The project  is related to the design of a new type of Public Toilets from the company Danfo for the year 2014.   The proper project follows asequential order to show how to create solution to the existing problems of these Service  and re-design the product itself to create a new look and new core values to the existing service , creating   a new product line for this kind of service in the market in this particular case the re-design  of a new type of Public Toilets for the year 2014.   Following the sequential order of a  design process it is proposed a new concept of Public Toilets  which will give service to users in City’s and Landscape areas. Developing a new  style and realistic concept of Publict Toilets.  Creating  sustainable buildings  which generate the 60 % of the own used energy,  using renewable energy sources from sun and wind, reusing the rainwater and with purifying water systems, for minimum water consumption, moreover a building  design to avoid vandalism and which give different services on the exterior creating information  reunion point, for the interior is looked at  the essence of  Public Toilets and why they where designed,  creating a new concept of  a multifunctional Hygiene cabin, and resolving the existing detected problems to create a  design concept that satisfied all the stakeholders involved in  the proper artifact and combined with the innovation of the design to open new markets.   A new type of Public Toilets with  new core values and which gives new services based on the conclusion and reflections of the  done research. It is proposed a Re-design of the Exterior and Interior  of the existing building and the design  of two  new artifacts  for the interior which resolves and gives service, creating new goals for the company  and a new style. Combined with the existing technology and production methods  and materials thinking in the future development and trends.

Thesis (M.S.)--University of Wisconsin--Madison, 1968. / eContent provider-neutral record in process. Description based on print version record. Includes bibliographical references.

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With global warming, an inevitable threat to humanity, significant efforts in all carbon emitting industries are required. Electric vehicles are a suitable alternative to the petroleum dominated automotive industry. However, obstacles like charging infrastructure and limited range still stand in the way of their continued acceptance. This limited driving range can be further reduced in cold weather due to decreased battery efficiency and increased heating load. The heating in most electric vehicles is provided by an electrical positive temperature coefficient resistor. This architecture can lead to reductions in range of over 50 %. A thermal storage system has been devised and presented in this thesis which can partially or fully offset the thermal requirements. This is accomplished by pre-heating a thermal storage tank which then uses sensible energy to provide the heat for the cabin and battery pack. The system has been shown to reduce consumption and improve driving range in low ambient temperature conditions. This system successfully offers a potential solution to the concern of large range fluctuations due to different ambient temperatures. After producing a representative electric vehicle model in AMESim, it was compared to the Nissan Leaf with acceptable errors. The range implications for this baseline electric vehicle are then presented. A coolant based, thermal storage tank is then added to the model and simulated across a variety of temperatures and thermal storage masses. The results show that an 80 kg, 80 °C coolant tank can provide all the heating requirements for a 36 km, hour and 9 minute city drive cycle. Offering a calculated consumption reduction of up to 36 % at -30 °C as compared to the baseline electric vehicle model. Furthermore, a yearly analysis was performed based on this cycle and the results have shown that an optimal 30 kg thermal storage tank can decrease the yearly average consumption by up to 20 Wh/km or 12 %. / Thesis / Master of Applied Science (MASc)

The cabin environment of a commercial aircraft, including cabin layout and the quality of air supply, is crucial to the airline operators. These aspects directly affect the passengers’ experience and willing to travel. This aim of this thesis is to design the cabin layout for flying wing aircraft as part of cabin environment work, followed by the air quality work, which is to understand what effect the ECS can have in terms of cabin air contamination. The project, initially, focuses on the cabin layout, including passenger cabin configuration, seat arrangement and its own size due to the top requirements, of a conventional aircraft and further into that of a flying wing aircraft. The cabin work in respect of aircraft conceptual design is discussed and conducted by comparing different design approaches. Before the evaluation of cabin air quality, an overall examination of the main ECS components involved in the contaminants access will be carried on and, therefore, attempt to discover how these components influence the property of the concerned contaminants. By case study in the B767 ECS, there are some comments and discussions regarding the relationship between the cabin air contaminations and the passing by ambient environment. The thesis ends up with a conclusion explaining whether or not the contaminated air enters the occupants’ compartments on aircraft and proposing some approaches and engineering solutions to the continue research.

Master of Science / Department of Mechanical and Nuclear Engineering / Mohammad H. Hosni / Byron W. Jones / With the increasing number of passengers traveling on commercial aircraft, it is important to mitigate the possibility of diseases and contaminants spreading throughout aircraft cabins and becoming harmful to the health of passengers. The ventilation system on a Boeing 767 aircraft is designed to create lateral flow to isolate contaminants to a single row of the cabin and remove the harmful air quickly. There are many variables that can influence the airflow patterns inside the cabin. The thermal plumes created by occupants are one of the variables investigated in this experimentation. Another special case investigated is the transport of gases in the cabin when the ventilation air is eliminated. Experimentation is performed in a mock-up Boeing 767 cabin. The mock-up enclosure consists of 11 rows and 7 columns of seats in each row. Ventilation apparatus, seating, and cabin dimensions used for testing are all representative of an actual aircraft. Thermal manikins are placed in the cabin seats to simulate the heat load from a seated person. A mixture of carbon dioxide (CO²) and helium (He) is injected into the cabin as a tracer gas to simulate the release of contaminants. The CO² concentration is measured by analyzers placed at the cabin inlet, exhaust, and seat of interest. The tracer gas can be injected and sampled at any of the 77 seats. In order to determine the effects of passenger density, testing is performed with maximum occupant load and repeated with half of the passenger load. Tracer gas is injected in three locations of the cabin and sampled in 32 seats for each injection seat. The testing revealed a significant effect of passenger load on airflow patterns. To determine the effects of removing the ventilation air, the cabin is supplied with 1400 cfm of outdoor air at 60°F for three hours to bring the cabin to a steady state temperature. Then, the supply air is shut off, and tracer gas is injected into the cabin and the CO² concentration is sampled at 12 locations throughout the cabin. It was found that contaminants are still transported throughout the cabin without the ventilation air.

Os motoristas de ônibus apresentam problemas de saúde física e psicológica decorrentes da exposição a fatores relacionados com a organização do trabalho e com a própria configuração do ônibus, mais especificamente da cabine, onde realizam suas atividades. Os projetos das cabines dos ônibus e do seu cockpit, interface através da qual o motorista envia comandos para o ônibus, normalmente desconsideram a opinião do motorista e a relação entre produto/usuário/contexto de uso real, fundamental para garantir um projeto de interface adequado, segundo os conceitos de ergonomia e design. Assim, esta pesquisa tem como objetivo estudar e determinar as demandas dos motoristas de transporte rodoviário e urbano de passageiros com relação aos cockpits de ônibus, a fim de propor melhorias considerando as características da tarefa e a opinião dos motoristas com relação ao seu conforto e desempenho. Participaram do estudo duas empresas de transporte de passageiros, uma rodoviária e outra urbana. A metodologia foi estruturada em três fases. A primeira (Pré-análise) teve como objetivo conhecer os cockpits dos ônibus, entender os requisitos considerados na compra de novos veículos e evidenciar as condições do cockpit que atuam na dirigibilidade do veículo. A segunda fase (Análise) consistiu em investigar a percepção dos motoristas com relação aos cockpits dos ônibus, realizado observação in loco, filmagens, entrevistas, questionário e dinâmica do protótipo de papel Na terceira fase (Pós-análise) foi realizada a triangulação dos dados para identificar os fatores de conforto mais relevantes e a comparação dos resultados dos dois grupos de motoristas. Os resultados da dinâmica convergiram com aqueles das entrevistas e questionários evidenciando que, em geral, os motoristas tendem a manter os comandos nos locais em que se acostumaram, modificando somente o posicionamento daqueles que não atendem suas necessidades de forma satisfatória. A principal demanda dos motoristas de transporte rodoviário está vinculada ao posicionamento do comando do ar-condicionado no cockpit e às condições de conforto térmico na cabine. Os motoristas de transporte urbano de passageiros, por outro lado, desejam o reposicionamento do comando do itinerário para um local de fácil alcance e visibilidade quando em sedestação. Esses também relataram desconforto térmico relacionando com a inexistência do dispositivo da ventarola, uma vez que a maioria dos veículos da frota não dispõe de ar-condicionado. Os dois grupos de motoristas indicaram a necessidade de melhorar a visibilidade do painel de instrumentos que, por vezes, é dificultado pelo mau posicionamento do volante. Além disso, os dois grupos de motoristas consideraram o espaço interno da cabine, o ruído, bem como o conforto do banco, características a serem melhoradas. / Bus drivers have physical and psychological health problems due to exposure to factors related to work organization and the configuration of the bus, specifically the cabin, where they carry out their activities. The bus cabins and their cockpit‟s designs, the interface through which the driver sends commands to the bus, usually disregard the driver's opinion and the relationship between product/ user/ context of actual use, primal to ensure a proper interface design, according to the concepts of ergonomics and design. Thus, this research aims to study and determine the demands of road and urban passenger transport drivers in relation to bus cockpits, in order to propose improvements considering the characteristics of the task and the opinion of the drivers regarding their comfort and performance. The study included an urban and a road passenger transport companie. The methodology was structured in three phases. The first one (Preanalysis) had as objective to know the cockpits of the buses, to understand the requirements considered in the purchase of new vehicles and to understand the conditions of the cockpit that act in the dirigibility of the vehicle. The second phase (Analysis) was to investigate the drivers' perception regarding the cockpits of the buses through in loco observation, filming, interviews, questionnaire and paper prototype dynamics In the third phase (Post-analysis) the triangulation of the data was performed to identify the most relevant comfort factors and the results of the two groups of drivers were compared. The results of the dynamics converged with those of the interviews and questionnaires showing that, in general, drivers tend to keep the controls in the places they have become used to, modifying only the positioning of those who do not meet their needs. The main demand of road transport drivers is linked to the positioning of the air conditioning control in the cockpit and the conditions of thermal comfort in the cabin. Passenger urban transport drivers, on the other hand, want the itinerary Command relocate to a location within easy reach and visibility when in the sitting position. They also reported thermal discomfort relating to the absence of ventarola device, since most vehicle do not have air conditioning. The two groups of drivers indicated the need to improve the visibility of the instrument panel which is sometimes hampered by poor steering positioning. In addition, the two groups of drivers considered the interior space of the cabin, the noise as well as the comfort of the seat, features to be improved.

A aviação comercial vem experimentando expressivo crescimento com elevado grau de competitividade. Produzir aeronaves com nível de conforto diferenciado transformou-se em importante ferramenta de marketing e de venda. Esta, porém, não é tarefa fácil. Cabines de aeronave apresentam condições de escoamento e de trocas térmicas que tornam bastante difícil prover e avaliar condições de conforto térmico. Para tentar resolver o problema, estudos estão sendo realizados em centros de pesquisa, em colaboração com a indústria aeronáutica. O presente trabalho se insere neste contexto. Neste trabalho foi realizado estudo do escoamento em cabine de aeronave, por meio de medição de variáveis ambientais de cabine, e de conforto térmico utilizando manequim térmico instrumentado e avaliação com pessoas. Para a realização dos ensaios foi projetado e construído mock-up de seção de cabine com 12 lugares. Foram analisadas condições do escoamento e de conforto térmico para duas condições de cabine, 19 e 24 °C. Nos ensaios com pessoas participaram 11 voluntários. Temperaturas equivalentes foram determinadas utilizando-se manequim térmico instrumentado e apresentadas em diagrama de sensação térmica previsto para este fim em norma técnica de veículos. Posteriormente, avaliações subjetivas, com resultados apresentados em diagramas de voto térmico médio (VTM) e de voto de conforto médio (VCM), foram realizadas. Verificou-se que, apesar das condições complexas do escoamento, não ocorreram diferenças significativas de velocidade do ar na região de ocupação e nem de temperatura na direção vertical, que são fatores que poderiam ocasionar grande desconforto. Verificou-se também a ocorrência de uma boa aproximação entre as avaliações de conforto térmico feitas por meio das temperaturas equivalentes e os resultados das análises subjetivas realizadas por meio de questionários. Nas avaliações subjetivas ocorreu um pequeno deslocamento dos resultados para o lado direito no diagrama de VTM. Finalmente, verificou-se que as pessoas preferiram as condições de cabine na temperatura de 19 °C, com votos de conforto médio (VCM) de indiferentes a ligeiramente confortáveis, enquanto na temperatura de cabine de 24 °C as condições foram consideradas ligeiramente desconfortáveis. / The commercial aviation has experienced an expressive growth with a high degree of competitiveness. The production of aircrafts with a higher comfort level has become an important tool for marketing and trading. However, this is not an easy task. Aircraft cabins present airflow and thermal transfer conditions that make quite difficult to provide and to evaluate thermal comfort conditions. In order to try to solve this problem, studies are being performed in research centers, in collaboration with the aeronautical industry. This project is inserted in this context. In this project a study of aircraft cabin airflow, through the measurement of the cabin environmental variables, and the thermal comfort using thermal mannequin and evaluation with people, was accomplished. For the accomplishment of the tests a mock-up of a cabin section with 12 places was projected and built. Conditions of airflow and thermal comfort within two cabin conditions, 19 and 24 °C, were analyzed. The tests with people were performed by 11 volunteers. Equivalent temperatures were obtained by using a thermal mannequin and were presented in a thermal sensation diagram, which had been seen to this purpose in vehicles technical norm. Later on, subjective evaluations, whose results were presented by an mean thermal vote (MTV) diagram and by an mean comfort vote (MCV) diagram, were accomplished. It was verified that, in spite of the complex airflow conditions, significant differences neither of the air velocity in the occupation area nor of the temperature in the vertical direction happened, which are factors that could cause a great discomfort. It was also verified a strong relation between thermal comfort evaluations accomplished through the equivalent temperatures and the results of the subjective analyses accomplished through questionnaires. In the subjective evaluations, a small displacement of the results to the right side in the MTV diagram occurred. Finally, it was verified that the volunteers preferred 19 °C temperature cabin condition, with mean comfort votes (MCV) indicating from indifferent to lightly comfortable conditions, while in the 24 °C cabin the conditions were considered lightly uncomfortable.

Baker Cabin, a pioneer log structure, is located on privately owned property near the community of Carver, Oregon. According to traditional accounts the cabin has existed continuously on this site since its construction in 1856. Archaeological excavations of the cabin's foundation and the surrounding area uncovered date-able artifacts and a second foundation with an associated well. Analysis of the artifacts associated with the present cabin foundation indicate a post-1870 construction date those associated with the second foundation and its well indicate an 1850’s occupation. Four hypotheses that are explored in this paper can be derived from the interpretation of all available data: Baker Cabin was constructed in 1856 at a presently undiscovered site on the claim but was moved to its present location about 1870. Baker Cabin was constructed in 1856 on the precise spot that it now stands but reconstruction by the Old Timers' Association involved a complete rebuilding of the foundation. Baker Cabin was constructed in 1856 on the present foundation but extensive repairs were done on the foundation in the 1870's. The old foundation represents a smaller cabin occupied from the late 1840's until 1856. The old foundation with its associated well represents the original construction am habitation of the site. The present cabin is not the original 1856 cabin referred to in tradition but is rather a cabin constructed about 1870. Data used in this research include excavated materials, informant interviews, and historical documents. The excavated materials consist of glass and pottery sherds, buttons, cartridges, and toys. Informants interviewed are Baker descendants, and they provided recollections, documents, and pictures. Historical documents used included census and tax assessment records, newspapers, Donation Land Claim material, and family ledgers. Results of this research reveal that the authentic history of Baker Cabin will not be known unless further evidence becomes available. The first two hypotheses would seem to have no validity, however, the third and fourth hypotheses can be supported by the available data.

I live in a society where a state of multi-tasking and over-stimulation is common. I am inundated with excessive information and seemingly addicted to distraction. My love affair with hi speed digital devices devours all sense of time and space. But in the process of making all information available to everyone, all the time, we are losing our connection with the value of direct experience. What I can see, feel, taste, smell, touch and hear is losing significance and with this loss I am becoming isolated from my own nature and perhaps even my own body. In response to this contemporary condition this thesis proposes a place dedicated to rediscovering our innate sense of rhythm and to re-connecting with our place in the cosmos. This is not intended as a rejection of current technologies, but rather a place that examines the potential of architecture to bring us into the present moment. In doing so we are able to attend to the experience of being in our body and moving from moment to moment in the world; we learn to slow down and enjoy the incremental life of our senses. The site for this exploration is an island in the rocky landscape of the Canadian Shield. Known as Twin Island, this place is the site of my family's cabin where I spend each summer. The journey to the island and the place itself are both a physical and spiritual symbol of transformation; of disconnecting then re-connecting. Architecture is used as an instrument to heighten one’s awareness of the primordial power of water, stone, fire and darkness to spark the cosmological imagination. Sinking deeply into her bed she penetrates earth, rock and ancient memory. Here, she finds her place. This is ‘architecture minimum’; we are simply sheltered within the expanse of the universe.