Mean field evolution in an open quantum system

In this thesis, we consider N quantum particles coupled to collective thermal quantum environments. The coupling is energy conserving and scaled in the mean field way. There is no direct interaction between the particles, they only interact via the common reservoir. It is well known that an initially disentangled state of the N particles will remain disentangled at times in the limit N -> [infinity]. In this thesis, we evaluate the η-body reduced density matrix (tracing over the reservoirs and the N - η remaining particles). We identify the main disentangled part of the reduced density matrix and obtain the first order correction term in 1/N. We show that this correction term is entangled. We also estimate the speed of convergence of the reduced density matrix as N -> [infinity]. Our model is exactly solvable and it is not based on numerical approximation.

Seawater carbonate chemistry and sperm swimming speed, fertilization success of the Australasian sea urchin Heliocidaris erythrogramma in lab experiment

Background: Climate change will lead to intense selection on many organisms, particularly during susceptible early life stages. To date, most studies on the likely biotic effects of climate change have focused on the mean responses of pooled groups of animals. Consequently, the extent to which inter-individual variation mediates different selection responses has not been tested. Investigating this variation is important, since some individuals may be preadapted to future climate scenarios. Methodology/Principal Findings: We examined the effect of CO2-induced pH changes ("ocean acidification") in sperm swimming behaviour on the fertilization success of the Australasian sea urchin Heliocidaris erythrogramma, focusing on the responses of separate individuals and pairs. Acidification significantly decreased the proportion of motile sperm but had no effect on sperm swimming speed. Subsequent fertilization experiments showed strong inter-individual variation in responses to ocean acidification, ranging from a 44% decrease to a 14% increase in fertilization success. This was partly explained by the significant relationship between decreases in percent sperm motility and fertilization success at delta pH = 0.3, but not at delta pH = 0.5. Conclusions and Significance: The effects of ocean acidification on reproductive success varied markedly between individuals. Our results suggest that some individuals will exhibit enhanced fertilization success in acidified oceans, supporting the concept of 'winners' and 'losers' of climate change at an individual level. If these differences are heritable it is likely that ocean acidification will lead to selection against susceptible phenotypes as well as to rapid fixation of alleles that allow reproduction under more acidic conditions. This selection may ameliorate the biotic effects of climate change if taxa have sufficient extant genetic variation upon which selection can act.

Temperatures, salinity, wind speed, grain sizes and foraminifera abundance in the Great Belt Channel, western Baltic Sea

The Great Belt, the largest inlet to the Baltic Sea, has a deep and well defined channel system. A distinct thermohaline layer at roughly 18 to 20 m of water depth separates the saltier and generally cooler deeper North Sea water from the brackish and warmer surface water. It is practically a current dominated area, with the strongest bottom currents due to prolonged west winds. The size and shape of the surface sediments and their grain size distributions show a close relationship with the prevailing hydrographical conditions. Southerly current marks predominate while northerly directions are confined to 10 to 14 m of water depth. The degree of bioturbation is highest in the uppermost sedimentary cover where practically all original stratification has been destroyed. Various bioturbate structures have been identified with the fauna. Coiling ratios of Ammonia beccarii (Linnaeus) have been successfully applied for correlation in the postglacial sediments of the early Littorina Transgression. The succession shows that in the Boreal brackish water conditions were probably followed by peat and limnic sediments as the sea regressed. With the Littorina Transgression, the sea again entered the area and high sedimentation rates resulted in the major deposits of the Great Belt. At least for the last 4000 years, sedimentation rates had been very low. Present day currents sweep out the sediments, mainly to the southern marginal areas.

Investigation of the Effect of Speed on the Dynamic Impact Factor for Bridges with Different Entrance Conditions, 2016

The dynamic interaction of vehicles and bridges results in live loads being induced into bridges that are greater than the vehicle’s static weight. To limit this dynamic effect, the Iowa Department of Transportation (DOT) currently requires that permitted trucks slow to five miles per hour and span the roadway centerline when crossing bridges. However, this practice has other negative consequences such as the potential for crashes, impracticality for bridges with high traffic volumes, and higher fuel consumption. The main objective of this work was to provide information and guidance on the allowable speeds for permitted vehicles and loads on bridges .A field test program was implemented on five bridges (i.e., two steel girder bridges, two pre-stressed concrete girder bridges, and one concrete slab bridge) to investigate the dynamic response of bridges due to vehicle loadings. The important factors taken into account during the field tests included vehicle speed, entrance conditions, vehicle characteristics (i.e., empty dump truck, full dump truck, and semi-truck), and bridge geometric characteristics (i.e., long span and short span). Three entrance conditions were used: As-is and also Level 1 and Level 2, which simulated rough entrance conditions with a fabricated ramp placed 10 feet from the joint between the bridge end and approach slab and directly next to the joint, respectively. The researchers analyzed and utilized the field data to derive the dynamic impact factors (DIFs) for all gauges installed on each bridge under the different loading scenarios.

HOLDING DECISIONS FOR CORRELATED VEHICLE ARRIVALS AT INTERMODAL FREIGHT TRANSFER TERMINALS

A vehicle holding method is proposed for mitigating the effect of service disruptions on coordinated intermodal freight operations. Existing studies are extended mainly by (1) modeling correlations among vehicle arrivals and (2) considering decision risks with a mean-standard deviation optimization model. It is shown that the expected value of the total cost in the proposed formulation is not affected by the correlations, while the variance can be miscomputed when arrival correlations are neglected. Some implications of delay propagation are also identified when optimizing vehicle holding decisions in real-time. General criteria are provided for determining the boundary of the affected region and length of the numerical search, based on the frequency of information updates. Theoretical analyses are supported by three numerical examples.

Determination of a Mean Solar Radiation Year and of a Typical Meteorological Year for the region of Funchal in the Madeira Island

This paper presents the determination of a mean solar radiation year and of a typical meteorological year for the region of Funchal in the Madeira Island, Portugal. The data set includes hourly mean and extreme values for air temperature, relative humidity and wind speed and hourly mean values for solar global and diffuse radiation for the period 2004-2014, with maximum data coverage of 99.7%. The determination of the mean solar radiation year consisted, in a first step, in the average of all values for each pair hour/day and, in a second step, in the application of a five days centred moving average of hourly values. The determination of the typical meteorological year was based on Finkelstein-Schafer statistics, which allows to obtain a complete year of real measurements through the selection and combination of typical months, preserving the long term averages while still allowing the analysis of short term events. The typical meteorological year validation was carried out through the comparison of the monthly averages for the typical year with the long term monthly averages. The values obtained were very close, so that the typical meteorological year can accurately represent the long term data series. The typical meteorological year can be used in the simulation of renewable energy systems, namely solar energy systems, and for predicting the energy performance of buildings.

Vehicle Routing Problems that Minimize the Completion Time: Heuristics, Worst-Case Analyses, and Computational Results

In the standard Vehicle Routing Problem (VRP), we route a fleet of vehicles to deliver the demands of all customers such that the total distance traveled by the fleet is minimized. In this dissertation, we study variants of the VRP that minimize the completion time, i.e., we minimize the distance of the longest route. We call it the min-max objective function. In applications such as disaster relief efforts and military operations, the objective is often to finish the delivery or the task as soon as possible, not to plan routes with the minimum total distance. Even in commercial package delivery nowadays, companies are investing in new technologies to speed up delivery instead of focusing merely on the min-sum objective. In this dissertation, we compare the min-max and the standard (min-sum) objective functions in a worst-case analysis to show that the optimal solution with respect to one objective function can be very poor with respect to the other. The results motivate the design of algorithms specifically for the min-max objective. We study variants of min-max VRPs including one problem from the literature (the min-max Multi-Depot VRP) and two new problems (the min-max Split Delivery Multi-Depot VRP with Minimum Service Requirement and the min-max Close-Enough VRP). We develop heuristics to solve these three problems. We compare the results produced by our heuristics to the best-known solutions in the literature and find that our algorithms are effective. In the case where benchmark instances are not available, we generate instances whose near-optimal solutions can be estimated based on geometry. We formulate the Vehicle Routing Problem with Drones and carry out a theoretical analysis to show the maximum benefit from using drones in addition to trucks to reduce delivery time. The speed-up ratio depends on the number of drones loaded onto one truck and the speed of the drone relative to the speed of the truck.

Effect of Pavement-Vehicle Interaction on Highway Fuel Consumption and Emission

Vehicle fuel consumption and emission are two important effectiveness measurements of sustainable transportation development. Pavement plays an essential role in goals of fuel economy improvement and greenhouse gas (GHG) emission reduction. The main objective of this dissertation study is to experimentally investigate the effect of pavement-vehicle interaction (PVI) on vehicle fuel consumption under highway driving conditions. The goal is to provide a better understanding on the role of pavement in the green transportation initiates. Four study phases are carried out. The first phase involves a preliminary field investigation to detect the fuel consumption differences between paired flexible-rigid pavement sections with repeat measurements. The second phase continues the field investigation by a more detailed and comprehensive experimental design and independently investigates the effect of pavement type on vehicle fuel consumption. The third study phase calibrates the HDM-IV fuel consumption model with data collected in the second field phase. The purpose is to understand how pavement deflection affects vehicle fuel consumption from a mechanistic approach. The last phase applies the calibrated HDM-IV model to Florida’s interstate network and estimates the total annual fuel consumption and CO2 emissions on different scenarios. The potential annual fuel savings and emission reductions are derived based on the estimation results. Statistical results from the two field studies both show fuel savings on rigid pavement compared to flexible pavement with the test conditions specified. The savings derived from the first phase are 2.50% for the passenger car at 112km/h, and 4.04% for 18-wheel tractor-trailer at 93km/h. The savings resulted from the second phase are 2.25% and 2.22% for passenger car at 93km/h and 112km/h, and 3.57% and 3.15% for the 6-wheel medium-duty truck at 89km/h and 105km/h. All savings are statistically significant at 95% Confidence Level (C.L.). From the calibrated HDM-IV model, one unit of pavement deflection (1mm) on flexible pavement can cause an excess fuel consumption by 0.234-0.311 L/100km for the passenger car and by 1.123-1.277 L/100km for the truck. The effect is more evident at lower highway speed than at higher highway speed. From the network level estimation, approximately 40 million gallons of fuel (combined gasoline and diesel) and 0.39 million tons of CO2 emission can be saved/reduced annually if all Florida’s interstate flexible pavement are converted to rigid pavement with the same roughness levels. Moreover, each 1-mile of flexible-rigid conversion can result in a reduction of 29 thousand gallons of fuel and 258 tons of CO2 emission yearly.