A modified Density-Based Scanning Algorithm with Noise for spatial travel pattern analysis from Smart Card AFC data

Smart Card Automated Fare Collection (AFC) data has been extensively exploited to understand passenger behavior, passenger segment, trip purpose and improve transit planning through spatial travel pattern analysis. The literature has been evolving from simple to more sophisticated methods such as from aggregated to individual travel pattern analysis, and from stop-to-stop to flexible stop aggregation. However, the issue of high computing complexity has limited these methods in practical applications. This paper proposes a new algorithm named Weighted Stop Density Based Scanning Algorithm with Noise (WS-DBSCAN) based on the classical Density Based Scanning Algorithm with Noise (DBSCAN) algorithm to detect and update the daily changes in travel pattern. WS-DBSCAN converts the classical quadratic computation complexity DBSCAN to a problem of sub-quadratic complexity. The numerical experiment using the real AFC data in South East Queensland, Australia shows that the algorithm costs only 0.45% in computation time compared to the classical DBSCAN, but provides the same clustering results.

Modulação por Sucupira (Pterodon polygalaeflorus, Benth) da distribuição de Linfócitos T ativados e T de memória em linfonodos (LN) de camundongos com Artrite Induzida por Colágeno tipo II (CIA) e da mielopoiese em baços de camundongos primados com Adjuvante Completo de Freund (AFC)

Sementes de árvores do gênero Pterodon, conhecidas principalmente pelo nome Sucupira, são utilizadas popularmente para o tratamento de doenças reumáticas. Na presente dissertação, temos como objetivo estudar a possível ação do extrato hidroalcoólico de sementes de Pterodon polygalaeflorus (EHPp) no tratamento de Artrite Induzida por Colágeno tipo II (CIA) em camundongos DBA/1J. Verificou-se a distribuição de Linfócitos T CD4+ com fenótipo de memória em linfonodos de animais com CIA; a possível interferência do tratamento no segundo aumento de células mielóides (Mac-1+) esplênicas gerado pela segunda injeção de colágeno tipo II (CII) para indução da CIA e confirmou-se o fenótipo granulocítico dessas células mielóides. Além disso, através de outro modelo experimental de 10 dias de duração, objetivou-se estudar as células mielóides Mac-1+: se o tratamento com EHPp interfere na mielopoese esplênica induzida somente pela injeção de Adjuvante de Freund Completo (AFC) em camundongos DBA1/J e avaliar uma eventual diferença entre o grau de ativação dessas células em animais primados com AFC tratados ou não com EHPp. A CIA foi induzida em camundongos DBA/1J machos, por injeção intradérmica (i.d.) de CII em AFC com reforço intraperitonial de CII três semanas após a primeira injeção. O tratamento oral, diário, com EHPp por cerca de 30 dias foi iniciado no dia do reforço com CII. No modelo de curta duração, com o intuito de verificar o possível aumento de células Mac-1+ no baço, os animais foram tratados oralmente com EHPp, por 9 dias, sendo o AFC injetado, i.d., no 5o dia do tratamento e os animais sacrificados no 10o. Os resultados obtidos foram: o tratamento com EHPp interfere na distribuição de Linfócitos T com fenótipo de memória em animais com indução de CIA; resultados preliminares sugerem que o tratamento com EHPp não interfere no segundo aumento de células mielóides no baço no modelo CIA; a maioria das células mielóides presentes no baço de animais sadios ou de animais com CIA apresenta fenótipo granulocítico (GR.1+); o tratamento com EHPp reduz significantemente a mielopoese esplênica induzida pela injeção de AFC; a fração significante de células Mac-1+ no baço de animais primados com AFC apresenta aumento de produção de Espécies Reativas de Oxigênio em relação aos animais sadios ou tratados com EHPp. Em conjunto, estes resultados permitem identificar uma possível ação anti-inflamatória do EHPp ao impedir o aumento de células inflamatórias no baço de animais primados com AFC, bem como uma atividade imunossupressora, evidenciada pela redução de Linfócitos com perfil de recém ativação e de Linfócitos com perfil de memória nos LNs em relação aos animais com CIA, sugerindo o seu envolvimento nos processos de ativação e de migração linfocitários.

Conocemos las fiestas de interés turístico a través de las AFC.

Se describe una experiencia didáctica desarrollada dentro de la actividad formativa complementaria 'Folklore extremeño' en el CEIP Virgen del Carmen (Mohedas de Granadilla, Cáceres) y que consistió en estudiar las fiestas de interés turístico regional y en elaborar materiales en torno a ellas para posteriormente realizar una exposición con los mismos.

Utvärdering av programvaror för variabeldata till Lugnetgymnasiets färgskrivare,Ricoh AFC 6513.

The Lugnetgymnasium in Falun has a graphic education that supplies a color printer, which is availablefor the students in their hall. The printer is a Ricoh AFC 6513 and it is a model that can handlevariable data. It was bought in the autumn of 2002. The teachers of the graphic education want to makeuse of the variable data function and procure a variable data software. The purpose of this project is toevaluate variable data software’s, so that the most suitable choice of software can be made for the graphiceducation. To be able to make this choice, criterions has been made what the variable data softwarewill fulfil. Different software’s of variable data has been examined and a summary was made whichtells what software that fulfils all the criterions. The software’s that seemed appropriate for the graphiceducation were PrintShop Mail and Personalizer-X. Adecision which one of these software’s thatwill be purchase was made by the teachers on the graphic education. Tests and a more detailed studyon the software’s have been done. The information has later been presented for the teachers. They madea decision, which were Personalizer-X. After this decision, an easier manual for Personalizer-X wasmade. The purpose with the manual is that the students on the graphic education, quickly and easy canget started with the use of variable data.

Entrepreneurial Motivations Questionnaire: AFC and CFA in academy.

Background Entrepreneurship has been considered essential to create value, being a powerful driver of economic and social development. Academy must invest in the development of entrepreneurial skills in students ("Entrepreneurial Academy"). Objective: To analyse the psychometric proprieties of the EMQ-Entrepreneurial Motivations Questionnaire. Methods Sample: 6,532 students from 17 polytechnic Institutes of Portugal. Measure: EMQ, composed by measures of Entrepreneurial motives for the business, Entrepreneurial influences, and Support Services. Results Exploratory factor analysis (EFA) for Entrepreneurial-Motives-for-thebusiness (KMO = .921, X2 = 54387.94, p < .001) extracted 4 factors, explaining 53.81 % of variance (EV): F1-Family security (19.92 % EV; M= 4.07, SD = 0.67), F2-Prestige (14.60 % EV; M= 3.25, SD = 0.75), F3- Independence (13.13 % EV; M= 3.33, SD = 0.75), and F4-Realization of an opportunity (11.15 % EV; M= 4.08, SD = 0.56). This factorial structure was supported by Confirmatory factor analysis (CFA), with an acceptable fit: RMSEA = .084. EFA of Entrepreneurial-Influences (KMO = .916, X2 = 60584.93, p < .001), extracted 4 factors, EV 60.08 %: F1-Resources availability (21.25 % EV; M= 3.86, SD = 0.68), F2-Stable customers and incentives (19.70 % EV; M= 3.82, SD = 0.65), F3-Social and economic instability (11.11 % EV; M= 2.96, SD = 1.06), and F4-Opportunities in the sector and residence area (8.03 % EV; M= 3.29, SD = 0.95). This factorial structure was supported by CFA, with an acceptable fit: RMSEA = .073. EFA of Support-Services (KMO = .995, X2 = 57311.43, p < .001) extracted 2 factors, EV 58.43 %: F1-Financial support (32.59 % EV; M= 3.93, SD = 0.69) and F2-Prestige (25.84 % EV; M= 3.95, SD = 0.65). This factorial structure was supported by CFA, with an acceptable fit: RMSEA = .090. The health group showed scores mostly above global average in factors. Conclusions EMQ showed adequate psychometric properties. The instrument is useful for measuring entrepreneurships motivations in health.

Shock control bump design optimization on Natural Laminar Aerofoil

The chapter investigates Shock Control Bumps (SCB) on a Natural Laminar Flow (NLF) aerofoil; RAE 5243 for Active Flow Control (AFC). A SCB approach is used to decelerate supersonic flow on the suction/pressure sides of transonic aerofoil that leads delaying shock occurrence or weakening of shock strength. Such an AFC technique reduces significantly the total drag at transonic speeds. This chapter considers the SCB shape design optimisation at two boundary layer transition positions (0 and 45%) using an Euler software coupled with viscous boundary layer effects and robust Evolutionary Algorithms (EAs). The optimisation method is based on a canonical Evolution Strategy (ES) algorithm and incorporates the concepts of hierarchical topology and parallel asynchronous evaluation of candidate solution. Two test cases are considered with numerical experiments; the first test deals with a transition point occurring at the leading edge and the transition point is fixed at 45% of wing chord in the second test. Numerical results are presented and it is demonstrated that an optimal SCB design can be found to significantly reduce transonic wave drag and improves lift on drag (L/D) value when compared to the baseline aerofoil design.

Double-shock control bump design optimization using hybridized evolutionary algorithms

This study investigates the application of two advanced optimization methods for solving active flow control (AFC) device shape design problem and compares their optimization efficiency in terms of computational cost and design quality. The first optimization method uses hierarchical asynchronous parallel multi-objective evolutionary algorithm and the second uses hybridized evolutionary algorithm with Nash-Game strategies (Hybrid-Game). Both optimization methods are based on a canonical evolution strategy and incorporate the concepts of parallel computing and asynchronous evaluation. One type of AFC device named shock control bump (SCB) is considered and applied to a natural laminar flow (NLF) aerofoil. The concept of SCB is used to decelerate supersonic flow on suction/pressure side of transonic aerofoil that leads to a delay of shock occurrence. Such active flow technique reduces total drag at transonic speeds which is of special interest to commercial aircraft. Numerical results show that the Hybrid-Game helps an EA to accelerate optimization process. From the practical point of view, applying a SCB on the suction and pressure sides significantly reduces transonic total drag and improves lift-to-drag (L/D) value when compared to the baseline design.

Adaptive wing/aerofoil design optimisation using MOEA coupled to uncertainty design method

The use of adaptive wing/aerofoil designs is being considered as promising techniques in aeronautic/aerospace since they can reduce aircraft emissions, improve aerodynamic performance of manned or unmanned aircraft. The paper investigates the robust design and optimisation for one type of adaptive techniques; Active Flow Control (AFC) bump at transonic flow conditions on a Natural Laminar Flow (NLF) aerofoil designed to increase aerodynamic efficiency (especially high lift to drag ratio). The concept of using Shock Control Bump (SCB) is to control supersonic flow on the suction/pressure side of NLF aerofoil: RAE 5243 that leads to delaying shock occurrence or weakening its strength. Such AFC technique reduces total drag at transonic speeds due to reduction of wave drag. The location of Boundary Layer Transition (BLT) can influence the position the supersonic shock occurrence. The BLT position is an uncertainty in aerodynamic design due to the many factors, such as surface contamination or surface erosion. The paper studies the SCB shape design optimisation using robust Evolutionary Algorithms (EAs) with uncertainty in BLT positions. The optimisation method is based on a canonical evolution strategy and incorporates the concepts of hierarchical topology, parallel computing and asynchronous evaluation. Two test cases are conducted; the first test assumes the BLT is at 45% of chord from the leading edge and the second test considers robust design optimisation for SCB at the variability of BLT positions and lift coefficient. Numerical result shows that the optimisation method coupled to uncertainty design techniques produces Pareto optimal SCB shapes which have low sensitivity and high aerodynamic performance while having significant total drag reduction.

Modelling busway station dwell time using smart cards

Dwell time at the busway station has a significant effect on bus capacity and delay. Dwell time has conventionally been estimated using models developed on the basis of field survey data. However field survey is resource and cost intensive, so dwell time estimation based on limited observations can be somewhat inaccurate. Most public transport systems are now equipped with Automatic Passenger Count (APC) and/or Automatic Fare Collection (AFC) systems. AFC in particular reduces on-board ticketing time, driver’s work load and ultimately reduces bus dwell time. AFC systems can record all passenger transactions providing transit agencies with access to vast quantities of data. AFC data provides transaction timestamps, however this information differs from dwell time because passengers may tag on or tag off at times other than when doors open and close. This research effort contended that models could be developed to reliably estimate dwell time distributions when measured distributions of transaction times are known. Development of the models required calibration and validation using field survey data of actual dwell times, and an appreciation of another component of transaction time being bus time in queue. This research develops models for a peak period and off peak period at a busway station on the South East Busway (SEB) in Brisbane, Australia.

How transit route passenger load and distance can together influence quality of service

This paper investigates: - correlation between transit route passenger loading and travel distance - its implications on quality of service (QoS) and resource productivity. It uses Automatic Fare Collection (AFC) data across a weekday on a premium bus line in Brisbane, Australia. A composite load-distance factor is proposed as a new measure for profiling transit route on-board passenger comfort QoS. Understanding these measures and their correlation is important for planning, design, and operational activities.

Passenger segmentation using smart card data

Transit passenger market segmentation enables transit operators to target different classes of transit users for targeted surveys and various operational and strategic planning improvements. However, the existing market segmentation studies in the literature have been generally done using passenger surveys, which have various limitations. The smart card (SC) data from an automated fare collection system facilitate the understanding of the multiday travel pattern of transit passengers and can be used to segment them into identifiable types of similar behaviors and needs. This paper proposes a comprehensive methodology for passenger segmentation solely using SC data. After reconstructing the travel itineraries from SC transactions, this paper adopts the density-based spatial clustering of application with noise (DBSCAN) algorithm to mine the travel pattern of each SC user. An a priori market segmentation approach then segments transit passengers into four identifiable types. The methodology proposed in this paper assists transit operators to understand their passengers and provides them oriented information and services.

Transit route occupancy load factor and passenger average travel time for quality of service assessment

This paper investigates quality of service (QoS) and resource productivity implications of transit route passenger loading and travel time. It highlights the value of occupancy load factor as a direct passenger comfort QoS measure. Automatic Fare Collection data for a premium radial bus route in Brisbane, Australia, is used to investigate time series correlation between occupancy load factor and passenger average travel time. Correlation is strong across the entire span of service in both directions. Passengers tend to be making longer, peak direction commuter trips under significantly less comfortable conditions than off-peak. The Transit Capacity and Quality of Service Manual uses segment based load factor as a measure of onboard loading comfort QoS. This paper provides additional insight into QoS by relating the two route based dimensions of occupancy load factor and passenger average travel time together in a two dimensional format, both from the passenger’s and operator’s perspectives. Future research will apply Value of Time to QoS measurement, reflecting perceived passenger comfort through crowding and average time spent onboard. This would also assist in transit service quality econometric modeling. The methodology can be readily applied in a practical setting where AFC data for fixed scheduled routes is available. The study outcomes also provide valuable research and development directions.