NOVA Project Journal by andrew flynn

Andrew Flynn | MEng PDE GLA: 0900816 GSA: 09355723

Sponsored by:

With thanks to: Andrew Flynn | PDE 5

EXECUTIVE SUMMARY The Problem Airport transit is a slow and time consuming process for passengers. This is due to a series of bottlenecks caused by a multitude of repetitive passenger checkpoints. The volatile nature of airport queues leads to unpredictable waiting times which, has lead airlines to enforce a minimum pre-departure arrival time for passengers. On average, a passenger will spend one third their travel time in airports. With the number of passengers constantly increasing this disjointed and dated system is working at capacity and requires a solution which is both cost effective and with minimal infrastructural change.

The Solution Nova is a wearable product which streamlines airport transit for passengersâ&#x20AC;&#x2122; by eliminating the need for repetitive manual document checks. Passengers can pass through checkpoints instantaneously, dramatically cutting the airport transit time at departure, connections and arrivals. Airlines can utilise Nova by tracking passengers through an airport terminal, improving aircraft scheduling and reducing delays. Passengers also benefit from this by receiving key travel updates direct from the airline.

Acknowledgments Iâ&#x20AC;&#x2122;d firstly like to thank my girlfriends, friends and family who have helped and supported me throughout this project. Over the years all the PDE members of staff have inspired me and given me the skills I now have finishing this project. Finally Iâ&#x20AC;&#x2122;d like to thank Bauhaus Luftfahrt and Airbus for giving me the opportunity to do this project. It has been an awesome final year!

Passenger Biometric

Indoor Positioning System

Unimpeded Travel

Travel Updates Andrew Flynn | PDE 5

Contents Executive Summary................................................................................................................... Product Overview...................................................................................................................... List of Figures............................................................................................................................ 1. Introduction + Objectives................................................................................................... 2. Research.............................................................................................................................. 2.1 Research Methods.......................................................................................................... 2.2 Findings........................................................................................................................... 2.3 Product design specification............................................................................................ 3. Concept Overview...............................................................................................................

2 3 5 6 7 7 7 8 9

3.1 Personal Brief.................................................................................................................. 9 3.2 Concept Overview........................................................................................................... 9 4. Technical Development - Tamper Detective Mechanism.................................................

4.1 Circuit breaker................................................................................................................. 10 4.2 Capacitive Sensor............................................................................................................ 10 5. Developing the pulse sensor.............................................................................................

5.1 Reflectance Optical Pulse Sensor................................................................................... 11 5.2 Theoretical improvements to measure PPG signals at the wri st..................................... 6. Effect of pressure on PPG signals..................................................................................... 7. PPG Signals for Biometric Identification.......................................................................... 8. Indoor Positioning System................................................................................................. ..

8.1 The Need........................................................................................................................

8.2 System Requirements and Overview................................................................................ 8.3 Location Method and Testing............................................................................................

12 18 19 20 20 21 22 24 26

8.4 Selecting a Wireless Protocol........................................................................................... 28

9. Product Overview and Power Requirements....................................................................

10. Materials and Manufacture............................................................................................... 30 10.1 Material for electronics hous-

31 32

ing.......................................................................................

Andrew Flynn | PDE 5

THOUGHTS/ REFLECTIONS

These boxes willl be used to convey a thought or feeling I have towards a particular aspect of the project. This box may also be used to point out certain things you should know.

A PAGE SUMMARY

When a page is full of information and images you may just want a quick summary of whats going on. The yellow box will be used to summarise the key points on a given page.

A KEY INSIGHT

This box is utilised for clearly indicating where a key insight occurs in the project process.

Andrew Flynn | PDE 5

DISCOVER Literature

Observation

Interviews

Survey

Andrew Flynn | PDE 5

BAuHAUS luftfahrt During our time at Bauhaus last summer we looked back at the range of projects our class produced in fourth year to determine similarities and themes throughout the designs. This was used as a basis for helping narrow down and define the project direction. From the range of initial projects Mason, Ewan and Myself created the group of Dynamic connections, future travel with a focus on streamlining connection processes.

We decided to create a full scale illustrator world map to plot different travel routes around the globe. Gathering information like the total journey time compared to the time in flight, allowed us to calculate the average speed of a trip. In some cases this was as low as 70 mph. It also helped us identify where the frictions points were in certain journeys and what was slowing things down. In most cases it was the airport process.

Connection types To help us understand the problem with current connections we carried out initial research into different journey and connection types. Using Skyscanner we were able to study a range of todays flight paths to and from different locations. This helped us discover how many different connection types exist and which ones were better than others. With an aim of reducing total travel time it was clear the todayâ&#x20AC;&#x2122;s connection processes are one of the main causes of time wasting and delays. Many of the connections we discovered involved an arduous trip under serious time constraints. When speaking to Kay about this, we uncovered that he had missed his connecting flight because of the slow connection process in Heathrow airport. This initial insight was a very valuable starting point which helped kickstart the project direction.

Andrew Flynn | PDE 5

DYNAMIC CONNECTIONS - PROBLEM SUMMARY TRAVEL CONNECTIONS

STAKEHOLDERS THE TRAVELERS Changing Market -Needs need to be met -Range in passenger size -Aircraft will service all different types of people Missed connections

A change in airline means collecting checked baggage and checking in again

Older Travelers -Decreased mobility -Roomier seats -Comfortable journey -Access to cabin bags Business Travelers -Work on the move -Travel to destinations as fast as possible -Internet connection -Ability to meet in ﬂight -Travel with minimum luggage -Short haul daily commuters, long distance jet setters

Waiting/boredom/drop in average speed Potentially long journeys within airport

Uncertainty of where to go International connections require immigration

Families -Group travel -Don’t lose children -Entertainment for children -The ability to stay together -Access to cabin bags -Travel with a lot of luggage

THE AIRLINES -Be able to retain identity -Make proﬁt -Maximum plane utilization -Flexible system (short haul/ long haul, business/economy)

THE AIRPORTS -Infrastructure light -Retain business model, or have another way to make money -New system does not require more space than already allocated

Groups could become separated

A change in terminal means another trip through security Lost luggage

Andrew Flynn | PDE 5

BAuHAUS luftfahrt Munich Airport Near the beginning of our time at Bauhaus we were taken on a tour of Munich airport to help understand ground handling processes of aircraft. Although not directly related to Fascinations, this trip gave us some very useful insights regarding aircraft turn around and connection times which was in line with our groupâ&#x20AC;&#x2122;s focus. A basic understanding of the complexity of aircraft and airport operations was very useful when coming up with concepts later on in the project.

Bauhaus Project Carrying out the design project Bauhaus set for us on novel ground handling and radical cabin architecture was a very useful starting point for the Fascinations project. This project gave us a better understanding of the aviation industry as a whole and taught us what aspects to take into consideration when designing new concepts.

Andrew Flynn | PDE 5

BAuHAUS luftfahrt Final Presentations and feedback I felt the time spent at Bauhaus Luftfahrt over the summer was an invaluable starting point for my final year project. Not only did it help identify a project direction for the group but it also provided a range of valuable insights into the aviation industry. Furthermore, I also benefitted from trying out a new design process which was taught to us at Bauhaus. Feedback on our initial Dynamic connections presentation was positive which meant we were confident we had selected a good starting point for our final year projects.

Andrew Flynn | PDE 5

Project devide Final Presentations and feedback

Door

Airport

Boarding

In flight

Airport connection

In flight

Arrival airport

Destination

I felt the time spent at Bauhaus Luftfahrt over the summer was an great starting point for my final year project. Not only did it help identify a project direction for the group but it also provided a range of valuable insights into the aviation industry. Furthermore, I also benefitted from trying out a new design process which was taught to us at Bauhaus. Feedback on our initial Dynamic connections presentation was positive which meant we were confident we had selected a good starting point for our final year projects.

Andrew Flynn | PDE 5

Personal Focus - direction 1 NAVIGATION + SECURITY

Which Direction? ?

Bottlenecking

Mapping

Security

• Navigating large airports can be difficult with time pressure. • Often have to go throgh security and imigration more than once. • Hard to manage group travel and navigation. OPPERTUNITY • Provide a guidance system that interacts with airport and vehicles and carrys out security. Business/families?

TECHNOLOGY

NAVIGATION AND SECURITY WITHIN CONNECTIONS

Andrew Flynn | PDE 5

Research aims and objectives

How to research such a vast industry? After carrying out initial studies on journeys and different types of connections, the main research phase of my project focused on uncovering the different causes for the required time spent in airports. In addition to this, the research also aimed to discover the wants and needs of passengers to help deliver an improved passenger experience.

Planning the research as a group at the beginning of the project.

As a group we decided we would split our research into four distinct categories. This helped give the research structure when collecting large amounts of data. Due to the size and complexity of todays travel network it was crucial to get as rounded a view as possible of the current issues from a range of different stakeholder perspectives. The research was split into: • • • •

Literature studies Observation Interviews Survey

During the first phase of the Fascinations project in fourth year I felt that although the final project outcome went well, the research phase was not thorough enough due to the time constraints. Starting the final year project I wanted to make sure that the research covered a broad range of issues regarding the transport eco system. My initial aim was to contact and work with other transport companies, other than Bauhaus Luftfahrt and Airbus.

Andrew Flynn | PDE 5

GLASGOW

NEW YORK

GLASGOW - NEW YORK

DEFINING THE PROBLEM

Total journey time: 13 hours

Thousands of people embark on long distance travel each day. The invention of aircraft has allowed us to travel great distances in a relatively short period of time. However, due to the disjointed interfaces between different modes of travel and the strict rules and regulations governing air travel, the high speed of flying is made obsolete. The large number of people travelling combined with these friction points causes large bottlenecking in todays travel network. For people who travel on a regular basis, this long winded travel process becomes arduous and stressful. When studying the above journey from Glasgow to New York via Heathrow, a large portion of the total journey time is spent in the airport.

Total inflight time: 7 hours Total time on ground: 6 hours Total time in airport: 4.5 hours

Andrew Flynn | PDE 5

LITERATURE A range of different literature studies were reviewed in order to gain a better understanding of todays travel network. The four most useful and relevant studies for my area of the project are pictured below. These reports gave a good overview of the issues the travel industry face today as well as future projections for the industry. Listed below are the key insights taken from these reports.

• Large sums of money invested in security/check in systems however they are still very stressful. • Technology that gives the user more control over their journey is very diserable.

Passenger experience

Technology

What would help a future airport?

Additional services

A clear majority (72%) cited inefficient streamlining of the core passenger journey from check-in to boarding, despite this being an area in which airlines and airports are investing significant resources.

Utilising customer products as part of airport/ airline infrastructure.

Speed, simplicity, convenience and reliability of completing core airline and airport processes are seen as the biggest contributors to emotional wellbeing.

Given the time pressures on people’s lives, one idea that has been considered by a number of airports is the provision of a range of business and personal services.

Passengers expect that sustainability issues, coupled with the drive for service personalisation, will be the two most significant factors shaping the airport environment by 2025.

Airports would generate revenues by charging passengers directly for these services and securing fees from outside service providers from advertising/product profiling.

When asked what key developments passengers would like to see over the next 5 years, technological advances which would give them more control over their journey featured heavily.

‘big data’ – the massively expanding databases of customer and transactional information being generated through daily activities. Airlines need to consider a more flexible policy on sharing customer information to enhance the customer experience.

The location of the passenger in the airport provides essential information to the airport and airline. Andrew Flynn | PDE 5

IBM and Future travel experience

Charlie Bisland - IBM

Future travel Experience

An employee of IBM, Charlie Bisland got in touch with me regarding work he had done on passenger experience research shortly after I had asked around on social media sites for help from anyone linked to the travel industry. Charlie had helped work on a series of passenger personas as part of a study for IBM created from real life user journeys. These provided a useful overview of different travelers requirements and journey types.

Shortly after the start of the project I came across www.futuretravelexperience.com, a website which keeps up to date on recent advancements in the aviation industry, all with a focus of improving the passenger experience. The website covers development from the airline, airport and passenger perspective and provided a useful insight into the current level of technology in place throughout the different sectors. The website also provides useful articles and reviews of recent travel industry conferences, sharing details on future ambitions and goals to improve the travel chain.

Liz - 37 year old female - Leisure

Enhancing the passenger experience

Key insights:

• Likes to use personal devices throughout her journey • Would like access to more personal and easily accessible travel information

Anne - 29 year old female - Business

Key insights:

• Brand loyalty is important • Likes to collect travel rewards and points • Likes flexibility within her travel plans

“I think the next step change has to come in facilitation. Quick, efficient and secure border processes to speed people through the airport married with new, better security offerings are both huge customer pain points that have to be addressed. The challenge here is exacerbated by infrastructure and resources that are available and the fact that most of these processes are outside the airlines’ direct control. So, we need to find new, collaborative ways to overcome these.”

Andrew Flynn | PDE 5

CASE STUDY Before conducting field interviews myself, I thought it would be beneficial to look at online reviews of different airports. I decided it would be useful to select an airport I could use as a bench mark and case study throughout the project. This way I could compare the improvements my design offers with the current system in place. London Heathrow airport was chosen as it is one of the largest in the world and more importantly a large hub for long haul connecting flights.

LONDON HEATHROW REVIEWS Reviews posted on sky travel rating website SKYTRAX. The range of reviews posted on this website highlight and identify a range current problems with Heathrow airport. Reading through some of the reviews was a useful way of quickly seeing some of the worst case scenarious which can happen to passengers.

London Heathrow • • • • •

5 terminals 2 runways 191,200 pax/day 37% transfer passengers 93% international traveller

12.14km2

KEY INSIGHTS It was interesting to read about passenger journeys through Heathrow airport and the types of problems people can encounter. It was interesting to see the knock on effect delays in the terminal can cause. For example, in the third online review, the passenger’s flight was delayed because of missing passengers. From time spent at Bauhaus over the summer, we learned of the huge expense it costs airlines to have aircraft parked at airports. Delays caused by passenger will incur a cost for the airline.

Andrew Flynn | PDE 5

GROUP WORK As a group we carried out some very early brain storming of the overall system and how it might work. We aimed to create a blueprint of our system before focusing on our individual project aspects. Post it notes were used as a way to plan out journey types and how these might be changed to dynamically connect passengers.

A series of different dynamic connection types were thought out. These covered, in air, ground to air and ground to ground connection types.

A proposal which involves an â&#x20AC;&#x153;in-airâ&#x20AC;? connection around Heathrow airport. Passengers could connect without having to land in the airport.

Initial brain storming sessions like this one helped the three of us bring our ideas together to make sure are three individual projects were working in tandem.

Andrew Flynn | PDE 5

KEY STAKEHOLDERS The initial literature research helped identify the range of key stakeholders concerned with international travel. Having identified each stakeholder my aim was to contact a representative from each sector to help gain a set of requirements my design should adhere to. Listed below are the different stakeholders as well potential contacts for my project.

After carrying out the initial research on journey types at Bauhaus as well the research conducted using literature, it was clear that the airport process had much room for improvement. Therefore I decided one of my research focuses would be on uncovering the reasons the airport process takes as long as it does and why it is so stressful for the majority of passengers.

Airlines

City Council

Government

Passengers

Airport

Reviews posted on sky travel rating website SKYTRAX. The range of reviews posted on this website highlight and identify a range current problems with Heathrow airport.

When considering a new design for airport and passenger processing the government has to be taken into account for any large infrastructural changes or changes to border control.

If any, the most important stakeholder of this project are the passengers themselves. My project focus is on improving the passenger experience therefore it was crucial extensive research was carried out on passenger requirements. In order to achieve this, I started to plan out a series of research methods which I could use to extensively document a range of passenger experiences and user profiles.

Airports act as a multimodal travel node. The travel experience with a certain airline can be influenced heavily by the airport experience - despite not being intrinsically linked. From the initial literature research it was apparent that many problems with the passenger experience exist within the airport. For this reason it was decided to make this section of the journey a focus for my project.

The airline industry has one of the largest responsibilities in terms of passenger experience. Airlines not only have the ability to influence the airport experience but the entire travel chain. With more airlines now utilising passenger technology, airlines can create a truly immersive passenger experience which starts as early as the home. However, a poor experience can have a damaging effect on the whole trip which reflects very badly on an airline.

GLASGOW CITY COUNCIL

TRANSPORT MINISTER

JOE FLYNN - FREQUENT FLYER

HEATHROW

LUFTHANSA

Operating director terminal 1 and 5

GLASGOW

Kay is contacting Lufthansa on our behalf to help with airline research.

Meeting arranged with Amanda McMillan Andrew Flynn | PDE 5

A previous trip Having identified the aiport as one of the main soruces of time wasting and passenger stress I decided to look at a previous journey I had taken and documented while carrying out phase one of the Fascinations project. This time I studied the documentation with a view to identifying friction points in the airport.

ARRIVAL After entering Glasgow airport I checked the departure boards for my flight number and check in gate number.

PASSPORT CHECK A passport and boarding pass check was carried out before leaving the main departure lounge. A queue was present here

CHECK IN I was travelling at night and therefore queues were not an issue. Boarding passes were printed in advance however I had a checked in bag.

LONG WALK There was then a long walk to the departure gate.

Despite this being a previous trip, the photo documentation reminded me of the number of processes required in an airport. This was noted as a point of further study for my research.

SECURITY

DEPARTURE LOUNGE

As always there was a queue at security which required a full search

I waited by the departure boards until the gate number of my flight was announced.

BOARDING GATE

BOARDING

At the boarding gate another passport check and boarding pass check was carried out.

Boarding was a slow process due to passengers blocking the isles while placing baggage into the overhead bins. Andrew Flynn | PDE 5

PLOTTING THE PROBLEMS

Inspired by the photo documentation of the airport departure I decided to plot a standard departure journey and brainstorm the potential friction points a passenger could encounter along the way. Some of these problems were taken from personal experience and others from the literature and online airport reviews. This was a quick and simple way of seeing which areas of the journey has the most problems associated with it.

Key inishts: • Several problems with security - time consuming, invasion of personal space, time uncertainty. • Several checks of boarding pass and passport required • Baggage related issues with weight uncertainty

Andrew Flynn | PDE 5

BRITISH AIRWAYS

PROJECT OVERVIEW

OVERVIEW

PROJECT STRUCTURE

This is a final year group project focused on designing new, visionary travel concepts. The project is split between three members; Myself (Andrew), Mason Holden and Ewan Alston (also PDE masters students). Each of us has an individual focus that combined together create a total travel experience.

Future Transport System

GROUP PROJECT BRIEF Project brief set by aviation think tank Bauhaus Luftfahrt in collaboration with Airbus:

Seeking Contacts

Stuart Hatch

Shortly after defining the list of key stakeholders I made a point of seeking out potential contacts in the different industries.

User Experience

Design a future door to door tansport system projected towards the year 2050. The system should cut down on door to door travel times and improve passenger experience.

MY PERSONAL BRIEF My Focus: Passenger experience design

Interior Architecture

Aircraft Design

Andrew

Mason

Ewan

Focus on passenger experience design. How to streamline airport system through design for the passenger. Device will interact throughout the system including the aircraft cabin aiming to improve entertainment and business oppertunites in flight.

Interior space design. How passengers interact with cabin. Focus on providing passenger comfort while maximising airline profits.

Focus on design of vehicles/aircraft. How this design effects the cabin and the passenger.

My goal is to design a product/system that helps streamline and improve the passenger experience through the airport and in flight.

MY FOCUS

Fortunately I was put in touch with Stuart Hatch, an employee of British Airways. Stuart is based at British Airways engineering, based in London Heathrow Airport. This was the perfect opportunity to work with someone who represented the airline industry as well as having connections within Heathrow Airport.

WHO

WHAT

WHERE

WHEN

HOW

The aim of this product and service is to reinvent the passnger jounrey/experience. It will potentially be aimed at premium travellers or frequent flyers but has the ability to be used by a range of user types. The product also aims to strengthen the airport airline relationship by providing new business oppertunities by utilising more personal data from the passenger.

The current journey is made stressful between the home and the plane by the time uncertainty and number of friction points through the airport. Time pressure and an information overload make it hard to navigate the airport. Lack of contact between the airline and passenger causes added stress. Lack of possible activities in flight causes boredom and discomfort. There is an opportunity to improve the different stages of the jounrey by designing a product/service that links these key points together.

The opportunity to improve and streamline the passenger experience begins as early as home. The airprot provides opportunity for product design and interaction. The aircraft provides a new opportunity for in flight passenger operations. The three areas will be seamlessly linked by this product and service.

The Home - packing for a trip, booking the trip, updates about when to leave, booking airport transfers.

Current trend shift to utilise passenger infrastrucutre to improve overall operations. Advantage of less capital costs. Possibilty to use heads up displays, augmented reality, biometric identification, biometric mood detection, object identification (risk based security), passenger tracking, tailered business/retail, augmented reality entertainment and business.

The Airport - airport navigation, check in, security, identification, real time tracking, people interaction/translation The Aircraft - locating seats, entertainmetn/business while seated.

Examples - wearable tech, smart glasses etc.

PROJECT TIMELINE

Stuart was incredibly helpful from the start offering us the opportunity to travel down to London Heathrow as well as have him as a project mentor. Not only would this provide invaluable insights into the airline industry but would also give us the chance to discover and observe the inner workings of a large hub airprot. A date was arranged with Stuart at the end of October to visit Heathrow airport and the British Airways headquarters. Stuart secured us airside passes in order to tour the airport.

RESEARCH

Stuart Hatch - project manager for British Airways. Works on in flight experience and connectivity. Conformation on help with research and possible meeting in London. Also has contacted colleague in product department.

CONCEPTS

DEVELOPMENT

DELIVERY

1st Oct - 6nd Nov

7th Nov - 2nd Dec

3rd Dec - 21st Feb

22nd Feb - 23rd May

The aim of the research phase is to gain a deep undrstanding of the project area. It is required that we make contact with a range of stakeholders and where possible, industry links. By the end of the research phase all required information should be gathered and ready to be used to develop concepts.

During this time a range of design concepts will be created, slowly being iterated towards a concept of choice. By the end of the concept phase the final product should be chosen and its functions clearly defined.

The development phase is used to bring the concept to reality. Prototyping and testing will be carried out to ensure the theory behind the concept works.

The final stage of the project is used to refine the design until completion. By the end of the project a proof of concept functioning prototype should be made as well as documented work supporting the design.

YOUR HELP

RESEARCH

As I am currently on the research phase of the project I am trying to gain as many insights into the aviation industry as possible with the time given. Due to the nature of our course, we are encouraged to meet with relevant stakeholders in person when possible. The description you have already given me of your work role within BA sounds very relevant to my area of focus. Any information you can give me ragarding the in flight experience/products (or even aviation in general) will provide invaluable insights into my project as a whole.

IF POSSIBLE

THANKS AGAIN!

As I previously mentioned a meeting with yourself and relevant colleagues within the research phase of my project would be hugely beneficial. I am flexible with dates and will go out my way to meet your schedule if this is possible.

Thanks again for taking time out of your day to reply to myself. If you have any further questions feel free to ask and I will do my best to answer!

If you are interested in the project and are willing to stay in contact, it would be great to get feedback on my work at key points throughout the project. Hopefully this gives you a brief overview of what my project involves and the time scales I am working with.

STUART’S EMAIL Hi Andrew, What I’d like to do is take you through the passenger experience as close to door to door as possible. I’d like you to come to Heathrow terminal 5 and accompany me for the day where my intention is to walk you through the passenger experience from arriving at the airport through to boarding the aircraft, and arriving through to leaving the airport. As part of this I will secure you an airside pass that will allow you access through security without a ticket as well as behind the scenes at the airport in areas that passengers wouldn’t normally go. Throughout the event I’ll give you as much information as possible about the passenger experience and how we interact with them at various points in their journey, and identify pinch points in the system, as I’m sure you will too. To support this, I would like to suggest that you book a BA ticket so that you can be a passenger properly and experience all the pre flight and post flight interaction. This coupled with what I hope to show you should give you a complete picture of the process as well as covering the door to door process steps. I would recommend that if possible you come the day before and stay the night, then we have the full day to do this. As part of the day I will happily take the time for you to ask me whatever you like about my experience, background and thoughts for the future and anything else I can help you with where I can. Anyway, let me know what you think and we’ll get the ball rolling. Andrew Flynn | PDE 5

TUTORIAL 2 - PROJECT OVERVIEW

WHO

WHAT

WHERE

WHEN

HOW

The current journey is made stressful between the home and the plane by the time uncertainty and number of friction points through the airport. Time pressure and an information overload make it hard to navigate the airport. Contact points like check in and security often cause added stress. There is an opportunity to improve this jounrey and rethink how these contact points operate.

The opportunity to improve and streamline the passenger experience begins as early as home. The airprot will be the primary focus of product design and interaction. The aircraft provides a new opportunity for in flight passenger operations. The three areas will be seamlessly linked by this product and service.

The Home - packing for a trip, booking the trip, updates about when to leave, booking airport transfers.

Current trend shift to utilise passenger infrastrucutre to improve overall operations. Advantage of less capital costs. Possibilty to use heads up displays, augmented reality, biometric identification, biometric mood detection, object identification (risk based security), passenger tracking, tailered business/ retail. Examples - wearable tech, smart glasses etc.

The Airport - airport navigation, check in, security, identification, real time tracking, people interaction/translation The Aircraft - locating seats, entertainmetn/business while seated.

Andrew Flynn | PDE 5

STAKEHOLDERS

PASSENGER

AIRPORT

AIRLINE

GOVERNMENT

BAUHAUS

Dad - Job in international sales. Travels to and from Glasgow to London once a week. Travels internationally roughly twice per month.

Amanda McMillan - Meeting arranged for the 17th of November with managing director of Glasgow Airport.

Keith Brown - Transport minister for the Scottish government. Waiting on reply to set up a meeting.

Kay Plutner - Industry partner for final year project. Have currntly sent a serious of questions to be forwarded to Munich Airport and Lufthansa. Waiting on reply.

Group - Masonâ&#x20AC;&#x2122;s family are frequent flyers, potential for skype call or email. Limited Mobility - no contacts

Media - waiting on a reply about observational research from the media team at Glasgow Airport. Marketing - possible marketing airport staff.

Roseanna Cunningham - MSP for SNP. Can meet anytime.

Lufthansa - waiting on reply

Andrew Flynn | PDE 5

PASSENGER TYPES With help from Kay, a range of traveller types were identified as well as some of their needs and requirements. I aimed to further explore some of the key traveller types to help gain a better understanding of their wants and needs.

Business Travellers

Family Travel

Elderly

Leisure travel

• • • • • •

• • • • •

• • • •

• Price sensitive • Not time dependent

Time efficiency is top priority Stress free travel Work on the move Connect with other business travellers Brand loyalty Customer rewards

Minimise stress Organisation Safety of family while travelling Sticking together Low cost

Not as time dependent Often travel for leisure Stress free airport process Assistance and guidance sometimes required

Andrew Flynn | PDE 5

JOSEPH FLYNN

While speaking to Joe about his travels he showed me an example of a travel product which he uses often when flying with Emirates. The Emirates Gold Card is a frequent flyer product which provides passengers with a fast track system at boarder control at airports which Emirates operate from. The card replaces the passport by storing finger print details of the passenger. At the border fast track gates allow the passenger to swipe the card and then have their finger print scanned which then lets them across the border. This is a good example of an airline product which helps improve and speed up the passenger journey.

A BUSINESS MAN

Joe was used as a case study and example of a frequent flyer travelling on business. Joe works in international sales and as a result spends much of his time travelling. In a typical month he travels to London and back to Glasgow four times. At least once a month he goes on a long haul trip which will usually involve travelling to Australia, the middle East or Russia (or a combination of all three). Joe helped out with my project by documenting some of his travels as well as taking part in a one to one interview to discuss his experience of 25 years international travel.

Typical routes while travelling for business. Main destinations include; Sydney, Dubai, Moscow and London.

Andrew Flynn | PDE 5

JOEâ&#x20AC;&#x2122;S EXPERIENCE AT COLOGNE AIRPORT CHECK IN QUEUE On arriving at the airport Joe was met with a large queue in order to check in. He located which check in point was his and began to queue.

SECURITY After check in passengers make way to security where they are met by another queue. The security experience in this airport was not a key passenger pain point, passing through in under 30 minutes.

KIOSK After queuing for 10 minutes he was informed he must firstly print his boarding pass at a GermanWings kiosk. This meant leaving the queue, printing his pass and then begin the queue form the end once again.

DEPARTURE LOUNGE An additional 40 minutes was then spent in the departure lounge. This time is short in comparison to other departure lounge wiating times however money was still spent on over priced goods.

CHECK IN QUEUE

BAG TAG

The check in queue lasted 40 minutes in total. In this airport there is a general area for check in designated to all airline carriers. This means you must queue with passengers flying on all other flights greatly increasing waiting times.

Bags are eventually tagged and taken from the passenger. Having know designated airline check in means trust in baggage handling is decreased from the passenger perspective.

PASSPORT CHECK

BOARDING

In order to access boarding gate zones a further passport and boarding pass check had to be carried out. This cuased further queueing and delays.

The boarding process remains chaotic, with little room to manouver.

Andrew Flynn | PDE 5

GLASGOW AIRPORT

THE JOURNEY

After several failed attempts to contact Glasgow airport and obtain permission to conduct research airside, we decided take a trip to the airport and talk to arriving passengers. We used the opportunity of travelling to the airport to gain a better understanding of how public transport links currently opperate. We decided to take the bus. This jounrey consisted of walk into town from Skypark. At the bus stop their were other passengers waiting with travel luggage. The bus was fairly well equipt with comfortable seats and wifi and the journey itself took roughly 20 minutes.

The women pictured in the top right was carrying four bags. When trying to board the bus, it appeared to me like she had some trouble, especially when it came to paying for her ticket. The bus driver didnâ&#x20AC;&#x2122;t give her time to store her bags before it pulled away making it difficult for her to keep balance. I think this shows a clear lack of communication and compasion between the transport and the user.

Andrew Flynn | PDE 5

AIRPORT INTERVIEWS

THE AIM

SURVEY SAMPLE

The aim of the trip was split into two halves. The first was to carry out interviews with arriving passengers to gain insights into the journey they had just carried out. The second aim was to observe the airport as a whole to help gain an understanding of how people interact with it. A list of ten questions were prepared for interviews. I asked questions and held conversation while voice recording, Ewan took notes and Mason photographed the interviews. Observations were carried out by moving around the airport documenting how people interacted with different stages of their journey. A total of 16 passenger groups were interviewed.

Departures: Amsterdam Berlin Belfast Chicago Exeter Kirkwall London Heathrow Gatwick New York Paris Toronto Flight type: Direct - 81%

Connecting - 19% Andrew Flynn | PDE 5

PASSENGER INTERVIEWS NEW YORK - HEATHROW GLASGOW

HEATHROW - GLASGOW

ATLANTA - CHICAGO HEATHROW - GLASGOW

BERLIN - GLASGOW

TORONTO - PARIS - GLASGOW

Most stressful part of journey? “Security at Heathrow”

Ever confused in the airport? “we were terminal 5 so you don’t always know whether you are A, B or C etc”

What influenced your flight choice? “because I get air miles with them and their partners”

At the airport, were you ever confused by navigation? “I think Berlin Airport is quite confusing, the station is quite far away from where the terminal is, and its not very well signposted about how to get from one area to the next.”

How long was your connection? It was fast, almost missed our flight. You have to go through all the checkmarks, like we went through security a couple of times. There’s three lines when you come in - one for Express, one for EU/UK passports and then theres one for all other passports. All the visitors wait, and stand there. And then when you get there they tell you you gotta fill out this form. So when they tell you, you’ve ben standing there for 20 minutes already.

Would you prefer less time at the airport? Or more time before the flight? “Quite fortunate being member of the business lounge so its ok however I think if you didn’t have that it would be hard going.” Anything you would change? “Faster security for frequent flyers would be good.” Business flyers wanting faster services within the airport, potentially willing to pay more for this.

Anything you want to be able to do in flight? “I’d like to be able to use more of my own personal devices like my phone.” Despite being an older couple the demand for using personal electronic devices was still present. With an ageing population this trend is set to increase. It was raised several times that people were often confused in the airport, especially under time contraints. This couple identified signage as a problem.

What was the most stressful part of your journey? “I did not get my upgrade to business on my transatlantic flight, first time in a number of years.” Anything that you would change? “I buy the cheap tickets and get free upgrades to business. I will probably start going through places they have wide body jets so I can get an upgrade.” I think this outlines the importance of business class and the lengths people are willing to go to in order to secure a better experience.

Would you prefer less time at the airport? Or more time before the flight? “I would go in advance, Yeah. Go as early as you can so that you can hang about the shops.” Anything that you would change? security I find tedious, I used to enjoy flying it takes the fun and the enjoyment out of it.

It seems one of the main issues (as highlighted by the interview above) is the number of required check points in an airport. Queues form due to a low staff to passenger ratio. Andrew Flynn | PDE 5

AIRPORT OBSERVATIONS

Passenger interview reflections

Observations

I found carrying out the passenger interviews was an incredibly useful and insightful excersie. People seemed very willing to answer our questions even after some very long flights. Timing our arrival at the airport with flights arriving from large connection airports like London Heathrow and Schipol, meant we managed to speak to a range of different passengers from across the world. It was interesting to learn about the different processes which are required for passengers arriving from outwith the EU. It seems the checking process of travel documents is increased and as one passenger pointed out organisation of document checking was very poor. It was also apparent that most travellers wanted a more personalied travel experience with increased control over their journey.

As well as interviewing passengers, time was spent at the airport observing passenger behavior and studying the airport eco-system. As we did not have airside permits, research could only be conducted in the landside portion of the airport. It was clear Glasgow airport were taking into account the passenger experience by providing services such as priority security. Interestingly there were also several touch points dotted throughout the airport where passengers could give travel feedback. However in the entire time spent at the airport that day I didn’t observe anyone using this service. However this shows the airport cares about traveller opinion, they just arn’t doing it well!

Another key insight I learned form observation was the hassle multiple travel documents causes passengers. Throughout the airport it is common to see passengers stop and search for, passports, boarding passes or other travel documents. Seems like quite a dated system to be still using a majority of paper based documents which can be easily lost.

One of the most interesting observations I found at Glasgow airport was the “stop, look up and stare” phenomenon, present in almost every passenger entering the airport. This was caused by people checking the large departure boards at the entrance. On average people spent at least a minute of there time locating the relevant information on the boards.

This process seemed rather dated to me and appeared to add stress to the passenger journey when people were in a hurry. Not the best way to start the journey, Andrew Flynn | PDE 5

TRAIN INTERVIEWS

THE AIM

SURVEY SAMPLE

The aim of our trip to Glasgow Central Station was to interview passengers arriving from destinations outwith Scotland. We were interested to find out why people had chosen to travel by train over plane. Our target was to interview passengers arriving from London, a route that many people also do by flight. It was harder to interview people at the train station compared with our experience at the airport. This was due to the sudden rush of people off the train with no physical barriers to regulate the flow. Due to this, our interview sample only consisted of seven passenger groups.

Departures: London Birmingham Manchester Leeds Cardiff

Andrew Flynn | PDE 5

PASSENGER INTERVIEWS LAKE DISTRICT - GLASGOW

WIGGIN - GLASGOW

LONDON - GLASGOW

MANCHESTER - GLASGOW

CARDIFF - GLASGOW

Key Interview questions:

Key Insights:

• Where have you travelled from?

• The train is a more relaxing experience

• Why did you choose the train over the plane?

• Can work easily on the train

• What is different about the passenger experience?

• It is more comfortable

• How do airports compare with train stations?

• Train stations are easy to move through, no bottlenecks like airports.

Andrew Flynn | PDE 5

EILIDHâ&#x20AC;&#x2122;S JOURNEY

THE AIM

CASE STUDY STATS

Eilidh and her family travelled to New York for a one week vacation in October. The travek group consisted of her mum, dad, younger sister and herself. They flew from Glasgow to New York JFK via London Heathrow both on the way there and the return journey. Eilidh was able to document segments of her travels. After her return I was able to interview her about her journey with the aid of the photographs she had taken. This was a valuable resource to use as it was the only long haul international flight I had access to during the research phase of the project.

Departure:

Glasgow Airport

Connection:

London Heathrow

Arrival:

New York JFK

Journey Time:

12 hours

Group size:

Andrew Flynn | PDE 5

AIRPORT TRIP 1. Long queues are present at check in due to

2. Security at Glasgow airprot was relatively fast,

3. Passport and boarding card checks at the

4. A further boarding card check was carried out

6. At Heathrow, a passport check was required for

7. Once again passport and boarding pass checks

8. Final boarding card check adding to the

9. Queuing chaos inside the plane!

flight being long haul therefore a large number of pasengers check in bags.

all connecting passengers. This resulted in a large bottleneck which took 20 minutues to pass.

partially due to the early morning time of flight.

caused a huge queue before boarding the flights. This also caused a large obstruction in the terminal.

Having returned from her holiday I spoke to Eilidh about the passenger experience and the different airport processes. Apart from the fact there was a lot of queuing she mentioned one of the most stressful things for her was keeping hold of the several documents which are required throughout the trip. As Eilidh and her family were travelling internationally she was also required to fill out a landing card. The combination of different travel documents added to the over stress of the trip and was something she personally would like to see improved.

departure gate lead to a slow boarding process.

boarding time of the aircraft.

when entering the aircraft which further slowed down the boarding process.

Key inishts: â&#x20AC;˘ Human factors consideration - too many documents are required throughout the travel process â&#x20AC;˘ Connection process had many repetitive steps including security checks and border control.

Andrew Flynn | PDE 5

LONDON TRIP The trip to London was the highlight of the research phase of the project. Not only were we treated to the “British Airways” travel experience as part of the research, but over the course of our stay we were given access to a huge range of otherwise restricted “behind the scenes” areas which gave us a much better understanding of airport and airline operations. Knowing this was a fantastic research opportunity, we went well prepared with an interview for Stuart as well as cameras and voice recording equipment. Before travelling Stuart encouraged us to document the journey down to Heathrow starting as early as the flight booking experience.

Andrew Flynn | PDE 5

THE BA EXPERIENCE The start of the BA passenger experience was when booking the flights. Ewan, Mason and Myself decided to each book the trip in different ways to gain an insight into the different booking experiences. The three different methods of booking were in person, online and on the BA app. As it turned out, booking in person at the check in desk was going to cost ÂŁ30 more for the flight. Therefore, as non of us were wiling to pay the extra cost we decided that one of us would book the flights through a third party company like Skyscanner. I opted to try out the booking experience using Skyscanner. The experience of using the mobile boarding app and a printed ticket were compared during the journey.

Three different methods of booking were tried out and compared; in person, BA app and through Skyscanner. The BA app it seamed to be relatively limited in terms of what it offered. The app is not able to provide real time updates about your booked journey which I feel limits the passenger experience. Both the printed ticket and digital boarding pass ended up having their own drawbacks when in use. The printed ticket added an extra thing to carry and remember, while the app raised concenrs with battery life.

Skyscanner booking process

Andrew Flynn | PDE 5

GLASGOW AIRPORT JOURNEY STORYBOARD Our flight departed at 8.20am from Glasgow airport meaning we had to be there for 6.50am. Taking a taxi to the airport ended being the cheapest and fastest option of transport to the airport beating the only other option, the bus.

1. The drop off zone for the airport

2. As we had already checked in and

3. Before security there is a customer

4. Before entering an automated gate

6. Directly after secuirty the airport

7. In the departure lounge large groups

8. Your boarding card is checked once

9. There is then a considerable walk to

requires you to complete a shrot walk to the main building.

5. Queues at security were relatively

short due to our early departure. The process itself was still tedious.

features a feedback tablet enabling the passenger to rate the security process.

only had hand luggage we made our way straight to security.

form around information boards waiting on flight updates.

service point that gives guidelines for what you can and cant take through.

again before making your way to the boarding gate. More queues form here.

requires you to scan your boarding pass to confirm your identity.

the gate without any assistive walkways.

EVALUATION Due to the early departure time and the fact we were flying domestic, the airport experience was fairly smooth. However queues and bottlenecks still appeared wherever identity was being manually checked by staff.

10. Very large queues form at the boarding gate as airline staff manually check boarding card and passports (if required).

11. The queue backed up from the plane to the boarding gate meaning people were stuck waiting in the airbridge.

12. This queue was caused by a fur-

ther boarding card check in addition to the slow process of boarding the plane itself.

13. Aeroplane bottlenecking during boarding and deboarding is generally caused by luggage storage. Andrew Flynn | PDE 5

INFLIGHT/ARRIVAL INFLIGHT The BA inflight experience was fairly pleasant due to the quality of service. When arriving at Heathrow we experience landing delays. Plane queues can be seen below.

Plane 1

Plane 2

FLYING GUIDE While reading the inflight magazine I noticed it contained two full spreads on how to prepare for your travels and guidance on what processes to expect at Heathrow airport. The fact BA felt the need to use four pages of their inflight magazine to explain to passengers how to navigate the airport and what documentation they would require was yet another indication into the complexity of airport passenger processes.

Andrew Flynn | PDE 5

LONDON UNDERGROUND STORYBOARD

After staying the night in London we took the underground back out to Heathrow airport to meet Stuart for our tour. The rush hour proved to be rather chaotic due to the shear volume of people trying to navigate the London underground. However one thing which was instantly noticeable was the difference between the flow of people in the underground compared with the airport.

This simple method of passenger processing inspired me to think about how all passenger checkpoints at airports could be this way. A system where every checkpoint could be passed instantly. Similar to the airport, congestion was caused by people loosing tickets and blocking the gates.

Key inishts: â&#x20AC;˘ No manual document checks required in the train system therefore passengers can pass checkpoints almost instantly. Andrew Flynn | PDE 5

ARRIVING AT HEATHROW Meeting Stuart

We were greeted by Stuart when arriving at Heathrow who had already planned our the days itinenary. He sorted us out with airside passes before we started our tour. We started the day by taking a futuristic ride in Heathrow latest atonomous pods which transfer you from one of the satelite business car parks

straight into the terminal. We used this opportunity to ask Stuart some initial questions about the airline industy and its relationship with the airport industry.

Initial Questions

Key inishts: • Battle between airlines wanting passengers to pass through the airport quickly and airports wanting passengers to linger and spend money. • Airlines have a number of products they sell to improve the passenger experience • Catering to 300 individual needs on a flight can be difficult however catering to particular group types is very beneficial • BA’s most profitable passenger type is premium economy Andrew Flynn | PDE 5

HEATHROW T5 DEPARTURE

Entering Heathrow terminal 5, the first thing which struck me was the shear size of the building. The number of different check in points and security lanes could easily be a source of uncertainty and stress for the not so experienced traveller. As observed at Glasgow airport, the majority of passengers entering the building spent time staring at the information boards.

Airport tour Stuart took us through each step of a typical passenger journey at Terminal 5 for departing, connecting and arriving passengers. This was hugely beneficial to my project as well as the group overall. Throughout the tour Stuart was able to answer the range of questions we had prepared. Key inishts: • Cater to all classes - most loyal customers sit everywhere. Business travelers also travel economy with family etc • Building airport for just connections hard to justify because of high capital costs, far away from a city etc, difficult to operate. Airport has to offer whole package. • Almost impossible to locate late or missing passengers. Causes departure delays for aircraft. • 3/5 BA passengers travel premium

Check in

Multiple checkpoints

Biometric capture

Despite being a self service check-in, several groups of people approached Stuart to ask him to help with the service. This highlights there are still problems with how intuitive this service is.

Carrying out the departure route in T5 highlighted the high number of passenger checkpoints. At the majority of departure gates the checking process was very slow casuing large bottlenecks throughout the airport. Not only was this slow and stressful for the passengers queuing, it also obstructed other passengers from passing by.

Face capture cameras were used before entering security and when arriving at the departure gates to cross check the same passenger had turned up. This equipment added extra time to the passenger journey and from observation wern’t always straight forward to use. Andrew Flynn | PDE 5

ARRIVING AT HEATHROW T5

Key insights: • Manual and E gate checks cause large bottlenecks • Airlines have the ability to influence the passport control process • Connection boards cause passenger confusion • Airports require a faster, more efficient way to process passengers

The UK border was split into four different lanes; BA Fast Track, EU/UK E-Gates, UK/EU passport check and All Other Nationalities. All passengers must hold valid identity (passport) and non UK/EU citizens must complete a Landing Card. All passengers arriving at T5 had to pass through this point. As a result hour long queues were forming at the border!

“Automated” E gates

Landing cards

Airlines at the border

Flight connections

While observing the passport control process Stuart pointed out the so call “automated” gates are actually controlled manually by an operator off site. Therefore these large and expensive checkpoints still require an employee making them just as fast as a regular check. From observing passengers, the process of scanning passengers was not intuitive causing passengers to make mistakes and ultimately causing further delays. As space is such a premium in an airport there are only so many checkpoints the airport can hold. Already at full capacity, airprots like Heathrow must come up with new ways of processing passengers in a more efficient

Landing cards are yet another dated paper documentation which adds to the trail of paper documents passengers have to carry and not loose. Stuart informed us the lack of consistency with airlines and landing cards leads to many problems with passenger delays at the border.

It was interesting to see BA had influence of the government controlled border. More control over the total travel chain gives airlines the ability to improve and streamline the passenger journey.

The cross roads for all flight connections in terminal 5, this hot spot of information boards was the source of large crouds and frustrated looking passengers.

Andrew Flynn | PDE 5

BA HEADQUARTERS BA headquarters

BA class sytem

After our tour of terminal 5, Stuart surprised us by telling us we were then going to BA HQ to view their product show room and have some lunch. The product show room housed a range of BA’s latest in-flight and airport technology.

The show room also hosted BA’s latest airline seat range, a useful insights for Mason’s project focus.

Economy

Automated iris scanner deployed and then removed from Heathrow airport for not working efficiently enough.

The process requires you to scan your passport. Premium economy

Business Class

You are then required to stand in front of the gate while your iris is checked.

After biometric recognition the gate opens and lets the passenger through.

First class

We took the opportunity while at the BA HQ to talk to Stuart about our future plans for the project as well as initial thoughts we had on directions for our individual focus areas. By this point in the research it was clear to me that both the airport and airline industries would benefit from a more streamlined and efficient means of checking passengers. Stuart strongly agreed with this point, emphasising the benefit of more time certainty for the passenger as well as knowing the passengers location. Stuart agreed to work with us for the remainder of the project suggesting we should come back to BA to present our concepts to a range of employees to gain feedback. Andrew Flynn | PDE 5

BRITISH AIRWAYS ENGINEERING

Spending time in the different aircraft got me thinking about how to create a new product or system which could seamlessly link the airport and in-flight experience.

Engineering hangers

BA class options

After spending time at BA HQ our final stop of the day was the BA engineering department. We were introduced to a number of Stuarts collegues before heading into the aircraft repair hangers. This was a fantastic opportunity to experience a range of BA aircraft up close and access areas of the aircraft otherwise off limits. Stuart was able to give us expert knowledge behind the BA passenger experience as well as providing insights into up and coming projects they were working on.

Apart from the difference in personal space and seating style Stuart explained that BA were trying to create a truly inclusive passenger experience, regardless of class. Offering new services such as in-flight wi-fi and increased usage of personal devices were among a couple of the ways BA were trying to improve the passenger experience. The idea of real time updates and giving the passenger more control over their journey were themes which reoccurred throughout the aircraft tour.

Our visit ended with some spectacular views of a 787 being repaired and the new A380 coming into land. The trip provided a large range of invaluable insights which we would never have come across without the kind help from Stuart.

Andrew Flynn | PDE 5

DEPARTING HEATHROW Departing Heathrow Finally the return journey from Heathrow was documented to complete our journey. Being a larger airport than Glasgow, Heathrow had more checkpoints which you were required to pass increasing the departure time.

1. Enter terminal 5 and look for check.

2. We decided to use the self service

3. We had our boarding passes printed

4. To enter security we had to first

6. There were further boarding pass

7. Security check were carried out as

8. After passing securirty we had to

9. The airport departure lounge was

T5 check in is located on the third floor

5. After swiping boarding passes a biometric face capture was taken requiring you to stand in the correct position

checks during security. These were a means of providing queue time info.

check in service. This required us to scan our passports

normal.

at the self service kiosk

navigate the terminal building to locate the departure gate

swipe our boarding passes.

crouded making it more difficult to navigate.

Evaluation Carrying out this final journey back from Heathrow airport it was clear that there was an excessive number of checks carried out for both identity and travel documents. The ratio of passengers to staff meant bottlenecks were common through the airport slowly the journey and making it more stressful.

10. Finally reaching the departure gate there was a large 20 minute queue

11. The queue was caused by another biomtric face capture which seemed to take a long time for each passenger.

12. This was followed by a further passport and boarding card check.

13. Finally our boarder passes were checked while boarding the plane. Andrew Flynn | PDE 5

EXISTING PRODUCTS AND SERVICES After spending time research the range of different methods and technologies used in todays passenger journey I grouped together a series of images of existing airport and airline technologies. It is clear that many of the technologies used today are large, stationary pieces of equipment which cost the industry millions of dollars per year without much added value. Airlines are making a push to utilise passenger infrastrutuce and have started bringing out passenger products to improve the passenger journey.

Key insights: â&#x20AC;˘ BA testing smart bag tags - good example of airline passenger product (not yet released)

Andrew Flynn | PDE 5

PASSENGER SURVEY A group passenger survey was created which we used to gain feedback from a wider audience. The survey itself covered the airport experience, in-flight experience and connections experience. The graphs shown are the ones which related most closely to my project. The survey yielded over 100 responses.

Key insights: • 64% of passengers willing to share more personal information if it means an improved travel experience. • Roughly 50% of passengers prioritise as shorter travel time. • 47% of passengers said a more streamlined airport process influence their choice of journey.

Andrew Flynn | PDE 5

DEFINING THE PROBLEM STORYBOARD After spending time researching I created a storyboard which outlines all the key checkpoints in a typical airport journey. The objective of this was to clearly map out each stage in order to identify the cause of queuing and delays. This jounrey is based on typical checkpoints found in large hub airports.

1. Passengers tend to stop immediately

2. Large queues usually form at check

3. Before security many large airports

4. Larger airports require a biometric

6. While in the departure lounge,

7. A secondary biometric capture is

8. Boarding passes and passports are

9. Airlines maunually check boarding

after entering the airport to check where to go.

5. Passengers pass through security

one at a time occasionally requiring pat downs and further checks.

boarding cards must be presented in order to purchase anything.

in. People use this to identify themselves and drop bags.

taken before reaching the boarding gate to confirm your identity.

require you to scan your boarding card before entering.

checked manually by a member of staff before entering the airbridge.

capture before entering security.

cards before boarding the plane.

EVALUATION After analysing each stage of the airport process, it became apparent that there was a common denominator when observing the root problem of queuing. Roughly 70% of queuing related problems can be accounted for by passenger identification and travel document checks.

10. After departing the plane passengers make their way to immigration where their passports are checked.

11. After checking passports a biometric capture is taken to ensure the passengers identity.

12. Passengers are allocated a baggage carousel where they wait until their luggage is delivered.

13. After collecting baggage reclaim passangers make their way through customs to the arrivals area. Andrew Flynn | PDE 5

DELAYED OR MISSING PASSENGERS

12.14km2

Airside

Landside

The Problem Not only do bottlenecks cause stress and delays for passengers, they also cause 3% of all delayed aircraft departures. This costs the airline industry a total of $600,000,000 per year due to the extortionate costs of grounding fees at airports. At present, airlines only know if a delayed passenger is either landside or airside. With no way of knowing exactly where a passenger is within the terminal building, it is impossible to schedule departures accurately. If airlines were to know a passenger’s location they could then work out whether it was worth waiting on the passenger or to go without them. This situation is made worse when a passenger has checked in a bag which is on the plane but then does not arrive at the departure gate on time. Without knowing the passengers location the airline does not know whether to remove the bag or wait for the passenger, hence wasting more time and money.

Key insights: • $600,000,000 wasted per year in airline industry because of late or missing passengers • Airlines only know if passenger is landside or airside • Passenger who don’t show up but have checked in baggage causes even longer queues.

Andrew Flynn | PDE 5

AFFINITY MATRIX

Andrew Flynn | PDE 5

REQUIREMENTS FROM RESEARCH

PASSENGER

AIRPORT

AIRLINE

• More streamlined airport jounrey for all passanger types. • Individual has more control over their desired journey type. This provides a more personal travel experience • Intuitive airport processes with less confusion • Increased use of personal devices • Allow passanger to be “hands free” in the jounrey. Less required to complete each check point • Full information updates from airport + airlines • Ability to give service feedback

• • • • • • • • • •

• • • • • • •

Utilise current infrastrucutre Utlise passanger products as part of the overall system Ability to check on passenger throughout the journey Utilise all space efficiently Understand/predict passenger flow Understand/predict airline schedules Utilise non aeronautical revenues Ensure passenger identity throughout the journey Easy to understand interface/layout with passangers Understand passanger specific needs

More control over passenger experience Ability to know where passengers are Able to stick to time schedule As little time on ground as possible Communicate with passangers throughout the jounrey Provide a tailored passanger experience Extensive communication with airport

Andrew Flynn | PDE 5

CONCEPT DEVELOPMENT

DEFINE Ideation

Sketching

Testing

Visualising

Andrew Flynn | PDE 5

FTE WEBSITE PASSPORT CHECK Using the existing posit it boards I had made to map out the problems with existing journeys was a good way to start the ideation phase of the project.

Early Ideation After completing the research phase of the project I went back to some of the intitial post it boards to pin up basic post it note concepts. Each of the problems were paired with a range of early concept ideas.

Initial post it note concepts covered a range of ways to improve the airport passenger experience from assisstive walk through devices to better more efficient airport layout ideas. All concepts had a focus on solving the key issues raised in the discover phase of the project. As well as tackling the key driving issues of the project, I also explored a range of added value features which could improve a travel system.

Andrew Flynn | PDE 5

GROUPING CONCEPT IDEAS

From the initial range of product concepts three main themes emerged: • Surveillance which can watch/guide passengers through the airport eliminating the need for manual checks. • Travel product which the passenger carries which helps streamline the overall passenger journey. • New airport infrastrucutre that is more efficient and transfers passengers through the airport faster.

These three groupings were used to brainstorm a further range of ideas and concepts aiming to improve airport transit for passengers. Concepts were continuously evaluated against the main research criteria: • • • • •

Infrastructure light Speed up the passenger journey Improve the passenger experience Provide insights to airline and airport Provide the passenger with useful travel information

Andrew Flynn | PDE 5

PASSENGER CHECKPOINT CONCEPTS

Sketching A range of concepts were thought out through a series of sketches. Concepts were created within th three groupings created in the post it note ideation sessions. Initially I looked at how to improve passenger checkpoints to allow a more seamless flow of passengers. Research was carried out into enabling technologies such as iris recognition for more efficient identification.

My first approach was to rethink the layout and design of the checkpoints themselves. It did occur to me while sketching out designs for a new checkpoint that it did not feel very “futuristic”. This made me take a step back from this approach and have a think about how else a similar system could be achieved in a new way.

Key insights: • While thinking of how to improve passenger check points it struck me that any design which requires a passenger to stand and carry out a process will incur an inherent delay. • This is the approach of the aviation industry currently and to improve the system requires a radical new approach.

Andrew Flynn | PDE 5

AUTONOMOUS AIRPORT INFRASTRUCTURE

Airport infrastructure Another initial concept direction was implementing new automated infrastructure into airports to help transport passengers to the correct destinations within the airport. Initial ideas included automated walk ways similar to those in airports today but on a larger scale. The idea for this was inspired by current baggage handling systems where the entire system is automated. In this concept people could be routed around the airport similar to a bag.

Key insights: â&#x20AC;˘ Early discussions with users raised the issue of user acceptance with such a system. Many of them saying this would be too automated and that it would remove an element of freedom from the journey

Andrew Flynn | PDE 5

ASSISSTIVE TRAVEL PRODUCT New technology The third possible concept direction would involve an assitive passenger product. The rise in personal and mobile computing has massively impacted the way people travel. Already we are seeing a paradigm shift in the way people book journeys, use tickets and interact with travel services. This concept group would be to develop a product which helps improve the passenger experience by improving the travel journey in a number of possible ways. This could range from emotional improvements by reducing stress or perhaps a product which helps speed of the passenger journey. Arlines and airports could utilise ths passenger infrastrucutre as part of a wider, data rich service.

Key insights: • When talking to different users about this concept they seemed to like the idea of having increased control over their journey. • Users also said the idea of a more personal travel experience is something they’d value • Some people raised the issue of data sharing stating that caution would have to be taken with any new system.

Andrew Flynn | PDE 5

INITIAL EVALUATION Multiplier

New checkpoint

Speed increase

User acceptance

Infrastructure

Information sharing

Streamlined journey

Personalisation

Requirment

Airport transport

156

An evaluation matrix was used to evaluate the initial concept groups in order to narrow down the design direction. The set of requirements was taken from the research phase of the project. The requirements used in the evaluation are a combination of the common requirements stated by all stakeholders. The weighting criteria used is the same one used at Bauahaus over our summer internship.

Assistive product

219

247

Key insights: • Improving todays airport checkpoint scored the lowest in the evaluation matrix. • Airport transport suffered from the potential infrastructure change required which would require large up front investment and a change to the way the airport is structured. • The assistive passenger product scored highest which seems like a logical choice is it requires minimal infrastructural change and disperses passenger processing throughout the airport which breaks up bottlenecks. The key concerns with this as a concept are security and user acceptance. Andrew Flynn | PDE 5

PERSONAL BIOMETRICS Existing biometric checkpoints

Existing and potential biometrics

Finger print

Range of biometrics The current trend in airport checkpoint technology is to install passenger biometric technology at each checkpoint. However this still requires time to process a passengers identity and often takes just as long as a manual check.

What if? The identification and processing technology could somehow be removed from the checkpoint and placed with the passenger throughout their flight.

Facial recognition I decided to take this concept forward and explore its potential. This lead to a series of concepts which were synthesised through a series of sketches and model making, all of which were run by users for feedback.

Pulse Key insights: • Potential of using personal biometrics • Remove the processing from each checkpoint and disperse it amongst travellers.

Iris

This “what if” moment felt like a turning point in the concept generation phase of the project. If using a personal biometric it would preferably be non invasive and work as a background process.

Andrew Flynn | PDE 5

LITERATURE STUDIES I used a range of literature sourced online to find out more about biometric technologies and how they could be applied to a passenger product. This was helpful for identifying key types of technology which may be used.

Key insights: • Range of possible biometric technologies which can be used individually or in combination • It was interesting to learn that the heart beat was being tested as an emerging biometric technology. • Two different types of heart signal can be recorded; electrocardiogram and photoplethysmogram. • ECG measures electrical changes caused by a pulse and PPG is an optical technique which measures changes in blood volume (most commonly used in pulse oximeters).

Andrew Flynn | PDE 5

MOOD BOARD - WEARANLES

A mood board helped get me thinking of possible concepts which could be worn in similar ways to the ones pictured.

Andrew Flynn | PDE 5

INITIAL CONCEPTS - PASSENGER PRODUCT

BIOMETRICS

ELIMINATE QUEUES Why do queues form in airports? The common denominator for most airport queues is passenger identification. A low staff to passenger ratio means checking identity at several check points is a lengthy process. Biometric markers could be worn by passengers to replace the passport and solve this problem. Unique biometric data could be used to identify each passenger.

AUGMENTED REALITY

Augmented reality

• Ability to overlay information on reality. • Real time updates could be presented to the passenger (any mobile device) • Guide passenger through journey • Real time language translation • Tailored passenger jounrey

IPS

ECG Biometrics

KEEP TRACK Currently, airports and airlines only know roughly where you are at any given time. The process of passenger check points is the current method of keeping track of your location. This creates queues. If each passenger wore a device that used IPS tracking, the airport/airline would know exactly where you are at any given time.

IPS Tracker

SOCIAL MEDIA

NEURO HEADSET

PERSONAL SECURITY

CUSTOM RETAIL

Social media

Neuro headset

Personal security

Custom retail

• Real time, location based social media. • Allows the journey to be more socially interactive • Potential of social media reality - real life linked in • Use of advertising and promoting brands through social media

• Currently able to read basic brainwaves • Can be used to detect certain moods • Possible future aplication to determines thoughts. Could be used by airports and airlines to improve passanger experience. • Risk based security • Alter brain states - change mood • Instant service feedback

• Ability to track personal belongings while packing • Self scan system • Airport utilises passengers to scan other passengers • Bag pack guide • Risk based security - possible to reduce risk by increasing personal data provided.

• Decide where and when to shop • Option to opt out of shopping for added price • Retail targetted like apps - free but has adds - pay more and get no adds • Shops chang to user requirements

Andrew Flynn | PDE 5

INITIAL CONCEPTS - PASSENGER PRODUCT

This page shows a range of different sketches of possible wearable passenger products which utilise personal biometric technology. These concepts have the possibility to store other travel documents helping provide a hands free passenger experience. Furthermore passenger tracking could be enabled via a wireless connection which could also be used to communicate with gates as you reach them.

Andrew Flynn | PDE 5

FINGER PRINT + ECG - TUTORIAL 4

FINGER PRINT • Finger print taken on top of advice to authenticate user. • Tried and tested tech • Need to somehow prove real finger print and not fake

PULSE CHECK

CONTINOUS FEEDBACK

NEXT STEP

• Electrodes could be used to measure an ECG signal • This rules out fake finger print or dead finger. • Still vulnerable to finger print film on finger • Could test using plastic + electrodes

• Using ECG or pressure a constant beat could be detected. • This ensures unless device is taken off then the same suer is wearing the device.

• Test to see if ECG can be read through thin film. • Look more at finger print tech

Andrew Flynn | PDE 5

PULSE OXIMETER BIOMETRIC

TRANSMISSION • Traditional form of pulse oxy therefore tried and tested • Continuous pulse can be recorded • Can only be used at thin section of body. • Potentially could try using ultra bright LEDs.

EAR MOUNT

FINGER MOUNTED

NEXT STEP

• Ear is tried and tested location for reading PPG waves • Potential ear piece could be designed. • Perhaps with headphones? Turn by turn navigation in airport.

• Could be mounted like small ring • Tried and tested location • Could potentially be more prohibitting • PPG wave produced reliably

• Test standard oximeter • Aquire raw data and compare range of subjects • Try ultrabright LEDs

Andrew Flynn | PDE 5

REFLECTANCE PULSE OXIMETER BIOMETRIC

REFLECTANCE

PPG WAVE

• Signal continously processed • Biometric can continously be recorded • No electric signal so potentially more reliable • Can be worn at wider areas of the body

• Wave produced shows blood pulse and signal echo. • Echo changes between different subjects as does gradient. • Wave transmitted to data base for authentification

REFLECTING LIGHT • Light passes through skin • Red and infrared light absorbed by blood • Signal reflects off bone producing back scatter • Backscatter signal picked up by photodiode

LED PULSE • Red and infrared LED lights pulse • Wavelength of light capable of passing through human skin • No side effects of light transmission

Andrew Flynn | PDE 5

TUTORIAL 4 FEEDBACK

Key insights:

My thoughts

Feedback from Nick:

The feedback from this tutorial provided me with some valuable suggestions into other ways technology might be used as a design solution. This prompted me to think of a range of concepts which did not need to identify the passenger but could store and validate a passengers identity.

• • • • •

Does the product have to identify the passenger itself? This could be expensive and complex? Could device be similar in function to a prison tag? Explore low cost alternative Does the user own the product or could they pick it up at the airport? Sealed product • This might make it more secure?

This would certainly reduce the cost of the product is the processing power and complexity of its functions would be reduced.

Additional feedback from the group:

However removing the function of personal identification means the passenger would require an initial check when entering the airport before storing their ID on the device. Furthermore due to the futuristic nature of the project I felt exploring more “blue sky” ideas was not out of the question.

• Have you had feedback on the ideas with users yet? • Would users mind carrying out on intial check? • What are the key features which benefit the airline and airport?

Therefore as a result of the tutorial I decided to continue the project with two ideas running in parallel; some sort of personal biometric device and the other a secure device which stores passenger identity and travel details. As suggested by the group I decided to gather feedback from potential users on my initial concepts.

Andrew Flynn | PDE 5

COLLABORATION

Dr Bernd Porr

Dr Peter MacFarlane

ECG Electrode placement

I contacted Dr Bernd Porr to find out more about biometric technology. Dr Porr is a biomedical and electronic engineer at the University of Glasgow. I came across his contact details after reading a PhD thesis on biometric pulse identification written at Strathclyde university which he helped work on. I arranged to meet with him to discuss my project.

After speaking with Dr Porr, I was put in touch with Dr MacFarlane, head of ECG unit at the Royal Infirmary hospital in Glasgow. I was able to meet with Dr MacFarlane at the hospital and explain my project to him. Like Dr Porr, he was doubtful of using an ECG probe in a product, claiming it would be complex and unreliable. He also pointed me in the direction of pulse oximetry as an alternative way to detect heartbeats.

After meeting with both Dr Porr and Dr MacFarlane I decided that using ECG signals as a means of huamn detection in a product was not a feasible option. With only a two electrode set up a user is still required to connecting one arm with the other in order to complete an electrical circuit across the heart. Not only does this give an unreliable signal, from a user perspective this is an invasive process which would distrupt the travel experience. For these reasons using ECG signals was disgarded at this point in the project.

Key insights: • ECG require multiple probes placed across the body making it impractical for the intended use • PPG signals can be obtained unintrusively - perhaps look at these • These have potential for use as biometric identification

Key insights: • An accurate ECG signal can only be obtained under stable conditions • Requires multiple probes

Andrew Flynn | PDE 5

TAMPER DETECTING TAG

Band

DEVICE DOCK • Device sits in dock at entrance to airport. • Device on charge while in vendor. • Device unlocked by biometric or password. • Multiple pick up and drop off vendors.

VENDOR Charge strip

FUNCTIONALITY • When device is placed on the body and activated the passenger is automatically checked in. • The location of the passenger is transmitted. • Biometric data is continously recorded. • Updates and feedback pinged to device.

LCD display

LED strip

E-GATE

Sensors

FUNCTIONALITY • Device used to automatically open gates - like Oyster card. • Could have preloaded landing card + visa etc. • Could be used for contactless payments in airport - perhaps some form of insentive. Could collect travel points for purchasing things? • Airport and airline kept up to date.

Transmission

Adjustable clasp

Andrew Flynn | PDE 5

COLLABORATION - AMANDA MCMILLAN

Meeting at Glasgow Airport After arranging the meeting in October, we finally got the opportunity to meet with Amanda McMillan, the managing director of Glasgow airport. Myself and Mason went to the interview having prepared a range of questions. We were able to voice record the interview for documentation purposes. This was an opportunity to learn about airport operations as well as to present current concept ideas and receive feedback.

Key insights from meeting: • Airport do not currently know how many passengers it will receive each day. The airline do not currently share this information. The first point the airport knows of a passenger is at security. Having unknown passengers free to walk around the landside portion of the building can be a security threat. • Airport desires minimal infrastructure change • Infrastructure should be flexible where possible. This would be good for flexible boarding gate areas. • Physical checkpoints must be able to block passengers who are not valid to pass. The key is to create a system which is more streamlined than the current one.

Andrew Flynn | PDE 5

DIFFERENT WAYS TO MEASURE PPG Pulse Oximeter After meeting with both Dr Porr and Dr MacFarlane I decided to explore different ways of measuring PPG signals as I felt this technology had potential in both a tamper proof tag concept and in the longer term, a form of biometric identification. I purchased a pulse oximeter to get a better idea of the process; how quickly it could determine a pulse, what it was like to wear on the finger etc. The iHealth pulse oximeter had a relatively quick processing time, displaying a pulse reading in under 10 seconds. Furthermore, the device continued to accurately read my pulse even while moving around. This gave me confidence in the ability of the technology to be worn by a user while providing accurate readings.

Philips VitalSigns App The VitalSigns app is measures PPG signals by detecting colouration changes in the face due to blood pulse under the skin. The graph produced is somewhat questionable however after a series of tests, the heart rate it calculated was fairly accurate. This got me thinking about how personal camera technology might be used.

Andrew Flynn | PDE 5

BIOTAG - METHOD 1 STORYBOARD Inspired by the functionality of the Philips VitalSigns app I decided to storyboard a concept which would eliminate the need for an initial, stationary identity check within the airport. Perhaps a camera could be used to identify an individual while wearing the tag. Thereafter the identity would remain valid so long as the device remained on.

1. Place device on wristband and en-

sure it is on. Red light should show to indicate identity must be confirmed.

2. Use the Bio app to identity yourself

with the camera. Hold your phone in the same hand as the device.

Data transmission

4. When identity has been confirmed,

the LEDs light green. You are ready to pass through the airport.

5. The small screen interface gives you

key information on times and where to go within the airport.

6. Pass through each gate in a zero

second transaction using active NFC to transmit your data.

Biometric Tag

3. Identification

7. If the device is taken off the LEDs will light red. The device requires to be retagged with the users identity.

8. A prompt will appear on screen asking you to reconnect your device.

9. Use the Bio App to identify yourself

Position face in the center of the screen and hold still. The camera uses iris/facial recognition to confirm and check your identity against data stored in the wristband. A PPG reading is taken of the face to detect a heart rate. The heart rate is checked with the heart rate taken at the wrist. Matching heart rates ensure the users identity is correct.

again in a matter of seconds. You can now continue your journey.

Andrew Flynn | PDE 5

BIOTAG BLOCK DIAGRAM

ENTER AIRPORT

Feedback loop

Band removed

Face

Wrist Open Bio App

Biometric identification

Ensure device remains on user

Ensure correct user - BPM match

Device Bio tagged

Stays on SEAMLESS SYSTEM Enter airport

Biometric port

Biometric identification

Ensure device is atached to correct user

Device biometrically tagged

Ensure device remains on user

Comes off

Stays on

Pass check points

This system provides a portable identity solution for passengers. As long as the band remains on passengers are free to pass through the check gates in a seamless fashion. However, if the band does come off, the user simply needs to re-identify themselves with their mobile device in order to continue.

Andrew Flynn | PDE 5

BIOTAG - METHOD 2 Storyboard Alternative to a personal biometric device I also created a storyboard of a passenger journey which requires an initial check. This would be similar to todays self service check in process whereby the passenger would use an identity point to check in before storing their identity on the travel device.

1. Passenger enters airport and ap-

2. Identity is checked via iris recognition

3. Passenger ensures ID storage device

6. Passenger is notified on a screen

7. Identity remains valid so long as the

8. Wireless communicarion with gates

proaches identity port

5. Device monitors connection with

passenger by means of a pulse sensor

that their ID is valid and they are ready to start their journey.

or facial recognition.

device remains attached to the user.

is attached.

4. Device is tagged with passenger identity.

grants passengers instant access.

Key insights: After running the two different options past Nick and a few others it was decided that the latter of the two identification methods was better. Although using a personal mobile device could provide more flexibility, it would also compromise the product security. Therefore it was decided that the system would involve the user carrying out an initial identity check when entering the airport

Andrew Flynn | PDE 5

AIRPORT PLANNING Pass through checkpoints seamlessly

Passenger identity port

Enter the airport

Planning the system With the help of an illustrator airport, I was able to think out and plan a passenger journey. This helped me visualise what a typical passenger journey may look like using this new system. This also helped illustrate the minimal infrastructural footprint implementing a system like this would require.

Andrew Flynn | PDE 5

ENGINEERING THEORY AND TESTING

How reflectance pulse oximetry works

I managed to find a reflectance pulse sensor which I could use for testing. The sensor is compatible with Arduino which I was required to learn in order to use it. The code used with the pulse sensor was fairly basic, simply reading analogue signal values from the sensor. I was able to view the raw serial data as it fluctuated with a pulse being read, however I required a detection mechanism if this was to be used in my design.

Beer-Lambert Law I=0 Incident light

I= Transmitted light Îľ= Extinction coefficient l= Path length c= Molar concentration

log10

I0 = Îľ lc I

The Beer-Lambert law is used to calculate how light defuses through a substance. This was an important equation to identify if the pulse sensor was going to be an integral part of the design. Initial reading of literature lead me to this equation which was useful in understanding how a pulse sensor works.

Using a combination of literature and testing with the pulse sensor I was able to determine how reflectance pulse sensing works. Light from the LED shines through the users skin and enters the capillary tissue. When blood passes through the tissue some of the light is absorbed. The remaining light is reflected back where it is detected by the photodiode. The change in received light builds up the PPG signal.

PPG waveform

Tissue

Blood

Transmission

Reflection

Andrew Flynn | PDE 5

PRODUCT DESIGN SPEC CONCEPT EVALUATION Passenger Speed

Faster airport

Airline Faster airport

Airport Efficient checkpoints

Low cost

Not applicable

Limited change

Less time required

More predictable

Less time in queues

Less travel docs

More automation

Information

More travel details

Passenger location

Passenger flow

Experience

Stress free

Tailored experience

Competitive brand

Cost Infrastructure Time

Andrew Flynn | PDE 5

PRODUCT DEVELOPMENT After defining the concept a series of CAD models were constructed to help showcase the basic features of the design. I also created a concept gate system which would stay open until an invalid ID tried to pass. This came about after considering how to create a truly free flow of passengers. An identity point was also made to add context to the story board. While designing this initial concept I wanted to give it a simple aesthetic, minimising the number of inputs on the device.

Andrew Flynn | PDE 5

CONCEPT OVERVIEW Concept The CAD at this stage was still in very early development. The main aim was to have a model I could use to help explain the concept at the interim presentation. Much of the detail and how the product would actually function had not yet been defined. Instead the product was defined from a system perspective.

LCD LEDS Product casing Pulse sensor Strap

User Feedback Creating a range of CAD models for the interim presentation was useful as it allowed me to create user storyboards to help summarise my concepts. This came in handy when sending content to Stuart at BA for him to give feedback. I was happy to have reached this stage of development by the interim presentation. I was keen to move onto the product detail and development after this phase of the project was complete.

Andrew Flynn | PDE 5

PRODUCT OVERVIEW

MY BRIEF Design a product that enables a streamlined passenger journey through an airport. The product should interface with the passenger, airport and airline to enable a seamless flow of information. The product should help create a customised experience for the passenger that in turn benefits all stakeholders.

REQUIREMENTS • More streamlined airport journey • Individual has more control over their desired journey type • Intuitive airport processes with less confusion • Allow passenger to be “hands free” in the journey • Full information updates from airport + airlines • Utilise current infrastructure - airport • Ability to track passengers - airport + airline • Time spent shopping • Able to stick to time schedule - airline • Flexible infrastrucutre - airport

OBJECTIVES 1. Reduce bottlenecking at checkpoints by providing a zero second process time for each passenger. 2. Ability to track passengers for both the airline and airport. 3. Provide the passenger with key updates about their journey. Andrew Flynn | PDE 5

SYSTEM OVERVIEW STORYBOARD This airport system is infrastructurally light and has the ability to be easily installed and reconfigured. This provides flexibility within the airport. So long as passengers keep the identity band on they are able to pass through each checkpoint in a zero second process.

1. Passenger attaches the band when

2. The airport is fitted with identity ports

3. The Biometric Port captures iris and

4. The Port ensures the user is

6. So long as the band remains on the

7. Key updates such as gate number,

8. NFC enables the band to interact

9. Arriving at a check point barrier the

reaching the airport. LEDs glow red meaning the band needs validated.

5. As long as the band is kept on the

band remains active. A sensor measures pulse to detect the band is attached.

airport and airline can track passengers improving data management.

where passengers confirm their identity and activate the Identity band.

time till departure, delays and mobile notifications can be displayed.

face recognition data. This is used to confirm the passenger identity.

with screens in the airport displaying navigation details.

wearing the Identity band. The band is then stored with the userâ&#x20AC;&#x2122;s identity.

band wirelessly communicates with the gate to confirm the users identity.

WHERE ITS USED If passengers remove the band they can simply reactivate it by visiting one of the Biometric ports throughout the airport. The band will inform the passenger ahead of reaching a checkpoint whether or not they are cleared to pass. This system is used for departing and arriving at airports.

10. If the band is detected, the light gate will deactivate. If no band is detected the light gate is tripped and the gate

11. Gate remains open if band is detected providing a zero second processing time.

12. Gate begins to close if no band is present and the light gate tripped. This opens the side of the gate.

13. Blocked passengers exit the gate reducing bottlenecking. The gate reopens letting valid passengers through. Andrew Flynn | PDE 5

CHALLENGES AND TIMELINE

PORT VS SELF CHECK

SERVICE MODEL

The main limiting factor of requiring a biometric port to identify the passenger is its fixed position. If passengers could register their identity on a mobile device it would be possible to re-validate their identity at any point in the journey. However making a system using a mobile as a biometric identifier comes with the challenge of security. I will explore the two options further before making a final decision. The other challenge is ensuring the person being identified is also wearing the device.

There are currently two models this system could utilise. One where devices are owned by a particular user and the other where devices are deployed on a need by need basis from a vendor.

BEYOND THE AIRPORT? If owned privately the identity bands could be used for transport in general. Finally I will explore the impact this system will have on the airport of tomorrow.

TIMELINE

2025

2030

2035

2040

2050

Concept trialled at select airports around the world. PPG technology is now fully reliable reading heart rates at face and wrist. Concept tested at small number of airports by a range of passengers.

App and wristband launched as a travel assistance product. Airlines provide this as a service to premium customers. Business travelers not flying premium can purchase this item to allow them a seamless airport experience. Real time tracking introduced.

Airports across the world start adopting the fastpass system due to its high throughput of passengers. Technology now contained in one device. PPG signals can now be used as a reliable biometric meaning there is no longer a need for the biometric ports.

Airlines expand this service to all classes providing a competitive travel experience against other airlines.

Either government take up technology as a replacement to the passport or consumer tech has this integrated. All passengers by this time now travel using this technology. The airport experience is now seamless with little to no queuing. Device used as secure identity in dynamic connection system.

Andrew Flynn | PDE 5

FEEDBACK FROM INTERIM PRESENTATION

Key insights:

My thoughts

From Kay and Michael

I was happy with the interim presentation and the corresponding feedback. Up until this point in the project my time had been spent defining what the product is and how it would work in a system context.

• • • •

Could the product service other modes of transport? Perhaps expand the product scope for the 2050 timeline Like that it is a future product similar to a smartwatch Group comment - want to see more tying the three individual concepts together in the Dynamic Connections group. Do this for Toulouse

Points raised during the presentation: • How do you ensure the person being identified is also the person wearing PASS? • Must make sure the system is secure to prevent identity fraud • Show different user types for your product. Who is the target market? • Who owns the product? • How doe the business work?

I was keen to explore Kay and Michaels suggestion about creating an inter-modal travel product. Having already carried out some research into rail travel I had a good understanding of the system and processes involved. Security had been a concern before presenting the concept at the interim presentation. My next steps are too get further industry feedback and suggestions for improving security measures as well test different means of tamper detection and assess which one is most secure. Despite some uncertainty surrounding security, examples of existing travel products such as the Emirates Gold card gave me confidence that a security solution was out there. With regards to the business case and who owns the product, I decided to not get too caught up in this at the start. With the trip planned to Toulouse I felt this would be a good opportunity to discus with industry partners who might develop such a product in industry. At this stage of the project I was happy with the design progress and looking forward to start the technical development of the design.

Andrew Flynn | PDE 5

NEXT STEPS Explore the PASS concept in a multi modal environment. Utilise concept as an international ticket and identification device for all travel modes

Andrew Flynn | PDE 5

DEVELOP Prototyping

User Testing

Calculations

Product Detail

Andrew Flynn | PDE 5

INITIAL DEVELOPMENT Next steps

Back to the drawing board

After the interim I was keen to test a range of different methods for tamper detection. Although I presented a concept utilising a pulse sensor as a means of detection I required further testing to determine if it was the right choice.

I started by testing and designing a range of different methods of tamper detection. The first of which was a low cost design inspired by RFID tagged wristbands.

In addition to this I needed to determine how passengers would be tracked indoors. This is a topic of conversation that had come up several times during my meetings with Dr Balance. He believed this was key feature of my concept which had huge potential. Finally next steps were to be taken in developing the interface between the passenger and the product. What updates do they receive? How is the device turned on?

One of the key points raised in the interim feedback was the issue of cost. For there to be a high uptake of this product cost should be kept to a minimum where possible even if the product is being targeted at the premium traveler type.

Travel card concept I was inspired by some of todays travel cards which are used to improve travel across the country. Products like the Oyster card help streamline passenger journeys while being easy to store and a familiar form product. Taking this into consideration i thought about how a folding card concept could be applied to my design. The folding card could house a small E-ink screen and potential some form of sensor.

Andrew Flynn | PDE 5

SIMPLE CIRCUIT BREAKER Arduino Over the Christmas break I spent some time learning the basics of Arduino. This seemed like a logical way of quickly getting into testing using electronics. Having not done much electronic prototyping before this project, this was a relatively quick and simple way of learning to prototype.

Circuit breaker Building on the concept of the travel card concept, I created a simple circuit which would conduct when the wristband was closed over and stop conducting when the wristband was opened up. RFID could be used to store the passengers identity. When the circuit is broken the ID becomes invalid. This system could use RFID tags which are swiped at each checkpoint, updating a pssenger location.

Although this simple solution worked well for turning the band on and off it was possible force the band over the wrist and off the hand without breaking the connection. The prototype did use a stretchy foam, however this did raise concerns about security with this idea.

â&#x20AC;˘ Simple circuit for detecting when it is open or closed. â&#x20AC;˘ Has a high security risk due to the fact it could be slipped off the wrist and swapped with another passenger.

Human Factors With doubts over the security of this concept I decided to use PeopleSize as a means of quickly checking a range of wrist circumferences. Using PeopleSize it was clear the range of possible wrist sizes was very large making it hard to prevent this design to be slipped off the wrist. Andrew Flynn | PDE 5

CAPACITIVE SESNORS The setup The capacitive sensor was fairly easy to setup, only require a few wires, a resistor an LED and a piece of tin foil. With some online support, the basic code for this setup was easy to write. This simple

This simple experiment was a really useful way of understanding the capabilities of capacitance sensors. This led me to create a concept based around capacitive sensing as a means of tamper detection.

Advice from Roy Realising I required a more robust mechanism of tamper detection I met with Roy Shearer to discuss different types of sensors which could be used to detect when someone was wearing the device or not. Roy suggested I looked at capacitive sensors as they are relatively simple to set up and are good for detecting human presence.

Most modern touch screens utilise capacitive touch screens.

Basic setup

Direct touch

Sense through material Andrew Flynn | PDE 5

CAPACITIVE SESNORS New design Using capacitive sensors as a means of detection, I designed a new setup which utlised an array of cap sensors placed around the wristband. For a passengers ID to be valid, each sensor would have to be activated. In this design that means the band has to be closed fully around the users wrist for each individual sensor to activate. This prevents someone from trying to slip the device off the wrist, because as soon as the circumference of the wrist is no longer detected the ID would be made invalid.

Test 1 -

Two foil sensors each with a corresponding LED Picture shows the red LED lighting as one which lights when sesnor is activated. sensor comes into contact with skin.

Sensor array

Band is fully attached and both LEDs are lit. Device is impossible two slide off without turning the LEDs off.

Test 2 - 2 capacitance sensors + on/switch

Conductive snap shut mechanism added when the band is closed over. Green LED used to indicate when the band is open and closed

Cap sensors actiavte as the band is put on.

Green LED flashes when the band is snapped shut. This feature could be used to turn on the device.

Andrew Flynn | PDE 5

PULSE SENSOR TESTS New tests

Processing

As pulse sensor technology was still a serious option I wanted to carry out more experiments to determine the capabilities and limitations of the technology. Before the interim presentation I had acquired an optical pulse sensor and used basic code to detect changing volumes of blood. To gain a better understanding of how this technology might be used I wanted a way to viualise the pulse signal. This would give me a clear indication to where the best measurement sites are on the body as well as highlight any issues this technology has.

In order to visulaise the pulse signal being recorded I was able to use a program called Processing. This is another open source software package which is compatible with Arduino and used to visulaise data. This program was used to plot a simple trace of the fluctuating value of the analog pin being used to measure pulse.

As well as simply recording the pulse I wanted the device to detect when a pulse was received. This forms the basic functionality of the tamper detective concept using a pulse sensor. Using code I was able to activate an LED when the peak of a pulse wave is detected. This simple proof of concept demonstrates the basic functionality of the sensor.

The code took me some time to get working, however the results were very useful for the project.

(1)

(2)

(3)

(4)

(1)

(2)

(3)

(4)

• • • •

Several different locations on body able to read pulse measurement Strongest signal at ear and finger tip - due to high density of capillary tissue This showed there were other sites to consider other than the wrist and fingertip User testing required to determine convenient place to wear

Andrew Flynn | PDE 5

INTERFACE CONSIDERATIONS Feedback from Kay One of the key points which came from the interim feedback was to think about how the product could benefit other travel networks outside of aviation. I began to think about how else this product could streamline the door to door travel experience in the future. With Big Data becoming more common in industry I think this product has the potential to be used as an interface between different travel modes. I sketeched out how the interface might be used to notfiy travellers of journey connections. By showing icons of one travel mode in relation to another, with respect to time, passengers could receive a quick update on how their journey was progressing.

Interface design was considered with respect to multi modal travel. This image was created for Kay for the invitation for our presentations at Toulouse. Andrew Flynn | PDE 5

USER TESTING AND FEEDBACK

Product positioning After thinking about how the interface might work I wanted to use a model in combination with the pulse sensor to demonstrate different positions the product could be worn in and also get feedback on the interface. User feedback suggested the most comfotable positions would be the wrist and bicep however the bicep is less convenient for viewing updates. The otucome from the user testing was that the wrist is the best all round location for the product, however if updates were not as important, other locations such as the bicep could also be used.

Interface Scale mock up of the user interface pictured to the left. This was used to test the size of the screen, potential different icons and fonts which were displayed.

â&#x20AC;˘ Icon size is ok â&#x20AC;˘ Fonts quite small - could be hard for visually impaired

Andrew Flynn | PDE 5

TUTORIAL 5 - CHALLENGES

THE INTERFACE Challenges: • What updates will be displayed? if any • How will they be displayed? • How the user interacts with the interface • How will the device receive updates? Next steps: • Explore different interfaces - user testing • Decide on how the device connects

TRACKING SYSTEM Challenges: • Will device connect with network or pair with phone? • What network is best suited for indoor tracking? • Low power consumption • How much will it cost airport to implement? Next steps: • Explore network options and try prototype • Calculate cost of beacon array

ID STORAGE Challenges: • Ensure device is secure and isn’t open to identity fraud • Creating a discrete and user friendly design • Design is compatible with airport regulations Next steps: • User testing of design • Feedback from industry

CONCEPT OVERVIEW

SYSTEM OVERVIEW

I am designing a multi modal travel pass which streamlines door to door travel and reduces the time spent in airports. The device is capable of storing and confirming a valid passenger ID removing the need for multiple checkpoints within airports. Passengers can also receive travel updates about their journey while airports and airlines can now track passenger movements indoors.

Challenges: • Refine how the product is used within the system • How is the passenger identified? • What infrastructure does the device interface with? • What is the ideal form factor for multi modal travel? Next steps: • Explore different options for ID and infrastructure • Storyboard journey + user acceptance testing. Andrew Flynn | PDE 5

TUTORIAL 5 - FEEDBACK Capacitive Sensor Flaw

Key insights: • Main concern with the concept is security • Have I had industry feedback from security professional yet? • Make sure and contact the relevant stakeholders regarding the security of the concept and seek feedback on its design

Feedback response Straight after the feedback from the tutorial I made contact with a range of industry professionals to seek feedback about the security of my concept. The following people were contacted for help on my project:

Shortly after presenting the capacitive sensor prototype at the tutorial I noticed a mojour flaw in its design. Unfortunately this method of tamper detection was also prone to security threats. An alternative way to trick the device was discovered. Adding a strip of conductive material across the sensors, and touching it at any point, activated all the sensors. This is illustrated in the graphic below. This meant the device could be tricked and therefore was not suitable for secure identity applications.

Skin Conductive strip Capacitive sensor Sensor active

Amanda McMillan

Stuart Hatch

Kay Ploetner

Despite being an annoying discovery to make, I am glad I found this flaw before developing the concept further. This led me to turn my attention to a detection method which couldn’t be physically tampered with. Having come across this flaw I decided to go back and do further testing with the optical pulse sensor.

Ronald Lietch

Fortunately everyone I contacted replied within a matter of days. Amanda arranged for me to meet with Glasgow Airports head of security Ronald Lietch and Kay set up a phone conference between Mara and myself. Kay told me Mara is an expert on airport security.

At this stage of the project I also decided I needed expert feedback with Kay on which direction I should pick for this part of the concept. I was torn between going for a more futuristic approach using personal biometrics (as presented in my interim), or to continue to explore other lower cost alternative means of passenger detection.

Mara Cole Although the capacitive sensor approach was not going to work I feel I learned a lot about electronic prototyping while exploring this technology. I felt learning these skills would really help with the remainder of the project.

Andrew Flynn | PDE 5

OPTIONS FROM TESTING Having thought of and tested a range of different designs I decided to group them into three different categories. I used this to help me make the decision of which option to choose. By summarising each concept I was able to send this page to Kay to get his feedback on the different ideas.

OPTION 1 - BIOMETRIC

OPTION 2 - TAMPER DETECTIVE SENSORS

OPTION 3 - LOW TECH TAMPER PROOF BAND

TAMPER DETECTIVE SENSOR ARRAY

• Most futuristic concept • Tamper detection using pulse • Can not physically tamper with device but it might be prone to data hacking? • Technology has potential to be used for biometric identification • Personal biometric device would not require any initial identification creating a truly seamless journey experience.

• Passenger is identified - ID stored on device - sensor detects if band remains on - if on - ID remains valid - if off - ID is removed. • There are many possibilities using this method however would probably require a combination of sensors to ensure the security. • Prone to physical hacking

• Low cost/1 time use band • Passenger ID stored on band - RFID? • Wristband would need to be tight enough it could not be taken off without breaking • Band has less functionality and does not give passenger the option to take it off. Andrew Flynn | PDE 5

FEEDBACK FROM KAY KAYS EMAIL Hi Andrew,

LIST OF DESIGN OPTIONS

Option 1

THOUGHTS/ REFLECTIONS

I would definitely go for a smarter version like you proposed as first option. Because option # 1 might be an implant (as for dogs), however you can still manipulate it maybe from surgery. Also wearing should be on a voluntary basis which ease everybodies daily life. If somebody does not want to wear it, that should be ok but would lengthen the amount of time for ID checks. Therefore, also in the context of 2050 timeframe, there should be a smater solution using sensors for ID scan, biometric scans and analysis (health insurance and prevention), possible payment method? I forward this mail also to Mara who is an expert in airport security, maybe she can give you some more feedback especially in the case of what can happen….

Kay’s feedback helped inform my decision and therefore let me progress my concept. Despite Option 3 providing a low cost and potentially “low tech” solution I did feel it would still be hard to create a secure device this way. With regards to the 2050 time scale I also believe this solution would not have pushed the boundaries of my design.

Option 2

CU in TLS Kay

I was therefore happy with the feedback I received from Kay. Although a biometric pulse device would be hard to fully test and prototype I felt proof of concept tests would still be possible. This solution would satisfy both the PDE aspect of the project as well as the more futuristic Airbus expectations.

DECISION MADE Kay strongly suggested I go with Option 1. He believed this concept is more secure and has the most potential to be futuristic. He also suggested Option 1 could be used for other applications - Health and Finance.

My next steps would involve refining the technical aspects of using a pulse sensor as well as exploring the potential of pulse as a future biometric.

Option 3

Draw this

Andrew Flynn | PDE 5

MARA COLE AND RONALD LIETCH Mara Cole

Ronald Lietch

Key Questions 1. What would you suggest to ensure the security of the concept is adequate 2. Do you think the product should be owned by the user or picked up and dropped off at the airport 3. What is your opinion of an indoor positioning system?

• • • • • • • • • • • • •

Reduce the functionality of the product - keep it simple. ID + tracking Look stylish otherwise people won’t want to wear it Consider the target group Evaluate concept on different travel routes - is it more suited to long haul travel? Try keep the cost to minimum Could companies buy the product for employees? Could have a product family - a low cost version and also one with more features more like a smart watch Having a pick up and drop off system would be a large infrastructure change and would be a very complex system You could pick up and drop off at the same airport Reduce number of inputs into the product. Completely seal prodcut to reduce tamper threats Separate the ID and watch functionality? IPS system would be very attractive for airlines Consider privacy - does it need to track with pin point accuracy?

Interview I met with Ronald Lietch (head of security for Glasgow airport) to go over security concerns and evaluate my concept. I used the presentation which was being prepared for Airbus along with other examples of my work to describe my project which Ronald then gave feedback on.

• UK does not have a central database of travellers • Heathrow recieves 6 million attacks a day on its network but it copes fine • Key barrier to market is big data - systems must start to share information before concept will work properly • To ensure system is secure airprot could carry out random ID checks, similar to risk based security. This system is currently used for physical security so no reason it couldn’t work for ID. • Airports moving away from Bluetooth connectivity and using Wi-Fi networks Andrew Flynn | PDE 5

GROUP PLANNING Heathrow Map Using the A0 Heathrow map which Ewan constructed we were able to meet as a group and plan how each part of our Dynamics Connection system would work within the airport boundaries. Ewan used the map as a way to plan how his pods would move around the airport in their transfer lanes. Working with Ewan I was able to plan how my passenger product would aid passengers during the connection experience. We decided connecting passengers would be dropped at their required terminals where they would wait for their connection pod. Usually the connection process for passengers would require passengers to carry out a multitude of repetitive checks as well as traveling long distance across the airport. Utilising PASS, passengers would no longer be required to carry out additional documentation checks dramatically reducing the required connection time. Furthermore the airport and airline could track the passenger to ensure they were in the correct location for connecting. Combined with Ewan’s pods, the total connection time would be dramatically reduced for passengers.

Passengers dropped at different locations around the airport. PASS ensures ID and travel documents are valid while providing the airline and airport with passenger location. Passengers wait until next Pod arrives similar to a subway system

In addition to this, PASS would notify the passenger when to disembark the Pod as well as when to board the connecting Pod.

Passengers are told which pod to get on and where to get off.

• Key decision made - this page describes how PASS is used to benefit the connection process • Group decided how the connection process will work within airports

Andrew Flynn | PDE 5

TECHNICAL DEVELOPMENT Technical Development

Dr. Nosrat Mirzai The pulse sensor used in the initial testing was purchased in a fully assembled state. Although the sensor preforms well and is an ideal size it has been optimised for use on the finger tip and earlobe. For the next stage of prototyping I felt it would appropriate to build my own sensor which would be optimised for use on the wrist. This would allow me to determine the optimum design which would also be useful for my tech report.

Meeting with Sandy

I decided to meet with Sandy, a former PDE student who had designed a product to detect panic attacks which also utilised an optical pulse sensor. Sandy told me to contact Dr Nosrat Mirzai, head of the bioelctronics unit at Glasgow University. This is who Sandy received help from during his final year project, therefore I thought this would be a good place to start when looking for help. I contacred Dr Mirzai and arranged a meeting.

Building the circuit

My meeting with Nosrat did not go as well as planned, finding it difficult to get him onboard with my concept. Nosrat could not see past the fact that pulse sensors already exist, not seeing that it was being applied in a completely new application. He was therefore not willing to help me construct one for use in my project. Instead he suggested I make a different product (of his own thinking) which I could go on to sell in China. Despite my efforts Nosrat did not seem willing to help and therefore no further collaboration was made.

Planning the prototype myself

With help from online resources I decided to attempt to build a pulse sensor myself. My aim with this prototype was to be able to test a range of different colours and powers of LED bulbs in order to determine the optimum design for my product. Varying the wavelength of light would allow me to determine which colour is most sensitive blood in terms of how much light is absorbed. Studying the circuit diagram for a reflectance pulse sensor helped me determine how the technology works. This circuit design comprises of an LED and phototransistor, a dual phase opp amp and a signal boosting transistor. My aim was to build this circuit using arduino giving me a prototype I could use for technical testing.

The open source program Fritzing was used to plan out the circuit with Arduino. I bought the components required for the circuit and constructed it using a breadboard. Unfortunately this circuit did not yield any useful results. I am still unsure why it didnâ&#x20AC;&#x2122;t work and without technical support found it difficult to obtain a solution. I decided to instead use the pulse sensor I had purchased as a proof of concept and use the technical report to calculate theoretical improvements to its design. Andrew Flynn | PDE 5

EXPLORING THE FUTURE Beyond tamper detection

Testing the concept

Having tested a proof of concept using the pulse sensor as a means of tamper detection, Kay was keen for me to explore the possibility of pulse as a future biometric. According to literature studies different people produce different pulse waveforms due to the changes in shape and position of their heart. These changes are unique to an individual and therefore have potential to identify someone.

Using the pulse sensor and Processing graphing software I decided to record pulse from a range of different people. As I was unable to use an algorithm to detect differences in each waveform, I was hoping each pulse recording would be unique and distinctive enough to see the differences by eye. I recorded pulse from 12 individuals to test the theory.

• Recording a range of different individual’s pulse it is clear to see each one is unique • Algorithms need to improve before technology becomes reality, however initial results are promising

As seen in the traces below, each waveform set is unique. Each person’s pulse was taken twice, one week apart. As seen below, even when taken at different times the shape of the waveform has stayed the same. This is good evidence that this form of biometric has potential to be used as identification. The technology exists to record the pulse data, however the algorithms required to extract key features in the wave will need to improve before this form of identification becomes a reality.

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ANALYSING THE DATA Unique features After obtaining a range of different data sets I was able to compare them to identify the unique features in each waveform. The following features were identified as having potential for biometric identification:

1. Peak number M: number of peaks/pulse 2. The upward slope k1 3. The downward slope k2 4. Time interval t1

Challenges While testing using the pulse sensor a series of sensor errors were identified. Too much movement of the sensor caused motion artefacts which disrupted the pulse wave. Fortunately this was minimal when the sensor was firmly attached to the users skin. The applied pressure of the sensor was also a factor which effected the waveform produced.

Large Movement

Too little pressure

Too much pressure

How it would work In a future scenario, the pulse sensor could be used to identify a passenger throughout their journey. The user would attach the device at the start of their trip. The sensor would measure their pulse and compare it to the biometric stored in a secure airport network. Carrying out the biometric match outside of the device means less processing power is required. The biometric match provides passenger identity and travel details.

Attach device

Compare biometric

Compare biometric Andrew Flynn | PDE 5

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INDOOR POSITIONING SYSTEM How it would work

System Requirements and Overview

When designing the tracking system for an airport environment it was firstly important to research and consider different approaches to indoor positioning. A study of current and emerging IPS systems has highlighted the following three options as potential methods for an airport passenger tracking system:

A wireless indoor positioning system can locate a wireless device in a number of different ways. Different methods of location produce different levels of accuracy or granularity. Depending on which wireless protocol is used the accuracy may also be affected. Before selecting a protocol and location method it was important to consider the context it will be used in. Therefore, it was important to consider how accurate the indoor positioning needs to be in order to have beneficial and functional system which airlines can use. Furthermore, it was important to know what level of tracking passengers are comfortable with. Interviewing a range of different passengers lead to the conclusion that, in general, they did not mind airlines knowing roughly where they were but were against the idea of pin point accuracy. With this information in mind it was important to determine the minimum level of accuracy which is required for the system to be useful for airlines. The main requirement of the airline is to know whether or not a passenger will be late for their flight. The specific location of the passenger is not so important. Where they are in the airport in relation to the departure gate allows airlines to more accurately schedule flights and reduce delays. Based on user feedback and the minimum required accuracy, an area based indoor positioning system was chosen for use in airports. This system would use proximity detection as means of locating passengers within a certain area. Using Heathrow Airport as an example an overview of a geo-fenced network can be seen below.

• Wireless positioning system - uses a series of indoor beacons to locate a wireless device. • Motion tracking - combination of sensors to measure direction, steps taken and height to determine a location • Photo mapping - pioneered by Google, a device is used to photograph its surroundings which is used to determine a location. A decision was made based upon researching each method as well as industry discussion.

Wireless

Motion tracking

Photo mapping

Photo mapping was ruled out due to the fact the user would be required to photograph their surroundings. Relying on the passenger to update their location would most likely lead to inaccurate results. Motion tracking was strongly considered as some of the sensors (accelerometer) used to track a persons movements could be built in to the PASS device. An accelerometer could be used to cancel unwanted motion noise when measuring pulse as well as to measure steps taken. However, this method not only relies on a known start position (entering the airport), it would also require the worn device, or airport, to have a secure server to analyse the motion data. This would require another level of information infrastructure which would be costly and not necessarily reliable. The advantage of using a wireless protocol is that airports are already very familiar with the technology, currently operating a series of public and secure networks. Furthermore, using this system would not be limited by the implementation of PASS, the majority of personal mobile devices are now equipped with several wireless protocols and could therefore be used in an IPS system. For these reasons a wireless positioning system was selected for further investigation.

- Beacon

Heathrow Terminal 5 with wireless network (No. of beacons not to scale). Passenger delays predicted based upon distance relative to departure gate.

- Signal range - Passenger - Gate

• Range of different indoor positioning systems considered • Wireless positioning system selected for further development • Having talked to passengers, some people were not comfortable with the idea of precision tracking • Pin point accuracy tracking using triangulation ruled out as it is unnecessary for the given application • Proximity based tracking chosen for further development

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INDOOR POSITIONING SYSTEM Next Steps

Working together

Having selected a method of indoor positioning system I next needed to work out the best way to achieve a proximity tracking system. Requiring at least one transmitter and receiver I ordered a pair online which could be used to test the concept. Due to work required for our trip to Toulouse, prototyping was put on hold.

The user journey shown below illustrates how the tracking system would work. A passenger would enter the airport terminal where they would attach their PASS device. After identification had taken place, the device would continuously monitor the passengers identity checking if it were still valid and at the same time would start tracking the passengers location. Airlines could monitor passenger journeys as they progressed through the airport.

Receiver

Transmitter

â&#x20AC;˘ Airlines can determine if passengers will be late depending on which zone they are in â&#x20AC;˘ Potential for airports to monitor congestion points in the airport by seeing where large groups of passengers gather.

+ Experiment Aim

Receiver

Transmitter Time of flight

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INDOOR POSITIONING SYSTEM TESTING The intended wireless positioning system would use signal strength as an indication of location. This works on the principle that as a device gets closer to a receiver the signal strength will increase. As an estimation and proof of concept, a standard radio frequency transmitter and receiver pair, operating at 315Mhz, were used to simulate an indoor wireless network. The receiver was set up as node and the transmitter used as a beacon as if it were in the PASS device. An initial experiment was setup to measure the effect of distance on the signal strength to determine if this could be used as a means of location.

A basic indoor positioning system was then simulated using two receivers and one transmitter. Each receiver was positioned two meters apart. Each Arduino was programmed to light an LED when the signal strength exceeded a particular value of RSSI. The aim of this experiment was to check the basic principle of the indoor positioning system worked before selecting a wireless protocol to be used in an airport environment.

Transmitter

Receiver

The results show that RSSI follows a logarithmic relationship with distance. The further the transmitter was moved from the receiver, the lower the RSSI value. This experiment was carried out indoors along a corridor as well as outside along a street. In both experiments the receiver stopped receiving signals from the transmitter at roughly 21m. When carrying out the experiment it was noticed that the received signal strength fluctuated considerably. Noise in the received signal can come from a number of sources for example; physical barriers between the transmitter and receiver and other sources emitting radio waves. For this reason the mean value was taken from a total of twenty six RSSI values at each distance before being plotted on the graph. Although the RSSI value did not provide absolute accuracy in terms of distance, it appeared it could potentially be used for “room” level accuracy and location which, would be adequate for the given application.

X(m)

Transmitter moved at increments of 1m. RSSI value printed in serial monitor. Receiver 1 - LED on

RSSI reports an arbitrary integer value based on the power received at the pin. The transmitter was moved away from the receiver in increments of 1m. The results of RSSI vs distance were plotted and are shown below.

Receiver 2 - LED off LEDs light up based on received RSSI value

The experiment worked more or less as intended. Each LED lit when they exceeded a particular value of RSSI which was declared in the code. Due to the short distance between the two beacons and the fluctuation in the signal, errors did occur while carrying Transmitter out the experiment. Based on the simulations carried out and a review of existing literature, it was decided RSSI could be used for an indoor positioning system based on room level accuracy.

RSSI vs Distance 70

RSSI

Page Summary

11 Distance (m)

This page documents the tests carried out for the proof of concept for an indoor positioning system based on received signal strength. Using a transmitter and two receivers a basic proximity positioning system was created. The experiment worked well, each receiver lit an LED when the transmitter cam within a given range. Andrew Flynn | PDE 5

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NETWORK SELCETION The next step in designing the indoor positioning system was to decide on the most appropriate wireless protocol to use, capable of achieving the defined system requirements. In order to select the most appropriate wireless protocol for the application, a selection of criteria was used: • • • •

Capability of measuring RSSI Range of signal Cost of transmitter and receiver Current level of integration in industry and mobile devices

Wi-Fi (WLAN) - In terms of efficiency, Wi-Fi consumes approximately 116mA at 1.8V when transmitting at 40Mbps giving a power consumption of 0.00525uW/bit. Wifi utilises a star network topology and therefore is capable of communicating with multiple devices at once, an important requirement when considering a wireless network for a large public space. It has an operating range of up to 35m indoor meaning 54 wireless routers would be required to cover an area the size of Heathrow Terminal 5. The cost per wifi router is roughly $15 and therefore the total cost for implementing the required number of routers is $810. Received signal strength can be measured through the Wi-Fi access point. This can be used to detect (and locate) devices within the signal range. Furthermore, Smith (2011) states that Wi-fi is a well established and robust wireless protocol which can be encrypted and used for security purposes. Wifi is already used by airports worldwide and therefore little investment would be required when setting up an indoor positioning system.

Wi-Fi selected

In order to gauge which protocol would best fulfill the criteria, a case study was used. Using the floor area of Heathrow Terminal 5, the number of nodes required to provide full signal coverage for each protocol could be calculated. This would then give an indication of the total cost and investment required for implementing a particular wireless network. Heathrow Terminal 5 consists of three floors, each roughly 70,000m2. Data for each wireless network was referenced from a selection of existing literature. Signal range = r Total area (Ax) = πr2

The cost of one module is $13 and the total number of modules required is 72. Therefore the total cost for implementing a Zigbee IPS system would be roughly $936. According to Smith (2011) Zigbee can easily be jammed with a Wi-Fi access point and “must be planned to avoid placing the two technologies together”. This creates a problem when considering Zigbee as most airports worldwide already utilise an extensive Wi-Fi network.

Total number of nodes require = Area of T5 __________ Ax = 210000 _______ Ax

ANT network - ANT is a relatively modern wireless protocol which operates in the 2.4Ghz spectrum. It can be configured in any network topology and has a stated power efficiency of 0.71uW/bit (Smith, 2011). It has a range of roughly 10m indoors therefore would require 666 ANT transceivers to cover the area of Heathrow T5. The cost of a typical ANT transceiver is $10, therefore the total cost of implementation would be $6660. Zigbee - Zigbee is another low energy wireless protocol which can be used in almost any network topology (except broadcast). It has a range of roughly 30m indoors and consumes 185.9uW/bit.

Bluetooth 4.0 - Bluetooth low energy is another wireless protocol capable of using RSSI as a means of device detection. It can not accurately determine distance using RSSI however is capable of room-level localisation and detection. Based on a bill of materials, a BLE module costs roughly $10. It has an average range indoors of 27m meaning a total of 90 routers would be required for the airport. This would incur a total cost of $900. Although Bluetooth is growing in popularity and adoption in mobile technology, user research showed many people often have Bluetooth deactivated as apposed to Wi-Fi which they generally keep on. Based on the information and data sourced from literature the most viable option for a large data-heavy indoor positioning system appeared to be Wi-Fi. The network would operate by positioning a series of Wi-Fi nodes around the desired indoor space. The PASS device would be equipped with a Wi-Fi radio unit which, based on signal strength, could be used to determine its location within the airport. The same Wi-Fi connection could be used to transmit the passengers identity via a unique signal. This would allow airlines to track an individual through an airport space.

RSSI value used to detect when passenger was in range of the declared signal strength. Using Wi-Fi nodes airlines can track passenger movement through the airport to predict delays and more accurately schedule flight departures. Andrew Flynn | PDE 5

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TOULOUSE BOARD BOARD PLANNING Having decided how the system was going to work as a team and how my product would function within the system, it was time to turn the group attention to preparing for our presentation to Airbus in Toulouse. We worked on preparing the joint presentation as well as the A0 presentation board.

DYNAMIC CONNECTIONS FASCINATIONS 2050 Motivation & Improving Potential From Door to Hub

From Hub to Airport

At the Airport

Airport to Aircraft

Unimpeded Airport Transit In the Aircraft

The Dynamic Connection

Concept Overview A Customisable In-flight Experience

Vertikaler Zwischenraum 2,5 cm

Bauhaus Luftfahrt e.V. >> Lyonel-Feininger-Straße 28 >> 80807 München http://www.bauhaus-luftfahrt.net

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TOULOUSE DAY 1 Presentation and feedback The presentation day at Airbus was one of the highlights of the project for me. A combination of the spectacular location (aircraft delivery center) and the number of industry professionals there to give feedback really highlighted the scale of the project we had undertaken. It was also the first time we met our rivals from TUM and learn about their projects. All in all a fantastic experience.The presentation itself went well, with no major hick ups after the countless hours of preparation. It was clear that many of the professionals who attended the event wanted to see more about the business potential with each concept. However, Kevin from Airbus reassured us not to overly worry about this side of the concept. One of the most interesting parts of the day for me personally was the lunch break. Having just presented, this gave us a chance to discuss our project in more detail with some of the professionals. It was great to receive possitive and encouraging feedback about my concept as well as areas to look at for further development. The formal feedback from the presentations was documented by Kay and sent to us after the trip.

A380 Factory After a day of presenting concepts, it was fantastic to finish with an inspiring trip to the A380 factory. Having never seen anything on such an astonishing scale, this was a true reminder of the scale and complexity of the projects we were working on.

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TOULOUSE DAY 2 Project Discussion

The Future by Airbus

The main event of the second day was in the form of a discussion about each project where the industry professionals provided additional feedback. This gave everyone an opportunity to discuss next project steps ahead of the expert workshop in Munich.

After the project feedback session in the morning, we were shown The Future by Airbus film in 3D. It is amazing how many concepts Airbus themselves have thought, some of which overlapping with the concepts we presented.

Project feedback • Kay pointed out that it’s very important to also think of the challenges / potential problems • excellent intro, then very good idea to create your own project brief • Perhaps be an idea to use colour to show benefits fro each stakeholder, as the presentation progresses • how intrisincly linked to the other parts of the system is PASS ? • Capitalise that PASS is a nice stand alone idea that could interface with any other concept or application • Kevin pointed out that PASS doesn’t do security…..It’s true that it does identity • Pass is an infrastructure light solution • Be clear what effect PASS has on the airport environment • Askin - PASS would be an airline product used to increase customer loyalty • Askin - PASS would also be good for family travel, look into this more

Airport trip In the afternoon we were given a tour of Toulouse airport. This was another great research opportunity for my project. A new aspect of airport operations which I hadn’t yet seen was the luggage management system. Seeing the luggage tracking control room made me think about a passenger tracking equivalent.

Travelling home Annoying as it was, it was encouraging for my project to see the length of queues present on our return trip to Glasgow. From left to right the images shown are; border control (Toulouse), aircraft boarding and then the final two of border control at Heathrow.

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BRITISH AIRWAYS PRESENTATION Presentation and feedback Presenting to BA was a really useful experience as it gave us concept feedback from another key stakeholder - the airline. Not only was the feedback useful but we also gained a range of new contacts which we could use for the remainder of the project. A good example of this was the Composites material manager, Sam Middlewood, who was able to help Ewan with his area of the project.

Project feedback • PASS could also benefit staff as well as passengers. Could be used to track staff within an airport or airline environment. • BA confirmed this would be best suited as an airline product. They claimed to be working on other passenger products of a similar nature including their electronic bag tags. • How much would it cost? • Consider how it might work along side physical security. Is it able to improve the security process? • How it would work with those with missing limbs? Consider making it modular

Dreamliner tour

On our way back from Toulouse we had arranged with Stuart Hatch to present our project to him and a number of his colleagues at BA. Sticking to his word, Stuart had us present to BA employees from a range of different backgrounds including; engineering, passenger experience, in-flight experience as well as a number of BA managers (including Stuart’s boss). Andrew Flynn | PDE 5

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RESPONDONG TO FEEDBACK Improving Security

Modular design

After the suggestion of linking the PASS device to physical security, I spent some time thinking how this might be done. Earlier in the project I had come across the IATA checkpoint of the future. This is a passive security system which uses passenger identification to grant access to the system. PASS could be used at the access point as well as providing the system with passenger ID information.

Feedback from BA and Airbus suggested the design would benefit if it could adapt to worn in different body locations, therefore catering to a larger market segment. With this in mind I started to think about how the product could be made modular. Initial testing using the pulse sensor has already shown pulse can be measured from a variety of different sites on the body.

I started sketching out some ideas about how the product could be made modular. A combination of paper sketches and illustrator sketches were used to develop this idea. Pictured are the initial ideas which were later developed.

Added function The IATA checkpoint of the future concept uses a risk based security approach, drawing on a wealth of passenger information. Inspired by the previous PDE project of Sandy Campbell, adding skin temperature sensors to the device would help determine if a passenger was panicked. This can be detected by a change in heart rate but with a constant skin temperature. Some testing using a temperature probe and the pulse sensor was conducted as a proof of concept. This feature is not integral to the design but could be added for improved risk based security.

Functioning unit

Product strap and housing

Product + wearable patch

Product held in strap

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CAD DEVELOPMENT

Added features

Temperature probe

Temperature sensors were added for this iteration of the design to show how the product could enhance risk based security. The CAD iteration used at this stage of the project was still just a representation of the design used to showcase the main functional components.

Product animation I decided to create a short product animation for our presentation in Munich. This was used to help show the key components of the design and how they fit together. The short animated exploded view was created using Photoview in Solidworks with post processing carried out in keynote.

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RESPONDONG TO FEEDBACK Business case

Family Travel

The trip to Toulouse and British Airways helped me decide how the business model behind my product would work. Despite Kevin telling us not to concern ourselves with business models I thought it would still be good to have a rough idea of how the system might operate from a business perspective.

Another point raised by Askin in Toulouse was the idea that my design could be used to benefit families. Taking this into consideration I decided to speak to a a young family myself to get feedback on my design and to ask them what they would benefit from during their travels. Pictured below is the “XXX” family who I spoke to about travelling with kids.

Based on the feedback it was decided the product would most likely be sold by airlines to passengers looking for an improved passenger experience. This model favors premium passengers looking for a faster, more stress free trip or potential those travelling in groups. Further into the future the product could be made a standard issue document, much like the passport, but would depend on the global up take Airline could use the product as an opportunity for branding. It could also perhaps be used for additional services like paying for things in duty free, perhaps a passenger could collect air miles for using his or her PASS device for service while in the airport? Although the business model was not explored in detail, feedback from industry suggested an airline model was possible.

Making it an airline product seemed like a logical choice. There are already many examples of airline products which are designed to improve the passenger experience. For example many electronic bag tags are already being released as well as royalty travel cards which provide an express border control service.

• Keeping track and showing kids travel docs is time consuming and stressful

Allowing children to also wear PASS would eliminate the need for adults carrying multiple travel documents.

• Chaotic looking after multiple children - worried about them running off.

Family devices could be paired. If child was to leave a certain proximity the adult and child would be notified.

Alert sent to parent and child

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TECHNICAL TESTING Optimum contact pressure

How this interfaces with the user

While experimenting with the pulse sensor it was noticed that the signal produced varied with how much pressure was applied to the sensor. Varying contact pressure between the probe and skin can lead to errors in the PPG signal. This was an important consideration in the design of the product as applying the wrong amount of pressure to the sensor makes it hard to obtain a reliable reading for pulse.

This feature would effect how the user attaches the product to the desired body location. Taking the wrist as an example the pictures below illustrate how this feature would work.

A simple experiment was carried out to measure the effect of pressure on the PPG waves produced. Determining the value of pressure which produced the optimum PPG waveform allowed a feedback system to be designed into the product. This would aid the user in determining how tightly to wear the device. This experiment was carried out at the finger using a resistive force sensor, used to measure pressure while the response of the PPG signal was recorded using the pulse sensor. A graph showing how the amplitude of PPG signals vary with pressure is shown below.

Too much pressure

Not enough pressure

Wrist Wrist

Optimum pressure Eﬀect of pressure on PPG signal 0.9

Green LED

0.8 0.7

PPG amplitude

0.6

Green LED would light when the correct pressure was met. This would ensure the optimum pulse measurements were being taken.

Wrist

0.5 0.4 PPG amplitude 0.3 0.2 0.1

58 ,2

.4 77

.0 29 ,1

80 ,5

.0 00 ,0

87 ,3

51 ,4

06 ,8

93 ,1

03 ,9

4 9,

4 8.

54 3,

90 2,

Pressure (Pa)

The experimental data showed that a pressure of roughly 6000 Pa produced the strongest PPG signal. The area of the pulse sensor probe was used when calculating pressure. Measurements taken at the finger instead of the wrist may have produced some discrepancies in the chosen value of pressure, however this experiment gives a good indication of how the PPG signal varies with pressure. Using this method, a simple resistive force sensor can be built into the underside of the device. This would indicate how tightly to attach the device to the wrist, ensuring a strong PPG signal is measured.

Reducing noise caused by motion Although this wasn’t a main focus of my project I did do some research into how to reduce noise caused by motion with the pulse sensor. From testing it seemed the less the sensor moved relative to the hand, the less noise produced. According to literature, an acceleromter can be coupled with the pulse sensor to cancel the motion artefacts. For the purpose of my project I decided to focus on reducing noise by the design and fit of the band. Andrew Flynn | PDE 5

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TECHNICAL DEVELOPMENT

Detector

Light Source d (0,0)

Theoretical improvements to measure PPG signals at the wrist

As I was unable to receive help from Dr Nosrat Mirzai with building a functional pulse sensor for wrist based measurements, I instead calculated theoretical improvements required for the design. This was carried out through a series of hand calculations using help from literature. In order to determine the changes required for the pulse sensor it was firstly important to understand what factors affect optical based pulse measurements. To ensure an accurate reading, the light from the sensor has to target a suitable cardiovascular region under the skin. To do this, we must first know which blood carrying mechanism to target and where it is located within the wrist.

Light Tissue

Distribution path of a photon in tissue In reflectance oximetry the detector mainly receives scattered light after a parabolic path in tissue. In order to measure pulse it is important to know whether or not the light will reach the chosen measurement site and then be detected. In this case the light needs to reach a depth of 2mm and return with enough signal strength to be detected by the photodiode. Using the distribution function of a photon path in tissue the maximum effective transmission depth of light can be derived. The photon path in tissue is parabolic in the x-z cross section. Under conditions of weak absorption, when coordinate is (x,0,0) the z position z0 (x) of the cambered region is:

Ulnar Artery (1) Capillary Tissue (2) Radial Artery (3)

z0 (x) =

2 1⎡ 2 ⎡⎣ x 2 + (d − x)2 ⎤⎦ + 32x 2 ( d − x ) − x 2 −(d − x)2 ⎤ ⎥⎦ 8 ⎢⎣

The effective transmission depth is reached when Z0 is at the maximum. This occurs when x = d/2 (Cai et al, 2010). Therefore this equation is shortened to: z0max =

The pulse sensor was used at locations around the wrist to determine locations of blood flow near to the surface. The main areas which were targeted were the ulnar (c(1)) and radial (c(3)) arteries as well as the top surface of the wrist (c(2)) where there is a high density of capillary tissue. It was concluded location 2 was best suited for the location of the sensor due to the large area of capillary tissue under the skin. Arteries vary in location between individuals making them harder to locate and the system less robust. Capillaries exist in the dermis layer, 2mm from the surface of the skin. Therefore, a penetration depth of 2mm was used when determining a light source. Using this information and theory on reflectance oximetry the required light source and photo sensor was determined through calculation.

2d 4

Therefore, this shows the maximum effective transmission depth is dictated by the separation (d) of the light source (LED) and detector (photodiode). Given the desired depth of detection is 2mm, this equation was used to work out the separation of the sensors for this product. d= d=

4z 2

4 × 0.002 2

d = 5.65 × 10 −3 m

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This means the separation between the LED and photodiode is required to be 5.65mm to achieve an effective transmission depth of 2mm. The design is shown in figure 5e.

LED

PPG signal, therefore it is important the light is optimised to detect this substance. The molar concentration was calculated based on the number of mols of hemoglobin molecules in a given volume. The volume of the ellipsoid was estimated using the equation: 4 V ≈ π abc 3

m .65m

4 V ≈ π × 0.00283 × 0.002 × 0.002 3

Design of pulse sensor The separation of the test pulse sensor was measured to be 2mm. This gives a total effective transmission depth of only 0.7mm which is perhaps one of the reasons why it was difficult to obtain a pulse reading at the wrist. Given the sensor separation (d) and effective transmission depth (z0max) are known, the maximum path length of light can be estimated using the equation for the circumference of an ellipse:

(d 2) + z 2

p ≈ 2π

max2 0

(0.00565 2) + 0.002 2

p ≈ 2π

V ≈ 4.74 × 10 −8 m 3 Volume of half the ellipsoid: V ≈ 2.37 × 10 −8 m 3 The molecular mass of hemoglobin was taken as 64.5kg/mol and the density was taken as 0.4kg/m3. Using these values the mass of hemoglobin was calculated: m = ρV

p ≈ 0.015m

m = 0.4 × 2.37 × 10 −8 m = 9.48 × 10 −9 kg To find the number of moles in this mass:

For the path length of light, the total circumference is divided by two, therefore: 0.015 p≈ 2 p ≈ 7.69 × 10 −3 m Having calculated the maximum path length of light, the Beer-Lambert Law can be used to calculate the percentage of light absorbed by a particular medium based on a given wavelength. This can be used to determine which wavelength of light is most appropriate for optical pulse measurements at the wrist. The Beer-Lambert Law can be written: I 0 = Incident light

I ε

l c

= Transmitted light = Extinction coefficient

I log10 0 = ε lc I

= Path length = Molar concentration

In order to calculate the percentage of transmitted light at a particular wavelength, some assumptions were made. In reality, the light would pass through many layers of material affecting how much it scatters and how much is absorbed. For this approximation, the material has been modeled as the hemoglobin content of blood. The varying volume of hemoglobin produces the

mols =

9.48 × 10 −9 64.5

mols = 1.47 × 10 −10 To find the molar concentration (c), the following equation can be used: c= c=

nmol V

1.47 × 10 −10 2.37 × 10 −8

c = 0.0062 The molar extinction coefficient is dependent on the wavelength of light being used. Therefore values for ε were varied depending on the wavelength of light being used in the calculation. Values for ε were taken from a graph (Prahl, 2014) of molar extinction coefficient plotted against wavelength for hemoglobin, which can be found in Appendix A. Using the values ε l the percentage c for , and of transmitted light was calculated for a series of different wavelengths and plotted in figure 5c. The aim of this graph was to select a wavelength of light which would be absorbed by hemoglobin but still have enough power to transmit through the calculated path length of 7.69mm. The selection criteria for the wavelength was one which was sensitive to hemoglobin Andrew Flynn | PDE 5

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but still transimitted enough light to be detected. The calculation for the percentage of transmitted light for a wavelength of 500nm is shown below: log10 log10

I0 = ε lc I

I0 = 10 4.2 × 0.00769 × 0.0062 I log10

I0 = 0.755 I

I = 10 −0.755 I0 I = 0.175 I0 = 18% Using the range of values calculated for transmitted light the graph in figure 5d was plotted. Light transmission vs wavelength! 100 90 80

Light transmitted %

70 60 50 Oxyhemoglobin 40 30 20 10 0

300

400

500

600

700

800

900

1000

Wavelength (nm)

Affect of wavelength on transmitted light through 7.69mm of hemoglobin It is important for the transmitted light intensity to be above the noise equivalent power (NEP) in the photodiode. This is defined by a signal to noise ratio equal to one. Conversely, it is important the light is sensitive to hemoglobin as the change in signal due to absorbed light will produce the PPG waveform. From the range of theoretical values, a wavelength of 500nm was selected for the design as it is sensitive to hemoglobin yet is still able to transmit some light back to the detector. According to the Beer-Lambert Law, increasing the incident light intensity will also increase the amount transmitted light. However, increasing the light intensity will increase the power consumption and battery drain. Therefore it is beneficial to select the optimised wavelength as it will also save power consumption.

Using the data calculated, an LED and corresponding photodiode were selected based on the required wavelength of light. After carrying out the analysis it was clear that a green wavelength of light should be used. After searching for an appropriate LED and PD pair, it was found that the LED used in the purchased pulse sensor was also adequate for measurements at the wrist. A photodiode was selected based on the value for peak sensitive wavelength as well as the size of the component. The key difference in the design is the required separation which would be changed from 2mm to 5.65mm in order to reach the required effective transmission depth. The chosen components were the Kingbright AM2520ZGC09 LED and the Avago APDS-9007 photo sensor. Kingbright LED - This reverse mount LED has a wavelength of 525nm and has an operational voltage of 3.3V and draws a current of 20mA. The dimensions of the unit are 2.5 x 2 x 2.8mm making it a perfect size for the design of the product. The LED has an illuminance range of 30,000 - 50,000 lux. Based on figure 5a, if the percentage of transmitted light which reaches the photo sensor is an average of 20% at 525nm the amount of lux is 6000. This is important to know when determining which photo sensor to use. Avago photo sensor - This analog current output photo sensor has a peak sensitive wavelength of 560nm and operates at a voltage of 2V and draws an average current of 30uA. The dimensions of the unit are 2.4 x 2.0 x 0.8mm making it a suitable size for the product. The photo current responds to a wide dynamic range of 3 - 70,000 Lux. It is important for the transmitted light intensity to be above the noise equivalent power (NEP) in the photo sensor. For this photo sensor, this is above a value of 3 lux. The minimum transmitted light from the LED is 6000 lux, therefore this photo sensor is more than capable of detecting the source. It is important to note that the assumptions made in the calculations could have lead to errors and could affect the final findings. One improvement which could be made is to carry out the calculation for a range of different biological materials to see how the different wavelengths of light are effected. Further study and physical testing would be required before coming to a final conclusion on the sensor design. Accurately detecting a pulse at the wrist means the PASS device can determine whether or not it is being worn. This is a crucial feature of the design as it prevents one passenger swapping the device with another, leading to identification fraud. The passenger ID remains valid so long as a pulse is detected. Having selected suitable components for the design, a new method of passenger identification and processing has been proposed.

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MUNICH PREPERATION Model making After seeing the quality of models produced by TUM in Toulouse I wanted to make sure I had something to represent my concept while in Munich. I decided I would construct a semi functional proof of concept which guests at the expert workshop could interact with. The aim of the model was to give people a sense of the size and fit of the product as well as to help demonstrate how the pulse sensor works and to show that each individual has a unique pulse. The product was 3D printed and assembled and a project box was used to house the pulse sensor and Arduino.

Video prototyping One of the criticisms of our presentation in Toulouse was that our group user journey could have been better. After spending some time with Tom Schofield we decided we would try our best to make a group animation ourselves, despite the time constraints. This turned out to be a good way to visulise and plan out the system in 3D as well as making sure all our concepts tied together well. While making the animation Mason and myself decided how PASS could be used in-flight. As shown in some of the clips below PASS could be used as an activation key for chosen services as well as providing in-flight notifications and offers.

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MUNICH DAY 1 The presentation

Lunch

Results and feedback

Day one was spent presenting our group concept to the group of industry experts. The presentation itself went well and we received a range of useful questions which we tried our best to answer. It was also very interesting to sit and listen to the feedback for the other groups. Over the course of the six presentations we were able to pick up on feedback which applied to all the concepts.

Like in Toulouse, I found the lunch time break one of the most useful points during our time at the expert workshop. I used this time to show case my working prototype which seemed to be well received by the industry experts. I was able to successfully record a range of individuals pulses which I was able to compare on the spot to highlight the differences in pulse readings.

At the end of the presentations on day one all the concepts were rated by the industry experts to determine an initial winner. We managed to place joint first on day one which was a good start to the two day workshop.

Project feedback • • • • • •

Consider information infrastructure Biggest barrier to market potentially legal? Interesting new biometric with good passive capabilities Good for short term implementation More consideration of passenger updates would be good Which updates does product provide?

Siemens Franz-Josef Herchenbach

After the presentation I was approached by Mr Herchenbach from Siemens and Gerhard from Airbus. Both were interested to find out more about my concept and the enabling technologies behind it. Mr Herchenback’s background is in airport operations and passenger biometrics. He supported the evidence I had found for pulse based biometrics saying he believed it would be possible in years to come. Gerhard said he liked my approach but that I shouldn’t forget the information infrastructure required for such a system.

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MUNICH DAY 2 Assessment workshop The second day of the workshop consisted of an all day concept assessment where our proposals were ranked against a set of criteria set out by Bauhaus. This process was a way of down selecting concepts for further work over the summer period. ***Official feedback from Munich was not published until mid May. Extracts from the feedback have been added on this page.

Although the intent of day 2 was good, I felt the concept assessment was very long winded and over complex. To me, it did not make sense to be evaluating concepts against one another when many of the concepts focused on different aspects of the journey. I felt this lead to many of the criteria, such as cost of implementation, to be heavily skewed as a result. Nonetheless, Dynamic Connections was ranked thrid on day two meaning it was selected for further development.

Feedback notes during assessment • Security and data protection should not be a problem in airport in 2050 Christoph Schneider • Physical security assumed to be walk through by 2050 • Important to consider legal barriers when introducing a product with new international standards • Aim to keep the complete travel chain secure

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MUNICH NEXT STEPS A day in the snow After an intense two day assessment workshop it was great to have a day trip to Austria to go snowboarding! Aside from being an all round great addition to our trip to Munich, the day in Austria gave us some time to speak to Kay about future plans beyond graduation.

Munich Airport Similar the trip back from Toulouse, we spent almost an hour queuing at passport control in Munich airport. Even the fast track queue wasnâ&#x20AC;&#x2122;t moving any faster than the regular queue. The shear volume of passengers compared to the number of staff at the border meant a huge bottleneck was created.

Project next steps

Up until this stage of the project, much of my time was spent developing and defining how the system would work, bot technically and from a user perspective. This left little time for the development of the physical design itself. After returning from Munich I was keen to focus my attention on the product design aspect of the project. Although I presented my product in Munich and Toulouse, the visuals used were simply a representation of the design. The next steps of the project would focus on developing and detailing the physical design of the product having defined how the product and system would work.

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SKETCHING

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DESIGN DEVELOPMENT I used illustrator as a means of quickly developing and brainstorming the design of the hardware. Keen to develop how the product is attached to the user as well as the modular aspect of the design this was good way of developing concepts.

Underside/sesnor layout Topside of product

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DESIGN DEVELOPMENT Interface considerations One issue raised in the presentations in Toulouse and Munich was battery life. Obviously the device would have to have enough battery life for potential long haul trips. For this reason I decided using an LCD screen on the device would use up too much power. I started to explore how updates could be delivered using simple RGB LEDs. With only a small selection of updates necessary this seemed like a viable option.

No contact

Contact - no ID

Contact + ID valid

Individual LEDs?

Working from the concepts generated in Illustrator and while sketching I began to build the next design in 3D on Solidworks and in Alias Automotive. Having used Alias at Bauahaus during the summer it was a really useful tool for modeling complex surfaces.

ANDREW FLYNN 0900816

Aesthetic model LED array Coin battery Buttom LED

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PRE SUBMISSION PRESENTATION The Presentation

Despite being the fifth time presenting the (almost) same presentation, it was useful to get class feedback from fellow course mates rather than just industry experts. Even after a range of feedback from Toulouse and Munich there were still many new questions asked after the presentation which prompted me to further develop the design.

Feedback:

• Does the biometric change with age? If so how often will you need to renew your biometric? • Is the pulse wave effected by how much the heart rate increases? • Is it possible to stop someone from hacking the system and tampering with it digitally? • How would the product be launched? Soft launch and then expand? Good to show a timeline

Although I had answers for each of the questions, the issue of biometric identification feasibility came up several times. Due to the future nature of the project, I had been pitching a future scenario to Airbus and the industry experts which involves biometric pulse identification becoming a reality. Although the experiments I carried out produced good evidence to show that this is likely to happen, in depth and detailed questions about feasibility were difficult to answer. Having explored current tamper detection methods using pulse and the potential for biometric identification, I decided from now on the concept would be pitched on a timeline. That way, the concept can is feasible in the near future and has the potential to evolve as technology develops. My aim in this design project is to create a platform and environment for which this technology may be utilised.

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DESIGN DEVELOPMENT This design iteration was used for my tech report. Using this design I was able to create an electronic block diagram and from that calculate the total power consumption of the device. This allowed to select a battery type for the product. In this design the modular functional unit is held down against the users skin underneath the strap casing.

(1) Wristband case (2) Clear plastic strip

(3) Product casing

(4) Printed circuit (5) Wi-Fi transceiver

Model Making

(6) Li-ion battery

Using the CAD development I was quickly able to iterate the design by 3D printing parts. This provide a quick turn around time which was useful for making changes.

(7) Pulse sensor (8) Product casing

(9) Wriststrap

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POWER REQUIREMENTS Block diagram Having decided how the PASS device will function a block diagram was created to illustrate the main electronic components.

Battery

Wi-Fi

LED

MCU

AFE

LED array

Current (mA)

Voltage (V)

No. of parts

PowerT (W)

LEDa

3.5

7.0

0.49

LEDpulse

3.3

1.0

0.066

PDpulse

0.03

2.0

1.0

6x10-5

Wi-Firadio

2.0

1.0

0.144

MCU

2.0

3.3

1.0

0.007

AFE

0.1

3.0

1.0

3x10-4

Total

0.707

The total power consumption can be used to determine a battery for the device. Given the device is used for airport transit, a total time requirement can be estimated. From project research, passengers typically spend six hours spread across three airports on a long haul journey with one connection. Building in time for delays, a total time of 10 hours was used when determining an appropriate battery. PT = P × Hours PT = 0.707 × 10

LED1 is used in the optical pulse sensor. The 525nm light passes through the users blood stream before being detected by the photodiode. The varying analog signal received at the photodiode is often weak and therefore requires amplification and signal filtering to remove unwanted noise. This is done using the analog front end. The processed signal is then filtered into the micro processor where it determines if the signal is that of a pulse. Evidence of a pulse proves the device is attached to the users wrist for means of tamper detection or possibly for biometric identification in future applications. Biometric identification using pulse requires data heavy algorithms which would increase power consumption of the device. Instead, the pulse data could be sent via the Wi-fi link to a central secure airport network where the biometric processing would take place. The same Wi-Fi module can be tracked by airlines based on the RSSI of nearby wireless routers as well as to open gates at passenger check points based on proximity. Finally, the LED array is the user interface. A series of RGB LEDs are used to display different patterns depending on whether the device is on, off, valid ID or in-valid ID.

The total power for 10 hours was then converted to milli-amp hours:

mAh = mAh =

PT = 7.07W

PT × 1000 V

7.07 × 1000 3.7

mAh = 1910.8mAh The total power was calculated as if all components were running continuously. In reality many of the components would switch on and off depending on the amount of use and would therefore use less power.

Li-ion battery - This 20 x 30 x 0.8mm battery is the correct size for the casing of the device. Furthermore lithium-ion batteries can be flexible which is an important human factors consideration as the intention is that the device will conform with the wrist.

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PRODUCT DEVELOPMENT Place into strap casing

Slide through strap

The second design iteration was similar to the first in that the product cosisted of a functional unit and a strap with product housing. However in this design instead of being trapped under the trap and held in place the device would be placed into the wrist band and held in either mechanically or magnetically. This design gives the user increased ease of use attaching and removing the device however it potentially makes the product less secure.

The previous iteration of the design included a hard plastic shell built into the strap which was used to house the functioning unit. The problem with that design was the extra plastic material used to house the functioning part. Taking inspiration from one piece watch straps I drew a range of concepts which utilised this method. This meant the device was still modular but didnâ&#x20AC;&#x2122;t require a separate casing.

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COLOUR AND BRANDNING Colour and Branding The aesthetics and colour of the product of the product could be tailored to the style and branding of the airline selling the product. To decrease the manufacturing cost, the strap could be the part of the product which is branded, while the functional unit remains the same. The strap could provide room for advertising or instructions on how to use the product.

Given the user feedback regarding the simple LED strip not being descriptive enough, I thought this could perhaps be replaced by a small E- ink screen The feedback on the aesthetics using the E-ink screen were that it looked too masculine. Therefore the screen was replaced by a hidden LED matrix. This is both low power and, like a screen can provide a range of messages. Andrew Flynn | PDE 5

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USER TESTING AND EVALUATION

Didn’t like the idea of placing the functional unit into the strap from above. This design didn’t feel secure as both user’s said they felt like the product could fall out of the wrist casing if it got caught on something. This design was ruled out for that reason.

Key Insights • Placing the functional unit into the strap from above felt insecure. • Having to place the functional unit under the strap casing felt secure but was tricky and time consuming. • Both users preferred the one piece strap concept saying it was a familiar design and easy to assemble the product. Andrew Flynn | PDE 5

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INTERFACE DEVEOPMENT LED Matrix After testing with users it was clear that a single LED strip was not going to provide passengers with enough useful travel information. An LCD had been ruled out due to the power consumption and E-ink screens were also ruled out as many (female) users stated the were aesthetically pleasing. An LED matrix provides a low alternative to a convention screen while being able to provide a large array of messages.

Thin cover LED Matrix Casing

Using an LED matrix meant it could be hidden underneath a thin cover for the light to shine through. This would give a pleasing minimal aesthetic. Running this concept by users showed that both male and female passengers liked this approach.

This type of display has also had succes in other products such as the nike fuel band.

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FINAL DESIGN CAD development After a countless number of sketches I eventually reached I design I was happy with. Using several scale drawings I planned out the CAD model on paper before moving to Solidworks. Spending time getting the hand drawings correct really helped to save time when moving to CAD. I attempted to model the design in as much detail as I could. Studying other consumer electronic products helped when modelling the internal electronic components of the device. Looking at how other smart devices positon and pack electronics was very useful.

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DESIGN DETAIL

Contact strip

Final Design The design of Nova is a curved flexible body designed to fit to different body locations. The product features a strap guide which can be used for different attachments depending where the user desires to wear the product. One button is used to turn on, switch off and scroll through the display options. Nova can be charged via the contact point on its side. The top of the product is semi translucent allowing light from the LED matric to shine through. The pulse sensor is located on the underside of the product.

Inside, Nova contains the electronics enclosure and support structure. A copper contact strip runs round the outside of the enclosure acting as an ariel for the Wi-Fi tranciever and contact point for the push switch.

Slot for strap Inside, Nova contains the electronics enclosure and support structure. A copper contact strip runs round the outside of the enclosure acting as an aeriel for he Wi-Fi transceiver and contact point for the push switch.

Two layer PCB

The internal electronic support structure houses the rechargeable lithium-ion battery as well as the main PCB module. The PCB contains the microprocessor as well as the Wi-Fi transceiver. This internal assembly makes the electronics easy to assemble with the rest of the product.

Pulse sensor

Structure

LI Battery

PCB Andrew Flynn | PDE 5

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MATERIAL SELECTION Product Casing An important consideration in the design process was the material selection of the product. As the intended product has a long life span it was important to select materials which would withstand prolonged use. The housing for the electronics was a central focus of the material selection. The housing is required to be electrically insulating, durable and flexible. It is required to be flexible so that it can conform to the shape of the wrist as well as other body locations if required. Cambridge Engineering Selector was used to help select an appropriate material for the product casing. To achieve the desired flexibility, a material with a high yield strength (high elastic limit) and low Young’s modulus was required.

TPU

Using CES a graph of yield strength against Young’s modulus was plotted for a range of different materials. A series of requirements and limits then helped to narrow down the selection. The main requirements used to limit the search were the density of the material, the electrical resistance and the cost per kilogram. The density of the material was important from a human factors perspective as a wearable device should be relatively light weight. Cost was also an important factor when considering material choice. Due to the desire for low cost travel, the product should be optimised so that it does not add much cost to the overall travel experience. The product is also aimed at a mass market and therefore prices should be kept to a minimum where possible. The limits added to CES reduced the number of materials which met the selection criteria to eight. The graph shows the remaining eight materials on the graph of yield strength against Young’s modulus.

After studying the remaining materials, thermoplastic polyurethane (TPU) was selected for the product casing. TPU has a Young’s modulus between 0.03 - 0.207 GPa giving it the desired flexibility for the product casing meaning it can conform to the profile of the wrist. Furthermore it has a high yield strength, meaning it has a high elastic range before it will deform plastically. A high yield strength gives the product a good level of durability meaning it will withstand prolonged use. When designing a wearable product it was also important to consider which materials are compatible with human skin. TPU is a hypoallergenic material, and is therefore suitable in the construction of a wearable product. The material can also be easily coloured either with a dye during manufacture or post manufacture with a surface finish. The cost of TPU is, on average, $6/kg. This low cost of raw material would allow this component to be mass produced for a low cost. TPU can also be recycled giving it a prolonged life.

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AESTHETIC MODEL SLS I decided to have the final design printed in semi flexible Nylon using SLS. Not only did this give better accuracy and surface finish compared with FDM, using Nylon meant the material properties were more similar to the actual design. A sprue of parts was created and sent to 3D Print UK.

I was happy with how the final parts turned out. The aim of these models was to firstly be used in user acceptance tests before being used as aesthetic display models. Due to the size constraints of the elctronics being used, a larger model was made for the functional prototype.

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USER ACCEPTANCE TESTS The aim Having designed the final iteration of the product I felt it was important to have user’s try wearing the product on a real journey. Although it was not possible to use a functional prototype for these tests (as it would require the airport system to also be in place) I was able to provide users with a an accurate 3D printed prototype. This would allow user’s to give me feedback on how it felt to wear the product for an entire journey as well as point out any features they liked or didn’t like with the design.

I would have ideally been able to go with the product testers to document their trips, however as this was not possible they were asked to document the journey while wearing Nova. As a result of this I feel the quality of photos were not the best, however it was the feedback while speak to them afterwards which was most important.

User 1 - Ira Maclean - Journey: Glasgow - London

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USER ACCEPTANCE TESTS User 2 - Joseph Flynn - Journey: Glasgow - Moscow

Feedback test 1

Feedback test 2

Key Insights

• Strap was slightly too large for wrist • Product itself was comfortable to wear. “Began to get slightly annoying after I reached London, but I think this might have been because of the material” • If the product had been functional it would have been useful for updates and passing checkpoints. • Would have also been useful to receive updates while driving to the airport

• • • •

Device was comfortable to wear Wouldn’t mind wearing it if it meant an improved journey “Travel every week so I’m sick of queues. I would do anything to avoid them” “Wearing the product made me think about each step of the journey it would come in handy. It would be nice to be able to use it for services while in-flight” • Would like the product in a choice of colour. • Wants the product to be as discrete as possible. Andrew Flynn | PDE 5

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FUNCTIONAL PROTOTYPE Wall mount case Arduiono + Rx

After the pre submission presentation I started to plan out what I wanted for my functional model. The key features which I wanted to demonstrate were:

Outer shell

• Tamper detection mechanism - when user attaches wristdevice it will activate a display or produce a message • Display a user’s pulse • Proximity based tracking using RSSI - use four beacons which can be placed round a room and light up when the user moves within proximity

Receiver

Pulse Sensor Transmitter

Receiver

Wriststrap

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NOVA FUNCTIONAL PROTOTYPE

Due to the slow transmission rate I was unable to create a wireless prototype using the pulse sensor. Instead I use a capacitive sensor as a proof of concept. Given more time I would use a Wi-Fi module to transmit the data, allowing me to use the pulse sensor. Nonetheless, the prototype can sense when it is being worn and when it has been taken off. It transmits the data to a receiver where it displays which state it is in. Furthermore, the transmission can be picked up by the wireless beacons which read in the received signal strength, hence creating an indoor positioning system.

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WOEKING BEACONS

Each beacon consists of an Arduino micro controller, a receiver and three green LEDs. If the Nova prototype comes within a certain range (signal strength above a certain value determined in the code) the LEDs light up The transmitter and receiver pair caused quite a few problems when gettign them to work and are still tempremental. They do hwoever provide a good proof of concept for an indoor positioning system based on RSSI.

Device off - no transmission

Turn switch on

Sensor detects it is attached to the user and transmits data Beacon lights because product is in detection proximity

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AESTHETIC MODEL

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DELIVER Presentation

Manufacture

User Journey

Models

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Passenger Biometric

Indoor Positioning System

Unimpeded Travel

Travel Updates Andrew Flynn | PDE 5

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PRODUCT FEATURES

Modular strap Nova

Fastener

Biometric identity

Modular design

Indoor positioning

One travel document

Travel updates

Enables seamless travel

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A FAMILY OF PRODUCTS

Family Friendly Easy ID:

Proximity:

Out of range:

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PRODUCT OVERVIEW

1. Translucent silicon cover 2. Flexible TPU casing (upper) 3. RGB LED matrix 4. Flexible TPU casing (lower)

5. Removable strap 6. Pulse sensor + PCB 7. LI Battery Andrew Flynn | PDE 5

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TRAVEL UPDATES

Passenger attaches Nova and LED strips glow yellow to indicate device is attached but is waiting for ID verification. The matrix displays a pulse wave indicating the Nova is connected.

After verifying passenger identity the LED rows glow green. Nova then displays the next mode of travel the passenger is due to take that day.

Using the one button on the side of Nova, users can scroll through the different interfaces. The button is held on to turn the device on and off. Time until next departure is displayed here.

In the airport Nova can be used to display key travel updates like gate number. If a passenger is unsure of directions Nova can be used to guide the passenger using prompts of near by landmarks.

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ITEM NO.

PART NAME

Bottom casing

TPU

Top casing

TPU

Electronics enclosure

ABS

LI battery

Led matrix

PCB

Display pannel

TPU

PCB 2

PCB

MATERIAL

QTY.

5 13

Green LED

LED

Contact strip

COPPER

Charger

button

TPU

surface button

pcb

PCB

connecting strip

COPPER

Photodiode

STRAP

SILICON

Button for the strap

ALUMINIUM

9 11 1

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SIGNATURE

DATE

DO NOT SCALE DRAWING

REVISION

TITLE:

Exploded Isometric

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SCALE 2 : 1

SECTION B-B

SECTION C-C

SCALE 2 : 1

49.16

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General arrangment

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49.46 WEIGHT:

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R0.50

0 R0.5

C 0.02

DETAIL G

0.0

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DETAIL I

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SCALE 10 : 1

H I H

F SCALE 1.5 : 1 0.06 2

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Sub Assembly

CHK'D

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DWG NO.

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SHEET 1 OF 1

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R0 .2 0

0.50

.20

0.10

TRUE R0.50

TRUE R0.20

43.50

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R0.5

2.90

4.80

1.30

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0.50

R0.20 0

R0.2

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DETAIL C

DETAIL A

49.46

SCALE 10 : 1

SCALE 20 : 1

2.90

1.45

2.95

A C SECTION B-B

21.97

3.01

36.52

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Top casing

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.50

R6 46.86

A 11.07

2.10

1.50 PULSE SENSOR IN CONTAT WITH SKIN

1.50

SECTION A-A

R1 .50

SWEPT CUT FOR STRAP TO PASS THROUGH

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Bottom casing

DRAWN CHK'D APPV'D

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MFG Q.A

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DWG NO.

SCALE:2:1

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21.12

21.80

19.80

12.60

0.50

R0.1 R0 0 .10

DETAIL A SCALE 10 : 1

SUPPROT FOR CONTACT STRIP

0.50 1

2 21.80

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DRAWN

Electronics enclosure

CHK'D APPV'D MFG Q.A

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DWG NO.

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A3 SHEET 1 OF 1

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USER JOURNEY Enter the airport

Attach Nova and detect pulse

Passenger identification stored on Nova

Key travel updates received

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USER JOURNEY Passenger tracking

Pass through checkpoints unimpeded

Relax before you fly

Enjoy the flight

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Product timeline From the start of the project, Nova was designed with respect to a timeline. In depth research into future trends and technologies helped create the concept of Nova. This timeline is a prediction of how Nova will evolve over time.

2018 Soft launch of Nova sees it introduced by key airlines and airports around the world. Premium passengers are the first to use the product.

2024

2030

Nova is adopted by a multitude of airlines each offering its own take on the product. A range of additional services have been developed allowing the product to be used in a multitude of different environments, including inflight.

Biometric pulse technology has existed for some time now, however it has only just passed legal and security tests allowing it to enter into service. The price of Nova has reduced dramatically opening up the product to a larger market.

2050 Manual airport interaction is a thing of the past. Passengers are completely independent and free to pass through the airport unimpeded reducing predeparture times by roughly 85%. Governments begin to trial Nova as a passport of the future.

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MANUFACTURE METHOD Material choice was made while simultaneously considering manufacturing processes. Due to the potential for a mass market application, manufacturing of the product would have to be cost effective and time efficient. When considering the material selection, the following manufacturing requirements were taken into account: • • • •

Cost per unit Production rate Labour intensity Product assembly

Using Cambridge Engineering Selector, a selection of possible manufacturing methods for TPU were presented. Given the geometry of the component it was apparent the most viable option for manufacture was injection moulding. The casing contains snap fit grooves (figure 10c) which allow it to fit together. The undercuts in these features prevent the casing from being made by other methods of manufacture such as pressure moulding. Each side of the casing would be made from a two part mould. Injection moulding is capable of producing low cost parts at a high rate of production (up to 300 units per hour), with little labour intensity required. Furthermore, injection moulding is capable of producing parts with a thickness ranging from 0.4 - 6.3mm. The casing has a wall thickness of 1.2mm meaning injection moulding is suitable for this component. Nova has been designed as a secure identity solution used by passengers, therefore it was important that the electronic components were securely sealed and inaccessible to the user. As the casing comes in two halves it was important they could be sealed securely. From a manufacturing perspective, a material which can be joined efficiently and securely is an important consideration. The aforementioned snap fit feature allows the product to be easily assembled however does not prevent it from being pried open. A polyurethane adhesive can be used to add strength and peel resistance to the join. The adhesive has great flexibility meaning it will not constrict the flexibility of the TPU casing. The adhesive can either be applied by spray or by brush. Having identified a suitable material and manufacturing process, a full scale prototype would be required for live testing before taking the product to manufacture.

- Adhesive applied to edges of each component

- Thermoplastic polyurethane

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