The Innovation Wisdom

Horizontal Passenger Loading Bridge

2009-02-21T01:44:00.000-08:00

To get on board an aircraft one can walk a passenger loading bridge from airport’s waiting room; or climbs up a stairway from the airport the tarmac. Walking the distance between airport's waiting room and aircraft in waiting deserves some muscular effort, and in certain airport to include the climb up or climb down stairways, depend on the embarking or disembarking arrangement for passengers, not to forget to walk the sloping down or sloping up passageway leading to aircraft cabin. This mean aircraft passengers have to exert his/her muscular power to get to get seated. So do boarding aircraft right from the airport tarmac. No one of it is an easy undertaking.

One disadvantage boarding aircraft by stairway right from airport tarmac if weather is bad. One can get drench in summer when it showers, or in winter while it snows the air may be very cold to bear. This is the reason why “passenger loading bridge” is in demand by most airports the world over today.

The problem with a Passenger Loading Bridge, shorten PLB, is angle it makes with a horizontal plane or water surface. If it is too steep, passengers can get slip and fel to floor while walking a sloping down passageway on entering the aircraft, or walking a sloping up passageway the other way round on leaving the aircraft with gradient above the limit.

The sloping down angle of a passageway with horizontal plane depends on: the distance an aircraft makes with airport building, shorten Horizontal Distance (HD); and elevation difference of aircraft’s cabin floor has with the airport’s waiting room, measured from the surface of airport tarmac, or Vertical Distance (VD); as shown in Figure-I.

Figure-I

Figure-I displays a Retractable PLB, shorten RPLB, connecting the aircraft’s fuselage with airport building. Such a bridge also called a telescopic bridge, because it consists of two components: a Fix Bridge (FB) and a Telescopic Bridge (TB), like a telescope. As can be seen from triangle ABC colored red, AB is the horizontal distance between aircraft fuselage and the airport building, BC is vertical difference between the aircraft’s cabin floor and floor of the waiting room of the airport building, measured from the suface of airport’s tarmac, and AB is the length of RPLB. The angle of RPLB with horizontal plane is:

To safeguard: elderly, women, children, and handicap from getting slip and fall to floor on entering the aircraft, or leaving it the other way round, this angle must be kept to maximum such as: α = 5 degrees. To have this angle right, one have to reduce VD, or increase HD the other way round, much depends on what can be easily carried out.

If for one aircraft’s type, size, make, PLB gives a corect angle say 5 degrees, it will not right with other type, or size, or make. The VD and HD distances may vary with aircraft’s type, size, and make. For small size aircrafts, VD tends to increase while HD to decrease resulting angle α to rise; meanwhile for big aircrafts, VD tends to decrease while HD to increase resulting angle α to rise. If one wants to reduce angle α any further, the horizontal distance must be increased indefinitely, but this is limited by the maximum length of RPLB.

To get rid of problem raised by RPLB, a new PLB will be introduced called: the Horizontal Passenger Loading Bridge, abbreviated HPLB. The latter bridge consists of: a Fixed Bridge (FB), and a Telescopic Bridge (TB) with a Bridge Gate (BG), all protruding from the airport building, known as section-1. Inside the airport building there is another Inner Bridge (IB) with pair of PEDP (Passenger’s Embarking/Disembarking Platform), known as section-2. At the end of section-2, there is a Personnel Elevator (PE), known as section-3. Figure-II presents the proposal of HPLB for future airports. Figure-IIa is the side view of HPLB, while Figure-IIb is its bird’s-eye view.

Figure-II

As can be seen in Figure-IIa, every HPLB will be supported by three jacks with self adjusment, called: J-1, J-2, and J-3. Each jack is electronically controlled to change its hight so the floor of HPLB always levels with the coming aircraft’s cabin floor. The three jacks will in unison move IB, FB, TB, and BG up to meet the incoming aircrafts’ cabin floor of various type, size, and make; or descend them in unison back the other way round to meet another incoming aircrafts’ cabin of floor of various type, size, and make.

To alter elevation of HPLB floor over the airport’s tarmac, two jacks design has been foreseen, i.e.: jack of small range for bottom support, and jack of wide range jack for side support. Every
jack to be equipped with four LD (Lifting Device) and a mechanical drive system backed by simple technology called: 1. Bolt-Nut with Bevel Gear, or 2. Rack-Pinion with Bevel Gear and Worm Gear. A system of mechanical drive will be used to synchronize speeds of every LD in drive compartment of every jack. A brake induction motor will be provided to move every jack mechanically, in order HPLB floor can be moved up, or be moved down the other way round, to suit demand of every incoming aircraft cabin floor of various type, size, and make.

All jacks supporting HPLB will never sink by action of gravity, or weight of HPLB along with passengers walking alongside, unless being driven by its brake induction motors. Same technology also being used to draw Telescopic Bridge (TB) out from the Fixed Bridge (FB), or draw it back in the other way round. Four LDs are installed around four corners of FB and TB back by similar technology: 1. Bolt-Nut with Bevel Gear, or 2. Rack-Pinion with Bevel Gear and Worm Gear. Thesel LDs will in unison draw TB out from FB mechanically, or draw TB back in the in unison other way round; synchronously driven by a brake induction motor in its drive compartment.

With advent HPLB capable to adjust its floor hight to the elevation of incoming aircraft’s cabin floor of various type, size, and make, future airliner passengers will embark or disembark from aircraft only horizontally; irrespective of its type/size and make.

Figure-IIb is the bird’s-eye view of HPLB. As shown in the drawing, TB can be drawn into FB when the bridge is not performing, and section-1 be park by turning it 90 degrees to parallel with airport façade.

The Passenger Embarking/Disembarking Platform, abbreviated PEDP, is in fact a high capacity elevator use to ascend passengers from waiting room on the first floor to IB, or to descend other passenger from waiting room on the second floor also to IB in future airports; or the other way round. As is shown in the drawing, a set of PEDP consists of two high capacity elevators being installed in section-2, and installed on either side of IB.

Except the shape, a PEDP is similar with JE (Jamarat Elevator) in the proposed Mina Jamarat in Mecca, Saudi Arabia, already been described in previous article, also to make use the same technology.

The Passenger Carrying Capacity (PCC) of PEDP depends on design and is proposed to carry 200 to 300 passenger one way up, or the other way down. Having that capacity, a set of PEDP will easily board passengers of large airliner to its full occupancy.

With PEDPs in airports, no muscular power need to be flex by any passengers to get from ground floor (first floor) to IB, also from second floor to IB, or the other way round; because each PEDP is driven by a brake induction motor electricity fed from utility.

From PEDP airliner passengers move to IB after the fence is open, then walk horizontally to aircraft through: FB, TB, and BG, to enter the cabin. Also same passengers do the other way round, on leaving the aircraft’ cabin back to airport waiting rooms on each floor.

A system of electronic control will monitor elevation of IB in section-2 to equal FB FB, TB, and BG, TB, and BG of section-1 over the airport’s tarmac with time. Jacks: J-1, J-2, and J-3 supporting HPLB will execute the result of monitor, should there be intolerable discrepancy. The two sections must keep equal height with the airliner’s cabin floor on the airport tarmac.

Inside airport building, right behind section-2 of HPLB is section-3, a Personnel Elevator is located, abbreviated PE. PE is built for less PCC around ten people. It is a low capacity elevator for airport personnel only, like: aircrews, mechanic, etc. It also ascend people from ground floor to IB, and from the second floor to IB; or back the other way round. When needed it also help late passengers to board the aircraft. Except for its PCC, a PE (Personnel Elevator) in airports also like a PE (Pedestrian Elevator) or a HE (Home Elevator), that has already been explained in previous articles, also implements samilar technology.

To board an aircraft with HPLB begins from the airport waiting rooms. There are at least two waiting rooms in future airports: one on the ground floor (first floor) and another on the second floor; passengers may wait in both waiting rooms.

To enter the aircraft with HPLB, starts from both airport’s waiting rooms. From waiting room in the first floor, and from waiing room in the second floor, people enter each PEDP in waiting. A tune of music will accompany each elevator as it ascends or descends, to let people in the environment aware of things being done. The first elevator ascend from ground floor to IB and stops after it levels, while the second elevator descends from second floor to IB also stops after it levels. As soon as both PEDP levels with IB, a fence bordering them with IB open immediately, and passengers move horizontally to IB to walk along FB, TB, BG, to enter aircraft’s cabin, finish.

To get off the aircraft with HPLB starts from aircraft’s cabin. After cabin door’s is opened, passengers the walk horizontally to BG, TB, FB, IB, to enter both PEDP in waiting, on either side of IB, on the left as well as right side. One or both elevator ascend to second floor; or one or both elevator descend to ground floor, depends on service program extended by airport authority to arrival or departures. With a pair of PEDP in airport, the airport authority can split the arrivals with the transits easily. Each PEDP will stop after it levels with floor of destination, i.e: the first floor and the second floor. Passengers leave after fence bordering PEDP with the waiting room been opened, finish.

Electricity comes from utility by power cable to enter HPLB panel, and be distribute by way of power wiring to brake induction motors in every drive compartment of jack: J-1, J-2, J-3 and TB. In case of power failure, emergency power supply will immediately take over.

With advent of solar panel and wind generator, energies harnessed from the sun and the wind can be used to run HPLB in remote airports after being converted to electricity. Electricity be used to run electric motors, electronic control, computer, and lighting.

To interface operator with HPLB electromechanical system, a Programmable Logic Controllers (PLCs) being used along with control wiring, limit switches, indicators, and push buttons.

As soon as aircraft come to approach, HPLB will sends first radio signal informing the aircraft’s of its identity: type, size, or make. Upon receipt of answer, HPLB responds with the setting of its bridges (IB,FB,TB, and BG) to the elevation required above airport’s tarmac to suit the coming aircraft. Computer inside HPLB already gathered data in its memory for a number aircraft including the one now approaching. As the aircraft get closer, it sends another radio signal informing the real elevation of its cabin floor on the airport’s tarmac, and HPLB computer responses by correcting bridges’ height down to a fraction of cm. When the airliner comes to a stop on park, TB will extends toward aircraft’s door at the front of fuselage with a swing of BG, to allow the latter easily nestle with aircraft’s front door.

The “Horizontal Passenger Loading Bridge” has been filed at the Patent Office of The Republik of Indonesia, in Jakarta, Registration number: P0020000203 on April 30, 2007, under the title: “Jembatan Pemuat Penumpang Horizontal”.

Home Elevator

2008-12-21T01:06:00.002-08:00

The persistence rise price of land in cities and the outskirt compel citizen to live in multistory dwellings. Many who chose to live in suburbs already establish town houses with two, three, or more, floors. Figure-I shows some type of multistory dwellings that has been built so far. Upper row shows houses viewed from their side, while lower row displays the plan views.

Figure-I

The main challenge living in a multistory dwelling is to get from lower floor to a higher one, or the other way round. Staircase has been used so far as a flight of steps between each floors. A staircase besides taking up a space, it also occupy some extra room by laying incline, and curtails a precious room of a multistory dwellings. Having a staircase in a multistory building, member of the family have to exert their muscular power to get from lower floor to to the upper one, or the other way round, and this is not an easy undertaking for disabled people, elderly, women, and many children.

To get rid of the problem, a new device will be introduced by this innovation, called: the Home Elevator, abbreviated HE. It will help people living in multistory dwellings get from lower floor to the higher, or the other way round, with easy and trouble free. The elevator will be driven by a brake induction motor similar to the lift in a highrise building, but without complicated suspending cables and the accompaniment. A stairway occupies more room in a house because it is laid incline, while HE lays truly vertical. This is the reason why a stairways projected larger area on the floor compared with HEs.

There are two categories of HE that can be built: a Peripherally Braced HE, shorten PBHE; and a Centrally Braced HE, shorten CBHE.

PBHE

A PBHE is a square or round steel structure built to support HE at the periphery, where cabin is made to ascend or descend in the inside. Unlike a lift in highrise building, a PBHE does not any suspension cables along with its accessories. Instead, it has a platform to acts as cabin base equipped with four Lifting Devices, shorten LDs. These LDs will work in unison to move cabin up driven by brake induction motor; or move it down also in unison the other way round. A mechanical drive system will be provided to move each LD inside a drive compartment right under cabin floor.

Each LD works backed by simple technology: 1. Bolt-Nut with Bevel Gear, or 2. Rack-Pinion with Bevel Gear and Worm Gear, driven by a brake induction motor. The platform cannot sink by the force of gravity, or by the combine weight of cabin and passenger inside the cabin, unless being driven by the brake induction motor.

For purpose of implementation convenience, standardization will be applied to HE as well as the shaft length, such as for: single floor, double floor, triple floor, etc; as well as the Passenger Carrying Capacity (PCC), such as: 4, 6, 8 people, and so forth.

CBHE

A CBHE is also a square or round pole made of steel structure or reinforced concrete to support HE from the center, where a square or round external cabin be made to ascend or descend from the outside. The center structure is in fact a column made of steel structure or reinforced concrete used to support external cabin. Similar with PBHE, CBHE is also provided with mechanical drive system with four LDs back by same technology: 1. Bolt-Nut with Bevel Gear, or 2. Rack-Pinion with Bevel Gear and Worm Gear; to be driven by a brake induction motor.

Electricity comes from utility to HE panel by power cable, and by way of power wiring and roller it reaches the cabin’s panel. Alternatively, electricity may enter cabin’s panel by way a three phase insulated copper rails to be collected by carbon brushes. In case of power failure, an emergency power supply inside the cabin will take over immediately.

With advent of solar panel and wind generator, energies harnessed from the sun or wind can also be used to run HE in remote locations, after being converted to electricity. Electric power will be used to run brake induction motor, electronic control, and lighting.

A Programmable Logic Controller (PLC) will be used to interface member of a family with the Electro Mechanical system inside PBHE or CBHE for the smooth operation of elevator, along with control wiring, limit switches, and push buttons.

To bring a family member with HE from the ground floor up begins with cabin descend of cabin until its floor level with the ground surface. By pressing Open Button (OB) from the exterior, door will open and he/she can get in. Then Close Button (CB) will be pressed from the inside, and cabin will ascend. It will stop after he cabin hits the upper limit switch. OB then be pressed from the inside, he/she can leave cabin to the second floor, finish.

To bring a family member with HE down from a second floor begins with cabin ascend until its floor level with the second floor. By pressing OB from the exterior, cabin door will open and he/she can get in. The CB then be pressed from the inside, and cabin will descend. It will stop after cabin the lower limit switch. Then OB be pressed from the inside, and he/she can leave cabin to the ground floor, finish.

HE may be constructed out of steel channel involving C-Channel or H-Channel, steel pipe, steel plate, etc. A mechanical drive system will be used to synchronize speed of every LDs to allow them work in unison up, or in unison down on the other way round. It will also be equipped with electrical system involving switches and the necessary circuit protection, as well as control with PLC and push button, indicators, remote control.

HE may be built for a single-story house, called HE-1. HE could also be established for multistory building in single shaft, called HE-2, HE-3, etc. People living in triple-story dwellings may choose to install: one HE-3 in a single location, or three units HE-1 for installation in many location.

Figure-II shows SSE (Single Story Elevator) for a single-story or a double floor house. Figure-IIa gives the front view of SSE with dash line indicating borders it occupied. It may also be called a SSE cubicle.

Figure-IIb shows a PBHE, while Figure-IIc gives a CBHE. Upper row of the last two drawings are their bird’s-eye views, while bottom row give their front views. PBHE and CBHE may be built in cubicle form for easy: construction, testing, transportation, installation, and commissioning.

Figure-II

For a single-story house, one can install a PBHE cubical as in Figure-IIb; or one can install a CBHE cubical as in Figure-IIc. Each cubicle, either PBHE or CBHE, delivered from factory in ready for commission. Upon arrival on site, the cubicle can enter a dwelling from external of a building and ready to be bolted to foundation.

A PBHE cubicle or a CBHE cubicle can either be flush mounted, or stick out from the wall of a building or house, depends on circumstances. Once the wiring is connected and electric power is switch on, it is ready to bring a family member from the ground floor up to the second floor, or the other way round, of a double floor dwelling.

With advent of HE, no muscular power is needed by any family member to get around inside a multistory dwelling, like town houses built in city centers and city outskirt the world over. Also elderly and disabled people may get the benefit of wandering around all floors with ease and trouble free, so do women, children, and disabled people.

Similar with HE, a SE (Ship Elevator) could be developed for ocean going vessels, such as: ocean liner, container ship, tanker, etc., to ease seamen and passenger to move around various decks of a ship.

Also similar with HE, an AE (Aircraft Elevator) can also be developed for a double-deck aircraft to allow aircrews and passengers get from lower deck to upper deck effortlessly, and the other way round.

Home elevator already been filed in the Patent Office of The Republik of Indonesia, in Jakarta, on April 14, 2004 under a title: “Penyeberangan Jalan-Raya”.

Multistory Building In Mina Jamarat

2008-11-22T03:13:00.000-08:00

The last accident took place in Mina, near Mecca, on Zulhijjah 10 1424 H or Sunday February 2 2004, still in the mind of Muslim the world over who lost their love ones. It come to light that existing Jamarat, a place where pilgrims (hujjaj) carry out rites casting pebbles at three pillars called: Ula, Wustha, and ‘Aqabah, can no longer cope with the rising number of Muslims coming from around the world willing to perform Hajj pilgrimage to the Holy Land.

What concern many Muslim are the congregation on Tasric Days in Mina, where multitude of pilgrims pour down from the mount Arafat after a Wuquf (a stay from noon till dusk on mount Arafat ), to execute the rite of casting pebbles on three pillars.

To get rid repeat of accident, it is mandatory to bring down density of pilgrims on the venue with the inroduction of simultaneous casting of pebbles from different heights. It is also about the make over Mina Jamarat from an “open-air affair” to “ event inside a multistory building”, so access to sites, known as: Ula, Wustha, and ‘Aqabah, may come from various elevation inside the building, so accident on the venues will never be repeated.

A. Number of Ritual Sites

One aspect need to establish a building in Mina right on location where the Jamarat is, is to increase number of ritual sites as seen in Figure-I. Figure-Ia shows the new building side view without scale.

Figure-I

The building is to consist of five floors, including the ground floor. The sites where pillars are standing, called: Ula (A), Wustha (B), and ‘Aqabah (C), are seen in the bird's-eye view. There are sumps underneath of each pillar to collect pebbles thrown gathered by earth’s gravity. By converting Mina Jamarat from open air affair into inside a multistory building, number of site will be multiplied by three as number of floor grows. The ceiling height of each Mina Jamarat may be taken the same. Figure-Ib shows the bird’s-eye view of the Mina Jamarat building. An ellipse was chosen to allow pilgrims get plenty room to wander around on each floor, and the three pillars are also clearly shown.

Figure-II shows a typical Pebble Throw Site, abbreviated PTS, established on every floor of Jamarat building, where pilgrims cast pebbles pillar at the center. The pillar represents the Ula, Wustha, and ‘Aqabah sites on every floor at which pilgrims carry out the ritual with small stones. Side view of the pillar is seen in Figure-IIa, while the bird's-eye view is shown in Figure-IIb. There are 3 (three) PTS to be cast in an open air Jamarat affair, but by converting Jamarat into a multistory building with five floors, the number of PTS rise into 15 (fifteen), due to floor magic multiplier effect.

Figure-II

To get pilgrims from ground floor to various elevation in Jamarat building, or the other way round, a special design elevators will be introduced, called: Jamarat Elevator, shorten JE. There are eight JEs proposed to carry pilgrims from ground floor up to each floor of Jamarat building, or the other way round.

Figure-Ib also shows shows bird-eye view of elevators along with the number: 1, 2, 3, 4, 5, 6, 7, 8. Should each floor be served by two elevators, it follows: JE-1 and JE-5 are for the fifth floor, will ascend pilgrims from ground floor to fifth floor; or back to ground floor the other way round. JE-2 and JE-6 are for the fourth floor, will ascend pilgrims from ground floor to fourth floor; or back to ground floor the other way round. JE-3 and JE-7 are for the third floor, will ascend pilgrims from ground floor to third floor; or back to ground floor the other way round. JE-4 and JE-8 are for the second floor, will ascend pilgrims from ground floor to second floor; or back to ground floor the other way round.

All JEs are built permanently around the circumference of the Jamarat building, and equally spaced. Ground floor is reserved for the old established custom of casting pebbles at the sites. With advent of JEs, pilgrims will effortlessly get to each floor in Jamarat building from the ground floor to carry out the religious rite; also effortlessly back to ground surface the other way round; because each JE is powered from utility driven by a brake induction motor.

With Mina Jamarat inside a building equipped with eight JEs from around the periphery, density of people in the venue on every floor may be closely monitored and controlled in real time on Tasric Days to avoid repeat of stampede.

Figure-III shows JE-1 serving the fifth floor, or the highest floor. As seen from the picture, it consists of two important components: the saucer (S) and the central column (K). The platform is in fact an elevator of high passenger carrying capacity built circular like a saucer, used to carry pilgrims standing from ground floor to the fifth floor inside the building; or back to the ground floor the other way round. Figure-IIIb is the bird’s-eye view of JE-1, where saucer and the central column are shown clearly. An EDP (Embarking Disembarking Port) will be available in each floor in the building, so pilgrims can easily get into the saucer with ease and trouble free, or leave it the other way round.

With elevator design like a saucer, pilgrims can get in or leave it the other way round radially; so stampede may be avoided. The propound measurement of JE-1 will be as follows: if the ceiling height of each floor is taken 10 m, then height of central column in fifth floor will be about: 4 x 10 = 40 m. If central column’s height to diameter ratio is taken: 10 to 1, then the diameter of highest central column will approximately be: 40 : 10 = 4 m. If saucer diameter to column ratio is: 4.5 to 1, then the diameter of saucer will be: 4 x 4.5 = 18 m. Having such a diameter, a saucer like elevator will capable to carry 500 pilgrims one way up to each floor, or back to ground floor the other way round.

Figure-III

Figure-IV shows JE-1 being enlarged. The side view is in Figure-IVa where the saucer and its central column are shown clearly. The saucer will be equipped with multiple door made out of thick glass around the circumference of the saucer, to be close and open synchronously driven by a mechanical system, with an open ceiling. As the multiple door close, it will turn automatically into a fence to guard people from falling to ground. Under saucer floor, the octagonally rotating axle looks much like a straight line.

Same multiple door is also installed around the circumference of every EDP, face-to-face with saucer’s multiple door system, to prevent people falling to ground when saucer on its way up or down. Figure-IVb is the bird’s-eye view of a saucer with its central column. The saucer is designed to be able to climb up the central column, or climb it down the other way round.

There are eight Lifting Devices (LDs) installed around the periphery of every central column to move the saucer up, or move it down the other way round, driven by a brake induction motor. Every LD being backed by a simple technology: 1. Bolt-Nut with Bevel Gear, or 2. The Rack-Pinion with Bevel Gear and Worm Gear. All LDs will in unison move the saucer up, or move it in unison down the other way round, by way a mechanical drive system driven by a brake induction motor.

Mechanical power to move a saucer comes from an induction motor (M) right under the floor, is sent first to motor torque converter for speed adjustment, then to bevel gears at I (white dot), and into a polygonal revolving axles. These revolving axles are connected with each other by way of bevel gears at their ends (black dots). The polygonally mechanical drive systems is in fact an octagonally revolving axles: AB, BC, CD, DE, EF, FG, GH, HA, which is positioned horizontally. From centers of these axles (white dots) at points: P, Q, R, S, T, U, V, W, mechanical power will then be distributed to all LDs, each being fixed to a C-Channels, or U-Channels. The LD C-Channel pairs, or LD H-Channel pairs, are placed around the circumference of central column, which are equally spaced.

Saucer cannot sink by the action of gravity, i.e. weight of the saucer and pilgrims it carry, unless driven by its brake induction motor. The purpose implementation of revolving axle, is to mechanically synchronize the speed of all LDs involved, enable them in unison to climb the central column up, or to climb the central column down the other way round also in unison. Number of LDs required to take part around the central column may vary, and this much depend on design, dimension, and lifting force necesssary to move the saucer up or down.

With the application stepper motor as individual drive of every LD, the synchronization of all LDs to climb up a central column up, or to climb it down the other way round, may be effected electronically as well as digitally.

Figure-IV

The saucer along with its EDPs may be constructed out of steel channels, steel pipes, steel plates, etc. So do the drive mechanism like axles, gears, etc. Lighter material may be used to reduce weight like: aluminum, and others. The saucer will equipped with multiple door around its periphery made of thick glass to be driven by mechanical system to open or close synchronously. A mechanical drive system is provided for the saucer to allow a brake induction motor moves it climbs up or climbs down a central column by use of eight LDs. The central column along with the saucer moves up or down may be built out of reinforced concrete. It could also be made from rolled steel or cast steel.

Electricity comes from utility by way power cable and enter the Jamarat main panel. Power will be distributed to every JE panel, then by way of a three phase insulated copper rails running along the inner central column be collected by carbon brushes, before it is transferred to saucer’s panel. In case of power failure, an emergency power supply will take over immediately.

With advent of solar panel and wind generator, energy harnessed from the sun and wind can be used to run JEs after being converted to electricity.

From the saucer’s panel electricity is distributed to a brake induction motor, emergency power charger, lighting, and electronic control system. All electric power system will be equipped with the necessary switching apparatus and circuit protection.

A PLC (Programmable Logic Controller) will be used to interface operator with JE’s electromechanical drive system, along with electrical wiring, push buttons, control and monitoring device.

A monitoring system will be provided to help operator monitor event, control the speed of saucer ascend or descend based on gear ratio put to motor torque converter. Also a troubleshooting system is available for the smooth operation during service.

A qualified operator is required to run every JE. First, operator presses the OB (Open Button) while the saucer still on the ground floor, and the multiple door around the saucer's periphery and EDP will open immediately. He invites pilgrims to get in from all direction to save time and hinder stampede. As number of pilgrim approaches the proposed value, in this case 500, he presses CB (Close Button) and doors around the saucer and EDP will close. He then presses UB (Up Button), and saucer ascends along the central column at a minimum speed of 10 m/minute, or 0.6 km/hour. Saucer then hits the upper limit switch and the brake induction motor stops, and destination floor is reached. Operator presses OB (Open Button), doors around the saucer and EDP are open, and pilgrims may leave the saucer.

At the destination floor, other group of pilgrims may have been waiting. As the saucer empty, operator pleases them to get in. As number of pilgrims reache saucer’s capacity, operator presses CB and doors around the saucer and EDP close. Operator presses DB (Down Button) and the saucer descends along the central column. The saucer moves down at almost same speed as it goes up. As the saucer hits lower limit switch, brake induction motor stops, and the ground floor is reached. Operator then presses OB, and all doors open, and people allowed to leave. The saucer is now empty, and it is ready to ascend again, and so on.

B. Environmental Concern

Other aspect of the proposal is to conserve environment around Musdalifah from becoming a quarry of natural pebbles. It is about to establish a Pebble Making Factory (PMF) nearby, so pilgrims collects only MP (Manufactured Pebbles) from dispensers prepared in strategic places in Musdalifah. Hopefully one day in the future, pilgrims cast only MP and refrain from exploiting NS (Natural Stone) to preserve the environment around. Already enjoin in the Holy Al-Quran 2: 11, a verse saying: “Make no mischief on the Earth”. Similar verses are repeated many times after.

It is time for Muslim scholar to define properties of MP such as: shape, volume, density, hardness, rebound factor, color, and imprint. From PMF built nearby, MP will be carried to Musdalifah, en route from mount Arafat to Mina, to be distributed into pebble dispensers, so wayfarers and vehicle riders can collect necessary amount brought to Mina during midnight transit, for casting: Ula, Wustha, and ‘Aqabah. MP will be gathered by earth’s gravity in sumps underneath each site, and to be delivered back to Musdalifah again fed into MP dispensers. In this way, MPs will run a close cycle, and the exploitation of NS from natural surrounding will decrease with time and someday ceased completely.

With advent MP, no worthless things, likes: worn out sandals, dilapidated materials, and the like, thrown by pilgrims into PTS; so the venues in Mina Jamarat will remain immaculate. Of course there are MPs lost in the cycle. Some may taken home by pilgrims brought to their countries as memento, or lost in transportation, or others. It is not illegal for pilgrims to have MP brought to their country on their way home. Lost MPs will be replenished by PMF. We hope the next generation of Muslim get better educated in this way to save the environment, if kinfolks can get convinced for sake of planet earth, even for things this small better cast MP instead of NS collected from the surroundings”. We hope one day the message can get across, mischief on earth emerging from man activities since the outbreak of industrial revolution will end.

The innovation has already been filed at the Patent Office of the Republic of Indonesia, in Jakarta, under the title “Jembatan Pemuat Penumpang Horizontal (The Horizontal Passenger Loading Bridge), registration number P00200700203, dated May 7, 2007 and April 30, 20

Multistory Car Park

2008-10-02T23:30:00.000-07:00

Having road and street surfaces a single digit percentage of city area, the steady invasion of new vehicles into world’s cities lead to traffic congestion and car park problem. The free to park a car policy adopted by many in countries across the globe, have made drivers to run vehicles below vehicle’s economic speed causing the consumption to soar, and pollution of air around urban environment to aggravate.

It is now the right time to introduce multistory car parks. Such car parks take up little land on earth’s surface, but occupy the space above the earth's surface. With multistory car parks in cities across the globe, many surfaces on earth in cities may be converted to greenery of various sorts to help fight the threat of global warming.

Early multistory car park was established as a highrise building or dwellings, but this innovation introduces the one made out of steel construction to be erected anywhere one like. The advantage of a multistory car park is the need to have little land on the earth’s surface for the foundation, and let rest of unused land be turned to vegetation. By transforming most of car park on earth’s surface to multistory, many unused land on earth surfaces in cities and the outskirts be transformed into woodlands to improve urban climate where people live.

A building erected for car park is expensive to built, and cannot be built anywhere one like; it is also costly to maintain and operate. But, the one made of steel construction called: Multistory Car Park of Steel Construction, abbreviated MCPSC, not only cheaper to build , but also easy to erect anywhere one like, and also less expensive to maintain and operate, including to relocate when necessary.

A MCPSC is assembled out of steel C-Channels, or H-Channel, steel pipes, steel plates, etc.; and to be equipped with a mechanical drive system, electrical system, as well as electronic control so anyone can easily park a family car in a multistory car park.

There are two categories of MCPSC, that is to say: the Multistory Platform Car Park, or simply called: Multiplatform, and the Multistory Car Park Batteries, or simply called: Multibattery.

Multiplatform

A Multiplatform put in a garage or a carport, will park two, three, or four, vehicles in multistory car park, as shown in Figure-I.

Figure-I

Multiplatform will help people to avoid park their cars by the road side in a busy neighborhood to ease the flow of traffic. It also helps city dweller of a populous residence to enhance speed of local traffic.

Four steel C-Channels, or H-Channels, will support a Multiplatform on its foundation. A group platforms, called: P-1, P-2, P-3, P-4 depend on number of cars to be parked in multistory are arranged among the four supports. To ascends a platform to a parking altitude, or descends it the other way round, four Lifting Devices, shorten LDs, are arranged. These four LDs are backed by a technology called: 1. Bolt-Nut with Bevel Gear, or 2. Rack-Pinion with Bevel Gear and Worm Gear. And each technology will be driven by a brake induction motor.

The four LDs will in unison move each platform up, or in unison move it down the other way round, synchronously done by a mechanical drive system inside a drive compartment. Having a mechanical system in place, anyone can ascend a platform with a car on it with ease to a parking altitude, on park; or descend it from its parking altitude the other way round on de-park. Each platforms cannot sink by the action of gravity, i.e. the weight of a platform and a car on it, unless being driven by its brake induction motor.

Electric power comes from utility by way of power cable to Multiplatform’s panel, and be distributed to every brake induction motor in each platform with power wiring and a roller. Car’s electricity can also be used to run the brake induction motor with the help of an inverter; or a brake direct current motor inside the platform’s drive compartment to acts as second source of mechanical power. Car’s electricity can also acts as emergency power.

With advent solar panel and wind generator, energies harnessed from the sun and wind can also be used to run a Multiplatform after been converted to electricity. Electricity is needed to run induction motors, electronic controls, and lighting.

To ascend a platform in a Multiplatform, or descend each platform of them the other way round, a Programmable Logic Controller (PLC) is used. It is required to interface operator with Multiplatform electromechanical system and the limit switches, push button, remote control, and electrical wiring.

To park a car in a Multiplatform built for three cars, begins with the coming down of all platforms: P-1, P-2 and P-3, until a car (first car) can be driven onto P-1. The latter is elevated to a third height ±. 4 m. As P-1 moves up, P-2 rises up to surface from the bottom. The second car is driven onto it, and the platform is elevated to a second height ±.2 m. While P-2 moves up, P-3 appear from the bottom. The third car is driven onto the platform, and the latter remain on the surface.

To depark a cars from Multiplatform built for three cars, starts by taking the car on P-3. P-2 then be driven down to surface be followed by P-3 moves down to enter its storage, then the second car is removed. Finally P-1 will be driven down to surface be followed by P-2 to enter its storage. The first car is removed, and latter platform remain on the surface.

Multiplatform can be marketed as "Car Park Kit", so anybody can assemble a Multiplatform anywhere one like to park family cars.

A dissimilar tune of music accompany each platform on park or depark, so people in the neighborhood will aware of thing being carried out by the owner of a Multiplatform.

Multibattery

Similar to Multiplatform, a Multibattery is establshed of steel construction with mechanical system, electrical system, as well as system for electronic control and monitor. A Multibattery is in fact a collection of car park batteries built on a foundation. Each battery of a Multibattery comprises of: a Battery Elevator Column (BEC) in the center, will be accompanied with a pair of Battery Park Column (BPC) coming from every sides of BEC, as is shown in side view of Figure-II.

Figure-II

Number of BPC accompanying BEC from each side, must be divisible by two, while number of batteries brought up to a Multibattery depends on number of cars requiring multistory car park of a particular region of a metropolis. Unlike a Multiplatform with cluster of platforms, a Multibattery requires one platform for each battery; therefore number of platform in a Multibattery equals the number of batteries. Similar to a Multiplatform, every platform in Multibattery has four LDs back by similar technology: 1. Bolt-Nut with Bevel Gear, or 2. Rack-Pinion with Bevel Gear and Worm Gear; to be driven by a brake induction motor.

The four LDs in each battery will move the platform in unison up, or in unison come down the other way round, synchronously driven by a mechanical drive system in the platform’s compartment. With a mechanical drive system in place, one can easily ascend a platform with a car on it to a parking altitude from the surface, on park; or descend a car the other way round from a parking altitude to surface on de-park. Each platform in Multibattery cannot sinks by the action of gravity, unless being driven by its brake induction motor.

Electricity comes from utility by power cable to enter Multibattery’s panel, and by way of power wiring it is distributed to each battery panel. From battery panel electricity will be transferred by three phase insulated copper rail to be collected by carbon brushes, to be fed to a brake induction motor. Should utility power fails, a Multibattery emergency power supply will be provided take over.

With advent of solar panel and wind generator, energies harnessed from the sun and wind can run a Multi-batteries after being converted to electricity. Electricity is needed to run brake induction motors, electronic controls and monitors, lighting, as well as data processing.

PLC will be required to interface an operator with the Multibattery electromechanical system along with limit switches, push buttons, and control wiring.

To park a car in a Multibattery means to park it into each one of its battery. To park a car into a battery begins by driving it into a BEC, then onto the platform in waiting. The latter will then be elevated to a target altitude, and be pushed to BPC on one side of BEC, finish.

To de-park a car from a Multibattery means to de-park it from each one of its battery. To de-park a car from a battery begins by removing it from BPC in one side of BEC, to be pushed onto a platform in waiting. The car then been driven down to surface, to be fetch by car owner, finish.

Multibatteries is designed for a long time car park: days, weeks, months in such places like train station, trade center, office building, commercial establishment, residence, etc.

Multiplatform and Multibattery have been patented in Patent Office of the Republic of Indonesia, in Jakarta, under the title: “Struktur Parkir Mobil Susun Bertingkat, to consist of: “Parting (Multiplatform), and Baparting (Multibattery)”, on November 21, 2002.

Overhead Pedestrian Crossing

2008-09-26T21:09:00.000-07:00

The steady invasion of new cars into cities across the globe have caused crossing a street is in town is no more an easy undertaking anymore. People get lesser chance to succeed in pedestrian crossing on busy hours of working days. Crossing a street in traffic lights, causing a long to traffic built up on roads and street in many cities around the world with time.

To get rid of this problem, and prevent casualties to happen on road's and street’s surfaces, an overhead pedestrian crossing, or underpass, must been called for.

An Overhead Pedestrian Crossing, shorten OPC, is a bridge, or collection of bridges, ± 5 meter above the street’s surface for pedestrians to cross, so diverse vehicles may pass separately underneath; while an underpass is a passageway built about ± 2.5 meter under a road's or a street’s surface for pedestrians to cross, so a variety of vehicles may pass on the surface separately.

An OPC may be established anywhere one like in a city, but an underpass must be built in carefully chosen location to get rid of crime. This is the reason why an OPC is preferable than an underpass. There are two categories of OPC to be welcomed by most city dwellers: a Straight Overhead Pedestrian Crossing, shorten SOPC as seen in Figure-Ia, and an Integrated Overhead Pedestrian Crossing, shorten IOPC, as shown in Figure-Ib.

Figure-I

SOPC is a straight overhead bridge to connect two sides of a street, while an IOPC is a collection of interlink overhead bridges or integrated overhead bridges, to encircle a roundabout at motorway junctions.

An IOPC not necessarily form a perfect circle like the one shown by bird’s-eye view Figure-Ib; but it can be be a loop or any form depends on existing environment of the motorway interchange. In this way a culture for crossing a street can be introduced: first, pedestrians will be taken by elevators from a street side to SOPC, or IOPC; then they are allowed to walk some or the full length of integrated overhead bridges, finally elevators bring them back to the surface of other side of street.

To bring pedestrians from street’s surface up to a SOPC or an IOPC, and the other way round, a mechanical device will be introduced, called "Pedestrian Elevator", shorten PE. The latter will replace stairways of all kind, so no human muscular power is required by pedestrian to get from one street’s surface to SOPC or IOPC, and the other way round on the other street’s surface, because PE is driven by a brake induction motor fed from utility.

The PCC (Pedestrian Carrying Capacity) of this PE depends on its size especially the floor area; the larger the latter the more pedestrian it can carry one way up, or the other way round.

Both SOPC and IOPC are built from of steel channels involving C-Channel, or H-Channel, steel pipe, steel plate, etc. Some can be established from reinforced concrete, especially overhead bridges and their supports while the rest out of steel for economy.

Two elevator design has been foreseen, that is to say: a Peripherally Braced PE, shorten PBPE, and a Centrally Braced PE, shorten CBPE, as seen in Figure-II.

Figure-II

A PBPE is a square or circular like cage made of steel structure for a peripheral support, where a cabin is made to ascend or descend inside. Unlike a lift in a highrise building, PBPE does not require any suspension cables along with its accessories. Instead, it has a platform for base equipped with four Lifting Devices, shorten LD, backed by a simple technology: 1. Bolt-Nut with Bevel Gear, or 2. Rack-Pinion with Bevel Gear and Worm Gear; driven by a brake induction motor.

The four LD will move PE cabin up in unison, or the other way round also in unison, synchronously driven by a mechanical system inside platform’s compartment right under cabin’s floor. Cabin cannot sink by action of gravity, i.e. its own weight and pedestrians inside, unless be driven by its brake induction motor.

Electricity comes from utility by power cable and enter PBPE’s panel, then by way of power wiring and a roller it will get to cabin panel. Alternatively, electricity may be sent to cabin panel by way of three insulated copper rail to be collected by carbon brushes. Should utility fails, an emergency power supply will immediately take over.

With advent solar panel and wind generator, energies harnessed from the sun and wind can be used to run PBPE after been converted to electricity. Electricity is use to run brake induction motor, electronic control, and lighting.

A Programmable Logic Controller (PLC) will be implemented to interface pedestrian with PE’s electro-mechanical system, along with limit switches, control wiring, and push buttons.

A CBPE is similar with PBPE, but built to support from its center, where a square or round cabin is made to ascend or descend from outside. The central support is in fact a column made of steel construction or reinforced concrete. Like PBPE, a CBPE also has a platform for cabin base equipped with four Lifting Devices backed by a simple technology: 1. Bolt-Nut with Bevel Gear, or 2. Rack-Pinion with Bevel Gear and Worm Gear; driven by brake induction motor. The four LDs work in unison to move PE up, or the other way round in unison, synchronously driven by mechanical system in the platform’s compartment right under the cabin floor. Like PBPE, cabin cannot sink by action of gravity, unless be driven by its brake induction motor.

To take a pedestrian up from a street’s surface starts with PE descend until its floor levels with the street surface. By the press of Open Button (OB) from outside the cabin, the door will open and pedestrian can get in. With the press of Close Button (CB) inside cabin, PE will ascend and will stop after it hits the upper limit switch. OB then be pressed in the cabin and the door will open, pedestrians can leave cabin into SOPC or IOPC, finish.

To bring a pedestrian down from SOPC or IOPC back to street’s surface, begins with PE ascend until its floor level with each bridge floor. With the press of OB from outside, cabin door will open and pedestrian can get in. CB then be pressed from inside, cabin will descend and stops after it hits the lower limit switch. OB then be pressed from inside, pedestrians can leave cabin to street surface, finish.

A dissimilar tune of music will be heard during ascend and descend so people around the neighborhood will aware of PE activities.

SOPC will be built on busy streets, while IOPC is established around busy motorway junctions, so pedestrians may be completely separated from vehicles. With a complete separation, vehicles average speed on the street may be increased to its economic value; and this will lead to the saving of fuel consumption, reduce air pollution, shorten travel time, and restore street order. The latter cannot be achieved by the modification of street order per se (Software), but must be in synergy with SOPC or IOPC (Hardware) as well. This is the "S-H solution" to a city traffic problem.

It is necessary to bring punishment to someone who intentionally cross streets where SOPC or IOPC already in operatioan for a municipal disobedient. The legal action is obvious, because he/she who deliberately cross street will provoke drivers to change speed abruptly against its economic value, causing fuel consumption to soar, air pollution to worsen or deteriorate driver’s carbon footprint to the environment, broke order, and lost of precious time.

With advent of SOPC and IOPC, pay crossing may be introduced. The fee is needed to cover the costs of operation and maintenance, should local government decline to subsidize the newly introduced urban infrastructure financially. With a catchword “everyone can pay across”, whoever is found to have no money honestly, will be granted "money in cash", from the management or a philanthropist to get across.

SOPC, or IOPC, will not earn money solely from crossing fee. There are many ways for the new public infrasructure to find income to cover its spending, and this is much depends on management at the helm. With SOPC or IOPC in cities across the globe, elderly and disabled have the benefit of easy and save to cross roads and streets; so do women and children. Similar SOPC and IOPC can also be develop for motorbike and passenger car to divert them to a nearby side roads or side streets, should long time congestion occurs in motorway or toll road.

The Innovative Overhead Pedestrian Crossing has been filed in Patent Office of The Republic of Indonesia, in Jakarta, on April 14, 2004 under the title: “Penyeberangan Jalan-Raya”.