Vehicle-induced force on pedestrians

Abstract

The main object of this study is to contribute to the study of the train-induced force on pedestrians with a theoretical model based on unsteady potential flow. The same method can be applied to other bodies and other kind of moving vehicles.The outcome of this theoretical model is that the force coefficient (referred to the vehicle speed and the pedestrian cross-section diameter) acting on the pedestrian are proportional to a single parameter which involves the pedestrian cross-section diameter, the vehicle cross-section area and the distance between the pedestrian and the vehicle.The results of the present model concerning the change in modulus and orientation experienced by the pedestrian, as the vehicles pass by, has a similar appearance to that considered in the European standards.The results obtained are mainly qualitative because of the simplifying assumptions needed to obtain a simple formulation leading to analytical results, except in the case of a vehicle with streamlined front shapes, where quantitative results can be expected.

On the Analytical Approach to Present Engineering Problems: Photovoltaic Systems Behavior, Wind Speed Sensors Performance, and High-Speed Train Pressure Wave Effects in Tunnels

“…As an example, the stability analysis of liquid bridges has been thoroughly studied since the late 70s, when the effect of microgravity on the liquid bridges was brought to Professor Da Riva's and Professor Meseguer's attention [2][3][4][5][6][7][8][9]. Another good example is the analysis of train-induced pressure effects on pedestrian and sign panels carried out by Professor Sanz-Andrés [10][11][12].…”

Full scale experiments on vehicle induced transient loads on roadside plates

“…In this case, plates of different shape and inclination were tested on a road side, however, without precise acquisition of vehicle type, distance and traveling speed. Sanz-Andrés et al (2003a, 2003b, 2004 have introduced mathematical models of vehicle-induced transient loads which roughly approximated experimental results in the vehicle front section regarding traffic signs, pedestrians and pedestrian barriers. In comparison to that, more studies exist on train-induced loads e.g.…”

Modelling the response of a standing person to the slipstream generated by a passenger train

“…Using work developed by Sanz-Andres et al [8] it is possible to model the induced velocity in this region using a model of the form where U is the normalized train speed, T is the normalized time, W is the normalized train width (actual train width/characteristic length (L)), H is the normalized height (actual height/L), and Y is the normalized lateral distance (actual lateral distance from the edge of the train/L). The development of the boundary layer over the train (zone 2) can be expressed in normalized form (see Appendix 2) as…”

“…Figure 5(a) indicates that the values of the index of agreement validating the slipstream model in the frequency domain are all >0. 8. In other words, the error in generating the turbulence is <20 per cent, hence in terms of the parametric analysis the φ terms are varied within the range of ±20 per cent.…”

“…In the previous section it was noted that the peak velocity associated with the nose of the train experienced little run to run variations and as such it was suggested that this type of flow was potentially inviscid in nature. Using work developed by Sanz-Andres et al [8] it is possible to model the induced velocity in this region using a model of the form…”