Examine the Boarding System for an Amphibious Electric Vehicle

DEGREE PROJECT IN DESIGN AND PRODUCT REALISATION, SECOND CYCLE, 30 CREDITS STOCKHOLM, SWEDEN 2020

MARTIN ENGSTRÖM

LUKAS HEDENSTEDT

KTH ROYAL INSTITUTE OF TECHNOLOGY SCHOOL OF INDUSTRIAL ENGINEERING AND MANAGEMENT

Examine the Boarding System for an Amphibious Electric Vehicle

Lukas Hedenstedt Martin Engström

Master of Science Thesis TRITA-ITM-EX 2020:513 KTH Industrial Engineering and Management Machine Design SE-100 44 STOCKHOLM

Examensarbete TRITA-ITM-EX 2020:513

Undersökning av ombordstigningen för ett amfibiskt elektriskt fordon

Lukas Hedenstedt Martin Engström

Godkänt Examinator Handledare 2020-09-29 Claes Tisell Teo Enlund Uppdragsgivare Kontaktperson Institutionen farkost och flyg Ivan Stenius Sammanfattning Detta projektet är byggt på ett tidigare projekt på K ungliga Tekniska Högskolan, Institutionen farkost och flyg, på uppdrag av Ivan Stenius tillika handledare. Syftet med projektet var att undersöka ombordstigningen och hur denna kan optimeras på den befintliga modellen av det amfibiska fordonet NEWT. Användandet av traditionella fordon som drivs med fossilt bränsle, ökar de kritiska utsläppen av koldioxid ut i atmosfären. I takt med att befolkningen ökar, växer efterfrågan på fossila transportmedel, vilket formar ett icke hållbart samhälle. Genom ett eldrivet amfibiskt fordon, som kan transportera användaren på både land och vatten, skapas nya möjligheter till framtidens transport. Metoden som präglat projektet för att förstå användarens beh ov var en kombination av två designprocesser från ResearchGate och SVID. Med stöd av litteratu rstudier, fältbesök, användartester, prototyping och idégenereringar kunde forskn ingsfrågan “Hur optimeras ombordstigningen av det amfibiska fordonet NEWT genom C o-creation?”. Användartester och utvecklingen av prototypen genomgick tre iterativa loopar för att kunna fördjupa resultatet. Resultatet av projektet är en sammanställning av den insamlade dat an från undersökningen av hur man kan optimera ombordstigningen. Undersökningen påvi sade att ombordstigning på land är mest lämpad från sidan, och att ombordstigning på vatten är mest lämpad från aktern. Baserat på den insamlade datan kunde ett konceptuellt förslag av NEWT presenteras, med en vertikalt roterande dörr som lösning på sidan och en vikbar skjutdörr som akterlösning.

Master of Science Thesis TRITA-ITM-EX 2020:513

Examine the Boarding System for an Amphibious Electric Vehicle

Lukas Hedenstedt Martin Engström

Approved Examiner Supervisor 2020-09-29 Claes Tisell Teo Enlund Commissioner Contact person Aeronautical and vehicle Ivan Stenuis engineering department

Abstract This project is derived from a project started by the In stitution Aeronautical & Vehicle Engineering at Kungliga Tekniska Högskolan on behalf of Ivan Stenius. The purpose was to examine the boarding of the existing amphibious vehicle called NEWT and how to optimize it. The traditional use of fossil fueled vehicles increases the crit ical carbon dioxide emissions into our atmosphere. The population is constantly increasing and the need of transportation forms an unsustainable society. Through an electric driven amphibious v ehicle, which can transport the user protected in a cabin on both land and water, new possibilities are created. The main methodology used for this project was a combinatio n of two Design Process Models by ResearchGate and SVID. With support from literature stu dies, field studies, user studies, prototyping and idea generations, the research question “How to optimize the boarding of the amphibious vehicle NEWT, through Co-creation?” could be answered. The user studies and prototyping was performed in three iterative loops, to gather holistic insights. The result of this project is a compilation of insights from the study of how to optimize the boarding. The side is used as the boarding on land and the rear is used as th e boarding in water. A conceptual proposal of the final design was presented based on the results, th rough a vertically rotating door at the side and a foldable sliding door at the rear.

/ FOREWORD

This chapter includes acknowledgement to the persons which contributed to the project.

We would like to start and give our sincere thanks to all people who supported us through this project by showing up on the user studies. Especially th eir patience in times like these, when the Corona virus jolted our society. Thanks to all personnel here at KTH Laboratorium EPE. Thanks f or supporting us with the best office space we could think of for this project, thank s for enduring all the noise we created when building the prototype and thanks for always putting a smile on our faces. We would also like to give our sincere thanks to our Commissioner, Ivan Stenius from KTH Aeronautical & vehicle engineering. Without Ivan this pro ject would not exist, nor be possible. Through the complete project, Ivan contributed with his full dedication and it has been very inspiring to see Ivan sincerely involved. Further, we like to express our appreciation to the Ind ustrial designer Leif Thies. Leif has in the past been involved in the project and carries great experien ce in design. Knowing that Leif has a tight schedule, he still chose to put time into this project and shared his great knowledge. Finally, the support from our supervisor Teo Enlund h as been outstanding. We appreciate that Teo always showed us respect by treating us as co-workers, h elped us shape and move the project forward with his professional guidance and contri buted with an open and secured atmosphere.

Lukas Hedenstedt & Martin Engström

Stockholm, August 2020

/ TABLE OF CONTENTS

1 INTRODUCTION 1 1.1 Background 1 1.2 The project NEWT 1 1.3 Purpose 3 1.4 Sustainable Development Goals 4 1.5 Delimitations 5 1.6 Methodology 5 1.6.1 Design process model 5 1.6.2 Literature Study 6 1.6.3 Field study 6 1.6.4 Prototyping 7 1.6.5 User study 7 1.6.6 Idea generation 7 1.6.7 Evaluation 8 2 FRAME OF REFERENCE 9 2.1 Alternative transportation 9 2.2 Ergonomics 10 3 ANALYTIC PHASE 14 3.1 The competition 14 3.2 Boarding solutions 14 3.3 Field study 16 3.3.1 eCarExpo 16 3.3.2 Seacastle 19 3.3.3 Twizy vs. NEWT 21

4 CREATIVE PHASE 25 4.1 First loop - Fundamental boarding situations 25 4.2 Second loop - Inviting the user 31 4.3 Third loop - Idea generations 36 5 EXECUTIVE PHASE 42 5.1 Evaluation - Boarding areas 42 5.2 Evaluation - Boarding principles 43 5.2.1 Side 43 5.2.2 Rear 44 5.3 Concept proposal 46

/ 5.3.1 Side solution 46 5.3.2 Rear solution 49 5.4 Proposed final design 53 6 DISCUSSION 56 6.1 Purpose and Research question 56 6.2 Delimitations 57 6.3 Methodology 57 6.4 Results 58 6.5 Future work 59 7 CONCLUSION 60

8 REFERENCES 61 Appendix A: eCarExpo, Field study on e-vehicles 1 Appendix B: Sea Castle, Field study on marine vehicles 1 Appendix C: Twizy, Field study on the smaller e-vehicle Twizy 1 Appendix D: User Study 1 - Fundamental boarding situations 1 Appendix E: User Study 2 - Inviting the u ser 1 Appendix F: Workshop - Co-Creation 1 Appendix G: Pugh’s Matrix - Decision Making 1

/ 1 INTRODUCTION

This chapter includes the background of the project NEWT an d the purpose of this project. It also includes the targeted Sustainable Development Goals a nd delimitations made in this project. Furthermore, the research question “How to optimize the boarding of the amphibious vehicle NEWT, through Co-creation?” is introduced and th e methods used to investigate the solution.

1.1 Background The traditional use of fossil fueled vehicles, both on l and and in water, increases the critical emissions of carbon dioxide into our atmosphere. Together with a constant increase of the population, increased need of transportation, an unsustainabl e society is formed (Trafikverket 2017). The amount of fossil fueled vehicles are increasing at a faster pace than the infrastructure can handle, which creates traffic jams etc with growing emissio ns pollution (Rönnbäck 2011). From this experience, the demand of alternative and more sustainable traffic solutions is raised.

NEWT is a project started by the KTH Aeronautical & Vehicle Engineering Institution, to offer an efficient and sustainable alternative in modern transportati on. An amphibious vehicle, carrying two wheels and a foil, which can transport th e user protected in a cabin on both land and water, creates new possibilities. The vehicle is powered by elect ricity and its neat size streamlines the possibility to get through tight traffi c and therefore minimizes the risk of ending up in inefficient emission polluting queues. It also chal lenges our use of traditional roads. Imagine transport on the water over a canal in the city. Instead of driving around on land or building expensive bridges, you can transport yourself o n the water and land with the same vehicle.

Students at KTH Royal Institute of Technology have in earlier master thesis projects explored solutions for the amphibious vehicle’s Suspensions, the active Gyro based engine, the configuration of the propeller and weight optimisation of NEWT’s chassis. This project’s mission is to investigate how the user will board the vehicle and how the boarding should be designed to fit an outer environment on land and in water. This has not previously been investigated.

1.2 The project NEWT

This project derives from an initiated project by the In stitution aeronautical & vehicle engineering department at Kungliga Tekniska Högskolan. The i dea is to enable an efficient and sustainable solution of modern transportation, by developi ng a clean electric propulsive vehicle that seamlessly can manage landways and waterways. This is conceptually realized by a small 2-wheeler electric vehicle, using a gyroscope to balance the v ehicle on land, and a hydrofoil to move across water. The vehicle facilitates personal mobility from door-to-door in a smooth and comfortable way. Additionally, the vehicle has an optimized space-utilization in a closed cabin. The vehicle is named NEWT and previous projects have explored i solated systems within

/ NEWT, such as the Gyro based roll-stabilization controller (Karagiannis 2015), the front suspension for the wheels (Lange 2015), optimization of a composite chassis (Sundberg 2014) and the configuration of the propeller for t he hydrofoil (Wallberg 2017).

The vision of NEWT according to Ivan Stenius, founder of the project, is to seamlessly transport the passenger on both land and in water, see Figure 1. On land, Street mode, NEWT is operating on two wheels with a gyroscope, to stabilize it when slowing down or standing still. This is crucial due to the driver being encapsulated in a close cabi n, not being able to hold the balance itself. The vehicle's breadth, see Table 1, enables the vehicle t o get around traffic similar to a motorcycle. When approaching water, the vehicle goes into it s Terrain mode, down a slope into the water. When reaching the water line, the vehicle folds in its wheels and exposes its hull, called its Transition mode. The user can then transport safely out of the harbor, in its Floating mode. When leaving shallow water and reaching speed, the hyd rofoils fold down and the vehicle makes its transition above the water line into the Flying mode. The engine is placed on the hydrofoil wings and the water resistance reduces substantially and less energy consumption is required for the engine. When approaching the shore, the hydrofoils fold in and the wheels fold out, in order to move up on land, Transition mode. In Table 1, the technical specifications are shown.

Figure 1. Schematic image of the NEWT concept.

The boarding of NEWT is prioritized on land, in the sense of a door-to-door transport. The vehicle has the possibility of curtsy when being parked on land by folding the wheels. Furthermore, it should be possible to dock the vehicle i n water for fast errands. The vehicle should therefore be able to dock by lower jetties and higher wharfs. The vehicle should have the opportunity to open up the cabin when being in Fl oating mode, to get the feeling of openness while floating. The opportunity to open up the cabi n is also necessary when docking and to stand at full length to communicate and signal to ou tsiders.

Being a vehicle traveling in water, it needs to withstan d water approaching. Consequently, there have been a previous test in an earlier project of the w ater level. The test is made on a smaller prototype which resembles the actual model and the water lin e can be seen in Figure 2. The line occurs in level with the wing at the rear. The propor tional weight distribution of the vehicle entails that the buoyancy is greater in the rear than at the front.

Figure 2. Explanatory image of the water line.

Table 1. NEWT Technical Specification. Land Sea Comments

Load Capacity 1.5 pax + small baggage 1.5 pax + small baggage

Range 320 km 100 km at cruise speed/charge

Speed (Cruise) 70 km/h 18 kn

Speed (Top) +110km/h +25 kn 0-70 km/h < 5 s

Length 3 m All modes

Height 1.5 m 1.5 m + 1 m With hydrofoils down

Breadth 1 m All modes

Curb Weight 350 kg All modes

1.3 Purpose The purpose with the master thesis project was to examine the boarding opportunities of the existing model of the vehicle and to investigate the research question “How to optimize the boarding of the amphibious vehicle NEWT, through Co- creation?”. The solution needed to encapsulate the cabin totally since it is used in water. The driver should be able to board the vehicle both on land and in water, while boarding o n land was considered to be the main practice. The driver should also be able to open up the vehicle while floating in water.

The goal with this project was to carry out a study on how to optimize the boarding solution to a small amphibious vehicle, through Co-creation. The study was performed together with the users of this new type of vehicle, in order to collect rel evant insights on a matter that does not have been examined previously. With the gathered knowledge from the study, a conceptual design proposal was presented showing how to implement the soluti ons on NEWT’s existing design and thereby move a step closer to a final demonstrator for KTH Innovation. The demonstrator will

/ act as a first prototype with the purpose to show of f an alternative and sustainable way of transportation.

Below the tangible challenges for each problem are stated in a bulleted list. The challenges with highest priority are listed first.

● How to optimize the placement of the boarding of the vehicle, so the user experience feels equally natural on land as on water. There are different criterias when boarding the vehicle on land and in water. The level differen ce between boarding on land and in water, needs to be taken in consideration. The perception, both the psychological and the semiotic way of entering different vehicles, will affect the result. ● What shape and type of solution will enhance th e user experience? Should the type and shape be innovative or traditional? ● How to implement the solution into the existin g form of NEWT. The existing form can limit the placement and motion of the solution. A manipulation of the existing model could be necessary to open possibilities for new innovative solutions. ● What mechanism and associated components are suitable? What sol ution will enhance the user experience? Should the solution be automatic or manually handled?

1.4 Sustainable Development Goals The world is exposed to global challenges that are importan t to deal with to achieve a better and more sustainable future for humanity. The challenges are addressed through the 17 Sustainable Development Goals, presented by the international organization United Nations (2020). The Sustainable Development Goals act as a blueprint on how to manage these challenges and this project is targeting two of these goals.

Goal 9 treats the investments in infrastructure and innovat ion that are crucial to achieve sustainable development. This project aims to contribute with an efficient and sustainable alternative in modern transportation through innovation. The amount of vehicles are increasing at a faster pace than the infrastructure can handle which results, for instance, in traffic jams. With a smaller amphibious vehicle, carrying two wheels and a foil, problems as traffic jams can be avoided by using waterways as a route alternative. The smaller vehicle could also maneuver efficiently through tight traffic similar to motorcycles. Traffic jams contribute to the growing emission pollution, which is addressed by sustainable developmen t goal 11. NEWT is powered by clean electricity and thus does not contribute to air pollution. This project focused on the infrastructure situation in Sweden, but the hope is to expand its business internationally where the need exists.

/ 1.5 Delimitations Following delimitations were set for the project: ● The project’s time frame is 20 weeks. ● The main usage of NEWT will be treated as on land. ● The boarding solution is the main deliverable, while oth er information gathered will be displayed as proposals for further development. ● The overall body of Newt will not be developed or reshaped, instead the solution will as far as possible adapt to the existing body. ● All fundamental data, such as measurements, weight, restrictions an d more is gathered from previous projects and documents about NEWT. ● The usage will primarily be studied on a national level and focus will be put on urban use. ● The intended user will not be analysed. Instead the analysis will be based on users in all ages and genders.

1.6 Methodology

1.6.1 Design process model

The design process is commonly used when striving to underst and the user. The model is shaped in various versions. In this project a combination between two versions will be used. The framework of the report was structured through the Uni versal Design Methodology, through the three phases Analytical, Creative and Executive (Embedded 2003). In the Analytic phase the understanding of the existing market was sought through explorative research. Further, the Creative phase was used to tangibly test the user on a pr ototype, in order to find out the user’s need. Finally, the Executive phase was where the analy sis was made and a result presented.

To support the Universal Design Methodology, the Design Process Model by SVID was used, see Figure 3. This methodology describes the iterative process t hrough the stages, Defining the problem, Understand the problem, Define the problem, Idea generation, Prototyping, Evaluation (Stiftelsen Svensk Industridesign 2018). This design process mo del was useful to strengthen decisions and to improve the final result.

Figure 3. The Design Process Model, developed by SVID (Stiftelsen Svensk Industridesign 2018) .

The working process for this project was based on the Desi gn Process Model (Stiftelsen Svensk Industridesign 2018). This method is used to understand the user and to solve the user need, which is a critical part in this project. The method was used in order to get a successful and creative result, by working iteratively through each step. Initially, the problem was defined. This requires background research and field studies. Then the ideati on was made by Idea generation and Workshop. The ideas are evaluated and later built into a prototype, which was tested through user studies. This gave necessary feedback used when deciding the final design. Finally there was an evaluation. Even if the result was pleasing, there is always room for improvements.

1.6.2 Literature Study

In this project, a literature study was used to complement the practical studies. The literature search should stay relevant to the desired topic and work as support for decisions and future results (Hart 2001).

The practical studies in the design process are efficient to f ind the unexpected and to understand the aroused feelings from the users, when testing a product or service. To channel these needs, the literature studies will be helpful. By studying Er gonomics, the collected information found in the Analytic and Creative phase, can be compared to the theoretics.

1.6.3 Field study

A field study is a foundational research method within product design. It is an activity which takes place in the right context, as observations of the particular industry or business (Farrell 2016). A field study is a broad concept and contains several methods. A field study is usually conducted in the beginning of the design process in or der to learn more about the user and their needs. These needs can be hard to define back at the lab. By heading out and exploring the field, the designer can learn more about the existing industry an d its usability issues. It is also a way to gather information on how and why a service or produ ct is being used today. What are the triggers for using a product and what can be developed?

In this project, the field studies were used to learn mo re about the existing market. In other words, the field studies will be conducted on existing products and take place on exhibitions,

/ stores and markets close to NEWT. The focus was to observe and experience today’s existing solutions. An activity assay was performed in order to o bserve valuable activities when using existing solutions (Netinbag 2019). The goal was to be inspired and to create a perception on what differs the solution features from each other.

1.6.4 Prototyping

One of the stages in the design process model was prototyp ing. The idea of prototyping is to form and visualize an idea hands on, in a physical way. The prototype can be tested in different ways and built in different sizes. A smaller prototype can be used for visual purposes, while a full scale creation can involve user-participation. The first step is to visualize the idea with sketches, which later will be developed into a physical mod el (Stickdorn and Schneider 2011, 187-189).

For this project, the prototype acted as a testing station for the user studies when investigating the boarding for the vehicle. The prototype was built as a full scale mockup of the vehicle, made out of wood. The mock up consisted of both the out er body and the inside environment. By building a full scale mockup, it enabled external parameters such as the differences in height level between boarding on land and water, and the wobb ly conditions since the vehicle is also supposed to be boarded while floating on water.

1.6.5 User study

User studies is a qualitative method which examines the user’s behaviour of a product or service. User studies allows the examiner to see how the user responds to different tasks and visual textures, shapes and colors (Fuchs and Glorietta 2007). This method is great to use in order to try out a concept and show the strengths and weaknesses of diff erent situations. The user is also asked open questions, associated with the testing stati on.

The user boarded a developed full scale prototype of the vehicle and was asked questions about the perceived procedure and possible needs and placements of equi pment. The user was able to feel the differences in level of heights between boarding on land and water, which gave valuable input for the final solution. By allowing the user to practically perform and demonstrate tasks, it gives valuable knowledge which can not be derived by on ly conducting regular surveys or interviews. Testing on a full scale mock-up gave quick and accurate responses, which easily became refined in the next step when improving the proto type. The user study also showed the behaviour of the user, which led to additional insigh ts for the final design. The prime goal was to investigate how the user perceived the functional differences between different solutions for boarding the vehicle on land and on water.

1.6.6 Idea generation

Different methods for idea generations are used to inspire group discussions and to let creativity flow. It is a simple exercise which can be used as an ice-br eaker, in order to break down the problem. It is crucial to understand which technique that suits the given task. Likewise, it is important to be able to ignore techniques which do no t deliver, and instead try another path (Stickdorn and Schneider 2011, 174-175).

/ In this project, different techniques were used iteratively and in different parts of the process. Tools such as brainstorm helped to create different ideas whi ch allowed the performers to think outside the box, instead of just focusing on solving the practical problem. A workshop helped the process by inviting the user to co-create and thereby fin d new solutions. To illustrate the ideas and make them more tangible, fast sketches were used. It is an efficient tool to summarize the ideas and to create a first draft, to see if the solutio n is applicable. The sketches were evaluated and refined into the final concept.

Crazy Eights is a method to generate design ideas. The exercise implies quick ideation on a specific theme, appropriate during a workshop. The participan ts get to draw 8 sketches in 8 minutes(Levey 2017). This step can then be redone with feedb ack from the other participants, or skipped followed by a presentation of the top ideas.

1.6.7 Evaluation

In order to move forward with a project, it is imp ortant to make decisions. The different decisions can affect the project more or less and there is a reason why to consider different methods to handle them. In this project, the decisions wer e taken, based on the results which came from the studies which the project involved. Larger deci sions, such as deciding on which concept to proceed with, were evaluated through the Pugh’ s Matrix and decided in symbiosis with the project's findings.

The Pugh's Matrix is a comparison matrix, developed by Stuart Pugh, often used when wanting to decide between design candidates. The method allows the candi dates to be compared with a set of criterias or requirements. One of the candidates will be set as the baseline and for each criteria, the other candidates will be compared and weighted in respect to the baseline candidate. Finally this creates a total score for each concept and the o ne with the highest score is the optimal choice, according to the matrix(Burge 2009, 1-11 ). When deciding on concepts, subjective opinions can affect the outcome. By comparing the candidates with respect to each criteria, the evaluation can be more objective.

2 FRAME OF REFERENCE

This chapter gives a general understanding of alternative tran sportation and associated Ergonomics.

2.1 Alternative transportation There are several ways of traditional transportation in our society today, such as cars, trains, aircrafts and boats. Each transportation has its own benefit and is used to transport a person from point A to point B. One common way of traditional transport is by car, particularly the fossil fueled cars which increases the critical emissions of carbon diox ide into the atmosphere (Trafikverket 2017). The increased emissions also depends on th e constant increased population that is in need of transportation.

The increased population and the use of traditional transpo rtation by car also contributes to inefficient traffic jams that occur in the city traffic, both worldwide and domestic in Sweden. The level of traffic jams is estimated to cause the time to travel 27% longer by car in Stockholm (TomTom 2020). The longer car queues, the more ineffective driving, which leads to more emissions pollution of carbon dioxide in our atmosphere.

Several initiatives in society are striving to solve this problem by producing electrified transportation, such as electric cars and electric boats. The usage of electric cars have increased by 16% since last year in Sweden, according to Power Circl e (2020), and the use of electric vehicles reduces the active carbon dioxide emission. However, th ere are people who argue that the total effluent of fossil emissions, cradle to grave, o nly being shifted in time by the use of electric cars, and does not affect the environmental impact (Nat urskyddsföreningen 2020). According to Naturskyddsföreningen (2020), the change to electric cars still improves the environmental impact, at least in Sweden, considering the way it is produced and the minor energy that is required when driving.

One contributor to the increased carbon dioxide emissions i n Sweden is pleasure boating, which emits approximately 77000 ton each year (Utsläppsrätt 2020), comparatively to road transports which emits approximately 10 million ton each year (Europap arlamentet 2019). However, there are a few companies that produce electric boats. One of them is Candela Speed Boats. The company has established the hydrofoil technique, in order for the boat to hover above the water, which saves energy for the electric motor while driving, due to less resistance by waves (Candela Speed Boat 2020).

/ 2.2 Ergonomics

Ergonomics is a term commonly used within Human-Centered Design , to define scientific knowledge about the human factors. These factors range from p sychological, social science, engineering to design. Ergonomics is also about the underst anding of interaction between humans and other elements of a system to optimize the human w ell-being and overall performance (Tosi 2020, 3).

There is a clear relationship between Ergonomics and design, wh ere the design of products is affected by ergonomic conditions. The most common explanation of Ergonomics is the knowledge about the physical aspects, how the human is affect ed when lifting, pushing or carrying an object (Tosi 2020, 5). Another is the en vironmental impact in terms of sound, light and climate. Additionally, it is also about the human i nteraction and interpretation when encountering any type of design system/object. A system/object needs to be designed in order to comply with the users needs, expectations and desires, by the people who may come in contact with the system/object (Tosi 2020, 5). For instance, the functionality of a product needs to comply with its function for which it is intended. The product must therefore be suitable for its use, which in an ergonomic aspect can be seen as what motions, postures and efforts that is required by the user. Suitability also refers to the pr oduct being compatible in its characteristic and physical perceptual and cognitive ability.

It should therefore be easy to understand and operate the intended product. For this project, a new way of transport and usage is introduced. It is co nsequently important to design the vehicle from an identified targeted audience which operates all its functions and feel secured with the functions, considering it is a new and unique function ality. In order for the user to feel safe, all the possible motions, postures and efforts need to be consi dered. Any misinterpretation can lead to the user finding alternative ways of usage, leading t o trial and errors when pushing, turning or pressing. For that reason, when designing the boarding i nterface, approachable items or surfaces should be well considered.

Anthropometry is an aspect in Ergonomics, which states the sci ence of human measurements and characteristics from statistical data, out of different populat ions. These Anthropometric measurements concern the main physical parameters of individuals, such as weight, height, width, circumference, holding and reaching distances etc (Tosi 2020, 185-188). The Anthropometric data selection can create certain issues, in terms o f selecting an appropriate population. The human diversity among populations can dif fer in genetic heritage, health and life habits, which needs to be considered when choosing the testing group.

Anthropometric measurements can be divided into two segments, st atic and dynamic dimensions (Tosi 2020, 206). The static dimensions cover an immobile person in either an upright or seated position. In this case the person is standing or sittin g still and looks straight ahead with their shoulders relaxed and arms at their side, see Figure 4.

Figure 4. Static dimensions in upright position from the side.

The static gripping distances from the human body is measured in order to understand the outer constraints, where the human can operate in an immobile standi ng and seated position, see Figure 5.

Figure 5. Gripping distances in an immobile standing or seated position, in mm.

A study was made by Pheasant and Hasslegrave (2006, 44-46) of the UK population between the ages of 19-65. The percentile depends on the variation of age conditions, characteristics or body ° measurements. When selecting values from the table, values from the 5 column shows what

/ ° 95% of the participants are able to grip, which indicat es the majority. Furthermore, the 95 column shows what the minority 5% of the participants ar e able to grip. The static gripping ° distance table showed that 95 of the men could grip an object at a maximum 2190 [mm] height, ° when standing and 1340 [mm] height from the seat, when sitting. The 5 women in the study could grip an object at a maximum 1790[mm], when standing and 1060 [mm], when sitting. This measurement is relevant when designing the possible gripping placements that occurs above the ° head, when boarding the vehicle. The reason of selecting dat a from the interval 5 of women and ° 95 of men, is to detect the largest measurement interval. The maximu m length which the men could grasp an object in the horizontal direction was 7 15 [mm], when standing and sitting. The women could grasp an object at a maximum 555 [mm] in front of their body.

When inspecting the gripping distances it is also natural to inspect the hand dimensions. The hand dimensions indicate what the human hand is able to g rip in the matter of size and form, see Figure 6.

Figure 6. Dimensions of the hand, in mm.

The hand measurements which are necessary to understand are the leng th, width and height, with the fingers together and apart. This provides a general esti mation of the maximum gripping

/ circumference. The data used for this project is gathered from a study of Pheasant and Haslegrave (2006, 144-145). The maximum gripping diameter o f the hand was 59 [mm] for men and 43[mm] for women. The furthest functional expansion o f the hand was 162 [mm] for men and 109 [mm] for women. These measurements are relevant when desig ning possible gripping aids.

The dynamic dimensions around anthropometric measurements refers to the outer distances that are possible for the human body to reach, by moving i ts parts. The difference from static dimensions where the body is immobile and balanced, to the dynamic dimensions, is the change of balance being unstable due to weight and support chan ge. The dynamic dimensions clarifies the possibility in motion and reachable areas, required for the human body to manage an activity(Tosi 2020, 206). These activities should r equire a small effort in order to be valid.

The selection of data is made from the user and the motion which the user performs while using the product/service. The study of Anthropometry is simplif ied by the motion when boarding the vehicle. The main Anthropometric measurements are shown in Figure 7. The data presented in Figure 7 is gathered from a study of Pheasant and Haslegrave (2006, 245). This data is useful in order to supply a reference list when dimensioning the design.

Figure 7. The main Anthropometric measurements, in mm.

The examined data measurements were tested on the full scaled mock-up prototype, in order to ensure that the facility dimensions are appropriate for the user. The anthropometric measurements will be used to ensure that the dynamic solution is appropriate for the user. The data selection is therefore important, to confirm that the solution is suitable for all users between ° ° the 5 of women and 95 of men.

/ 3 ANALYTIC PHASE

The Analytic phase contains gathered information about t he competition, existing boarding solutions, the user and its needs, through field and background studies. The Analytic phase complements the project purpose with a compr ehensive background study, in order to optimize the boarding solution. The analytic p hase is significant since no particular requirements were set for the boarding solutions. The analyt ic study defines the difference between boarding solutions for landborne- and waterborne vehicles, which follows different conditions regarding boarding height, resistance to water and safety matters. The ambition is to conduct a profound study that contributes to the resul t of the collection of insights on how to optimize the boarding opportunity.

3.1 The competition The existing competition on the market today with similar technologies as NEWT, is Lit Motors and Yamaha OU32. Lit Motors is building a gyro-stabili zed, two wheeled future of transportation, see Figure 8. It is still under developmen t by an american company, but have likewise NEWT, the goal to expand the future vehicle plat form for today’s mobility challengers. The Lit Motor will be driven by a pure electric driv eline with autonomous capabilities(Lit Motors 2019). Unlike NEWT, the Lit Motor do es not have the possibility to travel in water .

The Yamaha OU32 is a small and fast hydrofoil vehicle that can reach a speed of 35 knots in water (Yamaha Global PR 2020). It is built for two passengers and it has two hydrofoil wings. The Yamaha OU32 is not marketed yet, but the Japanese Horiuch i R&D Lab says that it may be successfully brought onto the market when the time is rig ht (Yamaha Global PR 2020). Unlike NEWT, the Yamaha OU32 does not travel on land.

Figure 8. Existing technologies, starting from the left. 1. Lit Motor 2. Yamaha OU32.

3.2 Boarding solutions

Boarding a vehicle of any kind requires a well planned solution in order to get access in the most efficient way. The type of vehicle and its surroundings, affects the placement and the solution alone. Different existing boarding solutions are studied from a variety of segments, in order to learn more about the possibilities.

/ A vehicle which travels on land has greater possibilities t o place the entrance on the side of the vehicle, due to it being levelled with the ground. This seems to be the most natural way for the user to enter, because there is no need to take any larger steps or climbs, and it will also end up as close to the steering as possible. For the airborne vehicl e, as the JAS Gripen, the boarding is placed from above. Here the boarding also acts for safety asp ects. Being placed from above enables the pilot to exit vertically, if the accident app ears. The same goes for the Formula 1 car. Perhaps it is easier to exit a car by standing up, then exiting on the side if an accident appears. The larger commercial flight uses two entries, one in the f ront and one in the back, see figure 9. This boarding solution acts to distribute a great amount of passengers when entering. The door on the airplane is also formed as a stairway to ease the access for the user. In this way, the boarding can combine the main function of making room f or the user to enter the vehicle, with the sub function of saving time and space to enhance the user experience.

Waterborne vehicles differ from other vehicles when speaking of boarding. Docking the vehicle there can be numerous of different height levels of the encountered jetty. Both the jetty itself can be built on a high or low height above the water level and also the water level itself can affect the current height, due to the tide. This means that the bo arding solution needs to be more adaptable for different scenarios. A broad gunwale or a step to assist the user is common. It is also more common to see different kinds of supporting handles or bars, to hold on to, when entering. Finally, an open atmosphere, as for the jet-ski, contributes to alternative ways of boarding.

The boarding solution does not necessarily only contribut e to its function, but also to enhance the design. By being innovative with the motion and its shape, the boarding can communicate differently to its user and even become a trademark. The “Lamborghini doors ” are one example of making a trademark, and perhaps this is what Tesla endeavo rs with the open doors being shaped as a T.

Figure 9. Different boarding solutions for vehicles in different environments.

/ 3.3 Field study

3.3.1 eCarExpo eCarExpo is an annual exhibition with 80 exhibitors an d over 14 000 visitors (eCarExpo 2020). It provides a venue with a wide range of electrified v ehicles. Visitors can learn more about the vehicles, get inspired and even test-drive the majority of them. The exhibition is located in Solna, Stockholm and it is a great place to take part of the latest innovations in different boarding solutions (eCarExpo 2020). The aim was to analyse as many veh icles as possible. See Figure 10 for the analysed vehicles. What enhances the user experience and w hat is just a technical show off?

The function of NEWT is highly associated with landborne vehicles, such as the car. The boarding of NEWT on land is higher prioritized than one in water, therefore it was essential to investigate the boarding solutions of different cars. See A ppendix A for the complete document from the exhibition.

Figure 10. The analysed vehicles, starting from top left corner and continuing in a horizontal order. 1.Onyx Pure Electric Airplane 2. Citroen ds7 Crossback 3. Eloped ZAi5000-2 4. Tesla Model 3 5. Honde e 6. Eloped x4e 7. BMW i3.

The understanding of the boarding solution was ocularly evaluated and later fully experienced. The vehicles which perceived the highest boarding intuition , were the ones using a traditional door handle. A popular solution on the more innovat ive cars, was to use an integrated handle in the body, see Figure 11.

Figure 11. The integrated handle on Tesla Model 3 (left) and Honda e (right).

Letting the components make room for the user when boardin g was a great way to optimize the limited space. On some models the seat automatically slided back at the same time as the door opened. The components could also be shaped to save necessary space, as the steering wheel saved space for the knees in Figure 12.

Figure 12. The steering wheel on Citroen ds7 Crossback.

The smaller cars could use one single door to open for b oth the driver and the passenger. This was found to be efficient, but the solution takes up a lot of space and in the scenario of getting out from a tight parking lot can create prob lems.

Innovative door solutions were found, as the one on BMW i3 which reminds of patio doors, see Figure 13. On this particular solution it requires a lot of force to close the backdoor, due to the handle being placed behind the user’s shoulder.

Figure 13. The doors on BMW i3.

One alternative solution was to use a spacious opening fro m above with a turning knob handle. This boarding solution solely occupies space upwards, instead of along the side, see Figure 14. In a water environment, where a side solution may interfere, this solution was considered.

Figure 14. The boarding on Onyx Pure Electric Airplane.

The examination of the vehicles from the eCarExpo gave great insights on how today's electrified cars has solved the boarding solution. The patio doors of the BMW i3 were found to be inspiring, opening up a greater space for the user w hen boarding. Besides finding traditional doors on most cars, different types of handles were analysed. Most interesting was the knob handle found on the Onyx airplane, suitable for a bo arding solution being vertically opened. The insights will be examined, to see if a similar solution is suitable for the vehicle NEWT.

3.3.2 Seacastle

Seacastle is a boat retailer in Lidingö, Stockholm, with a range of waterborne vehicles (Seacastle 2020). This visit was a great opportunity for us to examine different types of modern boats and also to learn more about the market. Different opportuni ties of boarding, common functions and details were examined and compared. Three boats and one jet ski was examined during the visit at Seacastle, see Figure 15. The accomplished summary of the visit can be seen in Appendix B.

Figure 15. The analysed boats, starting from the left. 1.XO 270 Cabin 2. VIGGO X8. 3. Delta 26 open. 4. Kawasaki Ultra 310.

A common functionality between the vehicles was the importance of safety when boarding an environment which is exposed to water. Both foot placement surfaces and gripping surfaces are covered in rubber to entail friction, see Figure 16.

Figure 16. Contact surfaces covered in rubber.

/ A boat is often designed for the user to be able to embark from all directions, although the most essential direction is from the front or the rear. The accessi bility to the driver’s seat from the front and the rear is therefore uncomplicated. The sliding door solution was commonly used for a boat with a cabin. The sliding door can be locked in several positions, see Figure 17. When boarding, the door can be opened entirely, generating a larger gap and partially open when driving, to ventilate.

Figure 17. Sliding door on the XO 270.

Another boarding solution is the two parted door, here used in the front. The two parted door is a practical solution, incorporating an openable window into the door solution, see Figure 18.

Figure 18. The two part door solution for the XO 270 and VIGGO X8.

The boarding onto a jet ski is different from other boats, because of the jockey seat, see Figure 15. The jockey seat forces the user to practice a completely d ifferent type of motion and be seated with low guidance. However, there is no backrest to get around if the environment is narrow and the user can be seated anywhere on th e seat’s surface.

The visit at Seacastle was found to be inspiring, investigat ing the boarding solutions for waterborne vehicles. Unlike the landborne boarding solutio ns, solutions for waterborne vehicles have other requirements to manage such as being waterproof and manage shaky driving conditions. The sliding door found on the XO 270 and the rubber surfaces was found interesting to examine further for the project NEWT.

/ 3.3.3 Twizy vs. NEWT

Renault Twizy is a small electric driven car, built for two persons, see Figure 19. Twizy is the closest comparison to NEWT when it comes to usage, measurements and approach. This field study gave a more profound understanding of how the limited space was perceived and planned in a smaller vehicle. The complete study of the R enault Twizy can be seen in Appendix C.

Figure 19. Overall view of Renault Twizy.

In order to analyse a given activity, it was suitable t o map out the performance on a timeline in an activity assay, see Figure 20. The activity assay points ou t every step of an activity and how it was executed, even the activities that come without thinking (Netinbag 2019). This analysis results in an enhanced understanding of even the simplest acti vity, which is useful for evaluating and reviewing the product or service (Netinbag 2019). The activity assay was conducted on the Renault Twizy to grasp the feeling when boarding a simi lar product to NEWT. The activity assay was completed both when entering and exiting the Twizy. It pointed out the importance of designing the boarding so that the flow of action is intuitive.

Figure 20. Activity assay method used for the Renault Twizy.

The seating in Renault Twizy is designed quite frugally. There is not a lot of cushioning in the seats and the majority of the material choice contains plastic, which makes the impression of the solution less qualitative. Although, the chair feels suitab le for a marine environment and saves a lot of space, especially when the back seat has been integrated into the cabin, see Figure 21.

Figure 21. The seating of Renault Twizy.

When being seated in the passenger’s seat, the feeling of bein g trapped and unsecured appears. What enhanced the security, was the 3-point belt, used for both seats. The centered placement of the seats creates space along the sides of the driver for the passenger, see Figure 22. In a marine environment, the centered seating placement would also be suitable from a balance perspective.

Figure 22. Liberty of action for the passenger.

/ The sight when looking back was limited, because of no r ear window. When looking forward, the frame of the front window was close to interfering with the driver’s vision, see Figure 23. Driving through narrow passages the need arises to raise th e body’s position to be able to see what is in front. When being in water it is crucial to be able to see the close surround ings.

Figure 23. Position for the driver.

Two doors were located on each side of the Renault Twizy . Both doors are opened vertically, which entails the car to not occupy much radial space. The vertical solution was simply closed by holding onto the door’s chamfer, see Figure 24.

Figure 24. Viewing of the door being open.

/ The doors have plastic windows which open by a zipper. This lowers the sense of quality of the vehicle, see Figure 25. Since the sight is limited inside T wizy, a smaller window was placed below the plastic window. The smaller window improved th e sight to the side of the vehicle. Since the vehicle is small, the extra window also provided a spatial sensation.

Figure 25. Side door windows, starting from the left. 1. Plastic window with zipper. 2. Smaller window.

The handle used to open the door was placed on the insi de and opened by pulling it upwards. There were no handles from the outside, which seems odd when there was not much space for a person to reach the inside, see Figure 26.

Figure 26. Viewing of the positions of the hand when opening the side door.

The study on Renault Twizy brought useful insi ghts regarding the sight. The sight inside Twizy was limited and made the driver and the passenger feel trapped, something that is prefered to improve for NEWT. The vertically rotated doors fel t innovative and saved great space to the vehicle side when being opened. The vertically rotat ed doors were found interesting to examine further for the project NEWT.

/ 4 CREATIVE PHASE

The Creative phase is divided into three loops, where the interplay with the user develops over time. The first loop is made to understand the challeng es the users will be exposed to. Further, scenarios are tested with the user, to finally co -create solutions together in a workshop.

The gathered insight from the analytic study is taken int o account when proceeding with the Creative phase. The ambition with the Creative phase is to work together with the user through co-creation, in order to deepen the understanding of th e user's needs. The Creative phase involves iterative loops to improve the study, striving to achieve the result of collecting significant insights on how to optimize the boarding opportunity.

4.1 First loop - Fundamental boarding situations Based on the existing design of NEWT, a prototype in full scale was built. The prototype was built out of plywood to function as a hand-on t est station for the upcoming user studies. The prototype also gave useful insights regarding the actual si ze, freed space and height differences of the vehicle NEWT.

The prototype was built on a foundation of two pal lets, both to create space between the ground when the wheels are folded down, but also to make the model stable and reliable. Iron brackets and screws were used to attach the plywood parts together. The wheels were cut out of plywood and covered with cardboard to visualize the wheel breadth.

In the first loop the prototype contained large openi ngs and a removable upper part, see Figure 27. The rear section was left completely opened, while the front was partly covered. This decision was based on the fact that the driver’s environment was required to be placed in the front.

Figure 27. The first loop’s prototype structure.

/ The roof and the cover of the side was formed out of foam elements and acted to limit the freed space inside, see Figure 28. The ability to move various par ts, such as the upper part and the sides was necessary when investigating the elementary possibilities of the boarding. A threshold was shaped out of foam to limit the motion from the side and to investigate the required height due to the water line. Two rotatable chairs were placed i nside to investigate the possibility of turning the chairs.

Figure 28. The use of foam to cover the possibilities of the boarding.

The main boarding possibilities, from the side, the front and from the rear were tested in the first loop. Each possibility was tested on three different levels of height, to illustrate different scenarios when docking in water, see Figure 29. The differen t levels resemble ground level on land, a low jetty in water and a higher wharf in water. The test ended with an analysis of different door solutions.

Figure 29. The different levels of heights, ground level, low jetty and high wharf.

The test was conducted in order to learn and understand t he first impressions when boarding the different sides, before it was tested on the user. The who le summary of the user study can be viewed in Appendix D.

/ When testing the prototype, it was found that a possib le challenge with boarding from the side could be the low opening. However, an intuitive cour se of action was to use the chassis of the vehicle as support to ease the boarding, see Figure 30.

Figure 30. Boarding the prototype from the side, ground level.

A possible challenge with boarding from the side could be the low body which forces the user to bend a lot, in order not to hit the upper frame. When stepping out from ground level, the threshold creates a high difference between the ground and the vehicle. This forced the person to take a larger step and obstruct the balance needed to step o ut, see Figure 31. The low jetty creates a greater bend to the knee and more force was required. Th is was also found as a problem in the field study, see chapter 3, eCarExpo.

Figure 31. Leg positions when boarding from ground level.

/ Boarding from the highest level was possible from the sid e and the user could use support on the wharf, see Figure 32. However, if the wharf is higher it could be difficult, due to the low body of the vehicle. Additionally, the user will be forced to step close to the side of the vehicle, which could create imbalance. There could be a risk in the vehicle wanting to drift away from the user when stepping close to the side.

Figure 32. Boarding from the side, from the wharf. The boarding from behind can be convenient because of the large space, which gives the user the opportunity to easily move inside the vehicle with the seats as support. However, the distance to the driver’s position was a problem, see Figure 33. It is very likely that the time to exit takes too much time to escape an accident.

Figure 33. Boarding at the rear.

/ The testing persons agreed that boarding from the front could be convenient, due to having a controlled view of the driver’s seat and to be able to walk straight in. The height of the driver’s environment was illustrated by a wooden wall. On groun d level, this aggravates stepping in and out, when the foot risks to interfere, see Figure 34. It is also possible that the user is not comfortable with stepping over instruments in the environment.

Figure 34. Exiting from the front to ground level.

When boarding from the wharf, the driver’s environment can be less disturbing, due to the angle, see Figure 35. In contrast to leaving on the side, the frame of the chassis should not be a risk to hit with the user’s back.

Figure 35. Exiting from the front to the higher wharf.

Possible door solutions, based on different scenarios were anal ysed. The different scenarios were the different levels, confined spaces, on land and in water.

/ From the side, on ground level, a possible solution, i n order to create one large opening could be two cabinet doors, opened outwards, with the handles fi tted tight together. To make the solution achieve confined space goals, choosing two sliding doors cou ld be preferred. Other options are one sliding door or one rotating door. The handles could be refitted to the top of the chassis, as a result of moving the user to the higher wharf, see Figure 36.

Figure 36. Prefered door solution from the side.

The testing persons felt that the solution for the rear and the front could work as a trunk cover. With a low positioned and centred handle it was easy to reach, see Figure 37.

Figure 37. Prefered door solution from behind and in front.

The first loop of fundamental boarding situations consisted of building the full scaled prototyp e and performing the first impression user study. Th e first looped prototype gave great understanding of the actual vehicle measurements, which was necessary when perceiving the boarding space and distances. The purpose of the user study was to try out the main boarding situations and get a perceived idea of the boardi ng solution.

The boarding possibility was perceived the easiest fro m the side on ground level, but easier from the front when boarding to a wharf. The per ceived solutions for the two sides was a sliding door for the side opening and a trunk cover for the front side opening.

/ 4.2 Second loop - Inviting the user In the second loop, the previous prototype was refined. This with respect to the insights gathered from the first user study, see previous chapter. The refined prototype would be used for the second loop’s user study.

The prototype was rebuilt to further resemble the actual N EWT, see Figure 38. The upper part was attached to the construction so that the user could f ind support and hold on to the framework while boarding. A beam was placed in the middle of the roof to support the two upper sides and to act as the roof’s height. The rear section was assigned a level of height, shaped as the actual NEWT design. The rear level height was set from the back wheel hollowing. The front part was refined with a driver’s environment and two solid win gs in the very front. The solidity was important so that the user could act on the actual board ing experience. The inward breadth was adjusted with foam inside the prototype.

Figure 38. The second loop prototype structure.

The front wheel hollowing was created underneath the panel and forced the user to separate their legs, see Figure 39. A seat for the passenger was created and a fixed chair was placed to resemble the driver’s seat, instead of the rotatable chairs fro m the first loop. In order to simulate the boarding in water conditions, two mattresses were placed underneath the prototype, creating instability. The threshold was built in plywood on a conceivable height to illustrate the water line.

Figure 39. Refinements from the second loop prototype, starting from the left. 1. Front wheel hollowing. 2. Mattresses which creates an unstable action.

In the second loop of user studies, the goal was to i nvestigate the three boarding alternatives. 8 people performed the study with different experience with land- and waterborne vehicles. The division consisted of 75% men and 25% women, in the age span 23-70. The participant had to board the three sides from three different levels, the gro und level, a 0,8 m high level which resembled the lower jetty and a 1,2 m high level which resembled the higher jetty (SBU 2015, 37). All following quotes from the users are translated.

The majority of the participants agreed on that, boarding from the side was the most convenient, at ground level. Recurrent quotes as follows seemed to be decisive. “You walked straight into the Driver’s seat”(Male, 26), “Like stepping into a car, it is familiar” (Male, 70), “I want to use the frame to support my way in”(Male, 26). It became clear that the emotional and accessibility aspect was important. Noticeable was, especially when stepping ou t, that the user used different techniques, see Figure 40.

Figure 40. Stepping out from the side.

/ When boarding from the front and behind on ground level, the opinions were divided. From behind the user found it hard to both take the lar ge step up onto the rear and down into the environment. Common was to place the knee on the top of the rear, in order to climb up, see Figure 41. To ease the step into the environment, the u ser often used the passenger seat as a natural step. “It would have been better with another step next to t he passenger seat and one outside at the rear chassis. Also easier if there was some support on the rear body”(Male, 70). When stepping out from behind the user felt uncomfortabl e with the visibility and the height level. A few jumped down straight to the ground wh ile others climbed down. “Hard to see the step down when it is hidden from above”(Male, 70) “Thi s jump is too high, to jump off from everyday”(Male, 26). Surprisingly, the majority did not find it hard to reach the driver’s seat while inside.

Figure 41. Boarding from behind, ground level.

Boarding from the front aroused a lot of emotions. ”Easier than I thought, when first seeing it”(Female, 32). Apparently the complexity of the boarding appearance matters. If the boarding looks inviting and surmountable, it will prepare the user psychologically to mount it. The process of boarding from the front contains steep angles on th e wings, further distance to support and a dashboard to climb over, which looks complicated. Climbing over the dashboard, stepping on the chair on the way down, was additionally a physiological issue. “A big step in order to reach the wings. Need something to pull myself up with. Need t o put my feet on the seat, making it dirty. Should have its own step” (Male, 70). “Do you really step on the dashboard, feels wrong”(Female, 23), see Figure 42.

Figure 42. Boarding from the front.

The users were also asked to test boarding from behind and the front while a passenger or driver was present. The majority found it easier at the rear, due to fewer obstructions, see Figure 43.

Figure 43. Boarding with a passenger/driver.

When boarding from the higher level, the side was not the clear choice anymore, see Figure 44. “The frame is disturbing, I need to bend too much”(Female, 23).

Figure 44. Boarding from the side, lower jetty.

/ Introducing two different levels and imbalance from the mat tress changed the point of view for the majority of the participants. The boarding from fro nt, which was acceptable on ground level, now became a concern.”The step feels way too long” (Male, 28) , “It feels like i am gonna slip, due to the angle” (Female, 32) “This was scary, will it fall over?” (Female, 23) ”Now stepping on the side feels wrong, due to the imbalance” (Male, 24). The need of supports increased when boarding the front from a higher level, see Fi gure 45.

Figure 45. Boarding from the front, jetties.

Boarding at the rear on higher levels was appreciated. It was easier for the user to keep the balance, by stepping onto the centre of the vehicle, see Fi gure 46. It was also perceived as the most safe way of leaving the vehicle, due to support po ssibilities from the frame. “At this level, the rear wins, no doubts”(Male, 24), “The level creates natural steps, almost like a staircase”(Female, 32).

Figure 46. Boarding from behind, jetties.

To sum up, the obvious choice on ground level was fo und to be to board from the side, while boarding at the rear was the clear choice by the users who tested the prototype from higher levels. Worth mentioning: a few participants felt the need , in water, to exit or at least be able to stand tall in the front. See Appendix E for more information about the studies.

4.3 Third loop - Idea generations

In the third loop the prototype was refined before the workshop with the new insights from the second user study, see Figure 47. One input from the secon d user study was to visually mark out where it was not allowed to stand, consequently these areas were painted in red. Typical surfaces for foot placements were also indicated with black frictional tape.

Figure 47. The third loop prototype structure.

Two footstools were built inside the prototype, one besides the passenger seat when boarding at the rear, and one besides the driver seat when boarding f rom the front, see Figure 48. Another footrest was built in the rear, as many users n eeded an extra step when boarding from the rear.

Handles were placed where attendants needed support, both on the outside and inside of the prototype. The handles were placed within the distance of 1060 [mm], with respect to the ergonomic study of the maximum gripping distance when bein g seated. Further, the roof was refined into a more credible one, but still allowing the openings in the front and the rear to be accessible.

Figure 48. Refinements from the third loop prototype, starting from the left. 1. Footstools. 2. Footrest. 3. Handles. 4. Refined roof.

/ In order to explore as many boarding principles as possib le in the third loop, a brainstorm was made. The brainstorm started with open minded ideas, see Figure 49. The principles included everything from elevators doors to how a drawer is open ed. In the next step, rough sketches were made to visualize these thoughts.

Figure 49. Brainstorm of the principles.

The sketches were further evaluated and clustered, see Figure 50. The clustering enabled connections to be made on which principle that was appropriate for which side.

Figure 50. Clustering of the sketches.

/ For the main side, the sliding-, hatch- and rotational principle was found to be the most appropriate, see Figure 51. The front and the rear were n ot separated, due to its similarity. For the front and rear, the slide and the hatch principle was f ound to be the most appropriate. The remaining principles which were not selected, were either not suitable or not possible to integrate in the overall design.

Figure 51. Top row. Principles for the side. Bottom row. Principles for front/rear.

A workshop was performed in order to gather insights from the user on different solutions for the overall principles. Solutions were built in cardboard and foam, and presented on the third looped prototype. The participants had different backgrounds and experiences regarding land- and waterborne vehicles, with intention to gather as broad k nowledge as possible. More about the workshop, see Appendix F.

The process of the workshop was inspired by a method called Crazy Eights, which includes brainstorm, feedback and presentation(Levey 2017). The p articipants were first assigned a design approach and then split into three groups. The three approaches selected suitable to convey a future NEWT brand were Innovative, Compact living and Intuitive. Innovative; the solutions had to be inventive and groundbreaking, Compact Livin g; the solutions had to be smart and combine several functions, and Intuitive; the solutions had to be practical, easy to understand and easy to adapt. Each participant had to sketch ideas for each side, main side, front and rear, see Figure 52.

Figure 52. Sketches from the Workshop.

/ In the next step, the participants were formed in group s from which design approach each participant had been assigned to. Each group had to compare and discuss the sketches that were made in the previous step, see Figure 53. The thought was to make use of each other's background knowledge and experience, and include ideas from every group member. Every group had to come up with one mutual solution for each opening that needed to go along with the design approach. The groups had the prototyp e at their disposal.

Figure 53. The groups create solutions for the prototype.

The participants developed an elevator pitch in three minutes, see Figure 54. A lot of interesting discussions were formed, such as how the solution was supposed to hold tight in water and what specific mechanism to use.

Figure 54. The presentations from each group.

/ The Innovation group came up with a 4-part solution on the main side. The different parts could act independently and move depending on the need since the solution opens entirely or partly. The Intuitive group came up with a sliding door that was easy to understand, see Figure 55. The sliding door could be slided back and forth depending on the need, but not opened entirely. The Compact living group integrated a dining table to th e solution, by folding the upper part. It thereby functioned both as an opening and a table. When exiting on the side, one of the solutions from team Compact living was to fold the door to create a ramp leading down to the groun d.

Figure 55. Solutions for the main side.

The Innovative group thought of extra steps, to facili tate the boarding on the front and at the rear, see Figure 56. As for the rear, two extra steps were placed on two different levels, that the group thought would help the user when boarding. The Compact living group also wanted to facilitate the boarding in the back, by creating a 4 bar linkag e solution that could act as an extra step when being folded backwards.

Figure 56. Solutions that facilitate the boarding experience.

/ Two types of solutions were made on the front side. Th e Innovative group and the Compact Living group designed a slide door which went backwards, see Figure 57. This solution will be concealed when being slided on the roof. One participant from the Innovative group, who had great experience of boats, explained that it is necessary to stand up in narrow passages when docking in water and signalling to outsiders. The Intu itive group designed a door, which was easy to interpret.

Figure 57. Solutions for the front side.

The third loop involved a refined prototype, from t he insights gathered in the second loop, and a brainstorm to explore as many principles as possible. The refi ned and final prototype contains support footrests and handles. The ambition with the fin al prototype was to build a testing mock-up that can be useful in future projects. The brainst orm narrowed down the suitable proposal principles for the boarding solution, as a sli ding-, hatch- and rotational principle for the main side, and a slide- and hatch principle for the front and rear.

To conclude the workshop, many ideas were gathered and used later in the process for inspiration to the concept proposal.

/ 5 EXECUTIVE PHASE

This chapter starts with an evaluation of the boarding area and its principle. Further, a concept proposal is created, where the result takes form through sketching, component evaluation and renderings.

The gathered insights from chapter 3, Analytic phase and chap ter 4, Creative phase, is the obtained result for the project purpose. The study funct ions as an underlay for further projects and covers this project’s research question “How to optimize the boarding of the amphibious vehicle NEWT, through Co-creation?”. In order to visualize the result, a conceptual proposal is presented through the gathered findings of the study.

5.1 Evaluation - Boarding areas

Deciding on the boarding areas were made with respect to t he gathered knowledge from chapter 3, Analytic phase and the chapter 4, Creative phase. The main areas decided when boarding NEWT is a combination between the side and the rear .

The system covering the side will act as the primary boardin g solution, see Figure 58. There was consensus from the respondents in the second user study that the side was the most natural choice, when boarding on land. This was also sup ported in the first user study.

The rear solution will act as the secondary boarding solut ion, when boarding the vehicle on water for fast errands. The majority of the respondents fr om the second user study preferred to board from the rear, when boarding from different level s in water. NEWT is both more stable at the rear and this boarding is more ergonomically suitable than boarding from the front.

Figure 58. Boarding areas on NEWT, starting from the left. 1. Side area. 2. Rear area.

/ 5.2 Evaluation - Boarding principles

The principle for the boarding areas was decided through a Pugh's Matrix and with respect to gathered knowledge through the project, see Appendix G. The criterias for the Pugh's Matrix, when evaluating the most appropriate principle was based on usage, intuition and design.

5.2.1 Side

When evaluating the boarding principle for the side solu tion, three principles in particular were compared as possibilities. The three principles were found in different moments in the project, such as the hatch, which was first seen at the eCarExpo, in the form of two balcony doors, see Figure 59. The principle was also found in the first user study from subchapter 4.1, Fundamental Boarding Situations. The balcony door allows a larger op ening and is a solution which is approved in the car industry. The principle was also found in subchapter 4.3, Idea Generation.

Figure 59. The hatch principle, in the form of two balcony doors.

The sliding principle was found in the field study at Seacastle, see Figure 60. It is a commonly used principle within the boat industry. Furthermore, t he Intuitive group from the workshop created a sliding door for the side, with the reasoning that the principle is easy to understand and easy to use. The principle was also found in subchapter 4. 1, Fundamental Boarding Solutions and subchapter 4.3, Idea Generation.

Figure 60. The sliding principle on the side.

/ The rotational principle was evaluated in chapter 3, Twizy vs. NEWT. Twizys solution rotated the door vertically, see Figure 61. This allows a large o pening and does not occupy any space to the side of the vehicle. It can also be seen i n subchapter 4.3, Idea Generation.

Figure 61. The rotational principle.

The rotational principle was chosen for the boarding fro m the side. It is the most suitable principle for NEWT. It goes well with its innovative aspect and the idea of being a supple vehicle, since it does not occupy any space. From the Pugh's Matrix, this score was high, which justified the choice.

5.2.2 Rear

Four principles were evaluated when deciding the most approp riate solution for the rear area. One principle that was presented in the workshop was the 4 bar linkage, by the Compact Living group, see Figure 62. The 4 bar linkage was considered to be a mechanically simple solution which is easy to use. This solution was considered to be difficult to hide and not possible to be open when driving, since it is exposed to wi nd.

Figure 62. The 4 bar linkage principle.

/ The folding principle was also taken into consideration w hen deciding on the rear solution, since it was found to be a common principle used in the car industry. It was introduced during the workshop, where the Intuitive group presented the cabrio let solution. The solution could be hidden inside the vehicle body when being folded and was sketched, in order to visualize the possible motion, see Figure 63. This principle risks to b e too complex when implementing it into a demonstrator.

Figure 63. The folding principle.

The most intuitive principle for the rear area was the hat ch principle. The hatch was presented in chapter 4, Idea Generation and Fundamental Boarding Solution s, and is also found in the workshop by the Intuitive group, see Figure 64. The negative aspects of choosing the hatch principle is the occupied space it creates when being open an d it is seldom used in an innovative solution.

Figure 64. The hatch principle.

The sliding principle was found at Seacastle and was considered to be an intuitive solution with recognition to everyday solutions. The principle was present ed at the workshop from the Innovative group, in form of a parted sliding door and from subchapter 4.3, Idea Generation, see Figure 65.

Figure 65. The sliding door principle in the rear.

With the gathered knowledge and by the use of the Pug h's Matrix, a combination between the folding and the sliding principle was chosen. The soluti on should be able to be folded while sliding on a rail system. This was decided to be the most suitable principle for NEWT, since its solution can be hidden and stay up close to its body while being folded. This also implies that the user will not interfere with the solution while boar ding. The folding principle facilitates a larger area to open up, which creates a sense of freedom while usin g it in water. The possible complexity of the principle was overruled by the sensation of quality and the possibility to create a manual solution and the ease of use in the solution. Finally, the principle contributes to the innovativeness, in contrast to the hatch principle

5.3 Concept proposal The conducted study on how to optimize the boarding so lution to an amphibious vehicle, was finalized with a conceptual design proposal with applicable mechanisms. The design and construction choices were derived from the study and gave a guideline on how the design could be implemented on the existing NEWT design.

5.3.1 Side solution

The final boarding principle for the side, was the sing le vertically rotating door. The main inspiration for this solution was the study on Renaul t Twizy. The Twizy’s door opens up vertically and the door entails the vehicle to not take up that much space when being open. The solution also contributes to the innovative expressi on that the concept NEWT entails.

The conceptual design of the side door was initiated by the overall shape of NEWT. The requirements when deciding on the overall shape, was to all ow enough opening for the driver and one possible passenger to board. The selected shape of the door mimicked the outer shape of the vehicle, and allowed a larger opening, see Figure 66.

Figure 66. Illustrations of the shape of the side solution.

In addition to the main window there is a smaller win dow below. This helps to create a more open atmosphere to NEWT. The overall shape itself carries a spor ty approach and a streamline

/ along its side was implemented to enhance this further. The selected streamline conceded the right amount of sportiness and yet remained uncluttered, see Figure 67.

Figure 67. Illustrations of the overall design of the side solution.

Another aspect of the side solution that was examined, was the motion. Unlike Twizy, NEWT needs to keep tight in water conditions and the door can not be placed on the outside of the body. To solve that matter, the door was tight to the bod y and an extra step needs to be done when opening, as the door needs to be moved outside of the body before being moved upwards around ° the axis, see Figure 68. With respect to the ergonomics and the 5 of the women from the study, the possibility to grip at a height of 1790 [mm] when standing was considered when closing the door.

Figure 68. The motion of the side door.

/ When implementing a smaller window on the lower part of the door, the main window can not be lifted down completely, see Figure 69. The main window is frameless and has a height of 450 [mm], which means that 50 [mm] of the glass is visible. Th is was seen as a forgiving height to neglect, when implementing the smaller window.

Figure 69. Explanatory image of the visible section of the main window.

The handle which was designed for the door, was inspired from the insights gathered from the field study at eCarExpo. When examining different cars, the cars with traditional handles were perceived more intuitive and easier to use than the innovat ive ones. To make sure that the intuitive aspect of using an innovative rotational side door will not degrade the use, a traditional handle seemed more suitable.

The size of the handle was designed to fit the indicated hand dimension, which was inspected in chapter 2, Ergonomics. The study indicates that the handle n eeds to have a maximum diameter of 43 [mm] to fit all hands. The length of the handle needs to be at least 109 [mm] to be operable for all hands. Based on the fact of designing a tradit ional handle, the space between the door and the handle needs to be dimensioned with at least 21 [mm] of depth and 95 [mm] of length, for a hand to be able to grip around it with the fingers.

/ The motion of the door consists of a three dimensional mo tion, where the door first moves out of the vehicle body, to later rotate vertically upwards. Thi s motion was achieved by a scissor door hinge, see Figure 70. The motion is handled manually and the scissor door hinge is an existing product that was commonly used in the car industry by Lamborghini (Scissor Doors Inc. 2015), which was studied in chapter 2, Boarding Soluti ons.

Figure 70. Scissor door hinge (Scissor Doors Inc. 2015).

The locking mechanism for the door solution was retrieved from the car industry, as a common lock actuator, see Figure 71. The locking component is used on regular cars and controlled by an electric car key (Cars 2020).

Figure 71. Lock actuator main components.

5.3.2 Rear solution

A sliding door solution which could be fol ded inside the rear was selected as the boarding principle for the rear. The main reasons for thi s solution were the criterias of concealing the solution in order to drive with an open cabin, being able to enjoy the surroundings wh ile floating in water. The sliding door also enhances the solu tion to consist of glass, so the user has gain ed sight backwards, unlike Twizy where the sight is limited. As for the side solution, the sliding door contributes to the innovative expression that the NEWT concept entails.

The conceptual design of the rear solution was initiated b y the amount of sliding sections that it would consist of. The idea was to guide the doors thr ough a rail system and fold the sections so it fits in the rear part of the vehicle. The amount of sect ions was decided from the desired space of the opening and the available storage space. The largest storage space was found on top of the back wheel hollowing, see Figure 72. The length of the storage space was 560mm, which means that each sliding section could be adjusted from that length.

Figure 72. The available storage in the rear part.

With the available length, the sliding door could con tain three sections to open the most part of the top. This allows the driver to stand up at full lenght when docking beside a jetty and to communicate with the outside. This was a discovered need from the workshop in chapter 4.3, Idea generation. The amount of sections was desired to be as few as possible, to decrease the complexity of the construction.

A solution where the sliding door is attached in two points to a rail system and slides backwards, was selected, see Figure 73. The first section would be open vertically and then folded onto the next. The solution is intended to fold two times and then fold into a hatch on top of the back wheel hollowing.

Figure 73. Explanatory image of the folded sliding door motion.

/ A handle similar to the Onyx Pure Electric Airplane, that was examined in the field study, was selected, see subchapter 3.3, eCarExpo.

The windows for the selected door solution are 4 [mm] d ouble curved toughened glass, which follows the outer shape of the vehicle body, see Figure 74. The glass and the framework ensures an encapsulated cabin solution, since the vehicle is used in water.

Figure 74. Framework with double curved glass in between.

To fold the sections completely a hinge is placed in the framework, see Figure 75. The attachment is then connected to a rail, as it travels along the rail system. In the final position, where the sliding door folds into the storage space, a regular hinge is attached to the framework, to rotate the solution into its storage place (Abbey W indows 2020). The attachment which is connected to the rail system, is rotatable around the connect ed axis, which allows all the sections to rotate together into the storage space.

Figure 75. Attachment between the sliding door sections, to the rail system (Abbey Windows 2020).

/ The geometry of the three chosen sections occupies more storage sp ace, than the existing one of 87 [mm], see Figure 76. The various geometry occurs by the overall body shape of NEWT, which was intended to be kept. The sliding doors occupy 140 [mm] when folded and lead to a higher storage space at the rear. The modified height of t he space did not disturb the rear to stay as an boarding opportunity, as the change is su fficiently small.

Figure 76. The sliding door geometry when being folded.

The locking mechanism that was found to be suitable for t he sliding door, was derived from Kömmerling panoramic patio sliding doors (2020). The pati o sliding door uses a hitch to lock into the other body, see Figure 77. Since the purpose is to move the concept NEWT closer to a final demonstrator, the locking mechanism and its syst em are seen to be functioned manually.

Figure 77. The locking system for a panoramic patio sliding door.

/ 5.4 Proposed final design

The Final design is presented as a conceptual proposal shaped ou t of the results found in the study. The approach is shown in Figure 78, with boarding opportunities from the side and rear.

Figure 78. Overall approach of NEWT with the boarding opportunities.

The side door with the scissor door hinge, creates a rotat ional motion, see Figure 79. The handle is pulled outwards to open and later used as support t o push the door upwards. The side door solution is opened and closed manually.

Figure 79. The resulting motion of the side solution.

The frameless main window is possible to lower past the heig ht of the user's eyes and hidden into the door construction. At the lower part of the door, a smaller window which creates a more open atmosphere is implemented, see Figure 80.

Figure 80. The window in its lowest position.

/ The main boarding opportunity in water at the rear can be seen in Figure 81. The foldable solution can be hidden and stored in the rear section. The featuring storage extends the rear into the inside of NEWT. This entails a larger surface for the user to step on when boarding. The passenger seat is directly connected to the back of the storag e, in order to minimize the occupied space. The solution is opened and closed manually wi th a knob handle.

Figure 81. The folded rear solution.

The rail system is mounted on the body of NEWT, see Figur e 82. There is only one point which is attached to the rail, so that the remaining sections can be folded. The rail system is inspired from panoramic patio sliding doors.

Figure 82. The rail system which guides the rear solution in place.

/ The featured boarding solutions contribute to NEWT being a vehicle which can pass through narrow passages on land, to park in narrow spaces and to let the user drive pleasant with a feeling of being in an open environment, see Figure 83.

Figure 83. NEWT on land.

The rear solution fully retracted entails that the major p art of the top can be opened. This eases both the boarding and opens up the driver’s environmen t. When being in water inside a vehicle in this size, it is crucial both for psychologically an d safety reasons, to not create a feeling of being trapped or to look inaccessible, see Figure 84.

Figure 84. NEWT in water with the top down.

/ 6 DISCUSSION

A discussion of the purpose, delimitations, methodology, results and future work is presented in this chapter.

6.1 Purpose and Research question The purpose of this project was to examine the boarding opportunities of the existing model of NEWT. Previous projects have been exploring parts of the v ehicle, such as the suspensions by Lange (2015), gyro engine by Karagiannis (2015) and ch assis by Sundberg (2014) etc. The boarding opportunity however, is something that has no t been examined. This opened up for decisions and the study started from a blank slate. The onl y restriction that was considered was to not reshape the overall design of the existi ng model.

The purpose covers an area which can be dealt with in several ways. We chose to divide the problem into several subproblems which were found successful. Initially, the boarding opportunity area was examined. This established the basis of h ow the boarding principle could be implemented. It was already predetermined that the main usage should be on land, and that the ability to exit in water is applied at quicker er rands or when safety actions are necessary. The first concern was if it was possible to use one united solution for both boarding situations. Although, early in the process it became clear that two sep arate solutions were more suitable, as the side worked best for land and the rear for water conditions. The second subproblem was to examine the type of solution and how to enhance the user experience. This was accomplished through analysis, both between the designers and by co-creat ion with the user. It led to more inputs and it became easier to obtain the knowledge of how to enhance the user experience.

It was found possible to answer the research question: “How to optimize the boarding of the amphibious vehicle NEWT, through Co-creation? ”, when compiling the studies made on the boarding area and the principles. The side and rear was fou nd to be the most requested boarding areas, since the boarding differentiates a lot from land and water. With previous knowledge about boats, where the front is commonly used when boarding, it was interesting that the rear was perceived as the most wanted one. This seemed to depend on th e accessibility to the driver’s seat and the limited space when moving inside the vehi cle.

The project NEWT aims to improve the conditions in infrastr ucture and invest in innovations that contribute to sustainable alternatives in modern transpo rtation. Since this project examines the boarding system, which contributes to the finalization of NEWT, the two Sustainable Development Goals 9 and 11 by the organization United Nations (2020) are targeted for this project.

Finally, the purpose was fulfilled since several insights wer e gathered on how the boarding opportunity should be solved to the existing model. There is always room for improvements, but a significant indication could be drawn from th e results in this study.

/ 6.2 Delimitations Six delimitations were set for this project. The main delimi tation, the time frame of 20 weeks, was treated with a carefully devised plan. When conducting a plan, it is important to consider that changes can be made or that unpredictable things will appear. With this in mind, we could limit the project into the remaining five limitations t hat seemed reasonable to handle. However, we learned the importance of adapting the project to unex pected situations. We had to adapt to the COVID-19 pandemic which had its outbreak during t he project time. This made it harder to gather partakers for the user studies and contain contextual interviews which was intended at first. To solve the problem, the user studies were divid ed into three loops where we performed the first loop and later could perform a second loop of user studies with slightly less participants than firsts intended. Finally, a Workshop was held to test solutions on the participants. In this way, we could still gather relevant insights and examine the user’s needs. When examining the boarding opportunities, other informat ion such as aids and external desires was mentioned from the user. This was realized on the proto type and documented, but not further analysed since the main deliverable was the boarding solution. Although, the performed study was supposed to work as an underlay for future works of the project NEWT. The hope is that the study can be useful as a whole, concerning small amphibious vehicles. Since the project of examining the boarding opportunity has not been explored before, some limitations such as fundamental measurements and restrictions were necessar y to relate to, due to the time frame. If these limitations were not set from the beginning, it would consume unnecessary time that the project purpose does not intend.

6.3 Methodology

The Design Process Model is commonly used in product design development. The method is mainly used to understand the user, which is the purpose of the study. The chosen method examines the users opinions and needs. The Design Process Model(Sti ftelsen Svensk Industridesign 2018) acts iteratively, which is shown in the three loops. Working iteratively allowed us to deepen our knowledge and insights for each step. For instance we first performed the User Study ourselves, in order to understand the fi rst impressions when boarding different sides. This way it was easier to develop and conduct the seco nd loop of the user studies with the participants. The second loop was necessary to reach the goal o f understanding the user. A third loop could be made through the Workshop, which led to a further understanding regarding the user need and their interpretation with the pro duct.

One step in the Design Process Model is prototyping(Stift elsen Svensk Industridesign 2018). The prototype has been included in most stages. Initially, it was used to grasp the actual size of the vehicle and as a hands-on testing station. It was later used when performing the user studies and the Workshop. The prototype went through three iterati ve loops, as the prototype improved after each step. The improvements resemble the insights that came up wit h time and the final version provided useful functions to the boarding. The final version is seen as an important handover to

/ further development on the boarding opportunity and other areas, as it contains the correct levels and sizes of the existing model. Building a prototype at this level was also a great experience to bring with us in future projects. It eases the work for the designer and the understanding for the user.

Another aspect of the chosen methodology is the use of q ualitative and quantitative data. Considering the conditions with COVID-19, we felt sat isfied with the outcome of the studies. It is always a concern if the conducted data is reliable, but since we got to perform user studies with 8 people, spread in different backgrounds and exper iences, regarding land- and waterborne vehicles, the result was fairly robust.

6.4 Results

The result of this project is a collection of insights on how to optimize the boarding opportunity for the existing model of NEWT. The gathered insights or iginates from background research and the analytic and creative phase. A conceptual proposal was presen ted based on the results that were found.

The result shows that two boarding areas are necessary when bo arding NEWT. Although, the third alternative, boarding from the front, still cou ld be developed. According to Fuchs and Glorietta (2007) visualization of a user study allows t he comparisons of the study to be better examined. The second looped User Study took wavy condition s into account, by using a mattress underneath the prototype. More difficult was the realisti c visualisation when being at sea and approaching a jetty or wharf. Some of the answers from t he User Study stated that the front was preferred when boarding a jetty due to the straight co urse of action. The result could be different if it would be possible to hold the user study in the correct environment and its conditions. As the main boarding situation was decided to be on land, the possibility to board at the rear was treated as enough. Most likely the need of using the front as a boarding opportunity would increase if NEWT’s use will direct more towards the marine envir onment, due to the different usage.

The proposed concept consists of a rotating door and a f olding top, sliding on its rail. The commonalities between them two is the contribution to NEWT as a concept, being in line with NEWT’s approach. The goal with the proposal was to demonstrat e the challenges and the possibilities NEWT carries. It is a small vehicle with a great amount of functions and with a purpose to make transportation more efficient. The different conditions NEWT encounters comes with high demands on safety, psychological and practical aspect s. The drifting and rank ride in water put certain demands on the user’s qualifications as well . When analysing Renault Twizy it became clear that this small vehicle was built to act on land . The enclosed feeling inside Twizy is not as severe in comparison to being in water, perhaps du e to the tradition of more thorough safety requirements. Neither the possibility for the user t o have a controlled view over the surroundings is equally important as in water. To state this fact, the concept is purposely constructed with large glass features and the possibil ity to open them fully.

/ 6.5 Future work

All the insights were not implemented in the conceptual p roposal, such as the placement of supports. The idea of the result is that it will wor k as a contribution for future projects developing NEWT. Some learnings gave knowledge that was set aside, due to the time frame.

For the future work, there is a need in going into depth with the detailed design of the boarding solutions. This includes optimizing the components with calcu lations on solid mechanics, examining the motions and evaluating appropriate materials. These decisions are affected by restriction and the technical specification of NEWT.

The interior and driver’s environment was left out in this project, something that is in close interplay with the boarding solution. Insights on t he interior environment was discovered, which should be examined further in future projects. Some learnin gs indicated what type of seating that preferably should be used. Placements of support and footstep s when mounting the vehicle was also examined and should be designed in future p rojects to optimize the boarding experience.

The front side was ruled out and thereby not developed further. A more thorough study should be made on the need and its function, in order to opti mize its use. This includes both its boarding opportunity and optimizing the visibility for the user.

Further, it is crucial to implement a thorough study o f the intended user of NEWT. This could be vital when choosing the final boarding approach. The fu ndamental result, presented in the report, could for the extreme-user instead be different. Suppose that the extreme-user prefers one solution for all scenarios and does not mind b oarding from the front.

Finally, the prototype can be built into a more complet e version. This could be used to test full scenarios, in outdoor environments. In this way it is easier to understand the user’s needs in the different modes of NEWT.

/ 7 CONCLUSION

To conclude, the boarding opportunity of NEWT has been tested and analysed. The research question “How to optimize the boarding of the amphibious veh icle NEWT, through Co-creation?”, is answered through a completed study conducted together wi th the intended user. It resulted in one main boarding area at the side of the vehicle, with respect to land conditions and one secondary boarding area at the vehicle’s rear directed towards scenarios on water. The boarding solution is designed to fit the i ntended user of NEWT, through a suggested rotational door at the side and a foldable rai led door/window at the rear.

/ 8 REFERENCES

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/ APPENDIX A: E C AR E XPO , F IELD STUDY ON E - VEHICLES

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/ APPENDIX G: P UGH ’ S M ATRIX - D ECISION M AKING

This document contains the full implementation of the Pugh's Matrix. It was made in order to decide which principle that will be used for t he boarding areas. The first matrix is deciding on the side and the second on the rear.

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