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Design as Exploration: Multi-Objective and Multi- Disciplinary Optimization (MOMDO) of Indoor Sports Halls
Get PDFThere are an increasing number of optimal-design paradigms used in architectural design nowadays. In these paradigms, a design task is formulated, or partially formulated, as an optimization problem. Multi-Disciplinary Optimization and Multi-Objective Optimization, as two important optimal-design paradigms, have shown their great potential in improving the performances of complex buildings in recent decades. Nevertheless, current paradigms for ill‑defined conceptual architectural design still lack ways to ensure the achievement of a reliable optimization problem, which hinders reliable design solutions despite the use of advanced optimization algorithms.
To address this problem, it is necessary to shift the focus from Optimization Problem Solving to Optimization Problem Formulation. This research particularly focuses on knowledge‑supported, dynamic and interactive Optimization Problem Re-Formulation in order to construct a new Multi‑Objective and Multi-Disciplinary Optimization (MOMDO) method suitable for use in ill‑defined conceptual architectural design. The proposed method consists of two subtype methods: Non‑dynamic, Interactive Re-formulation method (Subtype-I) and Dynamic, Interactive Re‑formulation method (Subtype-II), which can be used to explore design space in a convergent and divergent manner respectively. To support the re-formulation, various kinds of information and knowledge need to be extracted by utilizing different computational techniques, such as advanced sampling algorithms, Self-Organizing Map, Hierarchical Clustering, Smoothing Spline Analysis of Variance, Two-Level Variable Structure and modular programming. Moreover, a software workflow that can provide these computational techniques is developed; it integrates McNeel’s Grasshopper, ESTECO\u27s modeFRONTIER and simulation software tools Daysim, EnergyPlus and Karamba3D. With the support of this software workflow, the proposed method is demonstrated via two case studies concerning the conceptual design of indoor sports halls
Housing justice as expansion of people’s capabilities for housing: Proposal for principles of housing policy and evaluation of housing inequality
Get PDFHousing inequality is a growing concern in our society. In recent decades, this inequality has been exacerbated by the phenomenon of housing being financialized and commodified as a means for wealth accumulation. Management of financial institutions and housing markets has become the centre of attention in policy discussion. The questions of how to promote the moral values tied to housing, such as human rights, dignity and freedom, and how to better enable people to access suitable housing have been marginalized. As a way forward, the states’ re-intervention and redistribution policies, and the human rights-based approach to housing policies are discussed, but this thesis advocates for a more ambitious paradigm shift. By extending Amartya Sen’s capability approach to housing, the thesis argues for resetting the primary goal of housing policies as expansion of people’s capabilities for housing—expanding opportunity, ability and security to lead their valued ways of residing—beyond the distribution of monetary and material resources for housing, such as housing benefits and dwelling units. This thesis presents the theoretical foundations of this argument and proposes basic principles to guide housing policies, which can serve as a normative basis of housing debates on necessary policy actions. An essential tool to guide housing policies towards this newly proposed goal is to evaluate policy outcomes and housing affairs of people—well-being, deprivation and inequality in housing—with capability considerations. The thesis suggests how this evaluation can be done and can help policies address the inequalities in what people can do to pursue their suitable housing options and how well they are actually residing
Driftwood Accumulation and Passage at V- and I-Rock Weirs in Mountain Streams
Get PDFThe transport and accumulation of driftwood, large wood, or large woody debris (LWD) in mountain streams is a natural part of catchment health and river connectivity. At hydraulic structures, the presence of driftwood has impacts on total discharge and upstream energy. Driftwood has been studied at a variety of spillways and weir types; however, little is known about its interaction at rock weirs. This study seeks to determine what factors affect the transport of driftwood and potential upstream impacts of driftwood accumulations at rock weirs through field-informed scaled model testing. Observations of driftwood at rock weirs located on the Blacksmith Fork River, a mountain stream located in Utah, USA, were used to replicate driftwood dynamics in V- and I-shaped rock weirs in a large flume. The river response to rock weirs on the corresponding section of the Blacksmith Fork River was also investigated using historic aerial imagery and field data. Approaches to driftwood management typically prioritize either natural processes or hydraulic structure safety and flow conveyance. A new hybrid approach should consider both aspects for rock weirs in mountain streams
The 2021 floods in the Netherlands from a river engineering perspective
Get PDFIn July of 2021, large areas in the catchment of the Meuse River in Belgium, the Netherlands and Germany were affected by extreme rainfall and floods. In the Netherlands, measured peak discharges in the upstream part of the Meuse and regional tributaries were the highest ever recorded. This resulted in extreme water levels in the upstream reaches, but downstream of Roermond (about 80 km downstream of the border with Belgium) water levels were significantly lower than during previous flood events with similar discharge levels near the border with Belgium. The lower water levels resulted from the implementation of the large-scale room for the river program, in combination with very strong peak attenuation of the flood wave. Peak attenuation was especially high in the so-called Lake Meuse in the Netherlands, due to large storage areas in the floodplains. The floods in the Netherlands came in certain parts of the Meuse basin rather unexpected. The flood forecasts in the upstream part of the Meuse in the Netherlands depended heavily on rainfall forecasts and rainfall-runoff modelling and underestimated the peak water levels up to 36 hours before the flood actually peaked. Further downstream, the lead time increases and forecasts are based on discharge levels that are measured in upstream parts of the catchments. This results in more accurate estimates. The estimated probability of occurrence of the measured peak water level is around 1:100 per year for the Meuse at Borgharen (rkm 16) and decreases to 1:15 per year downstream near Gennep (rkm155). In the tributaries in Limburg the probabilities of occurrence of the measured water levels vary widely: at many locations along the rivers Geul, Geleenbeek and Roer, exceedance probabilities are estimated to be between 1:100 and 1:1000 per year. The floods have also resulted in unprecedented morphological changes. The armour layer in the riverbed of the ‘Common Meuse’, consisting of very coarse gravel, was mobilized and layers of fine sand quickly eroded. This resulted in multiple scour holes with depths of 3 to 15m. Riverbank erosion was observed and large quantities of sand were deposited on the river banks
Aircraft Wake Vortices Affecting Airport Wind Measurements
Get PDFThe influence of wake vortices on other aircraft has been extensively studied and is well understood. However, to date, it has not been investigated how wake vortices can affect wind velocity measurements at airports. This study investigates this previously overlooked issue, focusing on departures from runway 34 at Zurich Airport. These departures are suspected to affect a wind sensor situated at the runway\u27s end. Through a combination of visual identification and application of a wake vortex model, instances where wakes affected the said anemometer were identified for a fifteen-month period. Analysis of the resulting data shows that approximately 5% of all departures generated such occurrences. In addition, specific wind conditions and aircraft types were identified as being necessary for such events to occur. The observed cases of wake hits have a significant effect on the wind measurements, altering even averaged values used by air traffic control for clearance by several knots and up to 50 degrees. That, in turn, can result in cases where aircraft performance does not allow take-off based on altered wind readings, even though the actual wind conditions would not prevent the departure. Such cases have the potential to cause significant disruption to flight operations. Even though this paper focuses on this phenomenon at Zurich Airport, similar issues are likely to occur at other airports as well
[Poster] Improving light aviation safety through traffic sharing and OpenSky ADS-B feed
No full textTraffic detection and alerting is lacking in light and ultralight aviation aircrafts for several reasons:
those aircrafts mostly operate in lower airspace, often near the ground, and may not be detected by ATC radar network.
they may either not be transponder-equipped or not operating their transponder, especially in uncontrolled lower airspace.
Most of those small aircrafts are not equipped with onboard ADS-B receivers.
Pilots may not be in touch with ATC information frequencies and hence will not get traffic alerts from ATC.
To increase safety of such flights, we have added the display of surrounding traffic to the Airmate EFB (Electronic Flight Bag) and relevant informational collision avoidance alerts when a potential conflict is detected. Airmate is the most used free application for flight planning and navigation, with a community of more than 230,000 pilots worldwide. The Airmate EFB is now able to display neighbouring traffic consolidated from OpenSky and other hubs, and broadcasted to flying pilots over mobile network connectivity.
The sharing of position reports from Airmate app enables to complement ADS-B traffic with actual data from aircrafts that may not be detected by ATC radar network.
Traffic sharing and alerting prerequisites is to be within coverage of a mobile network and running the Airmate app while flying. An Airmate server is receiving ADS-B traffic from OpenSky and other hubs, FLARM and GliderNet traffic, merging it with Airmate position reports received from Airmate apps in flight mode. The consolidated data is then broadcasted to pilots flying using Airmate EFB if within mobile network coverage
A Catalogue of Deconfliction Actions Extracted from Historical ADS-B Data
Get PDFA conflict in Air Traffic Management is defined by a potential future risk of loss of separation. To solve a conflict, air traffic controllers take proactive actions to ensure safe separations between aircraft. They issue specific instructions to pilots for corrective measures, such as lateral manoeuvres, changes in altitude or speed adjustments. To alleviate the workload of controllers, the conflict detection and resolution process can be automated, resulting in recommendations for efficient manoeuvres. Traditional conflict resolution algorithms often neglect factors inherent to controllers\u27 decision-making, leading to seemingly impractical manoeuvre suggestions from a human standpoint, causing reluctance in acceptation among controllers. The aim of our research is to obtain a catalogue of prevalent deconfliction practices, incorporating controllers\u27 uncertainty models derived from actual flight data. In the current contribution, we focus on lateral deconfliction manoeuvres in en-route air traffic, and implement a simple heuristic method to extract a catalogue of resolved conflict situations from historical ADS-B data. This catalogue will provide insights into controllers\u27 decision-making processes. In future works, we intend to use this catalogue to identify the best practices for traffic deconfliction, taking into account human factors and operational uncertainties, and to incorporate them into conflict resolution algorithms
A share-first-plan-second policy for efficient cooperation in a multi-modal transportation corridor
Get PDFCooperation in transportation networks has been a cornerstone of policies towards more sustainable transportation, aiming to improve the modal split and increase the fill rates of transportation resources. Effective cooperation between transportation firms requires some form of joint planning, which is often challenging to implement from an IT perspective and difficult to sustain due to the reliance on advanced planning software. In this paper, we present a simple but effective policy for cooperative transportation that does not require a complex joint optimization of operations. In this share-first-plan-second policy, cooperating firms first develop a cyclic schedule for a fleet of shared transportation resources and then assign their shipments to the transportation resources in real time. The policy performs nearly as well as a jointly optimized planning of operations while not requiring advanced IT systems and planning software. Finally, the share-first-plan-second policy exhibits robustness against deviations from planned transport operations, enhancing its practical applicability