Questions related to Transportation
As it can be seen, climate change has multiple problems regarding water and wastewater systems. One of them is flooding and for that reason, transportation equipment should remain safe and work along with the event. So what are the options to keep pumps safe and working during the flood?
Thank you for your answers
Electric vehicles (EVs) are now widely regarded as mature and promising for the future of mobility. As the markets expand, the next battery technologies are being marketed as a miraculous answer for the energy transition to zero-emission automobiles. EVs are seen as the silver bullet for end-user electrification and a major weapon for combating global warming, allowing us to shift without having to change any of our lifestyles or mobility, which are based on the private car. Unfortunately, the electric vehicle is not a clean or carbon-free technology. Is there a future alternative to our current mode of transportation? How will knowledge and cutting-edge technologies change and solve our transportation problems?
I am looking for well analyzed case studies of cyber security incidents within the transportation sector. It can include rail, aeronautical or even motor vehicles.
I need an algorithm that solves the transportation problem with additional linear constraints the only one I could find is that of KLINGMANE and Russell but I don't have its code ,my question is if there exists a more recent algorithm with its code or even a pseudocode ,please .
The areas of my interest are economics, development of oil-exporting countries and oil transportation. Thank you!
After applying Spearman's correlation, there was a strong correlation between two variables, but in the data there is no relation between the two.
In the dataset, there is no relationship between the variables in terms of accident cases, transportation (Industry) and Burn (Type of accident) recorded a strong correlation using spearman of 0.92.
How do you interpret that? any idea would be very helpful.
My name is Christiano Piccioni Toralles, I am a professor at the Inst. Fed. of Rio Grande do Sul (Brazil) and student of the Doctoral Program in Spatial Planning at Un. Coimbra (Portugal), under the supervision of prof. Anabela Ribeiro. I'm here inviting volunteers to collaborate as an expert with my Ph.D. research on urban mobility, specially dedicated to walkability, in an inter/multimodal, inclusive, and participatory perspective.
The form link is found below. It starts with a brief explanation of the proposal and the Consent Form, then moving on to the questionnaire itself.
- Form in English: <https://forms.gle/uEbwPvFbUL9Ly3R56>
- Form in Portuguese (if you prefer): <https://forms.gle/QQogLjupNG1Kgves7>
- At the beginning of the form, there are instructions for translating into other languages, if necessary.
Globally and mandatorily, this questionnaire has 222 questions with multiple choice answers, except for two open-ended questions (one for the name of your city and the last one for optional comments or suggestions), with an estimated duration of 30 minutes.
This research has as its target audience only professionals who work in urban planning, mainly dedicated to the theme of urban mobility, in public or private institutions, including academic-scientific. Planners, designers, researchers, and teachers are invited to respond. There are no restrictions about their professional qualification (for example, in Urban Planning, Architecture, Engineering, Geography, Public Health, Environmental Psychology, Tourism, Sociology, Anthropology, etc.), as long as they have some experience in the subject.
If you have any questions or would like to request further information, feel free to write on this forum. Or you can contact me by email: <firstname.lastname@example.org>.
Thank you for your attention.
Can someone help me & share web link of LaTeX format/template style for "transportation research interdisciplinary perspectives"?
As I have written & prepared my paper in LaTeX.
We are working on a piping sprinkle fire supression system for an %100 electrical bus.Currently we are using C02(g) for physical suppression with 50 bar but we can not obtain the measurment in barometer. First do you have an advice for this problem ? Second is there any other suppression option for this type of vehicle ?
The boundaries of my investigations limits by real implementation on cities which are too far from driverless cars, ITS or other hyperllops-like decisions. I carefully examined,perhaps, all the existed models and approaches from japanees "Jamology", limitations of transport flows in the centre (of London,tax model), VANET, platooning, V2X, SCATS, SCOOT, traffic lights management and other methods which have some limitations from 'non detected' [without any sensors] vehicles (old cars, mini bus taxies or so-called "root taxy" , horses and carts , motocyclies, scooters, etc. or the bypass roads (which have exits in the centre of calculating zone and make some deviations in algorithms).
Not everything is solved by the development of public transport. In our city, it is planned to build a subway for 20 years, but the zones of the city are developed according to their own laws without taking into account the plans laid down for the metro, and therefore part of the dug canals under the ground do not meet today's needs.
Similarly, with the development of cycling and pedestrian zones. In countries with sharply continental weather in the cold season, it is unlikely that the city dweller will choose a bicycle instead of his personal car while the temperatures below 20 °C. Bus routes can have a certain effect, but again, dedicated lanes are needed (consider adjustments to the law and traffic regulations) and the replacement of a fleet for more comfortable trips as well as more developed routes. Inspection of road regulation(the police) is not as much interested in solving the problems of traffic congestion. The main indicator of the success of their work is the minimum number of accidents and victims on the roads. Therefore, the lower the traffic flow rate or its "standing", the calmer. Thus, what solution can really be implemented in cities where there are no autonomous and flying cars, where the budget is not enough to build monorails and tunnel stations (junctions) to connect metro, buses and other vehicles in rooms with comfortable conditions (for example, Queensland , New Zealand)?
Liquified Natural Gas is nowadays being transported domestically due to its associated cost benefits when compared to the transportation costs in gaseous form. Can anybody share a paper or technical report, which elaborately discussed the cost incurred in producing and maintaining the vacuum? Any other data similar to vacuum generation and maintenance is also highly appreciated.
Public Transportation and my fleet management; Setting up an advanced traffic management system; Spreading Maas (Mobility as a Service); Do you use mobile apps; Management from a single center (Transport Control Center); These examples can be multiplied. How should this order be for accessible and easy access.
Currently, in my country, tachographs are installed only on vehicles carrying out international traffic (AETR agreement). When transporting inside the country, no devices are used to monitor the work time of drivers. Tell me, where I can see publications on the assessment of accidents before and after the introduction of tachographs (or other control devices) for transportation inside the country? Where can I see the methodology for proving the need to introduce tachographs? any information on this topic?
Me and my team are writing a research proposal on the title discussion and we're looking for research partners to enrich our team group.
The proposal is being develop by a research group at the Environment Engineering Faculty of the National University of Engineering in Lima, Perú.
The goals of this project are:
(i) Calculate the GHGs mitigated in the recycling chain:
o In the collection, storage, transportation and final disposal of municipal waste.
o In the collection, storage, transportation, commercialization and recovery of municipal inorganic waste.
o In the collection, storage, transportation and valorization of municipal organic waste.
(ii) Propose a methodology for the quantification of GHG mitigated in the recycling chain in local governments.
We're looking for partners that can give us advice on the research methodology as well as in the data processing and analyzing.
Deadlines are due very soon, on November 20th.
Please don't hesitate to message me if you would like more details.
Dear all, Does anybody know whether a proxy with the same significance to Ti/Al (fluvial and aeolian transportation) and that does not require normalization to Al exist? I am particularly looking for elemental ratios that allow to distinguish an aeolian signal.
At root MMT is commonly, and rightly, encapsulated by J Fagg Foster's insight, "Whatever is technically feasible is financially possible." Foster's brilliant understanding has been developed by MMT. MMTs most general conclusion is that government deficit is not, granted certain conditions, in itself, to be avoided, at least as an a priori. The question that I find myself left with is, advocating and having developed into another, a key insight, what is MMT?
Before going further, however, there remains a meta-issue: A common rejoinder by MMT defenders to critique is that the corpus of MMT literature contains a counter to how they are themselves being described, rendering the critic's argument as resting essentially on a straw man fallacy. Is this a valid defense? Must one read every publication, post, and other public statement of MMT to be able to authentically criticize it? Does MMT hold one consistent, though complex it may be, and reasoned point of view? Is MMT immune from having to post a clear statement of what it stands? Such a statement is offered, I will admit only to some degree, by Microeconomics in their textbooks; John Maynard Keynes (again I will admit with considerable controversy), Milton Friedman, and Robert Lucas are often readily and succinctly paraphrased, with, as far as I am aware of, little defensiveness from their advocates. Could MMT be said to be engaging in a defense of obfuscation?
To begin to ask my questions of MMT itself, is MMT an argument for full employment, or is it in argument for the feasibility of government social programs, or is it an argument for both? It has been said, at least somewhere in the MMT "literature," that MMT policy shall never be carried out at Full Employment. If this is the case, than at full employment, is MMT clearly asserting that social programs that require any workers, at least without a change in immigration policy, are not possible? And what does "full employment" mean? Is any government program to be "green lit," other things being equal, if only one worker is unemployed? If only one worker is out of the work force, yet able and willing to work, does this imply that any government social program is possible? Does this make any sense? Or is MMT arguing that no social program requiring more workers than are unemployed or willing and able to work, yet out of the work force, be used by a government program? Is available unemployed an established capacity limit to government programs argued by MMT? Is it suggesting that the quantity of available workers, with, or trainable, acknowledging the time lag implicit in this, be measured by any and all potential government programs, and that sufficient, in time, worker availability be established before its implementation be advocated? Is it clearly understood by MMT that levels of unemployment in itself are a restraint on government social programs. And without agreeing that frictional or structural unemployment exists, what is MMTs counter to the claim that they do? If unemployment does exist at a "natural" rate, than would not government policy be altering the nature of aggregate supply and risk creating an inflation that is not remediable by taxation by increasing the hiring of those who might be "naturally" unemployed?
Absolutely in How to Pay for the Green New Deal, by Yeva Nersisyan and L. Randall Wray (2019), as at least an example, by relying largely on proposed resource savings from the implementation of Medicare for All, it is argued, albeit in terms of GDP, not number of workers per se, it is argued that resources be rearranged so that, few, or even no, new resources, i.e. job vacancies, need be created to operationalize the GND, though the lead author has confessed at the ICAPE conference of 2020 that the paper makes no claim as to what the GND is, begging the question, "How can an explanation for the funding of a program be reasonably carried out if you do not know what that program is and (thus) the resource use that it will involve?"
The question, however, remains: is the solution that MMT is consistently offering to a full employment-social program conundrum that labor be relocated (and retrained) from other sectors? Is the established MMT argument, at least in light of How to Pay for the Green New Deal, in response to "full employment" that programs are possible if resource capacity can be altered by transferring jobs (and retraining), such as How to Pay for the Green New Deal might suggest? Is MMT consciously acknowledging that a resource scarcity in terms of labor in the assessment of the feasibility of government social programs be met with job transition? Has it considered adequately the possibility of opening immigration, including transportation, housing, and training to those in poverty around the world to work on government programs in the United States or other "MMT countries", given such a labor shortage at home? Economics often equates capacity with labor, but might there be more to capacity than labor-is employment the only measure of capacity?
As to social goals and the federal job guarantee, if there were a federal job guarantee (FJG) and this is indeed central to MMT, is it tied to the fulfillment of government social goals fulfilled by government programs; i.e. is the argument that desired social programs must be tied to the federal job guarantee such that any new labor demand created by government will be exclusively sourced from the job guarantee, or is it that non-FJG jobs required to fulfill government program goals will be at a greater wage than the FJGs fifteen dollar an hour wage and will draw labor (exclusively?) from FJG programs? IF not, given a greater than the FJG wage, are the consequences of reducing employment in the private sector to staff government projects being adequately considered?
Though considerable explicit and implicit controversy exists about the environmental impact of economic growth, partially (or fully? Is this possible at this time?) green or otherwise, a question emerges concerning MMT policy in terms of raising wages, and even employment, through the FJG or through the implementation of even green social programs. Assuming that due to imports, growing Kapitalization, and/or industry structure, inflation does not occur as a result of MMT policy, what is happening to the Earth? Is it possible, if not likely, that new housing starts, imports from cheaper dirty foreign economies, and increased real goods demand in other sectors will negatively impact the environment? Every new home is at high risk of destroying animal or plant habitats, wetlands or other ecological systems, and landscapes-even homes that produce no GHG emissions. Every new automobile, even if 100% electric, involves possible lithium mining, ore mining, paints, and the resources necessary to manufacture it, not to mention a variety of other resources such as, perhaps, plastic and vinyl. This does not include the increased resources, even "green" used to power it. This is also true of much, if not most, other consumption goods that upticks in labor demand and/or wages are likely to bring on. In addition, without claiming to be such an advocate, as brought up by nuclear energy advocates, if not others, is the significant environmental impact of wind and solar. More energy demand, even if entirely green, means more negative environmental impact. In theory, it is true that through recycling, using land already destroyed, and by placing high taxes and/or bans on much material consumption, much of the negative environmental impact of economic growth might (or might not) be averted, but does MMT policy, i.e. social programs, including the Federal Job Guarantee clearly, and unequivocally, count the Earth's resources as element of capacity?
So far, and it is quite possible that I am not aware of aspects of the MMT literature that says otherwise, the only real measure of capacity that has been put forward by MMT is inflation. Given no shortages, overutilization of current capacity could well be hidden by stable prices. Most horrifyingly of capacity overutilization is in surpassing environmental sustainability for both for the current generation and the next- the destruction of the Earth! And if there were inflation, is MMT arguing that we increase taxes in response, resulting in workers finding that their newly increased wage is buying less than they had hoped? Would MMT respond to their concern by telling them that this isn't a problem because in the long-run inflation will reduce and taxes will decrease? Is it understood that given government's trying to avoid a given level of inflation, no new social programs are possible until inflation returns to normal, and if it does, is it reasonable to assume that immediately engaging in another government project will not almost immediately cause another inflation spike that must be met with another round of taxes? Given inflation and the taxes intended to fight it, would the value of the minimum wage continue to make it a living wage?
It is my opinion that MMT has developed a key insight into government policy first suggested, as far as I know, by J Fagg Foster. MMT has brought to our attention the fact that the issue is not "money" or financial cost, but the quantity (and quality?) of available capacity. From here, MMT might be in need of more profound development.
What I argue is that MMT is fundamentally an institutionalist offshoot, not that it is not deserving of its own distinct name, but instead that it must take a starkly institutional approach to economics-to capacity-and to what capacity is and can be. In short, instead of arguing that inflation is an adequate measure of overcapacity,* it is better argued that capacity is measurable by existing, better-developed, empirical means. An idea would be that the massive abilities of econometric analysis, machine learning, and neural networks currently available to us, be used to measure capacity in physical, real, terms. The number of workers actually available or that could be transferred from other jobs; the ability based on, at least, for example, survey data, for them to be relocated or retrained; and what the changes in their real earnings as a result is, is measurable, and needs to be...measured.
The assumption that future technologies will be able to improve the environmental sustainability of current consumption is not a reasonable one. Moore's law has come to its predicted end and it is widely agreed that technology "bubbles" are stochastic in their arrival. We cannot reasonably assume, risking the health of the Earth, and the ability of future generations to subsist upon her, that Earth-health is not relevant to capacity. Therefore, capacity must include environmental sanctity in its measure. I will term such a capacity measure, REAL capacity. Policy must be carried out involving honest and careful conversation with Ecotoxicologists, Climate Scientists and Biologists and in fully incorporating what they say into policy. Though likely this is only a beginning to assessing environmental impact, MMT must soundly acknowledge that non-human resource use, autonomous to it money-price, is a key element of capacity and that, permanent inflation above wages, rent, and profit rises to match, is nothing but a good thing for the Earth, as it will keep such resource use, at least partly, in check.
In short, environmental sanctity is an element of capacity, that is at risk of going unnoticed. The occurrence of a leakage to it is generally counter to that of any inflation indicator: dirty imports might well keep inflation in check, but will not have the same effect upon the environment, which they will increase the damage ot. Domestically, increased "economies" of scale and/or an increased number of suppliers, might keep long-run, at least, inflation in check, but will not stop, for example, new housing starts in response to increased demand for housing from further harming the environment.
Research and wide discussion is necessary to discover how to take people out of poverty without harming the environment-how to communalize and how to reduce housing size and organize work site location (from at "home" wherever possible, as an example) such that reasonable subsistence is realized and environmentally harmful resource use is eliminated. This is more than just an interdisciplinary imperative, it is a public one. Few people likely do not have at least something to contribute as to how make the most efficient (in REAL terms) use of resources.
If resources use is to be increased, or even maintained, any assumption that foreign exporters will somehow magically decide to green or that technology will somehow magically be created and implemented to allow us to consume as we were without environmental impact, must be discarded. If these phenomena arise, then they can perhaps be relied upon and included in REAL capacity measurement. If the introduction of government programs (or otherwise), green or not green as they may be, increases consumption, a full survey of the costs and possibility for their sufficient reduction must be realized. If the result of this survey, when honestly interpreted, suggest a negative environmental impact, then the capacity to carry it out, as it stands, simply is not there.
If it argued that consumption in a program can be altered to make it non-environmentally harmful, then this fact must be firmly established. For example if it is argued that imports will limit inflation given the excess demand (or diminished supply) caused by a government program, then international agreements that require adequately green production abroad, ensuring no increased non-renewable resource use, including enforceable penalties for violations that impose more cost on violators than adherence to the agreement, have to be in place. Consumption restriction and substitute-supplementation with sufficient green goods (and/or services) must be such that consumption of only renewable resources will occur with increased incomes. If implementing the program in accord with environmental sanctity might result in decreased consumption per change in income than had been imagined, then this fact is best disclosed.
The difficult challenge of allowing all of humanity to live well enough to be (able to) be happy while no longer destroying the Earth in the process needs to be met. A tremendous amount of creativity and ingenuity, informed by A.I. technology needs to be our is available to us, and utilizing this must be our intention. Utilizing these resources will lead to the most efficient outcome. Spending on chosen programs until inflation hits, hoping for an economic crises to free up workers for social programs, and confusing reality with hope about our ability to substitute green production is not an answer. A near infinity of answers are, however, available to us. These range from Thorium power plants to Iron Salt Aerosols to sequester methane, to Paul Hawken's Drawdown to significantly reduce global greenhouse gas emissions. The emphasis needs to be on accurate technical measurement of REAL capacity, on human creativity & ingenuity, and on faith in society-wide acknowledged spirit. As I'm sure MMT advocates of all people would agree, we cannot put faint in monetary measures to evaluate, let alone to expand capacity.
Even if the costs to measuring REAL capacity, and to innovating its expansion are high, the costs of not doing so is far greater.
*MMT literature, especially as a fledgling school in the 1990s, argues that inflation is a largely counter-cyclical phenomenon and is instead largely a function of "social pricing." Given that this is true, is inflation sensitive enough to overcapacity to adequately measure it? If the answer is yes, then MMT is engaging in a contradiction as to the nature of price rises.
Does anyone have experience of shipping extracted total RNA at ambient temperatures, for RNA seq;
(i) using DNA/RNAshield using Zymogen? (or recommend an alternate product. RNAstable has been discontinued)
(ii) ethanol precipitated RNA (ethanol, 3M sodium acetate)?
In a world where environmental concerns are stronger than ever, it makes sense to "clean up our act" across all industries including transportation, but biofuels will not be a good contemporary to electricity among other alternative fuels as it would exacerbate the "food vs. fuel" conundrum; we do not want to incentivize further environmental destruction. At the same time, we must also put our ways of doing so into consideration (e.g., mining for battery materials). I have mentioned the case for synthetic fuels as a complementary to BEVs in an article published on an aeronautics-themed issue on NAE's "The Bridge" (The article is the last one on the cover, and you can jump to it by clicking the article title "Putting Out Fire... with Gasoline? A Pragmatic Path toward Clean Fuels"). These types of fuels are already being tried in the aviation and maritime shipping industries, and is just getting ready for motorsport applications, but this also leaves us asking a big question: could they just be as viable for the transportation industry?
For the record, I acknowledge that BEVs will soon surpass internal combustion engine-powered vehicles in emissions, cost-effectiveness, range, and fueling time. For example, when we ramp up battery quality and production to be able to make solid-state batteries that could eventually provide thousands, if not millions of miles in range. However, we should also consider the ways ICEs can coexist with them yet have the upper handle, such as:
Maintenance: Yes, while BEVs/FCEVs have fewer moving parts than ICE-powered vehicles, the maintenance advantage for the latter is not what you think. It is natural for batteries to degrade, especially when used for prolonged periods of time, and experts recommend to only use between 20-80% of range to minimize the amount of stress put onto it. On the other hand, for ICEs, it is suggested to always leave the tank at least 1/4 full to minimize the likelihood of damage to the fuel tank and pump. While you could fully fill up your tank (as condensation could otherwise affect the lifespan of the fuel tank), it is not a good idea to "top it off," either. That is pouring a little bit more fuel into the tank when the pump cuts off, generally to round the cost of the refuel to the nearest dollar due to the risk of damage. Experienced truckers will only fill up to 95% full given that the fuel expands in heat alongside the risk of spillage and generally go no faster than 65 mph to maximize efficiency.
Accessibility: Suppose you are in a wildfire-prone area like California and a blackout affects your area. Before this happens, you may need to plan ahead as unless you have a generator or the like, you may be stranded while the gas stations hang on a little longer despite the increased traffic. Synthetic fuels would mean that environmental compliance would be just a retrofit away, and, in Porsche's case, the engines do not need modifications, either.
Fuel Economy in cold weather: I have seen conflicting reports on BEVs' fuel economy in cold weather. While many sources say that gasoline's drop is less than that of hybrids and BEVs (e.g., https://www.fueleconomy.gov/feg/coldweather.shtml), thermal management technologies, which can also be found in modern-day ICEs, can say otherwise, so it effectively depends on the battery/vehicle.
Availability of resources: To have as much as a resilient global energy supply as possible, we should not throw all of our eggs into one basket. While bidirectional charging, could, in theory, allow for a perpetual expansion of our electric grid, we must take the availability of resources into consideration, and must diversify our materials in case of supply bottlenecks. The second aspect mentioned above also falls under this umbrella, too.
In addition, we must also find ways to make the process of such synthesis of fuels much more efficient while at the same time bringing the cost down. This MIT-developed battery captures even atmospheric CO2 and is about to be tested at Porsche's synthetic fuel plant down in Punta Arenas at the extreme southern region in Chile's Patagonia: https://news.mit.edu/2019/mit-engineers-develop-new-way-remove-carbon-dioxide-air-1025 & https://news.mit.edu/2020/new-approach-to-carbon-capture-0709
However, most of the synthetic fuels about to be produced in a commercial scale are essentially made of recycled carbon so these specific types of fuel will be unviable in the long run. However, there seems to be room for improvement.
There is no doubt that EVs and alternative fuel cars are here to stay and will inevitably outpace traditional "ICE" engines in terms of sales and production, but when we take these advantages in consideration, how we could improve synthetic fuel to make production easier, cleaner and more efficient, and make it release as little emissions (CO2, NOx, etc.) as possible, if any? Oxy-fuel technologies? Technological breakthroughs once thought inconceivable years, months, or even weeks ago?. Maybe Porsche, BMW, Mazda, et al. could get some help.
Voice your thoughts/input here!
Please advise estimated rate of depletion with time of the MeHQ inhibitor dissolved in 1000 metric tons of n-butyl acrylate (at 28 mg/kg) in the process of transportation by an ocean chemical tanker from China to Egypt (external temperature up to 45 C) and further storage in a shore tank in Egypt (external temperature up to 30 C).
Hello, I am having a hard time creating SOP and what Variables to consider in my study. Can you help me with what should I only consider for my SOP so that I can fully implement descriptive statistics? And can you suggest what descriptive statistic model/method to analyze the data that I will collect form the surveys (My research is about finding the influence of the COVID-19 Pandemic in a rail transit line and its commuters/passengers of urban transit(from my country, the Philippines)
This is what I came up with as of now:
The study was conducted and seek to answer the following questions:
1. What is the demographic profile of the respondents in terms of:
1.2. Status (Student/Worker/Non-worker)
2. Impacts of Covid19-Pandemic to the Metro rail transit transportation system in terms of :
3. How do the public commuters adapt to the contemporary situation of railway transportation in terms of :
3.3 New Guidelines
3.4 Limited Capacity
Solving fuzzy transportation problems using MATLAB is available only for existing methods, like VAM, LCM, EWM, etc... new researchers try to solve the same for proposed methods.
I am planning to study effect on logistics performance/efficiency with provision of private freight terminals and private slidings in Nepal, currently where ICD and ICP are owned by govermnment alone. I couldn't find sufficient papers for review though, and i am looking for help from the community.
In Europe and some other countries, there is an agreement on the regime of work and rest of drivers (AETR). Drivers' work and rest regimes are monitored using special devices - tachographs. I have two questions on this topic:
1 How is the process of recording and storing information in a digital tachograph regulated? Who controls this process? Ministry of transportation? Workshops that set up digital tachographs? I would be very grateful to you for an answer to this question and for links to regulatory documents on this issue.
2 How is the account of the work of the masters of setting up digital tachographs kept? On paper or in electronic form? I would be very grateful to you for an answer to this question and for links to regulatory documents on this issue.
I would be grateful for any information on these issues in your country or other countries.
The future of urban transportation lies in mobility-friendly networks in which cars are just one element shrinking one as we move from a system in which the personally owned vehicle is king and toward a multimodal future of on-demand driverless vehicles, ride-sharing, expanded public transit, greater reliance on human-powered transportation and other alternatives.
How can I master on such matter?
#Urban #Transportation #Multimodal #Future #lies #mobilityfriendly #networks #shrinking #vehicle #ridesharing #padroneggiare #futuro #multimodale #trasporto #urbano #Randieri #Intellisystem #IntellisystemTechnologies
The IoT infrastructures are becoming integrated part of Smart City and Transportation, as well as other Smart Applications/
I am doing a comparative LCA study between different roads in EU and I am looking for data related to machines used during (for instance: laying the pavement, etc.) the construction and maintenance phase of the road ( ex. per 1m2 or 1 km of road).
I suppose there have been questions of this kind, but I do not know how to find them. (Maybe somebody can tell me.)
A task: to transport one ton (1000 kg), at the distance of 100 km, by sped of 100 km/h.
How much pollution is produced, and how much energy is spent to perform this (or similar) task by: (1) steam locomotive, (2) electrical car?
In case (2), the pollution must include the production and decommissioning of batteries, as well as the fact that most electricity is produced by fossil fuels (such as coal). The consumption must include all the losses of energy in transformations, from the power plant to batteries, and from the batteries to electrical engines in the car.
Clean vehicles are surely good for cities, but I do not know how good they are for the planet.
Transportation for the elderly and the disabled was difficult in normal life. However, during the pandemic process, reasons such as time constraints and meeting the needs in a certain period were also added. Therefore, what should be the increasing problems and solutions?
I hope everyone is safe and healthy.
The purpose of this survey is to study travel behavior during COVID-19. It does not ask for any personal information and will take about 10 - 15 minutes.
Your response will be highly appreciated.
Edit: Thanks everyone for your responses. They survey is now closed.
In the transportation sector (Electric vehicles), Lithium ion batteries particularly LFP and NMC are the most utilized battery packs today! What are the other expected options within Lithium-ion or other options could be possibly used in the future?
The purpose is to generate in vitro spheroids from the biopsy samples. Storage at 4 degrees Celsius is due to transportation.
1- Overview of South African Transport infrastructure and basic Characteristics.
2- Role of Public and Private sectors in the partnership.
3- The Risk associated with Public-Private Partnership.
4- Assesses the government failure associated with intervention.
5- Identifies what the Public-Private Partnership offer to overcoming these failures.
6- Addressed the limitations of Public-Private Partnership
We recently started a project on the analysis of planktonic bacterial populations (DNA and RNA based analysis) in a series of lagoons of diferent contions. We have filtered samples using sterivex filters and frozen them in liquid N2 for transportation. Now stored at -80ºC.
For DNA extraction we generally brake the filter cage, cut filter into pieces, and extract using DNeasy Power Water kit.
I'm looking for alternatives for a separate RNA extraction or a DNA/RNA coextraction. Does anyone have experience on this and can share some tips/protocols?
I have traffic volume data collected over seven days (morning and evening daily) in 15-min intervals. I want to aggregate this seven-day (15 min counts) data into an hourly volume in order to visualize it through a heat map. Also, how to get AADT, ADT, DHV, and DDHV from this available data? Attached are the TMC sheets (All) in Excel/CSV format for seven days at an intersection (15-min interval counts).
We're planning to conduct an academic research in transportation& mobility sector - to understand the changes in travel behavior in post-Covid era. It would be great if any transportation& logistics experts can guide us on below questions.
1. This research will focus mainly on land transportation modes. But in most of the research studies I found that Railways is considered as a separate form from other modes. Any specific reasons for this? Is it appropriate to consider all land transportation modes together for our study?
2. Is it too early to assume that we have finally stepped into post-Covid era and to analyze commuter travel behavioral changes? Or better we conduct this after few months?
3. Also is it okay to connect our Research results to impacts in Supply-Chain Management? Because currently SCM is a heavily affected area in every other industry. So is it worth to include SCM and give some recommendations?
Thank you in advance.
I want to check how the humidity, temperature affect the product quality inside a container during transportation. An ocean-going mother vessel passes through different tough weather conditions which may affect the apparel product quality. My target is to assess the quality degradation of a jute-made product during transportation from Bangladesh/India to Europe/North America. From some practical experiences, we came to know that the jute-made products became yellowish/greenish and deformed when they reached the stores in Europe. So maybe some special finishes or techniques can protect the goods from these kinds of problems, but for that, we need to understand how the deformities are happening. We will simulate similar atmospheres in the laberotory and test the goods to see the outcome.
Very important parameters have changed, from transportation preferences to use of public transportation. Priorities and investment planning were affected by this process. I would like to hear your opinion or valuable contributions on this matter.
As per a latest report, 22 of world’s 30 most polluted cities are in India. What strategies need to be adopted to bring down this number to say half (11) in the fastest possible timeframe.
For example, strategy could be like stopping all new construction activity within the polluting city, shifting all no strategic offices to rural areas, fixing the allowed population density per unit area, shifting of airport traffic etc.......Please give suggestions in this context.
- Were certain travel characteristics valued for certain activities, such as managed lanes offering reliability and transit providing lifeline transportation to those who needed it?
- How much of an impact did the shutdown/slowdown of public transit, micro-transit, TNC (Transportation Network Companies), etc. have on populations that do not own vehicles or have easy access to them?
- What role can the digital infrastructure have, such as smartphones, in developing the mobility of public transportation, as well as crowdsourcing have in the future development of public transportation?
I hope this discussion finds you well in these difficult times
I am looking for some collaborators related to the mentioned field to work on some hot topics in the area of pavement materials.
If you are interest then please contact me on my email (email@example.com) or RG chat.
I would like to model the usage phase of a mobile water tank. The tank is transported on a tractor or lorry so I need to model the transportation too. My problem is that when I select a transportation method in SimaPro, I have to input it in kg*km. I am assuming that whenever the water tanks are transported, full or not, the full capacity of the lorry or tractor is being used. Do I then use the tonnage of the lorry/tractor to calculate the kg*km or should I still use the weight of the tank itself? I am thinking an error can come in if the program assumes 2 tanks can be transported at the same time, for example.
OLI Systems, Inc. has introduced a new digital learning series on the science and technology of electrolyte chemistry called Conversations with OLI Experts. Tune in to Episode 1 https://bit.ly/2xcNGXK to watch a conversation with OLI’s CTO and world renowned corrosion and simulation expert Dr. Andre Anderko where he shares his insights on the science of mitigating corrosion risk during CO2 transportation
I want to compare the GHGs of power generation by using bulk straw and pellets. The power plant capacity is assumed to be 30MW, which requires 150,000tonne/year of bale straw and 100,000tonne/year of wood pellet, respectively. 100 and 20 trips of railway transportation will be needed to transport bale straw and pellet from the product (bale straw/wood pellet) site to the power plant site, respectively. Assume the transportation distance from product site to the power plant site is 100km, and the power plant working hour is 6000hr/year. Then how much GHGs will be generate for the transportations? Should I include the transportation trips into calculation as following?
E_(env,trans) (kgCO2eq/kwh)=(∑▒(mass of goods transported(tonne/year)×[distance A to B (km)×vehicle number (number/year)]×emission factor of transport mode (kg (CO_2 eq)/tonne∙km)) )/(30,000kw*6000hr)
I need growing flasks of MIA-PACA-2 & PANC-1 (pancreatic cancer cell lines) here in India.
I am facing serious issues in growing my cultures. I have to conduct my research experiments which are at halt for now.
If someone has growing flasks available please provide them. We will pay transportation charges.
In need of an immediate help
I am extracting DNA of 3 years old termite specimen for bar coding through chelex extraction but facing low quality of DNA (most probably because of long storage or improper transportation)? Is there any one faced the same issue and how it was tackled? or any one having similar experience. Any help regarding this would be much appreciated.
I'd ask you opinion about a problem, which is returning in my "softer" research field. Time to time I work on research projects, which do not have available data and/or the data would be very complex/difficult/time consuming to collect.
For example: I elaborate several models of a transportation service (physical, operational, informational, business) and apply it in a case study the results are not really based on any data outside (reasonable and baselined) assumptions and spatial characteristics. The results are some novel characteristics of the service, which can be linked with previous literature.
How would you separate application, results and discussion in this case? How can I discuss results which are not supported by data? Are assumptions and comparison between literature and my results enough to build a proper discussion section?
Thank you for you answers in advance!
If anyone having article/book/research paper on the above-mentioned title then it is humbly requested to share. I need to enhance my knowledge on this aspect. Moreover, it will be my next project. Your kind cooperation is highly appreciable.
How do you use Remote sensing and GIS in transportation, what are the types of images you will require, what will be their wavelength, what type of sensors will you require?
I am wondering how to measure the error of the emission factor in the LCA software database.
For example, I found the emission factor of cement in a LCA software, but the details indicated that the emission factor did not include the transportation process. So how do I quantify that part of the error into my research?
I have looked at the time development of the creation and annihilation operators for a mode of the quantized free electromagnetic field. It was assumed that the equations of motion for these operators were given by the usual prescription in the Heisenberg picture, for operators which do not include the time, t, explicitly. That is, that their time rate of change is proportional to their commutators with the Hamiltonian. See the attachment equations (1) and (2).
The solutions to these equations are easy to write down, IF , it is assumed that the 'a' operators have behaviours, under the appropriate differential and integral calculus operations, that is analogous to the behaviour of functions of a variable, t, under differentiation and integration. See the attachment, where the solutions of equations (1) and (2) or equivalently of equations (3) and (4), are expressed as in equations (5) and (6).
This suggests that there is some sort of isomorphism at play here between
1) some set of linear operators, together with the appropriately defined operations of differential and integral calculus of these operators, the Frechet derivative of an operator may come to mind here, and
2) some set of functions of t, together with the relevant operations of differential and integral calculus.
Could someone explain "this" isomorphism in detail?
Perhaps someone could specify the precise isomorphism involved, or perhaps could give a reference to solving equations involving operator valued functions in quantum optics, or a more general reference?
I was trying to implement the Toll setting algorithm from paper- A bi-level model for Toll optimization on a Multi commodity transportation network, in Matlab. Unfortunately i'm finding lot of difficulties with dimensions of data. By any chance if anyone has a code for Toll setting problem in matlab, could you please share with me? Any help would be highly appreciated.
Thanks in advance!
Let us suppose that we have a megacity influenced by the sea breeze. In this city, the main source of emissions is road transportation.
Let us suppose that we have a scenario were VOC emissions were reduced by 50% and NOx emissions were kept constant. As a result, O3 concentrations were reduced, especially in areas impacted by the sea breeze. Is it possible that we can see increments of NOx ate late night in the surrounded areas impacted by sea breeze?
I want to know about field-collected samples of whitefly that are intended for dispatch to another country (probably it will take 5-7 days). These are to be used for transcriptomic analysis. Can anyone please guide me what's the best medium to preserve whiteflies, keeping them under minimum stress (which might affect the transcriptional levels)?
YP/PV is considered as the best indicator for mud rheology. Most of the researchers find YP/PV to report rheology and they propose if the value lies in 0.75-1 lb/ft2/cp range , their mud is good. Is there any real significance of YP/PV value as I know it is used as a cutting transportation index but is there any logical reasoning behind the proposed range?