Science topic

Transportation - Science topic

The means of moving persons, animals, goods, or materials from one place to another.
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Where can I find secondary information in order to do my dissertation?
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Dear Dr. Kypros Michail ,
I suggest you to have a look at the following, interesting reference:
- Freight & Cargo Insurance: Cost, Coverage & Providers
My best regards, Amir Beketov.
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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
Best regards
Hossein.
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SOLUTIONS FOR EMERGENCY FLOOD PROTECTION
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You may suggest some literature also. Thank you very much.
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I used VISSIM - Traffic Simulation Software for my PhD. The company that develop the software, PTV Planung Transport Verkehr AG in Karlsruhe, Germany, can provide a free version of the software for Students. There are many pages of details and references within my PhD titled "Departure Side Platforms as a Measure to Mitigate Level Crossing Road Closures: An Investigative Study Using Simulation Modelling".
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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?
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The answer is yes. Electric vehicles are a very promising area of ​​development and will see tremendous growth in the coming years. This long-awaited growth process is due, in large part, to the reduction in the load of environmental damage that this type of artifact produces in the first place.
It cannot be determined from now on how long electricity in transport will be a sustainable solution because from now on technological changes will occur at an increasingly accelerated rate, which will contribute to generating new and unexpected proposals for solutions.
The current problems that make electricity viable for public transport are also based on the wide possibilities of mass movement of people in all directions and in all countries that can take on this challenge.
The irregularities of the land are solved with the construction of tunnels and this helps in a satisfactory way to take advantage of the spaces and optimize the routes of the vehicles, that is to say that the use of the vehicle itself is not everything, it is also about investing in infrastructure .
The infrastructure, of course, is also an expense because if you only have vehicles and you don't have roads, good railways, airports or cable cars, then you simply won't have how to use these means.
Humanity belatedly began to enter the use of electrical energy in public transport but, finally, it seems that we are going down that path, other solutions will come later, but what is in the short term, we all know that it is an inevitable fact.
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Hi all,
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.
Thank you,
Cobus Pool
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Dear Mr. Pool!
I found for YOU the following resources:
1) Török, Á., Szalay, Z., Uti, G. et al. Modelling the effects of certain cyber-attack methods on urban autonomous transport systems, case study of Budapest. J Ambient Intell Human Comput 11, 1629–1643 (2020). https://doi.org/10.1007/s12652-019-01264-8 Open access:
2) Ben Farah, M.A.; Ukwandu, E.; Hindy, H.; Brosset, D.; Bures, M.; Andonovic, I.; Bellekens, X. Cyber Security in the Maritime Industry: A Systematic Survey of Recent Advances and Future Trends. Information 2022, 13, 22. https://doi.org/10.3390/info13010022, Open access:
Yours sincerely, Bulcsu Szekely
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Hi,
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 .
Thanks.
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Thank you so much @Andrés Osvaldo López Pérez
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The areas of my interest are economics, development of oil-exporting countries and oil transportation. Thank you!
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I find the idea of Scopus indexed conferences bizarre, or more exactly, the idea that many Universities have that presenting in a Scopus indexed conference is somehow prestigious or an indication of quality. It is not.
Sorry, not directed at you - I am also under pressure to go this route - just a rant against the fallacy of measurement that is taking over academia.
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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.
Thanks
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In these cases, it would be a spurious or illusory correlation.
However, to give a definitive answer to your case it is necessary to know the purpose of your analysis and the data matrix you used.
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Hello, colleagues!
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.
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: <christiano.toralles@riogrande.ifrs.edu.br>.
Thank you for your attention.
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Walkabity has to have some real numerical basis, otherwise its just wasted words.
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When I simulate the UCN transportation in superfluid helium converter, do I need add any UCN-4He interaction code? How to write the up-scattering part of He-II converter as a body rather than a surface?
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I have got the answer. We can not simulate the up-scattering though interacting process, but we can write it in the τ_tot:
1/τ_tot=1/τ_decay+1/τ_up-scattering
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How can I get a MATLAB code for solving multi objective transportation problem and traveling sales man problem?
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The link that Mohamed-Mourad Lafifi mentioned is useful. In addition, to finding code kindly check GitHub:
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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.
Thanks
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I am doing research on mass transit systems in suburban areas and am having trouble finding a variety of system-types in different areas of the world. I would much appreciate any suggestions on where to look.
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Data is hard to come by easily (we spent ages compiling a data-set for one benchmarking project) but urbanrail.net does at least provide system maps, rolling stock pictures etc. in an easily-accessible format
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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 ?
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Canberk Usta please send your email to me at drwhocooke@yahoo.com for detailed discussion. I worked exclusively with CO2 and its many applications for over 15 years of my professional career.
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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)?
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Dear Alexei
Sorry for the delay. The Thesis is in Portuguese, but the results were presented in the 2020 PLEA.
FORTES, M. B. ; GIACAGLIA, M. E. ; DUARTE, Denise . Disruptive Technologies on Mobility Raising New Opportunities for Urban Design. In: PLEA 2020 - Planning Post Carbon Cities, 2020, A Coruña. Proceedings of the 35th International Conference on Passive and Low Energy Architecture. A Coruña: University of A Coruña, 2020. v. 1. p. 600-605.
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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.
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You can go for Vacuum Insulation Panels (VIP) for refrigeration application where its thermal conductivity is below 0.005 W/m K and it is light weight only. It avoids the necessity of double jacketed system required for maintaining vacuum.
One current challenge is customizing the shape of VIP. We have developed VIP in our Nanotechnology Research Lab (NIT Tiruchirappalli) facility recently which can give a thermal conductivity of 0.005 W/m K under ambient condition. You can refer :
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Road safety topics
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I suggest you to have a look at the following, interesting topics:
- Investigations of the influence of the urban road pavement roughness on movement of vehicles;
- Study of the impact of bus stops on city roads and streets on traffic flow and traffic safety;
- Study of the influence of transport and maintenance indicators of road surface of urban streets on traffic safety;
- Study of methods for assessing the quality of skid resistance of urban road surfaces.
My best regards, Amir Beketov.
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What is the impact of energy taxes on the transportation sector?
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I suggest you to have a look at the following, interesting document:
- Energy and carbon taxes in the EU: Empirical evidence with focus on the transport sector
My best regards, Amir Beketov.
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Transportation problem
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In general, it is not a better metaheuristic than the other ones. But there are general approaches for facing the practical problems: in your cases it is needed to make evolve one or more solutions populations. In the work attached you could find a useful approach for facing your problem. Neverless, would be useful using more than one metaheuristic and to compare them by different indicators
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For examle;
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.
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For those in rural areas, this is an excellent read: https://www.itf-oecd.org/sites/default/files/docs/innovation-rural-mobility.pdf
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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?
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A tachograph is a device fitted to a vehicle that automatically records its speed and distance, together with the driver's activity selected from a choice of modes. The drive mode is activated automatically when the vehicle is in motion, and modern tachograph heads usually default to the other work mode upon coming to rest. The rest and availability modes can be manually selected by the driver whilst stationary.
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Dear colleagues
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.
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Since you intend to go to the field, it mean you intend to use a survey questionnaire to elicit information from respondents. Such information should be collected and analysed subject to the hypothesis you stated earlier and what ever technique you adopt will lead to a findings and subsequent recommendations
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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.
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I plotted the TiO2*10/(TiO2*10+Fe2O3)*100 ratio vs. the median and the heavy mineral (totals) in ppm expressed through the elements Ce, Y, Zr ......vs. sorting (quartil 75/ quartil 25). You can also use the square root of the ratio.
Read: DILL, H.G., and BUZATU, A. (2021) From the aeolian landform to the aeolian mineral deposit in the present and its use as an ore guide in the past. Constraints from mineralogy, chemistry and sediment petrography.- Ore Geology Reviews (on-line).
HGD
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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.
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Thank you for your response and article inclusion. Please note from my discussion post the statement: "Most horrifyingly of capacity overutilization is in surpassing environmental sustainability for both for the current generation and the next- the destruction of the Earth!" The article that you linked states: "In this regard, equitable and inclusive growth is the real agenda of development, also known as sustainable development [emphasis added]." This is a use of "sustainability" that may be meant to imply, but does not consider, environmental sustainability. As far as I am concerned, reducing poverty / increasing equality is simply grasping for "low fruit" (i.e. relatively easy) in light of the need to end poverty universally while also using no imperfectly substitutable non-renewable resources. Ending poverty as such is the "high fruit" or real challenge of economic research. I find the use of the term "sustainability" as defined by ji et al. (2021); Sachs (2012); Umar et al. (2021) as cited in Niaz (2021) too misleading to be reasonably used outside of meaning "strong sustainability" where the natural environment–non-renewable resources or at least perfect substitutes too them–are infinitely sustained.
I am afraid that "equitable and inclusive" growth completely and misleadingly neglects environmental concerns which themselves are only spuriously addressed by (weak sustainability) arguments themselves. These arguments assume that GDP growth will outstrip GDP decay as environmental damage increases with GDP growth. Any assumption that growth in human welfare outside of GDP can involve non-perfectly substitutable environmental destruction, whether it reduces poverty or income inequality or both, is essentially spurious. As I am currently researching, "strong sustainability" is a lie: it is ignoring the rising marginal disutility of non-market environmental-damage creation which will occur, as explained by the foundational principles of microeconomic theory, at a constant to increasing rate. A constant–to–rising marginal quantity of bad creation as a function of GDP or any other form of material good creation, results, therefore in a limit to welfare growth as a function of GDP growth. This limit exists where the falling marginal utility of material good creation equals the rising marginal cost of its bad creation. It seems to go almost without saying that negative population growth is of the highest priority in increasing the limits to per capita GDP growth. Without total suppression of environmental bad creation that increases in physical quantity with material goods growth, such growth cannot exist without a welfare optimum, i.e. a real limit to GDP growth, one that we may already be living outside of where the Marginal Cost of material growth is and will continue to be increasingly greater than its Marginal Benefit.
This suggests a material goods production drawdown and redistribution; a microcredit proposal, other things equal, involves neither.
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Hi!
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)?
Thanks!
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Hi Mehdi,
I have transported RNA at ambient temperature for sequencing and works good. Firstly, I precipitated with of 0.1 volumes of 3 M sodium acetate (pH 5.2), 2.5
volumes of ethanol and 2 μl of glycogen (10 mg/ml) (ON). Secondly RNA was centrifuged at 14,000 g for 30 min at 4C, washed in 75% ethanol and dried in speed-back. Everything has to be RNAase-free.
Other options are RNA later or RNA Transport.
Good luck!
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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!
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Nicholas Margiewicz Please try to ask question in nutshell. it seems like there is no specific question.Hard to answer.
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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).
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Dear Mikhail,
sorry to see that your very interesting technical question has not yet received any expert answers. We are synthetic inorganic chemists, so I'm certainly not an expert enough to provide you with a qualified answer. All I know is that MEHQ (= methylhydroquinone or p-methoxyphenol) is thermally rather stable as it has a boiling point of 243–244 °C at normal pressure. According to the manual cited below it is important to maintain a certain oxygen content. As soon as all oxygen is consumed, the inhibitor will lose its activity and the polymerization of n-butylacrylate can start. Thus the inhibition effect of MEHQ can only be operative in the presence of sufficient oxygen. For more detaild information please have a look at the following handbook:
SAFE HANDLING AND STORAGE OF ACRYLIC ESTERS
(please see attached pdf file)
Good luck with your work!
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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:
1.1. Age
1.2. Status (Student/Worker/Non-worker)
2. Impacts of Covid19-Pandemic to the Metro rail transit transportation system in terms of :
2.1 Safety
2.2 Travel-Time
2.3 Service
2.4 Economy
3. How do the public commuters adapt to the contemporary situation of railway transportation in terms of :
3.1 Convenience
3.2 Accessibility
3.3 New Guidelines
3.4 Limited Capacity
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The descriptive statistics will describe your sample; then it will be followed by the necessary steps for inferential statistics, in order to infer the results to the population.
The analysis approach will be focused on analyzing each variable or question in the questionnaire and also on testing the relationship between any different variables.
Each variable can be numerical scale, categorical binary, categorical nominal, or categorical ordinal. The descriptive statistic of the sample for each numerical scale variable will be based on computing: Central Tendency “Mean - Median - Mode”, Dispersion “standard deviation – range – maximum – minimum”, Position “quartile and percentile”, Skewness & Kurtosis, and drawing the histogram. The descriptive statistic of the sample for each categorical variable (binary, nominal, or ordinal) will be based on computing: frequency distribution table “FDT”, and drawing the equivalent bar chart or pie chart.
Each two variables relationship can be a combination of each of the four different variables “numerical scale or categorical binary, categorical nominal, or categorical ordinal”. The descriptive statistics of two numerical variables relationship will be based on computing the correlation between them and drawing the split histogram. While the descriptive statistics for two categorical variables (binary, nominal, or ordinal) will be based on the contingency table and the relative chart. Lastly, the descriptive statistics for one categorical variable & one numerical variable will be based on computing the numerical descriptive statistics for each option in the categorical variable.
If you need to infer your results to the population, then a null hypothesis (Ho) can be assumed. If Ho is rejected, then the alternative hypothesis (Ha) is adopted.
Regards
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Without transportation, an SCM (Supply chain model) can not run.
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I once worked on a project for a business that provided analysis and research reports to its customers - the "raw materials" were data from various sources and the "products" were reports. To improve performance I treated the whole operation as a "supply chain" and implemented a Sales and Operations Planning process. No transportation involved! Although, I recognise that this may be "the exception that proves the rule"!
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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.
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Look the link, maybe useful.
Regards,
Shafagat
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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.
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I would suggest you check the work of Violeta Roso (Chalmers University, Sweden) who has been researching dry port all over the world: she's also on researchgate: www.researchgate.net/profile/Violeta-Roso
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A** is the bidual of A equipped with Arens products.
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Lav Kumar Singh No I do not have such an example. Indeed I am trying to prove that if there exists m in A** such that $m\box m$ is not equal to $m\diamond m$, then A is niether Arens regular nor commutative.
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How much release should be observe and why??
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It depends on the intended application. Does 12 hours release meet your criteria?
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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.
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A complete discussion can be found in
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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
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I propose the following research topic on this issue. Analysis of determinants and trends of pro-environmental changes in the development of public transport in cities and their use by citizens. These studies can take into account pro-environmental factors and sustainable development goals, which will cause a decrease in the use of passenger cars and an increase in the use of vehicles by public transport and other alternative solutions, such as the use of bicycles or resignation from commuting by increasing the scale of professional work in the form of remote in urban agglomerations.
Best wishes,
Dariusz Prokopowicz
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The IoT infrastructures are becoming integrated part of Smart City and Transportation, as well as other Smart Applications/
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A significantly large taxonomy of relevant performance indicators are provided in the following recently published survey article:
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I am working on an academic paper and I did MLM. one of the reviewers asked me "MLM estimation results for male commuters: The McFadden R square (0.179) falls out of the range between 0.2 and 0.4, which seems not a good fit overall", so what should I do?
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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).
Thanks!!
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For LCA, i have been used various softwares such as SimaPro, GaBi and OpenLCA. You can get different datasets.
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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.
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Hi Mario,
This sounds like a typical life-cycle assessment questions that cannot be answered in short. It is also important to be careful in setting system boundaries and making assumptions. For example, it is probably meaningful to include the battery production for electrical cars, but you might also need to consider the impact of the steam locomotive production, the infrastructure it requires, etc. Also, electricity mixes vary greatly between different parts of the world. Finally, it's important to keep the bigger picture in mind - steam locomotives and electric cars or trucks fill, at least partly, different functions and may be applied in different contexts.
Another important point is to keep a long-term strategic perspective in mind. Electric vehicles are not a sustainable solution at the moment, given the electricity they are running on, the battery production, etc., but they might be a stepping stone in the right direction. Vehicles run on fossil fuels on the other hand are not sustainable today and they won't become sustainable in the future neither.
Hope this is helpful!
Take care.
Jesko
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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?
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Elderly and disabled people were'nt allowed to use public transportation during the pandemic process. This was a precaution taken to prevent the spread of the disease. But this situation is a diffucult especially for these people who don't have a private car. For prevent this negative situation, the solutions can be: buses or other public transportation vehicles which depart at certain hours allocated for these people, with smaller vehicles such as minibuses allocation from designated assembly points to business points such as the center of the city, .
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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.
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Please, can you open the survey again for us to respond. This is a very important aspect that we all need to participate in. Please, can you send me the survey to respond to. Thanks.
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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?
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Dear Muhammad, this is certainly an important technical question of broad general interest to many RG members. As an organometallic chemist I not a proven expert in this field. However, I can recommend to you a potentially useful review article which might help you in your analysis. Please have a look the the following paper entitled:
Li-Ion Batteries: A Review of a Key Technology for Transport Decarbonization
This article has been posted as public full text on RG. Thus it can be freely downloaded as pdf file.
Besides LFP, NMC, and LTO type lithium ion batteries, LMO (lithium manganese oxide, LiMn2O4) and NCA (lithium nickel cobalt aluminium oxide, LiNiCoAlO2) technologies are named here.
Good luck with your work!
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Who can share some recording of the loading processes?
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I do agree with Mohamad Ikbal Bahua.
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The purpose is to generate in vitro spheroids from the biopsy samples. Storage at 4 degrees Celsius is due to transportation.
Thank you.
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This might be helpful
Good luck
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Hello.
I'm currently looking for a atpase that only hydrolyzes ATP.
there are lots of atpase but everything i found have linked activity (like transportation).
anyone know atpase that only hydrolyzes atp without having any other function?
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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
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Dear Mr. Ajao!
I think your work is of high relevance, so hereby I searched for you resources you might see of value:
1) Oliveira Cruz, Carlos, Miranda Sarmento, Joaquim (2021). The Renegotiations of Public Private Partnerships in Transportation - Theory and Practice, eBook ISBN978-3-030-61258-0, Springer International Publishing, Springer Nature Switzerland AG, Available at: https://www.springer.com/gp/book/9783030612573
2) A case-study: Sandeep G. Kudtarkar (2021).Resetting PPP in Infrastructure Model in India Post-COVID-19 Pandemic, The Indian Economic Journal 68(3) 365–382, 2020 © 2021 Indian Economic Association, Free access:
3) Peter E.D. Love et al. (2021), A procurement policy-making pathway to future-proof large-scale transport infrastructure assets, Research in Transportation Economics, 13 April 2021, In Press, Corrected Proof, Free access:
4) ANTHONY MOLLE (2021). Restructuring PPPs in the age of Covid-19: Some approaches, © 2021 The World Bank Group, Free access: https://blogs.worldbank.org/ppps/restructuring-ppps-age-covid-19-some-approaches
Yours sincerely, Bulcsu Szekely
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Hi,
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?
Best wishes
Lluis
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Thanks Bernardo. I'll check on the protocols you mention see if I can find them. Otherwise, thanks for the suggestions for contacts. We are dealing with freshwater indeed, but this would not make the difference, I guess.
Best wishes
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For example; Data should be collected and distributed in a single center, or there should be a data management portal for each province as local governments or a separate center for transportation.
What are your thoughts on this matter?
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I agree with Cenk. Directly sending emails to authorities may be a good choice based on my own experiences.
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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).
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Hi all,
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.
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During this time of covid-19, look at different modes and see which one is preferred by commuters to avoid spreading pandemic.
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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.
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It is either high humidity or high salt (in the air) that makes bacteria (?) grow on it.
You can take the air out and pack them airtight (if possible) to prevent this "corrosion" phenomenon.
I very much doubt there is any radioactivity associated with these plants.
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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.
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Dear Prof. Tektas!
You pointed to a very relevant point. May I argue that digital transformation brings in opportunity for intelligent transportation systems and so accelerate the emergence of novel solutions:
1) Hassanien, Aboul-Ella, Darwish, Ashraf (Eds.) (2021). Digital Transformation and Emerging Technologies for Fighting COVID-19 Pandemic: Innovative Approaches, © 2021 Springer Nature Switzerland AG, Available at: https://www.springer.com/gp/book/9783030633066
2) A case-study: Nigel Halpern et al. (2021).Ready for digital transformation? The effect of organisational readiness, innovation, airport size and ownership on digital change at airports, Journal of Air Transport Management, Volume 90, January 2021, Open access:
3) Feng Li (2020). Leading digital transformation: three emerging approaches for managing the transition, International Journal of Operations & Production Management, July 2020, Citation: "The research finds that at least three new approaches are emerging in leading organizations, which are (1) innovating by experimenting, (2) radical transformation via successive incremental changes and (3) dynamic sustainable advantages through an evolving portfolio of temporary advantages." Available at:
In conclusion please let me argue that successful implementation of digital transformation in intelligent transport system - projects needs utilization of strategy combining open innovation with open science.
Yours sincerely, Bulcsu Szekely
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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.
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There are various types of pollution, so each one or combination may take a specific survey or inventory, and assessment. Some of the various types may include solid waste, sanitary waste (human, animals, pets, etc.), industrial wastes, air pollutants, water pollutants, soil pollutants, etc. Coming up with a working proposal would probably necessitate involvement of leaders, community, landowners, and others interested, such as industry, hospitality such as hotels, citizens, etc. Leaders might include political representatives, health, religious, agencies, police or enforcement, various technical pollution experts, etc. Funding to develop comprehensive plans, improvements and management as well as monitoring may be another important area to address. Plans or programs might be developed to help address specific types of pollution, or circumstances, and some of these might be voluntary citizen responsibilities, and some might be legalized or regulated, and funded by taxation, communities, industries, or government actions.
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  • 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?
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Transportation is no doubt a core component of socio-economic development. It is evident in various Sustainable Development Goals (SDGs) drafted in Agenda 2030.
  • As far as the first point is concerned, I would like you to give some more examples so that it can be further discussed.
  • There were both positive as well negative impacts seen due to the lockdown of the public transit system. Since the latter is quite understood, I would like to throw some light on the former. It was seen that the use of green modes including walking and cycling increased manifolds. I suggest going through the text in the following link: https://www.bbc.com/future/bespoke/made-on-earth/the-great-bicycle-boom-of-2020.html
  • I believe that robust digital infrastructure and ICT are going to be the backbone of transportation systems. These, if utilized systematically and smartly will be useful to optimize the transportation systems towards sustainability that are socially equitable and economically viable.
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Dear reader
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 (aamardanish@gmail.com) or RG chat.
Regards
Aamar Danish
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yes what are the topics u will be discussing
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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.
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Sergio Romero-Hernández You first estimate the transport distance and calculate the weight of the tank, by multiplying those values you get the t*km- Depending on the weight of the tank you have to select the a lorry with enough weigh capacity. Moreover you should check if the volumetric capacity of the lorry is enough to transport the tank. It happen when dealing with this kind of objects, that the volumetric capacity will be reached before the weigh capacity. A final detail is to see if the transport is one directional or two directional, is the truck coming back empty after delivering the tank? then you should adjust your t*km value to reflect that. E
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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
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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)
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Yes. You have to consider this for better result.
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Hello everyone
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
Thanks.
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I ordered from them but the cell count is very low and there is some problem with the cell lines.
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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.
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the duration doesn't affect, the fixatives affect the quality. Usually, specimens fixed with formalin or ethanol doesn't yield good quality DNA.
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Dear Everyone!
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!
Kind regards,
Simon NAGY
PhD student
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My view is different from Peter Samuels', but I think we agree within the typical science and social science project. Consider (theoretical) mathematics research or thought experiments in physics or philosophy. The methods might involve a series of statements (theories, etc), and proofs/derivations related to these.
BUT, it sounds like you are doing a literature review/theory chapter, so look at sources for writing these.
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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.
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Have you seen this one:
An intermodal freight transport system for optimal supply chain logistics
B.R.,
Ari
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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?
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Study your daily business trip and shopping to organize and manage the best possible time
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Hello!
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?
Best Regards,
Ning Zhang
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In the US, as a general rule Portland cement manufacturing plants tend to be located fairly near the raw material source and so I would agree with Michel Noussan's statement that in most cases the pre-manufacturing transportation of raw materials contribution is very small in comparison to the manufacturing. That said, for a fair comparison to other materials it should be included. The post-manufacturing contribution is another matter. In some cases dry Portland cement is transported ridiculous distances to its point of being mixed. And for fair comparisons, the transportation after being mixed should also be included.
All that said, there will be large variations in the distances transported for various projects. In a given city, the cement used in one project may have been shipped only 100 miles while for another project, the cement used may have been shipped 1000 miles or more. For example, in 2019 the US imported $286 million worth of cement from Turkey. Over $10 billion (US$) in cement is shipped internationally every year.
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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?
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In the question I asked for a reference to solving operator equations, even better would be examples of solving such equations.
This answer provides another example of solving a simple "operator equation". It again concerns a quantum mechanical simple harmonic oscillator but this time an operator equation for one of the 'Quadrature Operators' is solved. Please see the two attachments
There are two proofs now, associated with this question.These two proofs are about expressing time dependent Heisenberg picture operators in terms of functions of the time and time independent Schrodinger picture operators.
In the future I may collect these proofs together and form a project update containing them, see my 'Quantum Optics' project.
I get a different result to Zweibach [1], see 'Quantum Dynamics.pdf' the first line of equation (3.44). Hopefully I have not made a silly mistake (a sign is different) if I have, hopefully it's toward the end of the proof.
Reference 1,
Prof Barton Zwiebach. 8.05 Quantum Physics II. Fall 2013. Massachusetts Institute of Technology: MIT OpenCourseWare, https://ocw.mit.edu/. License: Creative Commons BY-NC-SA.
Also
Reach 'Quantum Dynamics.pdf' from
Main course page at
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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!
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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?
Thanks
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Yeah, I saw it is an older question but it is seems very interesting. Sure, let's discuss it, please let me know more :-)
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What kind of mechanisms are involved in the integration and transportation of transfected DNA/Gene to the nucleus?
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Stable transfection is typically attempted by:
1. Microinjection: Where the DNA is delivered directly into the nuclei. So, no transportation there.
2. in vivo gene delivery methods (Viral Transduction): Where the viral machinery is exploited to trick the host genome into transcibing and translating your DNA. Virus-host interactions mediate the integration here.
3. Non-viral vectors: The naked/plasmid DNA enter the nucleus either upon the mitotic disassembly of the nuclear envelope or through nuclear pore complexes in the absence of cell division. This is predominantly mictotubule mediated.
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Dear all,
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)?
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Abhijeet Singh Thanks for your valuable input.
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I have proved some property.
1. Idempotency,
2. Commutativity,
3. Associativity,
4. Absorption law,
5. Distributivity and
6. De Morgan's laws over complement.
what is the structure of this property?
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I think it is called Demorgan,s Algebra
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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?
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YP/PV values has been studied by several researchers and exact range is quite debatable however while deciding a desirable range following works are considered:
Works of Chilingarian (1983) shows, lower YP/PV ratio indicates stabilization of mud whereas, standard text of Caenn(2011) mentions higher YP/PV ratio is desirable for better hole-cleaning.
Therefore, in order to obtain an optimum value of YP/PV, a mutually conflicting decision needs to be taken as both stability in terms of deflocculated condition and hole cleaning ability is essential for mud.
Several authors have studied ideal range of YP/PV of which studies of Okrajni (1986) suggest a range of 0 - 2. Gautam et al., (2020) 1 - 2.
For further studies you can refer:
Composition and Properties of Drilling and Completion Fluids, Composition and Properties of Drilling and Completion Fluids , Caenn(2011)
The Effects of Mud Rheology on Annular Hole Cleaning in Directional Wells. Okrajni 1986
Drilling Fluid Evaluation Using Yield Point-Plastic Viscosity Correlation - Chilingarian , 1983
Optimal Synthesis, Characterization, and Performance Evaluation of High-Pressure High-Temperature Polymer-Based Drilling Fluid: The Effect of Viscoelasticity on Cutting Transport, Filtration Loss, and Lubricity , Gautam (2020)