it is essential to regard the history of a site. to find the complexities that to others have mattered. architecture has a responsibility to interpret the past to future generations. it is then that it becomes immortal. / Master of Architecture

published_or_final_version / abstract / Transport Policy and Planning / Master / Master of Arts in Transport Policy and Planning

Au, Wai Hong. / Thesis submitted in: December 2006. / Thesis (M.Phil.)--Chinese University of Hong Kong, 2007. / Includes bibliographical references (leaves 96-103). / Abstracts in English and Chinese; appendix in Chinese. / LIST OF TABLE --- p.I / LIST OF FIGURES --- p.II / LIST OF ABBREVIATIONS --- p.IV / Chapter CHAPTER ONE --- 1 INTRODUCTION --- p.1 / Chapter 1.1 --- Introduction --- p.1 / Chapter 1.2 --- Research Background --- p.1 / Chapter 1.3 --- Objectives of The Study --- p.5 / Chapter 1.4 --- The Rail Project of This Study --- p.5 / Chapter 1.5 --- Significance of The Study --- p.9 / Chapter 1.6 --- Outline of Thesis --- p.10 / Chapter CHAPTER TWO --- LITERATURE REVIEW --- p.11 / Chapter 2.1. --- Introduction --- p.11 / Chapter 2.2. --- Human Response in a Steady Traffic Noise Environment --- p.12 / Chapter 2.3. --- Human Response in an Environment with Sudden Change of Traffic Noise --- p.13 / Chapter 2.4. --- Differential Human Response to Road and Rail Noise --- p.15 / Chapter 2.5. --- Factors Affecting Human Response --- p.16 / Chapter 2.6. --- Path Analysis and Human Response to Traffic Noise --- p.18 / Chapter 2.7. --- Conclusion --- p.20 / Chapter CHAPTER THREE --- METHODOLOGY --- p.21 / Chapter 3.1 --- Introduction --- p.21 / Chapter 3.2 --- Research Design --- p.22 / Chapter 3.3 --- Assessing the Acoustic Impacts of Railway Development --- p.23 / Chapter 3.4 --- Assessing the Acoustic Impacts of MOSR --- p.28 / Chapter 3.4.1 --- Noise mapping --- p.28 / Chapter 3.4.2 --- On-site noise measurement --- p.32 / Chapter 3.5 --- Assessing the Changes in Human Response --- p.35 / Chapter 3.5.1 --- Questionnaire design --- p.36 / Chapter 3.5.2 --- Time Schedule of the questionnaire survey --- p.37 / Chapter 3.5.3 --- Statistical analysis --- p.38 / Chapter CHAPTER FOUR --- ACOUSTIC IMPACTS OF THE MA ON SHAN RAIL --- p.41 / Chapter 4.1 --- Introduction --- p.41 / Chapter 4.2 --- Traffic Changes Over Time After the Operation ofMOSR --- p.41 / Chapter 4.3 --- "Acoustic Environment Before, Right After and 1 Year After MOSR Opening" --- p.43 / Chapter 4.3.1 --- Acoustic environment before MOSR opening --- p.44 / Chapter 4.3.2 --- Acoustic environment right after MOSR opening --- p.45 / Chapter 4.3.3 --- Acoustic environment 1 year after MOSR opening --- p.50 / Chapter 4.4 --- Conclusion --- p.54 / Chapter CHAPTER FIVE --- HUMAN RESPONSE TO THE CHANGING ACOUSTIC ENVIRONMENT --- p.57 / Chapter 5.1 --- Changes of Annoyance Levels in an Environment with Increase of Noise Exposure Level --- p.58 / Chapter 5.2 --- Relationship Between Noise Controlling Factors and Annoyance by Correlation Analysis --- p.59 / Chapter 5.3 --- Unraveling the Relationship between Noise Controlling Factors and Annoyance by Regression Analysis --- p.66 / Chapter 5.3.1 --- Relationship between Acoustic Factors and Human Annoyance Reactions --- p.68 / Chapter 5.3.2 --- Relationship between non-acoustic factor in affecting human annoyance reactions --- p.70 / Chapter 5.4 --- Exploring the Causal Relationship between Annoyance and Its Controlling Factors by Path Analysis --- p.74 / Chapter 5.4.1 --- Formation of path model --- p.75 / Chapter 5.4.2 --- Casual relationship between annoyance and various controlling factors --- p.79 / Chapter 5.5 --- Conclusions --- p.85 / Chapter CHAPTER SIX --- CONCLUSION --- p.88 / Chapter 6.1 --- Introduction --- p.88 / Chapter 6.2 --- Summary of Findings --- p.89 / Chapter 6.3 --- Discussion of Findings --- p.92 / Chapter 6.3.1 --- Scientific understanding of noise-annoyance relationships --- p.92 / Chapter 6.3.2 --- Environmental management --- p.94 / Chapter 6.4 --- Limitations and Future Studies --- p.95 / REFERENCE LIST --- p.96 / APPENDIX --- p.104

The South African rail industry is undergoing a phase of restructuring and much focus is concentrated on re-engineering i.e. optimising the utilisation of available assets and using existing technology in order to improve efficiency; attention shifts to improved heavy haul asset management through train performance models. The computer programs presented in this thesis have been developed to calculate longitudinal in-train forces accruing in long heavy haul trains and their effect on train operations. The model of the train is implemented by dedicated differential equations for the movements of each vehicle. The simulation is menu driven for all input and output decisions using Microsoft Excel while the engine for the dynamic analysis is ACSL (Advanced Continuous Simulation Language). The main program is capable of simulating the operation of any train configuration over any route, including remote operation. The thesis comprises: - • a discussion on the need for alternative train configurations based on the current fleet and the potential of such operating changes; • the comparison of the dynamic response of trains operating with only head-end locomotives, trains operating with both head-end locomotives and remote locomotives and trains operating with different class locomotives in one locomotive consist; • the investigation of the lateral effects in the different train consists as a function of the longitudinal in-train force in the simulation environment; • the advantages of operating with remote locomotives in terms of increased train length, reduced force spectrum on vehicle components and improved energy consumption; • the implications of the optimum position of the in-train locomotive consist on loading and unloading operations; • the implications of different train configurations on driver technique or train handling and the need for an optimum driving strategy to gain maximum benefit from the locomotives. / Thesis (M.Sc.Eng)-University of Natal, Durban, 2000.

No description available.

Thesis. 1975. Ph.D.--Massachusetts Institute of Technology. Dept. of Mechanical Engineering. / Vita. / Bibliography: leaves 244-249. / Ph.D.

This thesis proposes a system architecture for a high-data rate mobile Local Multipoint Distribution Service (LMDS) Network. Its goal is to provide a workable "strawman" design that can serve as a basis for further research. The architecture is designed to offer broadband services to train commuters via LMDS. The thesis provides a broad overview of system aspects, such as Doppler shift, modulation selection, and error correction coding. These parameters and others are important in providing a robust design. This thesis discusses a set of criteria that seek the best approach in terms of economical feasibility, throughput capabilities, design complexity, data routing, and robustness in serving multiple mobile units simultaneously. These criteria are examined through link budget analysis, layout designs, and throughput efficiency. System throughput specifications are calculated for services, such as web browsing, email, ftp, and voice services to 100 train commuters. The information rate was 134.4 Mbps. The information rate plus overhead, which includes routing, bit and framing synchronization, and error correction coding, was approximately 201.51 Mbps. Using Carson's rule, the total required bandwidth for downstream transmissions was approximately 263 MHz. This throughput requirement was a criterion in selecting the appropriate system architecture. Three approaches were evaluated: LMDS Infostations, Tower Sites, and Infostations/Tower Sites. Infostations are low-powered wireless cells designed to offer individual pockets of high bandwidth connectivity for broadband services. Tower Sites use switched antenna beams to offer continuous services to train commuters. The hybrid solution, Infostations/Tower Sites, offers continuous services with increased power requirements and increased base stations separation when compared to the Infostation approach. Link budgets were examined for the Infostations and Tower Site approach. The initial required power for the Infostation was 1 mW. A 42.4 dB Eb/No link margin was computed using the Friis equation. The initial required power for the Tower Site approach was 500 mW. A 10.2 dB Eb/No link margin was computed with this approach. Tradeoffs with the non-fixed parameters were made to vary the link margins. An economically feasible number of required units were also determined. Approximately 3,000 low-powered Infostations would be needed to offer continuous service. Only 93 Tower Sites would be required and 4*93 Tower Site/Infostation units would be needed to supply continuous, seamless services over a 230-miles coverage area. The LMDS Tower Site was chosen to be the most suitable approach because of its robustness in meeting the pre-defined criteria. / Master of Science

The viability of any electric vehicle is critically dependent on it having an acceptable range between charges, a feature which is ultimately dictated by the capacity of the battery energy store. Considerable improvements in vehicle range are possible, however, by ensuring the most effective use of this limited energy resource through the minimisation of the losses in the electric drive-train, i.e. the combined machine and power electronic controller. A particular consideration is that, for the majority of the time, the electric drive-train will be operating at part load. The thesis investigates the operation of induction motor based electric traction drive-trains, with a view to minimising the system loss over typical driving cycles. The study is based around a 26kW induction motor and IGBT inverter drive, which is typical of the technology used to power a small urban vehicle. A potential advantage of an induction motor based drive-train is the ability to vary the level of excitation field in the motor, and therefore the balance of iron and copper loss. The control of the supply voltage magnitude necessitates the use of some form of modulation on the output of the power converter. The method of modulation employed will influence the harmonic content of the supply to the motor, the level of parasitic harmonic loss in the machine and the switching losses of the power semiconductors. A theoretical study supported by experimental work on a DSP controlled drive is presented and used to determine the most appropriate modulation strategy at a given operating point to achieve an optimal balance between the motor copper, iron and harmonic loss and inverter switching and conduction loss. It is shown that compared to the established method of constant flux and fixed inverter switching frequency control, a significant reduction in the traction system loss can be achieved. Some different modulation schemes involve varying amounts of computational overhead in a DSP, the implementation of candidate modulation and control schemes has also been investigated to ensure the defined scheme is practically realisable.

脱稿後、筆者はWebサービス「Twitter」上でアカウントを取得し、車内放送に関する情報収集・発信を行っている（http://twitter.com/shanai_hoso）。興味のある読者はアクセスされたい。 / 鉄道の車内放送をメディア史の視点から分析することを通じて、人びとの聴覚性の変容を考察することが本研究の目的である。その意義は、（1）主にラジオなどのマスメディアを対象とした従来の研究とは異なり、公共空間における「雑多な放送」の問題を扱ったこと、（2）これまで視覚的な考察が中心であった車内空間の身体性について、聴覚（視覚以外の五感）の面から分析したこと、の二点である。哲学者の中島義道は『うるさい日本の私』（1996）で、日本の街頭で流される挨拶・注意・宣伝のためのスピーカー音（例：「足元にご注意ください」）を「文化騒音（日本的騒音）」と呼び、それらが「甘え」「優しさ」「お上意識（他律性）」などの日本的な美意識に支えられていると指摘した。しかし、文化騒音に対する苦痛に立脚した中島の主張が社会的にも学術的にも看過されつづけている一方で、彼のいう「音漬け社会」化の傾向に歯止めのかかる兆しは一向に見られない。筆者は、日本（人）論以外の手法によって文化騒音問題を論じることで、中島の問題意識を継承したいと考えた。そこで本研究では、われわれが日常的に耳にする「雑多な放送」の典型である鉄道の車内放送を観察用のサンプルとして設定し、メディア史研究の立場からこれを考察した。以下、論文の構成と各章の概要を記す。第一章は序論である。上述の背景をまとめ、先行研究の整理を行った。第二章では、本研究の理論的枠組みを提示した。まず、車内空間の公共性を社会学の視点から定義した。次に、車内空間を構成するアクターを①車掌、②乗客、③車内放送機器の三つに分類した。最後に、三者の役割や関係性について論じた。第三章では、車内放送の歴史を試験導入期（1920’s～）、普及期（1950’s～）、多角化の時代（1980’s末～）の三つの時期に分けて考察した。その後、国鉄分割民営化（1987年）前後の新聞投書欄に掲載された、車内放送に関連する投書の内容比較を通じて、民営化が“口”と“耳”にどのような変化をもたらしたのかを検討した。なお考察にあたっては、オーディエンス研究に代表されるメディア論の手法はもちろん、音・声・音楽など聴覚に関する理論を幅広く参照している。第四章は結論である。研究の成果や限界、今後の課題について総括した。 / This paper aims to analyze the history of announcement in trains in Japan and show the transformation of "how to speak/vocalize" and "how to hear/listen" by referring to resources such as newspapers, magazines and books that were written by "Ear-witness" all over the country.From 1920’s to 1950’s, radio broadcasting device for in-car announcement had been equipped with trains in Japan. Since then, it has been used for multiple purposes; letting passengers know its direction, name of the next station, side of the opening doors, encouraging them to have good manners inside a car, advertising the new products of railway companies etc... At the same time, it has caused disputes among people hearing it; some appreciating its convenience and courtesy as part of the new service, and others annoyed with repetitious, monotonous, wordy buzz of speech from overhead speakers. This paper, using the methods of media studies, reveals the history of in-car announcement and establishes the steps to examine the role of "miscellaneous broadcasting” in modern society.I first argue how publicity and communication in urban traffic are constructed in terms of sociology. Secondly, I illustrate changes of orality in both speakers (conductors) and listeners (passengers) through a comparison of broadcasting contents and reactions to them between before-and-after Privatization of Japan National Railways (1987). Finally, I clarify the relationship among three actors; train conductors, passengers and in-car announcement device in order to draw changes in body techniques (acquisition of the technique of “half-listening” in particular) affected by cost-efficiency-centered, laborsaving and service-oriented way of railway management after the Privatization.This is a study of “cultural noise,” or public sound by loud speakers, which has been paid minor attention to in modern Japanese soundscape. / Hokkaido University (北海道大学) / 修士 / 国際広報メディア学

Reproduction de : Thèse de doctorat : microélectronique : Grenoble, INPG : 1986. / Titre provenant de l'écran-titre. Bibliogr. p. 155-160.