Relevant bibliographies by topics / Standing passengers

Contents

  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers

Academic literature on the topic 'Standing passengers'

Author: Grafiati
Published: 4 June 2021
Last updated: 6 February 2022

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Journal articles on the topic "Standing passengers"

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Peng, Yong, Tuo Xu, Lin Hou, Chaojie Fan, and Wei Zhou. "An Investigation of Dynamic Responses and Head Injuries of Standing Subway Passengers during Collisions." Applied Bionics and Biomechanics 2018 (September 2, 2018): 1–13. http://dx.doi.org/10.1155/2018/1096056.

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With the development of the subway and the pressing demand of environmentally friendly transportation, more and more people travel by subway. In recent decades, the issues about passenger passive safety on the train have received extensive attention. In this research, the head injury of a standing passenger in the subway is investigated. Three MADYMO models of the different standing passenger postures, defined as baseline scenarios, are numerically set up. HIC15values of passengers with different postures are gained by systematic parametric studies. The injury numerical simulation results of various scenarios with different friction coefficients, collision acceleration, standing angle, horizontal handrail height, and ring handrail height are analyzed. Results show that the horizontal handrail provides better protection in the three different standing passenger postures. Different friction coefficients and the standing angle have great impact on the head injuries of passengers in three different scenarios. The handrail height also has some effects on head injury of passengers with different standing postures, so it is necessary to be considered when designing the interior layout of the subway. This study may provide guidance for the safety design of the subway and some advices for standing subway passengers.
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Moraes, Clélia. "Aircraft passenger comfort evaluation: sitting and standing passengers in commercial cabin." E3S Web of Conferences 111 (2019): 01046. http://dx.doi.org/10.1051/e3sconf/201911101046.

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This research investigates the evaluation of passenger comfort during a cruise airplane trip. The flow fields in the comfort design in commercial aircraft create contour conditions for the diffusers, cabinets and geometry cabin, responsible for providing a healthy environment to the passengers. The objective of this work is to characterize the airflow by measuring the velocity field and the air temperature inside the cabin. Based on the actual data, a computational fluid dynamics (CFD) analysis was performed using the Autodesk programming language for the simulations, in order to obtain information about the possible standards of easy and seated comfort for the passengers. The results of particle dispersion in the cockpit showed great influence of the ventilation system and the location in the aircraft where people generate the particles. Based on these results, the internal layout of the BWB2 airplane, also known as “Flying Wing” was projected. The projected cabin furniture features ventilation in order to attend the passenger’s need in flight. It is noted that the incipient individualization of the passenger’s thermal comfort configures one of the biggest problems faced by the airlines. Consequently, It is a possible differential for competition between airlines.
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Ponkratov, D. "FORMALIZATION OF THE RELATIONSHIP BETWEEN PUBLIC TRANSIT CROWDING INDICATORS." Municipal economy of cities 3, no. 156 (July 1, 2020): 29–34. http://dx.doi.org/10.33042/2522-1809-2020-3-156-29-34.

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Urban public transport ensures a high level of service for its users. Despite the challenges of comprehensiveness of the measurement of the level of transport service, the one of the most important unit assessment is in-vehicle crowding level. Excessive crowding level of the vehicle compartment causes passengers feeling uncomfortable during trip. Consequently, the crowding level is a factor, should be rationing. Assessment of in-vehicle crowding level observing using different indicators which have variation in units of measurement, descriptive properties, circumstances of apply, etc. Simultaneously, it makes it harder to assess and compare conditions of public transit according to occupancy rate, via dissimilar measures of its value, as well during the observation, as well as the address the challenges of urban public transport organization. In view of the above-mentioned, formalization of the relationship between the crowding indicators in urban public transport is a pressing task that needs to be addressed. The research presents the relationship between these in-vehicle crowding level: the passengers density per sq. m of the vehicle’s floor intended for standing passengers (passenger density) The floor area of the vehicle intended for single standing passengers; load factor which is defined as the ratio of the number of passengers in the cabin of the vehicle to its capacity; load factor is defined as the ratio of the number of passengers in the cabin of the vehicle to the number of seats. The relationship between considering indicators of occupancy rates of vehicles have been established. Its value is entirely determined via dependencies of the ratio of seats in the passenger capacity of vehicles and the passenger density at which its was found. Further research is focused on the application of the proposed dependencies in solving the problems of rationing the public transit crowding level and assessing the influence of the occupancy rate on the passenger’s route choice decisions. Keywords: public transit, passenger transportation, vehicle capacity, in-vehicle crowding level, load factor.
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Wu, Qi Bing, Feng Chen, Ji Ping Fang, Ou Yang Liu, Chang Liu, and Qing Sheng Zhai. "Investigation and Study of the Law of Passenger Distribution in One Carriage of Subway in Beijing." Applied Mechanics and Materials 361-363 (August 2013): 2083–87. http://dx.doi.org/10.4028/www.scientific.net/amm.361-363.2083.

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The characteristics of passengers standing-position choice and the factors that have effects on passenger distribution are analyzed. According to the investigation results, the disproportion of passenger distribution in one subway carriage is confirmed. The curves about the standing passenger density (from 0-6p/m2) and the passenger number that use different facilities on Line 4 and Line 13 of Beijing Subway are fitted by means of the linear regression theory. Then, the equations of the curves are able to predict the passenger distribution under the situations of different standing passenger densities. After comparing the predicted values with the investigated values, the feasibility of the model is validated accordingly.
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Hartantyo, Sugeng Dwi, and Hammam Rofiqi Agustapraja. "ANALISA KINERJA KA KOMUTER SURABAYA – LAMONGAN." UKaRsT 2, no. 2 (November 15, 2018): 9. http://dx.doi.org/10.30737/ukarst.v2i2.268.

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The operation of commuter trains is preferred for the middle to lower class. But in fact the prospective commuter train passenger complains of comfort in this case relating to the number of seats and standing places available. The discussion in this final project is to analyze the comfort of the seats and stands that have been set, to analyze the capacity of operational vehicle KA commuter Surabaya-Lamongan, to answer the problem then conducted research on KA commuter and related institution. from the result of analysis got value of seat comfrot (r) = 0,4 m2 / space and standing comfrot value (σ) = 0,87mm2 / space the total capacity of one set of KA commuter (Cv) trains is 312 passengers while, the total seating capacity for a series of KA commuter is 248 passengers. Average load facor (lf) is 0,51.Keywords: Commuter Train, Performance, capacity, comfort level
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Herrera, I., H. Su, and Stefan Kaczmarczyk. "Investigation into the Damping and Stiffness Characteristics of an Elevator Car System." Applied Mechanics and Materials 24-25 (June 2010): 77–82. http://dx.doi.org/10.4028/www.scientific.net/amm.24-25.77.

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Modelling the dynamic performance of an elevator car system represents a complex task and forms an important step in the elevator system design procedure. The need to consider the behaviour of passengers travelling in the car complicates the procedure further. This paper presents an original approach to identify the stiffness and damping characteristics of an elevator car system. A simplified model is developed and the experimental rig with a rectangular elevator platform fixed on the top of four silent blocks attached to a shaker is setup. The transmissibility measurements are carried out with a harmonic excitation applied first to a platform with no passenger load and then to the platform with one passenger within the frequency range of 1 – 20 Hz. A single person standing on the platform is employed in order to assess the passenger’s contribution to the dynamic behaviour of the elevator car system. The curve fitting technique implemented in MATLAB is used to determine the damping and stiffness coefficients both for the empty car system and the car-passenger system. Investigation on the tolerances for both parameters is carried out. An approach to simplify the experimental procedure and to reduce the number of individual tests is proposed.
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Nasution, Zainal Fikri, Isnaini Isnaini, and Sri Hidayani. "Perlindungan Hukum terhadap Pengguna Jasa Angkutan Umum pada Dinas Perhubungan Kota Medan." Jurnal Ilmiah Penegakan Hukum 4, no. 1 (January 13, 2019): 25. http://dx.doi.org/10.31289/jiph.v4i1.1948.

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<h1><em>Legal Protection on The Users of Public Transport Services in Medan City Transportation Office</em></h1><h1>Abstract</h1><h1>Legal protection is any effort that guarantees legal certainty to provide protection to passengers or consumers who use the services of business people to protect them from things they do not want. Public Transportation is one of the transportation media used by the community together by paying tariffs. The purpose of this study was to determine the legal standing of public transport passengers and their protection in accordance with Law No.22 of 2009 concerning Road Traffic and transportation. The type of writing in this study is Normative, namely a process to find a rule of law, legal principles, and legal doctrines in order to answer the legal issues at hand. Public Transport Companies are responsible for losses caused by all actions of people employed in the activities of transport operations. In addition, the Public Transport Company is responsible for losses suffered by Passengers who have died or injuries due to transportation operations, unless caused by an incident that cannot be prevented due to passenger error.</h1><pre> </pre>
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Doine, Renon, Takanori Sakamaki, Hiroaki Seta, Masamitsu Ito, Akihiko Homma, and Yasuhiro Fukui. "Analysis of the Standing Postural Motion of Passengers against Ship Motion." Journal of Life Support Engineering 27, no. 2 (2015): 45–53. http://dx.doi.org/10.5136/lifesupport.27.45.

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Schubert, Patric, Magnus Liebherr, Stephanie Kersten, and Christian T. Haas. "Biomechanical demand analysis of older passengers in a standing position during bus transport." Journal of Transport & Health 4 (March 2017): 226–36. http://dx.doi.org/10.1016/j.jth.2016.12.002.

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Maternini, Giulio, and Margherita Cadei. "A comfort scale for standing bus passengers in relation to certain road characteristics." Transportation Letters 6, no. 3 (April 11, 2014): 136–41. http://dx.doi.org/10.1179/1942787514y.0000000020.

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Dissertations / Theses on the topic "Standing passengers"

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Thuong, Olivier. "Predicting the vibration discomfort of standing passengers in transport." Thesis, University of Southampton, 2011. https://eprints.soton.ac.uk/186249/.

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It has previously been assumed that the vibration discomfort of standing people can be estimated using the same procedures developed from for seated people. In this thesis, the discomfort of standing people exposed to vibration was investigated to improve understanding of the mechanisms responsible for discomfort and construct a model that may be used to predict the discomfort of standing railway passengers. The first of five experiments using the method of magnitude estimation and 6-s periods of vibration investigated how the discomfort of standing subjects exposed to fore-and-aft, lateral, and vertical sinusoidal vibration depends on the frequency of vibration. From the judgements of 12 subjects at each of the 16 preferred one-third octave centre frequencies from 0.5 to 16 Hz, frequency weightings were constructed for each direction. For vertical vibration, the weighting was similar to that recommended in standards, but the weightings for fore-and-aft and lateral vibration differed from that previously assumed. Horizontal vibration caused loss of balance at frequencies less than about 3 Hz, and it caused discomfort in the legs at higher frequencies. Vertical vibration caused discomfort in the upper body. To adjust the frequency weightings according to differences in sensitivity between directions, the second experiment with 12 subjects compared the discomfort caused by 4-Hz sinusoidal vibration in the fore-and-aft, lateral, the vertical directions. It was found that sensitivity was greater for fore-and-aft vibration than lateral vibration at frequencies less than 4 Hz and weightings were determined to assist the evaluation vibration in all three directions. The third experiment investigated the extent to which postural supports used by standing train passengers (vertical bar, shoulder support, and back support) affect discomfort caused by fore-and-aft and lateral vibration in the range 0.5 to 16 Hz. Supports that created a new path for the transmission of vibration to the upper-body increased discomfort over the range 4 to 16 Hz. The fourth experiment investigated how the root-mean-square method, the basic evaluation method in current standards but known to underestimate the discomfort caused by motions containing occasional peaks, could be modified for the evaluation of non-sinusoidal vibration. Using 1-Hz and 8-Hz random vibrations with a range of crest factors it was found that the discomfort of standing subjects was better predicted with an exponent around 3, rather than an exponent of 2 implicit in r.m.s. averaging. The final experiment determined a method for predicting the discomfort of tri-axial vibration. The cube root of the sum of the cubes of the discomfort caused by the single-axis components gave good estimates of the total discomfort for both 1-Hz and 4-Hz tri-axial vibration. Since it was found in the first experiment that the discomfort was generally proportional to the acceleration at the power 0.7. these results suggest that the root-sum-of-squares of the accelerations gives good estimates of the total discomfort for tri-axial vibration . The results of all experiments were combined in an empirical model for predicting the discomfort of standing people exposed to 6-s periods of vibration. It is concluded that there are two distinctly different mechanisms responsible for vibration discomfort when standing: postural instability and body vibration. Postural instability is dominant with horizontal vibration at frequencies less than about 3 Hz, whereas body vibration is dominant with vertical vibration and with horizontal vibration at frequencies greater than about 3 Hz. The discomfort of standing people is similar to the discomfort of seated people for vertical vibration, but fundamentally different with horizontal vibration due to postural instability at low frequencies and vibration attenuation in the legs at higher frequencies
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Baker, William David Richard. "The influence of whole-body vibration and postural support on activity interference in standing rail passengers." Thesis, Loughborough University, 2013. https://dspace.lboro.ac.uk/2134/12487.

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Travel time has generally been regarded as an unproductive period, representing a means-to-an-end in order to engage in activities at specific destinations. Rapid developments in mobile technology have provided people with innovative ways to multi-task and engage in meaningful activities while travelling. Rail transportation specifically, offers passengers advantages over other means of transportation as there is no need to focus on driving tasks. Due to the increase in passenger numbers and limited seating availability in train carriages, over one third of rail passengers are required to stand while travelling (DfT, 2013). The vibration to which rail passengers are exposed has been shown to interfere with the performance of activities and for standing passengers, it is often necessary to use postural supports such as holding on to grab rails or leaning on walls in order to maintain stability. The overall aim of the research is to evaluate the influence of whole-body vibration (WBV) exposure and standing posture on the performance of manual control tasks and the associated subjective workloads experienced by rail passengers. The use of supports, such as a backrest in seated postures, has been found to influence the response of the human body to WBV exposure, yet no reported studies have investigated the effects of postural supports on the response of the body in standing postures. Understanding how the body is affected in these conditions would increase the current state of knowledge on the biomechanical responses of the human body to vibration exposure and provide improved representation of standing postures within vibration standards (for example, ISO2631-4 (2001)) and guidelines for device interface design. A field study, using direct observation, was conducted to assess the behaviour of standing rail passengers and determine the characteristics of typical vibration exposures. This information provided the basis for the design of four subsequent laboratory studies. The main investigations of the laboratory studies were the influence of WBV exposure on objective performance measures, such as task completion time and error rate, and subjective workloads (for example, NASA TLX) for a range of manual control tasks. One of these laboratory studies evaluated the influence of various postural supports (for example, backrests) on the biomechanical responses of standing individuals. Measurements obtained during the field investigation indicated that the vibration exposures did not exceed the EU Physical Agents Exposure Action Value (EAV) and therefore posed little risk of injury. Vibration magnitudes in the horizontal directions (x- and y-axes) were higher than in the vertical direction (z-axis) and it was necessary for standing passengers to alter behaviours and use supports in order to maintain stability while travelling. The results of the laboratory studies indicated that in conditions where decrements in task performance occurred, the extent to which performance was degraded increased progressively with increases in vibration magnitude. There were conditions (for example, in the continuous control task and the Overhead Handle supported posture in the serial control task) where vibration exposure showed no significant influence on performance measures. This suggested that individuals were able to adapt and compensate for the added stress of vibration exposure in order to maintain performance levels however, this occurred at the expense of mental workload. The workload experienced by the participants increased with corresponding increases in magnitude. Vibration frequency-dependent effects in performance and workload were found to match the biomechanical responses (apparent mass and transmissibility) of the human body and resemble the frequency weightings described in the standards (ISO2631-1 (1997)). During the serial control task, the postures which demonstrated the greatest decrements to performance (for example, Lean Shoulder and Lean Back ) corresponded to the same postures that showed the greatest influence on the biomechanical responses of the body. It was concluded therefore, that measurements of the biomechanical responses to WBV could be used to offer predictions for the likelihood of activity interference. Consideration should however, be given to the applicability of this research before these results can be generalised to wider contexts. Further validation is recommended for future work to include different conditions in order to substantiate the findings of this research.
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Semmler, Petr. "Analýza zpomalování trolejbusů a vyhodnocení jeho účinků na stojící cestující." Master's thesis, Vysoké učení technické v Brně. Ústav soudního inženýrství, 2012. http://www.nusl.cz/ntk/nusl-232684.

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This thesis is focused on analysis and evaluation of the trolley deceleration effect on his standing passengers. The first part focuses on theoretical knowledge in terms of legislative requirements for the operation of trolleybuses and transport standing passengers. This section also lists physical findings during deceleration and forces acting on the vehicle. The central part is divided into two measurements. The first measure is aimed at obtaining data (deceleration) and information (number of passengers, increased stability, and fall) of the normal operation of the standing passengers in interior trolley. The second measurement will be focused on driving performance demonstration tests with the interior trolley helpers in various traffic situations. The conclusion of this thesis will summarize the values and knowledge of both measurements. The evaluated data set will limit the slowdown in the trolley passengers where standing still maintains stability.
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Books on the topic "Standing passengers"

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Transport, Canada Parliament House of Commons Standing Committee on. Renaissance of passenger rail in Canada: Report of the Standing Committee on Transport. Ottawa: The Committee, 1998.

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United States. National Transportation Safety Board. Collision of Washington Metropoliton Area Transit Authority train T-111 with standing train at Shady Grove passenger station, Gaithersburg, Maryland, January 6, 1996. Washington, D.C: National Transportation Safety Board, 1996.

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Transport, Canada Parliament House of Commons Standing Committee on. The renaissance of passenger rail in Canada : report of the Standing Committee on Transport =: La renaissance des services ferroviaires voyageurs au Canada : rapport du Comité permanent des transports. Ottawa, Ont: Minister of Public Works and Government Services Canada = Ministre des travaux publics et services gouvernementaux Canada, 1998.

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Office, General Accounting. Aviation security: Long-standing problems impair airport screeners' performance : report to congressional requesters. Washington, D.C. (P.O. Box 37050, Washington, D.C. 20013): The Office, 2000.

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Raymond, Bonin, ed. The renaissance of passenger rail in Canada: Report of the Standing Committee on Transport. Ottawa: The Committee, 1998.

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Office, General Accounting. Aviation security: Long-standing problems impair airport screeners' performance : report to congressional requesters. Washington, D.C. (P.O. Box 37050, Washington, D.C. 20013): The Office, 2000.

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Book chapters on the topic "Standing passengers"

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Matthaei, Richard, Janik Ricke, Thomas Dieckmann, Waldemar Kamischke, and Yunus Gülhan. "Emergency braking in a city bus - a new approach for protecting standing passengers." In Proceedings, 35–54. Wiesbaden: Springer Fachmedien Wiesbaden, 2021. http://dx.doi.org/10.1007/978-3-658-34752-9_4.

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Verriest, J. P., M. Hétier, M. C. Chevalier, T. Robert, and P. Beillas. "Kinematics of a Standing Passenger Subjected to an Emergency Braking Deceleration Pulse." In IFMBE Proceedings, 87–90. Berlin, Heidelberg: Springer Berlin Heidelberg, 2010. http://dx.doi.org/10.1007/978-3-642-14515-5_23.

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Lim, Julian. "Introduction." In Porous Borders. University of North Carolina Press, 2017. http://dx.doi.org/10.5149/northcarolina/9781469635491.003.0001.

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In 1883, the San Antonio Daily Express published a series of letters written by special correspondent Hans Mickle. The reporter was exploring parts of the new transcontinental railway that ran across the American Southwest, connecting San Francisco and Los Angeles to New Orleans. As he followed the route that raced westward across Texas from San Antonio, he entertained his readers with descriptions of the foreign landscape and the assorted passengers that caught his attention, including the “Chinamen” who filled the cars on their way back west, he presumed, to San Francisco and China. Mostly, however, Mickle wrote about El Paso, which according to his report was “the most western point in Texas, and is Texan only in name, as, in almost everything else, it has few Texan characteristics.” If not characteristically Texan, though, El Paso came to represent something even grander for Mickle, for at the “extreme head of an extensive valley,” in a pass flanked by high and rugged mountains, he found himself standing in what he called the “Future Immense.”...
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Niedermeier, Silvan. "Introduction." In The Color of the Third Degree, translated by Paul Cohen, 1–13. University of North Carolina Press, 2019. http://dx.doi.org/10.5149/northcarolina/9781469652979.003.0001.

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This chapter briefly discusses the racial violence and torture investigations conducted against African American suspects and prisoners in the South. The majority of the cases of police violence against African Americans that are examined correspond to the narrow definition of torture which indicates forms of violence used by state and law enforcement officials to acquire information or coerce confessions. The analysis of torture against African American suspects and prisoners shows deliberate concealment of torture supporting the racist system and highlights the difficulty in standing against forms of violence. In addition, recent studies on key events that led to the civil rights movement--such as the U.S. Supreme Court decision in the Brown v. Board of Education case, the bus boycott in Montgomery, Alabama, Rosa Parks’s refusal to give up her seat to a white passenger, and the murder of Emmett Till--recognize African Americans’ struggle for freedom from torture.
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Pryor, Elizabeth Stordeur. "Activist Respectability and the Birth of the “Jim Crow Car”." In Colored Travelers. University of North Carolina Press, 2016. http://dx.doi.org/10.5149/northcarolina/9781469628578.003.0004.

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Chapter 3 identifies the moment when colored travelers launched a movement in earnest. The movement took off in the late 1830s and early 1840s, when segregation on the Massachusetts railroad turned brutal. In part, this was because steam-powered passenger railroads were new. It was also because the president of one of the foremost Boston railroad lines created a novel invention, a separate car to carry black people and the poor. Rail road workers in Massachusetts dubbed the space the “Jim Crow car.” It was a method of racial control that institutionalized segregation as no method of transportation had before. In keeping with the criminalization of black mobility, the railroad directors not only insisted that people of color ride in the dirty, cramped spaces, but officials also employed conductors who served as enforcers and routinely beat, kicked, and ousted colored travelers who attempted to ride in the first-class car. To activists, standing up and risking white violence in the name of equality became a mark of black masculinity. In a strategy that continues to buttress civil rights protest today, colored travelers held the state accountable by turning to the courts for redress.
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"confirmed that the fare was £15 but the passengers still refused to pay. The driver started to drive them back to the address from which he had collected them but, en route, decided to drive to a police station. However, the two passengers forced the car to stop and ran off. The taxi driver managed to catch one of the men. The defendant argued that the requirement for payment had ceased because the driver had announced his intention of taking the passengers back to the place from where the journey had started. Held: ‘On the spot’ means ‘there and then’. The words ‘makes off’ involve a departure without paying from the place where payment would normally be made. In the case of a taxi, payment might be made while sitting in the taxi or standing by the window. In the present case, payment was requested while the passengers were still in the taxi. It became apparent to the driver that they were disputing the fare. The fact that the driver, realising that there was a prospect that they would not pay their fare, drove off somewhere else, did not mean that when the defendant ran off he could not, as a matter of law, be making off without payment. It was the time at which he made off which was critical. When this defendant made off, he had formed the intention to avoid payment of a fare which was still due and owing. Making off." In Sourcebook Criminal Law, 1060. Routledge-Cavendish, 1996. http://dx.doi.org/10.4324/9781843143093-198.

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Conference papers on the topic "Standing passengers"

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Masory, Oren, and Carl Berkowitz. "Train Sideswipe Accidents and Passengers’ Injury." In 2020 Joint Rail Conference. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/jrc2020-8105.

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Abstract Train sideswipe accidents happen when two trains are traveling next to each other in the same or opposite directions and their sides come into contact. In most cases the relative velocity between the trains is very low. In these accidents, standing passengers might lose their balance, fall and impact with objects in their surroundings. Also, in extreme cases seated passenger might be ejected from their seat and get injured by impacting hard objects like handles and edges. These falls are caused by the acceleration and jerk exerted on the passengers during the impact. The train Event Data Recorder (EDR) does not record the train’s acceleration during the collision, as common in vehicle’s EDR, but provides only velocity information that is sampled in very low rate. To determine acceleration and jerk, train’s velocity is extracted from the train Event Data Recorder (EDR) and is used to estimate their value in order for the purpose of evaluation of the severity of the accident. The analysis of actual data extracted from an EDR of a train, that was that was involved in sideswipe accident is presented and compared to current standards. The results indicate that a standing person in case might lose his balance and fall. This results was verified since the two conductors who were walking along the isle lost their balance, fell and were injured feel and injure.
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George, Thommen Karimpanal, Harit Maganlal Gadhia, Ruben Sukumar, and John-John Cabibihan. "Sensing discomfort of standing passengers in public rail transportation systems using a smart phone." In 2013 10th IEEE International Conference on Control and Automation (ICCA). IEEE, 2013. http://dx.doi.org/10.1109/icca.2013.6565130.

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Kimura, Toshinori, Makoto Taguchi, Tetsuo Kaneda, and Mitsuaki Oda. "Improvement of Prediction Method for Railway Vehicle Natural Frequency With Ride Quality." In ASME 2002 International Mechanical Engineering Congress and Exposition. ASMEDC, 2002. http://dx.doi.org/10.1115/imece2002-33249.

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Kawasaki has developed a methodology for estimating car body low mode bending and torsion mode natural frequency. These natural frequencies have a significant influence on ride quality. Although it has been believed that the natural frequencies become lower when passengers are present, Kawasaki established that the natural frequency does not change with the number of standing and sitting passengers, and the vibration acceleration amplitude becomes smaller when passengers are present. This has been shown by implementing numerical analyses and experiments using a mock up car. The increased knowledge will enable designing for better ride quality in the future through optimization of more accurate models.
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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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Priante, Michelle, and Eloy Martinez. "Crash Energy Management Crush Zone Designs: Features, Functions, and Forms." In ASME/IEEE 2007 Joint Rail Conference and Internal Combustion Engine Division Spring Technical Conference. ASMEDC, 2007. http://dx.doi.org/10.1115/jrc/ice2007-40051.

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On March 23, 2006, a full-scale test was conducted on a passenger train retrofitted with newly developed cab and coach car 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 very dangerous modes of deformation: override and large scale lateral buckling. The CEM train impacted a standing locomotive-led train of equal mass at 30.8 mph on tangent track. The interactions at the colliding interface and between coupled interfaces performed as designed. 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. This paper evaluates the functional performance of the crush zone components during the CEM test. The paper discusses three areas of the CEM consist: the leading cab car end, which interacts with a standing locomotive; the coupled interfaces, which connect the CEM non-cab end; and the trailing cab car end, which interacts with the attached trailing locomotive. The paper includes a description of the crush zone features and performance. The pushback coupler must absorb energy in a controlled progressive manner and prevent lateral buckling by allowing the ends of the cars to come together. The deformable anti-climbers are required to resolve non-longitudinal loads into planar loads through the integrated end frame while minimizing the potential for override. The energy absorbers must absorb energy in a controlled progressive manner. The engineer’s space must be preserved so that the engineer can ride out the event. The passenger space must be preserved so that the passengers can ride out the event. The prototype CEM design presented in this paper met all the functional design requirements. This paper describes how the crush zones perform at three different interfaces. Areas for potential improvements include the design of the primary energy absorbers, the placement of the engineer’s compartment, and the interaction between the last coach car and the trailing locomotive.
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6

Priante, Michelle, Patricia Llana, Karina Jacobsen, David Tyrell, and Benjamin Perlman. "A Dynamic Test of a Collision Post of a State-of-the-Art End Frame Design." In ASME 2008 Rail Transportation Division Fall Technical Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/rtdf2008-74020.

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In support of the Federal Railroad Administration’s (FRA) Railroad Equipment Safety Program, a full-scale dynamic test of a collision post of a state-of-the-art (SOA) end frame was conducted on April 16, 2008. The purpose of the test was to evaluate the dynamic method for demonstrating energy absorption and graceful deformation of a collision post. The post aims to protect the operators and passengers in the event of a collision where only the superstructure, not the underframe, is loaded. Methods for improving the performance of collision and corner posts were prompted by accidents such as the fatal collision in Portage, Indiana in 1998, where a coil of steel sheet metal penetrated the cab car through the collision post. The improvements made for the SOA end frame structure include more substantial corner and collision posts, robust post connections to the buffer beam and anti-telescoping (AT) beam, and corner and collision posts integrated with a shelf and bulkhead sheet. Full length side sills improved support for the end frame. This test focused on one collision post because of its critical position in protecting the operator and passengers in an impact with an object at a grade-crossing. For the test, a 14,000-lb cart impacted a standing cab car at a speed of 18.7 mph. The cart had a rigid coil shape mounted on the leading end that concentrated the impact load on the collision post. The requirements for protecting the operator’s space state that there will be no more than 10 inches of longitudinal crush and none of the attachments of any of the structural members separate. During the test, the collision post deformed approximately 7.4 inches and absorbed approximately 138,000 ft-lb of energy. The attachment between the post and the AT beam remained intact. The connection between the post and the buffer beam did not completely separate, however the forward flange and both side webs fractured. The post itself did not completely fail. There was material failure in the back and the sides of the post at the impact location. Overall, the end frame was successful in absorbing energy and preserving space for the operators and the passengers.
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7

Mallon, Philip, Benjamin Perlman, and David Tyrell. "The Influence of Manufacturing Variations on a Crash Energy Management System." In ASME 2008 Rail Transportation Division Fall Technical Conference. ASMEDC, 2008. http://dx.doi.org/10.1115/rtdf2008-74021.

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Crash Energy Management (CEM) systems protect passengers in the event of a train collision. A CEM system distributes crush throughout designated unoccupied crush zones of a passenger rail consist. This paper examines the influence of manufacturing variations in the CEM system on the crashworthiness of CEM passenger rail equipment. To perform effectively, a CEM system must have certain features. A coupling mechanism allows coupled cars to come together in a controlled fashion and absorb energy. A load transfer mechanism ensures that the car ends mate and maintain contact. A principal energy absorber mechanism is responsible for absorbing the vast majority of crash energy. These components function by providing an increasing force-crush characteristic when they are overloaded. The force-crush behavior can vary due to manufacturing tolerances. For the purposes of this research, the pushback coupler, the deformable anticlimber, and the primary energy absorber were the devices that performed these functions. It was confirmed in this study that the force-crush characteristic of the pushback coupler and the primary energy absorber have the greatest influence on crashworthiness performance. To represent the influence of these parameters, the average force of the pushback coupler and the average force of the primary energy absorber were examined. A cab-led passenger train impacting a standing freight consist was represented as a one-dimensional lumped-mass model. The force-crush characteristic for each coach car end was adjusted to examine the effects of variation in manufacturing. Each car end was modified independently while holding all other car ends constant. The model used in this study was designed to be comparable with a 30 mph, full-scale, train-to-train CEM test. Using crush distribution and secondary impact velocity as measures of crashworthiness, the standard CEM consist performance has a maximum crashworthiness speed limit of 40 mph. Percent total energy absorbed was used as a means of comparison between cars for each consist configuration. When energy absorption levels are decreased at any particular car end, crush tends to be drawn towards this car end. Correspondingly, when available energy levels are increased at a car end, crush is drawn away from this car end. For both cases, the overall distribution of crush has more of an effect locally and less of an effect at other coupled interfaces. This paper shows that moderate variations in crush behavior may occur due to manufacturing tolerances and have little influence on the crashworthiness performance of CEM systems.
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8

Mu¨hlanger, Michelle, Patricia Llana, and David Tyrell. "Dynamic and Quasi-Static Grade Crossing Collision Tests." In 2009 Joint Rail Conference. ASMEDC, 2009. http://dx.doi.org/10.1115/jrc2009-63035.

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To support the development of a proposed rule [1], a full-scale dynamic test and two full-scale quasi-static tests have been performed on the posts of a state-of-the-art (SOA) end frame. These tests were designed to evaluate the dynamic and quasi-static methods for demonstrating energy absorption of the collision and corner posts. The tests focused on the collision and corner posts individually because of their critical positions in protecting the operator and passengers in a collision where only the superstructure, not the underframe, is loaded. There are many examples of collisions where only the superstructure is loaded. For the dynamic test, a 14,000-lb cart impacted a standing cab car at a speed of 18.7 mph. The cart had a rigid striking surface in the shape of a coil mounted on the leading end that concentrated the impact load on the collision post. During the dynamic test the collision post deformed approximately 7.5 inches, and absorbed approximately 137,000 ft-lbs of energy. The SOA collision post was successful in preserving space for the operators and the passengers. For the quasi-static test of the collision post, the collision post was loaded in the same location and with the same fixture as the dynamic test. The post absorbed approximately 110,000 ft-lb of energy in 10 inches of permanent, longitudinal deformation. For the quasi-static test of the corner post, the post was loaded at the same height as the collision post, with the same fixture. The corner post absorbed 136,000 ft-lb of energy in 10 inches of permanent, longitudinal deformation. The series of tests was designed to compare the dynamic and quasi-static methods for measuring collision energy absorption during structural deformation as a measure of crashworthiness. When properly implemented, either a dynamic or quasi-static test can demonstrate the crashworthiness of an end frame.
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9

Stringfellow, Richard, Robert Rancatore, Patricia Llana, and Ronald Mayville. "Analysis of Colliding Vehicle Interactions for the Passenger Rail Train-to-Train Impact Test." In ASME/IEEE 2004 Joint Rail Conference. ASMEDC, 2004. http://dx.doi.org/10.1115/rtd2004-66037.

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A full-scale train-to-train impact test was performed in which a cab car-led passenger train traveling at 30 mph collided with a standing locomotive-led train. During the test, the lead cab car overrode the cab of the standing locomotive, sustaining approximately 20 feet of crush, while the cab of the locomotive remained essentially intact. In this study, a finite element-based analysis of the collision was performed. The first 0.5 seconds of the collision was simulated. Results of the analysis were compared with accelerometer and video test data. Specific comparisons are made between test data and model predictions for: motions of the cab car and the standing locomotive; longitudinal forces arising between the cab car and the standing locomotive and between the respective lead and trailing vehicles; and the mode of deformation of the cab car and the locomotive. The results of the study indicate that the model captures pertinent features of the first 0.3 seconds of the collision, particularly with respect to longitudinal vehicle motions and collision forces. After 0.3 seconds, agreement between model predictions and test data becomes progressively worse. This is attributable to the model’s inability to capture the massive fracture that occurs at the front of the cab car.
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10

Llana, Patricia, David Tyrell, and Przemyslaw Rakoczy. "Conventional Locomotive Coupling Tests: Test Requirements and Pre-Test Analysis." In 2016 Joint Rail Conference. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/jrc2016-5817.

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Research to develop new technologies for increasing the safety of passengers and crew in rail equipment is being directed by the Federal Railroad Administration’s (FRA’s) Office of Research, Development, and Technology. Crash energy management (CEM) components which can be integrated into the end structure of a locomotive have been developed: a push-back coupler and a deformable anti-climber. These components are designed to inhibit override in the event of a collision. The results of vehicle-to-vehicle override, where the strong underframe of one vehicle, typically a locomotive, impacts the weaker superstructure of the other vehicle, can be devastating. The components are designed to improve crashworthiness for equipped locomotives in a wide range of potential collisions, including collisions with conventional locomotives, conventional cab cars, and freight equipment. Concerns have been raised in discussions with industry that push-back couplers may trigger prematurely, and may require replacement due to unintentional activation as a result of service loads. It has been shown analytically that push back coupler trigger loads exceed the service load capacity of conventional couplers and draft gears. Two sets of coupling tests are planned to demonstrate this, one with a locomotive equipped with conventional draft gear and coupler and another with a locomotive equipped with a pushback coupler. These tests allow for comparison of conventional with CEM-equipped locomotive measured performance during coupling. In addition to the coupling tests, car-to-car compatibility tests of equipped locomotives and a train-to-train test are also planned. This arrangement of tests allows for evaluation of the CEM-equipped locomotive performance, as well as comparison of measured with simulated locomotive performance in the car-to-car and train-to-train tests. In the coupling tests of conventional equipment, the maximum coupling speed for which there is no damage to either vehicle will be measured. A moving locomotive will be coupled to a standing cab car. The coupling speed for the first test will be 2 mph, the second test 4 mph, and the tests will continue with the speed incrementing by 2 mph until damage occurs to either vehicle. This paper describes the test requirements and analysis predictions for the coupling tests of conventional equipment. The equipment to be tested, track conditions, test procedures, and measurements to be made are described. A one-dimensional model for predicting the longitudinal forces acting on the equipment and couplers has been developed, along with preliminary predictions for the conventional coupling tests. It is expected that damage will occur for coupling speeds between 6 and 8 mph.
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