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A new type of train configuration, known as Open Wide Gangway (OWG) is becoming popular, particularly in underground environments. Previous fire modelling analysis demonstrated that the OWG configuration was considered safe as or safer than conventional configurations as it reduced the likelihood of flashover. However, these studies have ignored the impact on evacuation of the spread of fire effluent to non-fire cars. Here we explore the fire safety offered by conventional and OWG configurations using coupled fire and evacuation modelling techniques. Two tunnel train situations are considered: one in which the car side doors are available for evacuation (train in a wide tunnel) and the other in which only the end cab doors are available (train in a narrow tunnel). Two population configurations are considered, fully and half loaded. Two ignition sources are also considered, one representing an accidental fire and the other an arson fire. The analysis demonstrates that while the OWG configuration may produce improved fire performance in the car of fire origin compared to the conventional configuration, if the interaction of the fire effluent with the evacuating passengers is considered, the OWG configuration results in a significantly greater number of casualties in virtually all the scenarios considered. Copyright © 2016 John Wiley & Sons, Ltd. [ABSTRACT FROM AUTHOR]

How long would it take to evacuate a blended wing body (BWB) aircraft with around 1,000 passengers and crew? How long would it take an external post-crash fire to develop non-survivable conditions within the cabin of a BWB aircraft? Is it possible for all the passengers to safely evacuate from a BWB cabin subjected to a post-crash fire? These questions are explored in this paper through computer simulation. As part of project NACRE, the airEXODUS evacuation model was used to explore evacuation issues associated with BWB aircraft and to investigate fire issues, the CFD fire simulation software SMARTFIRE was used. The fire and evacuation simulations were then coupled to investigate how the evacuation would proceed under the conditions produced by a post-crash fire. In conjunction with this work, a large-scale evacuation experiment was conducted in February 2008 to verify evacuation model predictions. This paper presents some of the results produced from this analysis. [ABSTRACT FROM AUTHOR]

In insects, continuous growth requires the periodic replacement of the exoskeleton during the moult. A moulting insect displays a stereotypical set of behaviours that culminate in the shedding of the old cuticle at ecdysis. Moulting is an intricate process requiring tightly regulated physiological changes and behaviours to allow integration of environmental cues and to ensure the proper timing and sequence of its components. This is under complex hormonal regulation, and is an important point of interaction between endocrine and neural control. Here, we focus on the locust frontal ganglion (FG), an important player in moulting behaviour, as a previously unexplored target for ecdysis peptides. We show that application of 10-7 mol l-1 ecdysis-triggering hormone (ETH) or 10-7 mol l-1 and 10-1 mol l-1 Pre-ecdysis-triggering hormone (PETH) to an isolated FG preparation caused an increase in bursting frequency in the FG, whereas application of 10-1 mol l-1 eclosion hormone (EH) caused an instantaneous, though temporary, total inhibition of all FG rhythmic activity. Crustacean cardioactive peptide (CCAP), an important peptide believed to turn on ecdysis behaviour, caused a dose-dependent increase of FG burst frequency. Our results imply a novel role for this peptide in generating air-swallowing behaviour during the early stages of ecdysis. Furthermore, we show that the modulatory effects of CCAP on the FG motor circuits are dependent on behavioural state and physiological context. Thus, we report that pre-treatment with ETH caused CCAP-induced effects similar to those induced by CCAP alone during pre-ecdysis. Thus, the action of CCAP seems to depend on pre-exposure to ETH, which is thought to be released before CCAP in vivo. [ABSTRACT FROM AUTHOR]

The article presents a fire spread analysis of the Swissair Flight 111 (SR111). SR111 developed an in-flight fire shortly after take-off which resulted in the loss of the aircraft and all passengers and crew. In an attempt to understand the cause, the Transportation Safety Board of Canada, Fire and Explosion Group launched a four year investigation. As part of this investigation, the SMARTFIRE Computational Fluid Dynamics software was used to predict the possible cause of the incident.

The article focuses on the use of the SMARTFIRE computational fluid dynamics (CFD) software to predict the possible behavior of airflow and the spread of fire and smoke within a Swissair configured commercial transport aircraft. The CFD analysis aims to develop a better understanding of the possible effects of numerous variables relating to the in-flight fire. The pre-fire simulations serve to provide insight into the flow patterns within the cockpit and its vicinity.

This paper describes a project aimed at making Computational Fluid Dynamics (CFD)- based fire simulation accessible to members of the fire safety engineering community. Over the past few years, the practice of CFD-based fire simulation has begun the transition from the confines of the research laboratory to the desk of the fire safety engineer. To a certain extent, this move has been driven by the demands of performance based building codes. However, while CFD modeling has many benefits over other forms of fire simulation, it requires a great deal of expertise on the user's part to obtain reasonable simulation results. The project described in this paper, SMARTFIRE, aims to relieve some of this dependence on expertise so that users are less concerned with the details of CFD analysis and can concentrate on results. This aim is achieved by the use of an expert system component as part of the software suite which takes some of the expertise burden away from the user. SMARTFIRE also makes use of the latest developments in CFD technology in order to make the CFD analysis more efficient. This paper describes design considera tions of the SMARTFIRE software, emphasizing its open architecture, CFD engine and knowledge-based systems. [ABSTRACT FROM PUBLISHER]

At the end of each molt insects shed their old cuticle by performing the stereotyped behavior of ecdysis. In the moth, Manduca sexta, this behavior is triggered by the neuropeptide eclosion hormone (EH). Insights into the mechanism of action of EH have come from the identification of a small network of peptidergic neurons that shows increased cyclic 3′,5′-guanosine monophosphate (cGMP) immunoreactivity at ecdysis in insects from many different orders. Here we present further evidence that strengthens the association between ecdysis and the occurrence of this cGMP response in Manduca. We found that the cGMP increases occurred at every ecdysis, although some of the neurons that showed a response at larval ecdysis did not participate at pupal and adult ecdysis. Both ecdysis and the cGMP increases only required an intact connection with the brain for the first 30 min after EH injection. Interestingly, ecdysis in debrained animals only occurred if the cGMP response had been initiated, suggesting that the onset of this response marks the time at which the central nervous system is first able to drive ecdysis. Finally, we found that the appearance of sensitivity to EH for triggering the cGMP response coincided with the time at which EH first triggers ecdysis. [ABSTRACT FROM AUTHOR]