G. Vledder
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17 records found
1
Background
Current jet airplanes are not sustainable, and turboprop aircraft can be a more sustainable alternative for regional travels. However, the noise levels in turboprops can range from 83 to 92 dB(A), which is higher than jets and is the largest contributor to discomfort in turboprops.
Objective
The objective of this study was to assess the efficacy of utilizing noise-cancelling headphones or earplugs in mitigating (dis)comfort experienced by passengers aboard turboprop aircraft.
Methods
An experiment was designed in a grounded Boeing 737 cabin with the sound source inside. Twenty-four participants experienced four conditions: jet sound (Boeing 737), turboprop (ATR 72) sound, turboprop sound with active noise-cancelling (ANC) headphones, and turboprop sound with earplugs. The sound level used for all conditions in this test ranged between 84.2 and 86.3 dB(A). Passenger experiences were measured using questionnaires, including a newly developed Ear Local Discomfort questionnaire.
Results
The comfort and discomfort scores for the conditions involving ANC headphones and earplugs are significantly improved compared to the conditions without hearing protection. The impact of noise on discomfort is mitigated in these two conditions, though it remains the most prominent factor. ANC headphones cause more discomfort around the ear, while earplugs cause discomfort inside the ear.
Conclusion
The use of ANC headphones and earplugs in a turboprop airplane might increase the acceptance of these airplanes. ANC headphones are slightly preferred over earplugs, but both solutions have specific limitations. ...
Current jet airplanes are not sustainable, and turboprop aircraft can be a more sustainable alternative for regional travels. However, the noise levels in turboprops can range from 83 to 92 dB(A), which is higher than jets and is the largest contributor to discomfort in turboprops.
Objective
The objective of this study was to assess the efficacy of utilizing noise-cancelling headphones or earplugs in mitigating (dis)comfort experienced by passengers aboard turboprop aircraft.
Methods
An experiment was designed in a grounded Boeing 737 cabin with the sound source inside. Twenty-four participants experienced four conditions: jet sound (Boeing 737), turboprop (ATR 72) sound, turboprop sound with active noise-cancelling (ANC) headphones, and turboprop sound with earplugs. The sound level used for all conditions in this test ranged between 84.2 and 86.3 dB(A). Passenger experiences were measured using questionnaires, including a newly developed Ear Local Discomfort questionnaire.
Results
The comfort and discomfort scores for the conditions involving ANC headphones and earplugs are significantly improved compared to the conditions without hearing protection. The impact of noise on discomfort is mitigated in these two conditions, though it remains the most prominent factor. ANC headphones cause more discomfort around the ear, while earplugs cause discomfort inside the ear.
Conclusion
The use of ANC headphones and earplugs in a turboprop airplane might increase the acceptance of these airplanes. ANC headphones are slightly preferred over earplugs, but both solutions have specific limitations. ...
Background
Current jet airplanes are not sustainable, and turboprop aircraft can be a more sustainable alternative for regional travels. However, the noise levels in turboprops can range from 83 to 92 dB(A), which is higher than jets and is the largest contributor to discomfort in turboprops.
Objective
The objective of this study was to assess the efficacy of utilizing noise-cancelling headphones or earplugs in mitigating (dis)comfort experienced by passengers aboard turboprop aircraft.
Methods
An experiment was designed in a grounded Boeing 737 cabin with the sound source inside. Twenty-four participants experienced four conditions: jet sound (Boeing 737), turboprop (ATR 72) sound, turboprop sound with active noise-cancelling (ANC) headphones, and turboprop sound with earplugs. The sound level used for all conditions in this test ranged between 84.2 and 86.3 dB(A). Passenger experiences were measured using questionnaires, including a newly developed Ear Local Discomfort questionnaire.
Results
The comfort and discomfort scores for the conditions involving ANC headphones and earplugs are significantly improved compared to the conditions without hearing protection. The impact of noise on discomfort is mitigated in these two conditions, though it remains the most prominent factor. ANC headphones cause more discomfort around the ear, while earplugs cause discomfort inside the ear.
Conclusion
The use of ANC headphones and earplugs in a turboprop airplane might increase the acceptance of these airplanes. ANC headphones are slightly preferred over earplugs, but both solutions have specific limitations.
Current jet airplanes are not sustainable, and turboprop aircraft can be a more sustainable alternative for regional travels. However, the noise levels in turboprops can range from 83 to 92 dB(A), which is higher than jets and is the largest contributor to discomfort in turboprops.
Objective
The objective of this study was to assess the efficacy of utilizing noise-cancelling headphones or earplugs in mitigating (dis)comfort experienced by passengers aboard turboprop aircraft.
Methods
An experiment was designed in a grounded Boeing 737 cabin with the sound source inside. Twenty-four participants experienced four conditions: jet sound (Boeing 737), turboprop (ATR 72) sound, turboprop sound with active noise-cancelling (ANC) headphones, and turboprop sound with earplugs. The sound level used for all conditions in this test ranged between 84.2 and 86.3 dB(A). Passenger experiences were measured using questionnaires, including a newly developed Ear Local Discomfort questionnaire.
Results
The comfort and discomfort scores for the conditions involving ANC headphones and earplugs are significantly improved compared to the conditions without hearing protection. The impact of noise on discomfort is mitigated in these two conditions, though it remains the most prominent factor. ANC headphones cause more discomfort around the ear, while earplugs cause discomfort inside the ear.
Conclusion
The use of ANC headphones and earplugs in a turboprop airplane might increase the acceptance of these airplanes. ANC headphones are slightly preferred over earplugs, but both solutions have specific limitations.
Journal article
(2026)
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Yu Song, Anna S. Reichherzer, Xinhe Yao, Gerbera Vledder, Britta Herbig, Michael Bellmann, Victor Norrefeldt, Peter Vink, Neil Mansfield
Background
A quantitative comfort model will aid in evaluating comfort levels of various target groups before the actual flight of an airplane. However, constructing the model is always a challenge due to the complexity of the phenomenon.
Objectives
In this paper, we present quantitative comfort models to predict the (dis)comfort of passengers flying with turboprops based on objective measures.
Methods
Ninety-seven participants took part in two experiments conducted during real flights, during which forty of them had environmental and personal factors recorded using (self-developed) measurement tools. The collected data were analyzed to model the relations between objective measures and subjective feelings.
Results
Two preliminary models based on gradient boosting regression were developed. The models were able to predict the changes in comfort and discomfort of individual passengers with an accuracy of 0.12±0.01 and 0.21±0.01 regarding normalized comfort and discomfort scores, respectively. Additionally, contributions of different factors were highlighted.
Conclusion
The outcomes of the models show that we took a step forward in modeling the human comfort experience using objective measurements. Anthropometry (including age), seat positions, time duration, and row (noise) emerged as leading factors influencing the feeling of (dis)comfort in turboprop planes. ...
A quantitative comfort model will aid in evaluating comfort levels of various target groups before the actual flight of an airplane. However, constructing the model is always a challenge due to the complexity of the phenomenon.
Objectives
In this paper, we present quantitative comfort models to predict the (dis)comfort of passengers flying with turboprops based on objective measures.
Methods
Ninety-seven participants took part in two experiments conducted during real flights, during which forty of them had environmental and personal factors recorded using (self-developed) measurement tools. The collected data were analyzed to model the relations between objective measures and subjective feelings.
Results
Two preliminary models based on gradient boosting regression were developed. The models were able to predict the changes in comfort and discomfort of individual passengers with an accuracy of 0.12±0.01 and 0.21±0.01 regarding normalized comfort and discomfort scores, respectively. Additionally, contributions of different factors were highlighted.
Conclusion
The outcomes of the models show that we took a step forward in modeling the human comfort experience using objective measurements. Anthropometry (including age), seat positions, time duration, and row (noise) emerged as leading factors influencing the feeling of (dis)comfort in turboprop planes. ...
Background
A quantitative comfort model will aid in evaluating comfort levels of various target groups before the actual flight of an airplane. However, constructing the model is always a challenge due to the complexity of the phenomenon.
Objectives
In this paper, we present quantitative comfort models to predict the (dis)comfort of passengers flying with turboprops based on objective measures.
Methods
Ninety-seven participants took part in two experiments conducted during real flights, during which forty of them had environmental and personal factors recorded using (self-developed) measurement tools. The collected data were analyzed to model the relations between objective measures and subjective feelings.
Results
Two preliminary models based on gradient boosting regression were developed. The models were able to predict the changes in comfort and discomfort of individual passengers with an accuracy of 0.12±0.01 and 0.21±0.01 regarding normalized comfort and discomfort scores, respectively. Additionally, contributions of different factors were highlighted.
Conclusion
The outcomes of the models show that we took a step forward in modeling the human comfort experience using objective measurements. Anthropometry (including age), seat positions, time duration, and row (noise) emerged as leading factors influencing the feeling of (dis)comfort in turboprop planes.
A quantitative comfort model will aid in evaluating comfort levels of various target groups before the actual flight of an airplane. However, constructing the model is always a challenge due to the complexity of the phenomenon.
Objectives
In this paper, we present quantitative comfort models to predict the (dis)comfort of passengers flying with turboprops based on objective measures.
Methods
Ninety-seven participants took part in two experiments conducted during real flights, during which forty of them had environmental and personal factors recorded using (self-developed) measurement tools. The collected data were analyzed to model the relations between objective measures and subjective feelings.
Results
Two preliminary models based on gradient boosting regression were developed. The models were able to predict the changes in comfort and discomfort of individual passengers with an accuracy of 0.12±0.01 and 0.21±0.01 regarding normalized comfort and discomfort scores, respectively. Additionally, contributions of different factors were highlighted.
Conclusion
The outcomes of the models show that we took a step forward in modeling the human comfort experience using objective measurements. Anthropometry (including age), seat positions, time duration, and row (noise) emerged as leading factors influencing the feeling of (dis)comfort in turboprop planes.
Journal article
(2026)
-
Neil J. Mansfield, Peter Vink, Gerbera Vledder, Xinhe Yao, Britta Herbig, Anna S. Reichherzer, Michael Bellmann
Background
Turboprop aircraft offer the possibility of lower emissions for regional travel in comparison to jets. Future low-carbon aircraft concepts include propeller-generated thrust powered from fuel cells, hydrogen, biofuel, battery or hybrid power. The noise and vibration experienced in a turboprop cabin is different to that experienced in a jet, with signals characterised by tonal components related to the propeller blade pass frequency. These components have been associated with noise and vibration discomfort. There are few published studies of aircraft cabin vibration measured on the seat surface according to ISO2631-1; none report data for the whole flight.
Objective
The objective was to measure and evaluate the vibration experienced by passengers for complete turboprop flights and compare vibration data with standards associated with vibration comfort.
Methods
Vibration data was measured on the surface of three occupied seats during two turboprop aircraft flights. Measurements were made on full flights, and covered the entire duration from gate-to-gate.
Results
Data showed that the vibration is highly tonal, and is affected by position and flight phase. Frequency-weighted vibration showed magnitudes below thresholds for health risk. The highest magnitudes of vibration occurred at the blade pass frequency and its harmonics. These frequencies are rejected by standard comfort assessment methods that use frequency weightings.
Conclusions
Whole-body vibration exposure in the turboprop tested in this study did not approach health risk thresholds using ISO2631-1. Analysis of the vibrational comfort requires use of band-limited vibration assessment methods to include the dominant vibration components in analysis. ...
Turboprop aircraft offer the possibility of lower emissions for regional travel in comparison to jets. Future low-carbon aircraft concepts include propeller-generated thrust powered from fuel cells, hydrogen, biofuel, battery or hybrid power. The noise and vibration experienced in a turboprop cabin is different to that experienced in a jet, with signals characterised by tonal components related to the propeller blade pass frequency. These components have been associated with noise and vibration discomfort. There are few published studies of aircraft cabin vibration measured on the seat surface according to ISO2631-1; none report data for the whole flight.
Objective
The objective was to measure and evaluate the vibration experienced by passengers for complete turboprop flights and compare vibration data with standards associated with vibration comfort.
Methods
Vibration data was measured on the surface of three occupied seats during two turboprop aircraft flights. Measurements were made on full flights, and covered the entire duration from gate-to-gate.
Results
Data showed that the vibration is highly tonal, and is affected by position and flight phase. Frequency-weighted vibration showed magnitudes below thresholds for health risk. The highest magnitudes of vibration occurred at the blade pass frequency and its harmonics. These frequencies are rejected by standard comfort assessment methods that use frequency weightings.
Conclusions
Whole-body vibration exposure in the turboprop tested in this study did not approach health risk thresholds using ISO2631-1. Analysis of the vibrational comfort requires use of band-limited vibration assessment methods to include the dominant vibration components in analysis. ...
Background
Turboprop aircraft offer the possibility of lower emissions for regional travel in comparison to jets. Future low-carbon aircraft concepts include propeller-generated thrust powered from fuel cells, hydrogen, biofuel, battery or hybrid power. The noise and vibration experienced in a turboprop cabin is different to that experienced in a jet, with signals characterised by tonal components related to the propeller blade pass frequency. These components have been associated with noise and vibration discomfort. There are few published studies of aircraft cabin vibration measured on the seat surface according to ISO2631-1; none report data for the whole flight.
Objective
The objective was to measure and evaluate the vibration experienced by passengers for complete turboprop flights and compare vibration data with standards associated with vibration comfort.
Methods
Vibration data was measured on the surface of three occupied seats during two turboprop aircraft flights. Measurements were made on full flights, and covered the entire duration from gate-to-gate.
Results
Data showed that the vibration is highly tonal, and is affected by position and flight phase. Frequency-weighted vibration showed magnitudes below thresholds for health risk. The highest magnitudes of vibration occurred at the blade pass frequency and its harmonics. These frequencies are rejected by standard comfort assessment methods that use frequency weightings.
Conclusions
Whole-body vibration exposure in the turboprop tested in this study did not approach health risk thresholds using ISO2631-1. Analysis of the vibrational comfort requires use of band-limited vibration assessment methods to include the dominant vibration components in analysis.
Turboprop aircraft offer the possibility of lower emissions for regional travel in comparison to jets. Future low-carbon aircraft concepts include propeller-generated thrust powered from fuel cells, hydrogen, biofuel, battery or hybrid power. The noise and vibration experienced in a turboprop cabin is different to that experienced in a jet, with signals characterised by tonal components related to the propeller blade pass frequency. These components have been associated with noise and vibration discomfort. There are few published studies of aircraft cabin vibration measured on the seat surface according to ISO2631-1; none report data for the whole flight.
Objective
The objective was to measure and evaluate the vibration experienced by passengers for complete turboprop flights and compare vibration data with standards associated with vibration comfort.
Methods
Vibration data was measured on the surface of three occupied seats during two turboprop aircraft flights. Measurements were made on full flights, and covered the entire duration from gate-to-gate.
Results
Data showed that the vibration is highly tonal, and is affected by position and flight phase. Frequency-weighted vibration showed magnitudes below thresholds for health risk. The highest magnitudes of vibration occurred at the blade pass frequency and its harmonics. These frequencies are rejected by standard comfort assessment methods that use frequency weightings.
Conclusions
Whole-body vibration exposure in the turboprop tested in this study did not approach health risk thresholds using ISO2631-1. Analysis of the vibrational comfort requires use of band-limited vibration assessment methods to include the dominant vibration components in analysis.
As automated vehicles evolve, seating designs must accommodate a wider range of postures, particularly for non-driving-related activities such as relaxing and sleeping. This study aims to model human back shapes in seated and reclined positions to improve ergonomic seat designs. Human back contour data were collected from 36 participants using a custom measurement device in two setups: a 25° backrest angle and a seat pan angle of 15°, simulating a driving posture, and a 50° backrest angle with the same seat pan angle, representing a reclined posture. Statistical Shape Models (SSMs) were developed to analyze the variability of back contours. The 25° setup exhibited a flatter spinal curve and higher compactness, capturing 79.7 % of the variance with the first principal component (PC1), compared to 74.6 % in the 50° setup. The combined setup balanced these differences, providing a comprehensive model for diverse postures. Overall, PC1, PC2, and PC3 together captured more than 96 % of total contour variance, indicating that variations in back height, neck bending, and lumbar prominence constitute the dominant sources of geometric diversity. These findings offer actionable dimensions for designing ergonomic backrests that support diverse users and postures. Future research should investigate whether implementing these guidelines enhances comfort and should include more diverse populations and a broader range of postures.
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As automated vehicles evolve, seating designs must accommodate a wider range of postures, particularly for non-driving-related activities such as relaxing and sleeping. This study aims to model human back shapes in seated and reclined positions to improve ergonomic seat designs. Human back contour data were collected from 36 participants using a custom measurement device in two setups: a 25° backrest angle and a seat pan angle of 15°, simulating a driving posture, and a 50° backrest angle with the same seat pan angle, representing a reclined posture. Statistical Shape Models (SSMs) were developed to analyze the variability of back contours. The 25° setup exhibited a flatter spinal curve and higher compactness, capturing 79.7 % of the variance with the first principal component (PC1), compared to 74.6 % in the 50° setup. The combined setup balanced these differences, providing a comprehensive model for diverse postures. Overall, PC1, PC2, and PC3 together captured more than 96 % of total contour variance, indicating that variations in back height, neck bending, and lumbar prominence constitute the dominant sources of geometric diversity. These findings offer actionable dimensions for designing ergonomic backrests that support diverse users and postures. Future research should investigate whether implementing these guidelines enhances comfort and should include more diverse populations and a broader range of postures.
Mobility plays a vital role in connecting people and businesses. As sustainability and technological advancements reshape the mobility landscape, there is a growing demand for future-proof solutions. This dissertation explores passenger comfort as a key factor in the adoption of emerging mobility modes, including turboprop aircraft, sleeper trains, and automated vehicles (AVs). Although these modes offer environmental and operational benefits, their success hinges on passenger acceptance, with comfort being a central determinant.....
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Mobility plays a vital role in connecting people and businesses. As sustainability and technological advancements reshape the mobility landscape, there is a growing demand for future-proof solutions. This dissertation explores passenger comfort as a key factor in the adoption of emerging mobility modes, including turboprop aircraft, sleeper trains, and automated vehicles (AVs). Although these modes offer environmental and operational benefits, their success hinges on passenger acceptance, with comfort being a central determinant.....
To establish guidelines for sleeping space in vehicles, the sleeping postures of 189 participants are studied, 105 of them were asked to take the position in which they fall asleep and 84 have been asked to assume the position in which they lie most of the time. Seven percent slept on the stomach, 19% on the back and 74% on the side and 49% slept on the side with both legs flexed. For all participants a bed size of 200 × 90 cm will do. It is discussed that for one night while travelling a bed size of 171 × 76 cm might be sufficient as it results in a reasonably good sleep according to another study and in almost half of the cases in this study people sleep on the side with both legs folded. Apart from the sleeping space for a good sleep, attention is needed for a dark environment with a good temperature and relative silence.
...
To establish guidelines for sleeping space in vehicles, the sleeping postures of 189 participants are studied, 105 of them were asked to take the position in which they fall asleep and 84 have been asked to assume the position in which they lie most of the time. Seven percent slept on the stomach, 19% on the back and 74% on the side and 49% slept on the side with both legs flexed. For all participants a bed size of 200 × 90 cm will do. It is discussed that for one night while travelling a bed size of 171 × 76 cm might be sufficient as it results in a reasonably good sleep according to another study and in almost half of the cases in this study people sleep on the side with both legs folded. Apart from the sleeping space for a good sleep, attention is needed for a dark environment with a good temperature and relative silence.
Conference paper
(2024)
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P Vink, G. Vledder, X. Yao, Y. Song, Neil Mansfield, britta herbig, Anna Reichherzer, Michael Bellman
Many new future sustainable aircraft concepts have (electric) propeller propulsion. However, the noise and vibration generated by propeller propulsion might create discomfort for passengers. In the Clean Sky 2 project ‘ComfDemo’, all factors influencing comfort and discomfort are studied, with the aim to improve comfort experience for eco airplanes. The results show that noise, vibration and seat are the most mentioned factors influencing discomfort. The flights without passengers showed different noise characteristics, which makes test flights with passengers inevitable. Noise certainly needs attention, but anthropometrics as well as for instance elbow-elbow width is greater than the 18” seat width for many passengers.
...
Many new future sustainable aircraft concepts have (electric) propeller propulsion. However, the noise and vibration generated by propeller propulsion might create discomfort for passengers. In the Clean Sky 2 project ‘ComfDemo’, all factors influencing comfort and discomfort are studied, with the aim to improve comfort experience for eco airplanes. The results show that noise, vibration and seat are the most mentioned factors influencing discomfort. The flights without passengers showed different noise characteristics, which makes test flights with passengers inevitable. Noise certainly needs attention, but anthropometrics as well as for instance elbow-elbow width is greater than the 18” seat width for many passengers.
Conference paper
(2024)
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Anna Reichherzer, britta herbig, P. Vink, Y. Song, G. Vledder, X. Yao, Neil Mansfield, Michael Bellman
Turboprop aircraft are a useful alternative to reduce CO2 emissions, but they have a higher noise and vibration level compared to turbojets. We investigated how passengers perceived noise and vibration during two turboprop flights in an ATR72.In general, noise as assessed as slightly loud and slightly annoying, but became less noisy and more comfortable over time. Subjects evaluated the vibration as rather comfortable, but the perception of vibration varied for different body areas. Discomfort of vibration decreased. If noise sensitivity is added to these analyses, changes over time largely disappeared showing the complex interaction between characteristics of the person and the environment. In summary, the rather negative evaluation of noise and vibration could be the factors why people decide not to fly with turboprop aircrafts. The development of turboprop aircraft with less noise and vibration remains important so that this more sustainable aircraft type is competitive.
...
Turboprop aircraft are a useful alternative to reduce CO2 emissions, but they have a higher noise and vibration level compared to turbojets. We investigated how passengers perceived noise and vibration during two turboprop flights in an ATR72.In general, noise as assessed as slightly loud and slightly annoying, but became less noisy and more comfortable over time. Subjects evaluated the vibration as rather comfortable, but the perception of vibration varied for different body areas. Discomfort of vibration decreased. If noise sensitivity is added to these analyses, changes over time largely disappeared showing the complex interaction between characteristics of the person and the environment. In summary, the rather negative evaluation of noise and vibration could be the factors why people decide not to fly with turboprop aircrafts. The development of turboprop aircraft with less noise and vibration remains important so that this more sustainable aircraft type is competitive.
Journal article
(2024)
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G. Vledder, R. Sabater Campomanes, U. Singh, H. Kılıç, M. Smulders, W. Song, P. Vink
Taking a nap is a welcome pastime in vehicles such as trains, airplanes, and cars. Flat sleeping cannot always be facilitated because of space and economic constraints, but a larger backrest recline angle is associated with better sleep quality. To define the best and the worst comfort experience and sleep comfort in these settings, and to offer design guidelines to practitioners, six backrest recline angles were compared regarding overall comfort and sleep comfort. The backrest recline angles ranged from 110 to 150 degrees, and 180 degrees was added as a reference. 16 participants were invited to sleep for a duration of 90 min. in each condition. Overall comfort and sleep comfort significantly improve in conditions higher than 120 degrees. Local discomfort is rated relatively low in all angles, but in comparison, people experience high discomfort in the neck, lower back, and lower leg region while in the 110 and 120 degrees condition. It is concluded that in the bigger recline angles the napping comfort experience is higher, with a minimum advised angle of 130 degrees.
...
Taking a nap is a welcome pastime in vehicles such as trains, airplanes, and cars. Flat sleeping cannot always be facilitated because of space and economic constraints, but a larger backrest recline angle is associated with better sleep quality. To define the best and the worst comfort experience and sleep comfort in these settings, and to offer design guidelines to practitioners, six backrest recline angles were compared regarding overall comfort and sleep comfort. The backrest recline angles ranged from 110 to 150 degrees, and 180 degrees was added as a reference. 16 participants were invited to sleep for a duration of 90 min. in each condition. Overall comfort and sleep comfort significantly improve in conditions higher than 120 degrees. Local discomfort is rated relatively low in all angles, but in comparison, people experience high discomfort in the neck, lower back, and lower leg region while in the 110 and 120 degrees condition. It is concluded that in the bigger recline angles the napping comfort experience is higher, with a minimum advised angle of 130 degrees.
Changes in Non-Driving-Related Activities from Conditional to Full Automation and Their Implications for Interior Design
A Systematic Review and Meta-Analysis
Automated driving frees users from the task of driving, allowing them to engage in new activities. Using keywords related to Non-Driving-Related Activities (NDRAs) and automated vehicles (and their variants), with reference to the Society of Automotive Engineers (SAE) levels 3, 4, and 5, the authors identified 2430 studies from various databases and sources. Of these, 47 were included in this study, with 39 included in the meta-analysis. The meta-analysis of the included studies shows a positive correlation between automation levels and the diversity of NDRAs. Communication and interaction with passengers are the most common activities, followed by media consumption, rest, and relaxation. Food and drink consumption slightly surpasses working and productivity, while personal habits and hygiene are less prioritized. Although some users still value vehicle monitoring, this need decreases with higher automation levels. Key activities such as communication, laptop use, and sleeping are highlighted as significant benefits of automation, as users transition away from situational awareness and are able to perform cognitively intensive tasks. The review also addresses potential design implications to support these NDRAs and discusses related regulatory challenges.
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Automated driving frees users from the task of driving, allowing them to engage in new activities. Using keywords related to Non-Driving-Related Activities (NDRAs) and automated vehicles (and their variants), with reference to the Society of Automotive Engineers (SAE) levels 3, 4, and 5, the authors identified 2430 studies from various databases and sources. Of these, 47 were included in this study, with 39 included in the meta-analysis. The meta-analysis of the included studies shows a positive correlation between automation levels and the diversity of NDRAs. Communication and interaction with passengers are the most common activities, followed by media consumption, rest, and relaxation. Food and drink consumption slightly surpasses working and productivity, while personal habits and hygiene are less prioritized. Although some users still value vehicle monitoring, this need decreases with higher automation levels. Key activities such as communication, laptop use, and sleeping are highlighted as significant benefits of automation, as users transition away from situational awareness and are able to perform cognitively intensive tasks. The review also addresses potential design implications to support these NDRAs and discusses related regulatory challenges.
Wearables are used to recognize human activities in various applications. However, there is limited evidence on the comfort feelings in using wearables, which is crucial for the adoption and long-term engagement of users in those applications. In this paper, we propose the concept of comfort wearables in the context of in-flight posture recognition. A comfort wearable and a tight-fit version, using identical hardware and software architecture, were prototyped and tested by 35 participants in a Boeing 737 cabin. During the usage of each wearable, participants were asked to perform seven frequently observed in-flight sitting postures and report their overall comfort/discomfort afterwards. A multilayer perceptron neural network was used to classify those activities. Experiment results indicated that participants appreciated the comfort wearable, rating it with significantly higher comfort scores and lower discomfort scores. Cross-validation results also revealed that using the comfort wearable achieved even better accuracy (74.8%) than using the tight-fit wearable (65.8%) in posture recognition. Outcomes of the study demonstrate that ergonomic design and technical accuracy are not competing factors in the wearable design and highlight the opportunities for designing and using comfort wearables in broader contexts.
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Wearables are used to recognize human activities in various applications. However, there is limited evidence on the comfort feelings in using wearables, which is crucial for the adoption and long-term engagement of users in those applications. In this paper, we propose the concept of comfort wearables in the context of in-flight posture recognition. A comfort wearable and a tight-fit version, using identical hardware and software architecture, were prototyped and tested by 35 participants in a Boeing 737 cabin. During the usage of each wearable, participants were asked to perform seven frequently observed in-flight sitting postures and report their overall comfort/discomfort afterwards. A multilayer perceptron neural network was used to classify those activities. Experiment results indicated that participants appreciated the comfort wearable, rating it with significantly higher comfort scores and lower discomfort scores. Cross-validation results also revealed that using the comfort wearable achieved even better accuracy (74.8%) than using the tight-fit wearable (65.8%) in posture recognition. Outcomes of the study demonstrate that ergonomic design and technical accuracy are not competing factors in the wearable design and highlight the opportunities for designing and using comfort wearables in broader contexts.
The sleep quality and (dis)comfort sitting upright was studied among 40 participants who took a nap at home. They were asked to take a nap at 17:00h on three consecutive days. The backrest had to be at a different angle every day: upright, reclined and more reclined. They were asked to record the backrest angle of the three positions and report the length of the sleep, the sleep quality, comfort and discomfort and influence of other factors each during each nap. From the 120 cases (3 conditions, 40 participants), the cases where participants were not able to sleep had an average backrest angle of 110˚, which was significantly different from the cases where participants were able to sleep, who had an average backrest angle of 118˚. The scores in the more upright position (<110˚) resulted in significantly more discomfort and a lower sleep quality than in the reclined positions (>123˚). As the conditions were arranged by the participants, there was much variation in outcomes. Therefore, future research under more standardised conditions is recommended.
...
The sleep quality and (dis)comfort sitting upright was studied among 40 participants who took a nap at home. They were asked to take a nap at 17:00h on three consecutive days. The backrest had to be at a different angle every day: upright, reclined and more reclined. They were asked to record the backrest angle of the three positions and report the length of the sleep, the sleep quality, comfort and discomfort and influence of other factors each during each nap. From the 120 cases (3 conditions, 40 participants), the cases where participants were not able to sleep had an average backrest angle of 110˚, which was significantly different from the cases where participants were able to sleep, who had an average backrest angle of 118˚. The scores in the more upright position (<110˚) resulted in significantly more discomfort and a lower sleep quality than in the reclined positions (>123˚). As the conditions were arranged by the participants, there was much variation in outcomes. Therefore, future research under more standardised conditions is recommended.
High-speed rail might be a solution to reduce energy usage and carbon emissions as rail transport consumes less energy than airplanes. However, in choosing a transport system, time is an important factor in making many passengers choose air travel. This paper studies the reasons why passengers choose a transport mode, and compares the comfort of aircraft and train seats. This study shows that time and costs are the most mentioned factors, but comfort and sustainability can play a deciding role between trains and airplanes on time and cost-competitive travel routes. The train seat is evaluated as the most comfortable, but still, part of the passengers choose the aircraft as the length of sitting on the seat is limited.
...
High-speed rail might be a solution to reduce energy usage and carbon emissions as rail transport consumes less energy than airplanes. However, in choosing a transport system, time is an important factor in making many passengers choose air travel. This paper studies the reasons why passengers choose a transport mode, and compares the comfort of aircraft and train seats. This study shows that time and costs are the most mentioned factors, but comfort and sustainability can play a deciding role between trains and airplanes on time and cost-competitive travel routes. The train seat is evaluated as the most comfortable, but still, part of the passengers choose the aircraft as the length of sitting on the seat is limited.
BACKGROUND: A valid distribution of key anthropometric parameters among participants is often a perquisite of ergonomics research. OBJECTIVE: In this paper, we investigated the accuracy of self-reported stature and body mass of the population in the Netherlands. METHODS: Data from 4 experiments was synthesized where in each experiment, participants self-reported their stature and body mass prior to being measured, of which they were not notified before. RESULTS: Statistical analysis of 249 records indicated that on average, participants overreported their stature by 1.31 cm and underreported their mass by 1.45 kg. This is especially true for people with a BMI ≥ 25. CONCLUSION: Two models were proposed to adjust the self-reported stature and body mass for ergonomic researchers in a survey or recruitment. Limitations in using the models are highlighted as well.
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BACKGROUND: A valid distribution of key anthropometric parameters among participants is often a perquisite of ergonomics research. OBJECTIVE: In this paper, we investigated the accuracy of self-reported stature and body mass of the population in the Netherlands. METHODS: Data from 4 experiments was synthesized where in each experiment, participants self-reported their stature and body mass prior to being measured, of which they were not notified before. RESULTS: Statistical analysis of 249 records indicated that on average, participants overreported their stature by 1.31 cm and underreported their mass by 1.45 kg. This is especially true for people with a BMI ≥ 25. CONCLUSION: Two models were proposed to adjust the self-reported stature and body mass for ergonomic researchers in a survey or recruitment. Limitations in using the models are highlighted as well.
Journal article
(2023)
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Annechien Verkuyl, Guido te Brake, Peter van Scheijndel, G. Vledder, P. Vink
The aviation industry needs to reduce CO2 emissions. Turboprop aircrafts consume 10-60% less fuel compared to regional jets. In addition, electric propeller aircrafts are now in development, which can be CO2 neutral. However, in turboprop aircrafts the noise level is high and the space is limited. For flight attendants that work long hours in these aircrafts, this could become demanding. In this paper, the environmental comfort and ergonomics are studied in an experiment in a turboprop aircraft as a base for improving the working conditions for cabin personnel in future propeller aircrafts.
In general, it can be concluded that the tasks of the FAs in a turboprop are challenging regarding both physical and mental aspects. Unfavourable postures, high forces required for manoeuvring the trolley, little recovery time and a noisy environment all contribute to increased physical workload levels, which cause discomfort. The work is mentally demanding as resting time is very limited on short flights. When developing aircraft interiors, attention should be paid to reduce cabin noise and to ergonomic designs that require lower physical forces and allow FAs to work with healthy postures.
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The aviation industry needs to reduce CO2 emissions. Turboprop aircrafts consume 10-60% less fuel compared to regional jets. In addition, electric propeller aircrafts are now in development, which can be CO2 neutral. However, in turboprop aircrafts the noise level is high and the space is limited. For flight attendants that work long hours in these aircrafts, this could become demanding. In this paper, the environmental comfort and ergonomics are studied in an experiment in a turboprop aircraft as a base for improving the working conditions for cabin personnel in future propeller aircrafts.
In general, it can be concluded that the tasks of the FAs in a turboprop are challenging regarding both physical and mental aspects. Unfavourable postures, high forces required for manoeuvring the trolley, little recovery time and a noisy environment all contribute to increased physical workload levels, which cause discomfort. The work is mentally demanding as resting time is very limited on short flights. When developing aircraft interiors, attention should be paid to reduce cabin noise and to ergonomic designs that require lower physical forces and allow FAs to work with healthy postures.
Journal article
(2022)
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P. Vink, G. Vledder, Y. Song, britta herbig, Anna Reichherzer, Neil mansfield
Comfort is an important factor for passengers in the selection of airlines, and electric propeller aircraft will be an important element of future sustainable aviation. In this paper, we studied the order of importance of different (dis)comfort factors regarding traveling with propeller aircraft. Two experiments were conducted, one was a simulation flight on the ground with 33 participants and the other were two real flights with 97 participants. All participants were asked to rank the importance of different (dis)comfort factors in different phases of flights. Results indicated that though there are differences between the simulation and the real flights, noise, vibration and the seat are among the most important factors regarding discomfort, and space, lighting, temperature and seat are the most important factors of comfort. The results are different to those reported from previous studies on travelling by jet, where anthropometry is the most important factor. This finding suggests a difference in passenger perception between travelling by propeller propulsion and jet engines, and casts new requirements on the aircraft interior and service design for future sustainable aviation.
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Comfort is an important factor for passengers in the selection of airlines, and electric propeller aircraft will be an important element of future sustainable aviation. In this paper, we studied the order of importance of different (dis)comfort factors regarding traveling with propeller aircraft. Two experiments were conducted, one was a simulation flight on the ground with 33 participants and the other were two real flights with 97 participants. All participants were asked to rank the importance of different (dis)comfort factors in different phases of flights. Results indicated that though there are differences between the simulation and the real flights, noise, vibration and the seat are among the most important factors regarding discomfort, and space, lighting, temperature and seat are the most important factors of comfort. The results are different to those reported from previous studies on travelling by jet, where anthropometry is the most important factor. This finding suggests a difference in passenger perception between travelling by propeller propulsion and jet engines, and casts new requirements on the aircraft interior and service design for future sustainable aviation.
Turboprop airplanes and trains have the potential in being more sustainable for short distance travels. This paper focuses on identifying factors that influence passengers in the selection of transport. A questionnaire was developed by 4 experts and used in 3 workshops with 58 aircraft interior design experts. Besides, the answers of 20 passengers were incorporated as well for a holistic view of different stake holders. Results indicated that comfort, efficiency and sustainability are three categories of factors that influence the choice, where the leading factors are space, waiting time, seat and air quality. For traveling less than 250 km the train is the prefered. Twenty seven % has a preference for the turboprop airplanes for a distance of approximately 500 km. Next to the seat, noise is the second major barrier for the choice of the turboprop. Participants also complain about the outdated image of turboprops. This implies that 1) the environmental impact should be presented to the passengers in the selection process to raise their sustainability concerns; 2) in the design of interior for turboprop, seat comfort and noisie reduction are concerns that should be taken into consideration designing the interior. Exciting elements in the design should be considered as well for stimulating a more sustainable way of travel
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Turboprop airplanes and trains have the potential in being more sustainable for short distance travels. This paper focuses on identifying factors that influence passengers in the selection of transport. A questionnaire was developed by 4 experts and used in 3 workshops with 58 aircraft interior design experts. Besides, the answers of 20 passengers were incorporated as well for a holistic view of different stake holders. Results indicated that comfort, efficiency and sustainability are three categories of factors that influence the choice, where the leading factors are space, waiting time, seat and air quality. For traveling less than 250 km the train is the prefered. Twenty seven % has a preference for the turboprop airplanes for a distance of approximately 500 km. Next to the seat, noise is the second major barrier for the choice of the turboprop. Participants also complain about the outdated image of turboprops. This implies that 1) the environmental impact should be presented to the passengers in the selection process to raise their sustainability concerns; 2) in the design of interior for turboprop, seat comfort and noisie reduction are concerns that should be taken into consideration designing the interior. Exciting elements in the design should be considered as well for stimulating a more sustainable way of travel