1057/9780230209381_4.
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Köhler, Peter. "Die Benutzerschnittstelle des CAD-Systems." In CAD-Praktikum für den Maschinen- und Anlagenbau mit PTC Creo, 3–22. Wiesbaden: Springer Fachmedien Wiesbaden, 2016. http://dx.doi.org/10.1007/978-3-658-15389-2_2.
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Köhler, Peter. "Baugruppenmodellierung." In CAD-Praktikum für den Maschinen- und Anlagenbau mit PTC Creo, 139–76. Wiesbaden: Springer Fachmedien Wiesbaden, 2016. http://dx.doi.org/10.1007/978-3-658-15389-2_5.
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Köhler, Peter. "Einführung." In CAD-Praktikum für den Maschinen- und Anlagenbau mit PTC Creo, 1–2. Wiesbaden: Springer Fachmedien Wiesbaden, 2016. http://dx.doi.org/10.1007/978-3-658-15389-2_1.
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Köhler, Peter. "Modellreferenzen." In CAD-Praktikum für den Maschinen- und Anlagenbau mit PTC Creo, 23–61. Wiesbaden: Springer Fachmedien Wiesbaden, 2016. http://dx.doi.org/10.1007/978-3-658-15389-2_3.
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Köhler, Peter. "Bauteilmodellierung." In CAD-Praktikum für den Maschinen- und Anlagenbau mit PTC Creo, 63–138. Wiesbaden: Springer Fachmedien Wiesbaden, 2016. http://dx.doi.org/10.1007/978-3-658-15389-2_4.
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Köhler, Peter. "Unterstützung der Produktdokumentation." In CAD-Praktikum für den Maschinen- und Anlagenbau mit PTC Creo, 177–212. Wiesbaden: Springer Fachmedien Wiesbaden, 2016. http://dx.doi.org/10.1007/978-3-658-15389-2_6.
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Köhler, Peter. "Arbeitstechniken zur Produktoptimierung." In CAD-Praktikum für den Maschinen- und Anlagenbau mit PTC Creo, 213–64. Wiesbaden: Springer Fachmedien Wiesbaden, 2016. http://dx.doi.org/10.1007/978-3-658-15389-2_7.
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Köhler, Peter. "Anwendungsbeispiele." In CAD-Praktikum für den Maschinen- und Anlagenbau mit PTC Creo, 265–356. Wiesbaden: Springer Fachmedien Wiesbaden, 2016. http://dx.doi.org/10.1007/978-3-658-15389-2_8.
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Sampson, Helen. "The Rhythms of Shipboard Life: Work, Hierarchy, Occupational Culture and Multinational Crews." In The World of the Seafarer, 87–98. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-49825-2_8.
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AbstractSeveral words repeatedly crop up when you ask a seafarer working in the international cargo fleet to describe a life at sea: ‘boring’, is one; ‘lonely’ is another; and the word ‘sacrifice’ is used very frequently as well. Most contemporary seafarers are recruited from developing economies where well-paid opportunities for work ashore are scarce and, if they can be found at all, are only available to highly skilled or qualified personnel. As a result, the money that can be earned at sea by both officers and ratings is often unparalleled and this encourages people to seek work as a seafarer when they are young. It also keeps many of them coming back to sea as they get older (as described so vividly by Baum-Talmor in Chap. 10.1007/978-3-030-49825-2_5) despite having come to grips with some of the rather unglamorous aspects of the job.
Conference papers on the topic "Crew Cab"
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Novotny, Roger. "International Design of A Midsize Crew Cab Truck." In 1996 SAE International Truck and Bus Meeting and Exposition. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1996. http://dx.doi.org/10.4271/962194.
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Gertler, Judith B., James Carter, and Swamidas Punwani. "Design of an Emergency Egress System for Locomotive Cabs." In ASME 2003 International Mechanical Engineering Congress and Exposition. ASMEDC, 2003. http://dx.doi.org/10.1115/imece2003-55006.
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Improving the survivability of a locomotive crew in the event of an accident has been a concern of the Federal Railroad Administration in the past decade. Locomotive crashes can injure the crew as well as deform the locomotive cab. Exiting from a deformed cab can be difficult, particularly for injured crewmembers. Egress becomes an even greater challenge if the locomotive is toppled. From an initial list of emergency egress concepts, the following three were chosen for further development: 1) hand/footholds to aid climbing inside a toppled locomotive, 2) roof-mounted escape hatch, and 3) externally removable windshield. As the potential users of the egress system, train crews and emergency rescue workers were interviewed to provide feedback on the design concepts. Focus groups with locomotive engineers and conductors provided information about train crew perceptions of the three concepts. Interviews with rescue personnel provided a perspective on the concerns of emergency rescue operations. Based on the user feedback, the roof-mounted escape hatch with hand/footholds was selected as the preferred concept. Construction of a system mockup facilitated evaluation of this concept. The utility of the overall concept was evaluated using untrained personnel in the full-scale mockup of a toppled road locomotive cab. A preliminary examination of the cost implications of incorporating the hatch system into new locomotives indicated that the initial engineering costs, rather than the recurring manufacturing costs, are the issue. As such, the overall cost for implementing the hatch is likely to be low.
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Harrigan, Timothy P., Gopal Samavedam, and S. K. Punwani. "A New Approach for Noise and Vibration Control in Locomotive Cabs." In ASME 2007 Rail Transportation Division Fall Technical Conference. ASMEDC, 2007. http://dx.doi.org/10.1115/rtdf2007-46011.
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Noise and vibrations in locomotive cabs can significantly affect crew performance and cause long-term ailments, such as hearing loss, fatigue, and low back pain. Methods to reduce noise and vibrations have been implemented for the high frequency range but resulted in low frequency resonances. These resonances can exacerbate low frequency vibrations (<0.5 Hz), which can cause motion sickness. In addition, a tonal noise exists in the 50 to 200 Hz frequency range, which is more annoying than broadband noise, and which is not addressed in current noise reduction methods based on A-weighted noise metrics. To reduce vibration, the innovative approach proposed here will consider isolating only the floor of the cab rather than the whole cab as was previously reported in the literature. The isolation is achieved using nonlinear springs and dampers that provide isolation at high frequencies while avoiding resonances at low frequencies. The smaller inertia of the floor, controls, and crew, as compared to the entire cab, makes the necessary components much less expensive. To reduce the tonal noise in the range 50 to 200 Hz, active noise control is used in the vicinity of the crew seats. Analyses have shown that this new approach is very promising, and demonstrations are planned for mockups of locomotive cabs.
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Ahmadian, Mehdi. "On the Challenges of Quieting a Freight Locomotive Cab Interior." In ASME 2003 International Mechanical Engineering Congress and Exposition. ASMEDC, 2003. http://dx.doi.org/10.1115/imece2003-55391.
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The primary purpose of this paper is to discuss some of the challenges—both from an engineering standpoint and economically—facing the railway industry in improving the noise and vibration characteristics in locomotive cabs. To this end, we will first establish the vibration characteristics of a typical locomotive cab used in freight locomotives in North America. Next, we will evaluate the effect of separating the cab structure from the reminder of the locomotive structure by elastomeric mounts. This cab configuration is commonly referred to as “soft-mounted cab,” in contrast to a “hard-mounted cab,” which is rigidly attached to the remainder of the locomotive structure. The structural dynamics of a production locomotive cab is studied in a laboratory environment. The cab is excited by a hydraulic actuator, in a manner closely resembling field inputs. After establishing the baseline vibrations of the cab, the study presents the results of vibration tests for the soft mounted cab. A comparison between the hard-mounted and soft-mounted cabs indicate that soft mounting the locomotive cab can result in substantial noise and vibration reduction at all locations in the cab, and therefore provide: • more crew comfort, • less equipment damage, and • manufacturing cost savings. The paper will also discuss the effect of the measures that are needed for quieting the cab, such as soft mounting it, on the locomotive manufacturers from an engineering and business perspective.
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Gordon, Jeffrey, Florentina M. Gantoi, Som P. Singh, and Anand Prabhakaran. "Development of a Secondary Impact Protection System (SIPS) for Locomotive Crew." In 2018 Joint Rail Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/jrc2018-6199.
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In this study, a Secondary Impact Protection System (SIPS) consisting of an airbag and a deformable knee bolster for use on a modern freight locomotive was developed and tested. During rail vehicle collisions, a modern locomotive designed to current crashworthiness requirements should provide sufficient survival space to the engineer in cab. However, without additional protection against secondary impacts, a locomotive engineer could be subjected to head, neck, and femur injuries that exceed the limits specified in the Federal Motor Vehicle Safety Standards (FMVSS 208). The SIPS study aimed to design a system that would control these injuries within the limiting criteria. Simulation results for the design concept showed that it would meet the FMVSS 208 criteria for the head, neck, chest, and femur, injuries and continuing to meet all existing functional requirements of the locomotive cab. A sled testing of the prototype showed that to optimize the SIPS, further airbag design modifications, characterization and testing are required.
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Durrani, Samiullah K., Judith B. Gertler, and S. K. (John) Punwani. "Emergency Response Training for Locomotive Accidents." In ASME 2012 Rail Transportation Division Fall Technical Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/rtdf2012-9436.
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Proper training of emergency responders is essential to safely and effectively respond to a train accident. While there are several existing programs that address training with respect to passenger trains and hazardous materials, training focused on rescuing entrapped crew members from the locomotive cab is lacking. To address this need, the Federal Railroad Administration is sponsoring QinetiQ North America to develop a multi-modal training program to better prepare firefighters to respond to locomotive-involved accidents. The training emphasis is on freight locomotive crew rescue and encompasses three main topics: 1. locate the scene of the incident, 2. access the interior of the cab to rescue personnel, and 3. maintain scene safety. One of the challenges involved in developing this program is the deficiency of knowledge with respect to the tools and techniques that should be utilized in locomotive rescue operations. For this, QNA conducted structural analysis of locomotive cabs and experiments with rescue tools on locomotives. The experiments involved fire rescue personnel and rescue tool manufacturers. Tools ranging from a standard Halligan bar to specialized tools such as hydraulic cutters were tested for effectiveness, speed, and safety. This paper discusses the experimental methodology and lessons learned.
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Kollmeyer, Phillip J., Will Lamb, Larry W. Juang, James D. McFarland, T. M. Jahns, and B. Sarlioglu. "Design of an electric powertrain for a Ford F150 crew cab truck utilizing a lithium battery pack and an interior PM synchronous machine drive." In 2012 IEEE Transportation Electrification Conference and Expo (ITEC). IEEE, 2012. http://dx.doi.org/10.1109/itec.2012.6243511.
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Parida, Basant K., W. John Kidd, and Swamidas Punwani. "Innovative Design of Secondary Emergency Egress Systems for Railroad Locomotives." In ASME 2004 International Mechanical Engineering Congress and Exposition. ASMEDC, 2004. http://dx.doi.org/10.1115/imece2004-61876.
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In a locomotive cab structural damage due to collision, derailment or rollover may often block the normal egress routes. These situations require suitable emergency egress systems that provide access both from interior by the crew and from exterior by the rescue team. After incorporation of a removable roof hatch as the primary egress system, a removable windshield and emergency hinge release of the rear door were selected as potential secondary emergency egress alternatives. Simple innovative concepts and cost-effective hardware systems have been developed at Foster-Miller laboratories and installed on mockup assemblies to provide viable solutions to the above two secondary egress systems. Proof of concept demonstration and functionality evaluation were successfully carried out. This paper presents the salient design features and functional evaluation of these novel emergency egress concepts. Feasibility of incorporating these secondary egress systems into new railroad locomotive cab design is briefly discussed.
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Tyrell, David, Karina Jacobsen, Eloy Martinez, and A. Benjamin Perlman. "Train-to-Train Impact Test of Crash Energy Management Passenger Rail Equipment: Structural Results." In ASME 2006 International Mechanical Engineering Congress and Exposition. ASMEDC, 2006. http://dx.doi.org/10.1115/imece2006-13597.
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On March 23, 2006, a full-scale test was conducted on a passenger rail train retrofitted with newly developed cab end and non-cab end crush zone designs. This test was conducted as part of a larger testing program to establish the degree of enhanced performance of alternative design strategies for passenger rail crashworthiness. The alternative design strategy is referred to as crash energy management (CEM), where the collision energy is absorbed in defined unoccupied locations throughout the train in a controlled progressive manner. By controlling the deformations at critical locations the CEM train is able to protect against two dangerous modes of deformation: override and large-scale lateral buckling. The CEM train impacted a standing locomotive-led train of equal mass at 31 mph on tangent track. The interactions at the colliding in Interface and between coupled interfaces performed as expected. Crush was pushed back to subsequent crush zones and the moving passenger train remained in-line and upright on the tracks with minimal vertical and lateral motions. The added complexity associated with this test over previous full-scale tests of the CEM design was the need to control the interactions at the colliding interface. between the two very different engaging geometries. The cab end crush zone performed as intended because the locomotive coupler pushed underneath the cab car buffer beam, and the deformable anti-climber engaged the uneven geometry of the locomotive anti-climber and short hood. Space was preserved for the operator as the cab end crush zone collapsed. The coupled interfaces performed as predicted by the analysis and previous testing. The conventional interlocking anti-climbers engaged after the pushback couplers triggered and absorbed the prescribed amount of energy. Load was transferred through the integrated end frame, and progressive controlled collapsed was contained to the energy absorbers at the roof and floor level. The results of this full-scale test have clearly demonstrated the significant enhancement in safety for passengers and crew members involved in a push mode collision with a standing locomotive train.
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McCafferty, Denise B., and Kevin P. McSweeney. "Crew Habitability on Offshore Installations: Comprehensive Guidance." In ASME 2002 21st International Conference on Offshore Mechanics and Arctic Engineering. ASMEDC, 2002. http://dx.doi.org/10.1115/omae2002-28317.
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In order to meet energy needs the search for oil and gas has led into deeper and deeper water. With installations located farther from shore, the length of stay aboard for crews could also increase. Long stays offshore can challenge crew mental and physical fitness levels which may impact productivity, performance, and safety. To maintain appropriate fitness levels, crews must be provided with properly designed accommodations and workspaces with favorable ambient environmental factors. ABS has developed a comprehensive guide that integrates human factors, ergonomics, and habitability data with accommodations design criteria. The subject of this paper is the production of such a guide, the ABS Guide for Crew Habitability on Offshore Installations, it’s criteria and measurement methodologies.
Reports on the topic "Crew Cab"
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Massip, Francesc. La litúrgia dramatitzada a la Seu de Mallorca: el cas del ‘Davallament de la Creu’. Edicions de la Universitat de Lleida, 2019. http://dx.doi.org/10.21001/scriptura.2019.26.01.
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Holland, Darren, and Nazmina Mahmoudzadeh. Foodborne Disease Estimates for the United Kingdom in 2018. Food Standards Agency, January 2020. http://dx.doi.org/10.46756/sci.fsa.squ824.
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In February 2020 the FSA published two reports which produced new estimates of foodborne norovirus cases. These were the ‘Norovirus Attribution Study’ (NoVAS study) (O’Brien et al., 2020) and the accompanying internal FSA technical review ‘Technical Report: Review of Quantitative Risk Assessment of foodborne norovirus transmission’ (NoVAS model review), (Food Standards Agency, 2020). The NoVAS study produced a Quantitative Microbiological Risk Assessment model (QMRA) to estimate foodborne norovirus. The NoVAS model review considered the impact of using alternative assumptions and other data sources on these estimates. From these two pieces of work, a revised estimate of foodborne norovirus was produced. The FSA has therefore updated its estimates of annual foodborne disease to include these new results and also to take account of more recent data related to other pathogens. The estimates produced include: •Estimates of GP presentations and hospital admissions for foodbornenorovirus based on the new estimates of cases. The NoVAS study onlyproduced estimates for cases. •Estimates of foodborne cases, GP presentations and hospital admissions for12 other pathogens •Estimates of unattributed cases of foodborne disease •Estimates of total foodborne disease from all pathogens Previous estimates An FSA funded research project ‘The second study of infectious intestinal disease in the community’, published in 2012 and referred to as the IID2 study (Tam et al., 2012), estimated that there were 17 million cases of infectious intestinal disease (IID) in 2009. These include illness caused by all sources, not just food. Of these 17 million cases, around 40% (around 7 million) could be attributed to 13 known pathogens. These pathogens included norovirus. The remaining 60% of cases (equivalent to 10 million cases) were unattributed cases. These are cases where the causal pathogen is unknown. Reasons for this include the causal pathogen was not tested for, the test was not sensitive enough to detect the causal pathogen or the pathogen is unknown to science. A second project ‘Costed extension to the second study of infectious intestinal disease in the community’, published in 2014 and known as IID2 extension (Tam, Larose and O’Brien, 2014), estimated that there were 566,000 cases of foodborne disease per year caused by the same 13 known pathogens. Although a proportion of the unattributed cases would also be due to food, no estimate was provided for this in the IID2 extension. New estimates We estimate that there were 2.4 million cases of foodborne disease in the UK in 2018 (95% credible intervals 1.8 million to 3.1 million), with 222,000 GP presentations (95% Cred. Int. 150,000 to 322,000) and 16,400 hospital admissions (95% Cred. Int. 11,200 to 26,000). Of the estimated 2.4 million cases, 0.9 million (95% Cred. Int. 0.7 million to 1.2 million) were from the 13 known pathogens included in the IID2 extension and 1.4 million1 (95% Cred. Int. 1.0 million to 2.0 million) for unattributed cases. Norovirus was the pathogen with the largest estimate with 383,000 cases a year. However, this estimate is within the 95% credible interval for Campylobacter of 127,000 to 571,000. The pathogen with the next highest number of cases was Clostridium perfringens with 85,000 (95% Cred. Int. 32,000 to 225,000). While the methodology used in the NoVAS study does not lend itself to producing credible intervals for cases of norovirus, this does not mean that there is no uncertainty in these estimates. There were a number of parameters used in the NoVAS study which, while based on the best science currently available, were acknowledged to have uncertain values. Sensitivity analysis undertaken as part of the study showed that changes to the values of these parameters could make big differences to the overall estimates. Campylobacter was estimated to have the most GP presentations with 43,000 (95% Cred. Int. 19,000 to 76,000) followed by norovirus with 17,000 (95% Cred. Int. 11,000 to 26,000) and Clostridium perfringens with 13,000 (95% Cred. Int. 6,000 to 29,000). For hospital admissions Campylobacter was estimated to have 3,500 (95% Cred. Int. 1,400 to 7,600), followed by norovirus 2,200 (95% Cred. Int. 1,500 to 3,100) and Salmonella with 2,100 admissions (95% Cred. Int. 400 to 9,900). As many of these credible intervals overlap, any ranking needs to be undertaken with caution. While the estimates provided in this report are for 2018 the methodology described can be applied to future years.
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Crab fishing vessel capsizes and one crew member drowns. U.S. Department of Health and Human Services, Public Health Service, Centers for Disease Control and Prevention, National Institute for Occupational Safety and Health, June 2020. http://dx.doi.org/10.26616/nioshsface16or007.
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