Warning system based on theoretical-experimental study of dispersion of soluble pollutants in rivers

Information about capacity of transport and dispersion of soluble pollutants in natural streams are important in the management of water resources, especially in planning preventive measures to minimize the problems caused by accidental or intentional waste, in public health and economic activities that depend on the use of water. Considering this importance, this study aimed to develop a warning system for rivers, based on experimental techniques using tracers and analytical equations of one-dimensional transport of soluble pollutants conservative, to subsidizing the decision-making in the management of water resources. The system was development in JAVA programming language and MySQL database can predict the travel time of pollutants clouds from a point of eviction and graphically displays the temporal distribution of concentrations of passage clouds, in a particular location, downstream from the point of its launch.

Kiteen mekaanisten värähtelyjen vaimentaminen takaisinkytkennällä

Pulseri on laite, joka tuottaa noin 10 MHz:n taajuudella olevan sähköisen pulssin, joka ohjataan kiteeseen. Kide lähettää korkeataajuuksisen ääniaallon ja toimii samalla vastaanottimena kaikuna heijastuneille ääniaalloille. Kide ja membraanikalvo ovat vedessä. Ääniaalto heijastuu takaisin suodatusmembraanikalvosta, jolla on tarkoitus erotella epäpuhtauksia. Membraanikalvo ja kide ovat millimetrin etäisyydellä toisistaan ja ääniaalloilla kestää noin 1,3 mikrosekuntia kulkea kiteestä membraanikalvon pinnalle ja siitä kaikuna takaisin kiteeseen. Saadaksemme luotettavia tuloksia ääniaallon kulkuajasta, kiteen tulee olla värähtelemättömässä tilassa silloin, kun kaikuna palaava pulssi saapuu takaisin. Työssä keskitytään kiteen vaimentamiseen mahdollisimman nopeasti lähetetyn pulssin jälkeen ja siihen liittyviin ongelmiin.

Bridging the digital divide in developing countries: The role of mobile technology in bridging the digital divide

This thesis investigates how mobile technology usage could help to bring Information and communication technologies (ICT) to the people in developing countries. Some people in developing countries have access to use ICT while other people do not have such opportunity. This digital divide among people is present in many developing countries where computers and the Internet are difficult to access. The Internet provides information that can increase productivity and enable markets to function more efficiently. The Internet reduces information travel time and provides more efficient ways for firms and workers to operate. ICT and the Internet can provide opportunities for economic growth and productivity in developing countries. This indicates that it is very important to bridge the digital divide and increase Internet connections in developing countries. The purpose of this thesis is to investigate how can mobile technology and mobile services help to bridge the digital divide in developing countries. Theoretical background of this thesis consists of a collection of articles and reports. Theoretical material was gathered by going through literature on the digital divide, mobile technology and mobile application development. The empirical research was conducted by sending a questionnaire by email to a selection of application developers located in developing countries. The questionnaire’s purpose was to gather qualitative information concerning mobile application development in developing countries. This thesis main result suggests that mobile phones and mobile technology usage can help to bridge the digital divide in developing countries. This study finds that mobile technology provides one of the best tools that can help to bridge the digital divide in developing countries. Mobile technology can bring affordable ICT to people who do not have access to use computers. Smartphones can provide Internet connection, mobile services and mobile applications to a rapidly growing number of mobile phone users in developing countries. New low-cost smartphones empower people in developing countries to have access to information through the Internet. Mobile technology has the potential to help to bridge the digital divide in developing countries where a vast amount of people own mobile phones.

Entropic system of daily mobility in a Metropolitan Area of Bogota, Colombia.

The fundamental diseconomy in the large metropolitan areas is the significant and sustained increase in travel time incurred by its inhabitants daily. Since a portion of the energy consumed in the daily mobility does not necessarily translate into individual and collective wealth, entropic systems have a feature which, as discussed for the case of Bogotá, does not have metropolitan institutions with the ability to redirect.

Cambios en calidad de vida en Colombia durante 1997-2003: otra aproximación

Este trabajo analiza, estática y dinámicamente, los cambios en las condiciones de vida de los hogares en Colombia entre los años 1997 y 2003. Se propone un indicador alternativo y se contrasta a nivel nacional, regional y de centro poblacional con el Índice de Calidad de Vida (ICV) convencional. El indicador alterno reconoce la importancia que tienen aspectos de salud y el tiempo gastado en desplazamiento. Estas variables adicionales reducen el impacto de los aspectos concernientes al capital físico y distancian aún más las condiciones de las zonas rurales frente a las urbanas. La importancia de profundizar en las políticas de salud en las zonas rurales y en políticas que permitan disminuir el tiempo gastado en desplazamiento para ambas zonas se torna evidente.

Fast northward energy transfer in the Atlantic due to Agulhas rings

The adiabatic transit time of wave energy radiated by an Agulhas ring released in the South Atlantic Ocean to the North Atlantic Ocean is investigated in a two-layer ocean model. Of particular interest is the arrival time of baroclinic energy in the northern part of the Atlantic, because it is related to variations in the meridional overturning circulation. The influence of the Mid-Atlantic Ridge is also studied, because it allows for the conversion from barotropic to baroclinic wave energy and the generation of topographic waves. Barotropic energy from the ring is present in the northern part of the model basin within 10 days. From that time, the barotropic energy keeps rising to attain a maximum 500 days after initiation. This is independent of the presence or absence of a ridge in the model basin. Without a ridge in the model, the travel time of the baroclinic signal is 1300 days. This time is similar to the transit time of the ring from the eastern to the western coast of the model basin. In the presence of the ridge, the baroclinic signal arrives in the northern part of the model basin after approximately 10 days, which is the same time scale as that of the barotropic signal. It is apparent that the ridge can facilitate the energy conversion from barotropic to baroclinic waves and the slow baroclinic adjustment can be bypassed. The meridional overturning circulation, parameterized in two ways as either a purely barotropic or a purely baroclinic phenomenon, also responds after 1300 days. The ring temporarily increases the overturning strength. Th presence of the ridge does not alter the time scales.

Aircraft observations and model simulations of concentration and particle size distribution in the Eyjafjallajökull volcanic ash cloud

The Eyjafjallajökull volcano in Iceland emitted a cloud of ash into the atmosphere during April and May 2010. Over the UK the ash cloud was observed by the FAAM BAe-146 Atmospheric Research Aircraft which was equipped with in-situ probes measuring the concentration of volcanic ash carried by particles of varying sizes. The UK Met Office Numerical Atmospheric-dispersion Modelling Environment (NAME) has been used to simulate the evolution of the ash cloud emitted by the Eyjafjallajökull volcano during the period 4–18 May 2010. In the NAME simulations the processes controlling the evolution of the concentration and particle size distribution include sedimentation and deposition of particles, horizontal dispersion and vertical wind shear. For travel times between 24 and 72 h, a 1/t relationship describes the evolution of the concentration at the centre of the ash cloud and the particle size distribution remains fairly constant. Although NAME does not represent the effects of microphysical processes, it can capture the observed decrease in concentration with travel time in this period. This suggests that, for this eruption, microphysical processes play a small role in determining the evolution of the distal ash cloud. Quantitative comparison with observations shows that NAME can simulate the observed column-integrated mass if around 4% of the total emitted mass is assumed to be transported as far as the UK by small particles (< 30 μm diameter). NAME can also simulate the observed particle size distribution if a distal particle size distribution that contains a large fraction of < 10 μm diameter particles is used, consistent with the idea that phraetomagmatic volcanoes, such as Eyjafjallajökull, emit very fine particles.

Computing journey start times with recurrent traffic conditions

n this study, the authors discuss the effective usage of technology to solve the problem of deciding on journey start times for recurrent traffic conditions. The developed algorithm guides the vehicles to travel on more reliable routes that are not easily prone to congestion or travel delays, ensures that the start time is as late as possible to avoid the traveller waiting too long at their destination and attempts to minimise the travel time. Experiments show that in order to be more certain of reaching their destination on time, a traveller has to leave early and correspondingly arrive early, resulting in a large waiting time. The application developed here asks the user to set this certainty factor as per the task in hand, and computes the best start time and route.

Fast long-range connections in transportation networks

Multidimensional scaling is applied in order to visualize an analogue of the small-world effect implied by edges having different displacement velocities in transportation networks. Our findings are illustrated for two real-world systems, namely the London urban network (streets and underground) and the US highway network enhanced by some of the main US airlines routes. We also show that the travel time in these two networks is drastically changed by attacks targeting the edges with large displacement velocities. (C) 2011 Elsevier By. All rights reserved.

Short Communication: A compelling argument for the gravity p-median model

The p-median model is used to locate P facilities to serve a geographically distributed population. Conventionally, it is assumed that the population always travels to the nearest facility. Drezner and Drezner (2006, 2007) provide three arguments on why this assumption might be incorrect, and they introduce the extended the gravity p-median model to relax the assumption. We favour the gravity p-median model, but we note that in an applied setting, Drezner and Drezner’s arguments are incomplete. In this communication, we point at the existence of a fourth compelling argument for the gravity p-median model.

On administrative borders and accessibility to public services: : The case of hospitals in Sweden.

An administrative border might hinder the optimal allocation of a given set of resources by restricting the flow of goods, services, and people. In this paper we address the question: Do administrative borders lead to poor accessibility to public service such as hospitals? In answering the question, we have examined the case of Sweden and its regional borders. We have used detailed data on the Swedish road network, its hospitals, and its geo-coded population. We have assessed the population’s spatial accessibility to Swedish hospitals by computing the inhabitants’ distance to the nearest hospital. We have also elaborated several scenarios ranging from strongly confining regional borders to no confinements of borders and recomputed the accessibility. Our findings imply that administrative borders are only marginally worsening the accessibility.

An empirical test of the gravity p-median model

A customer is presumed to gravitate to a facility by the distance to it and the attractiveness of it. However regarding the location of the facility, the presumption is that the customer opts for the shortest route to the nearest facility.This paradox was recently solved by the introduction of the gravity p-median model. The model is yet to be implemented and tested empirically. We implemented the model in an empirical problem of locating locksmiths, vehicle inspections, and retail stores ofv ehicle spare-parts, and we compared the solutions with those of the p-median model. We found the gravity p-median model to be of limited use for the problem of locating facilities as it either gives solutions similar to the p-median model, or it gives unstable solutions due to a non-concave objective function.

Distance measure and the p-median problem in rural areas

The p-median model is used to locate P facilities to serve a geographically distributed population. Conventionally, it is assumed that the population patronize the nearest facility and that the distance between the resident and the facility may be measured by the Euclidean distance. Carling, Han, and Håkansson (2012) compared two network distances with the Euclidean in a rural region witha sparse, heterogeneous network and a non-symmetric distribution of thepopulation. For a coarse network and P small, they found, in contrast to the literature, the Euclidean distance to be problematic. In this paper we extend their work by use of a refined network and study systematically the case when P is of varying size (2-100 facilities). We find that the network distance give as gooda solution as the travel-time network. The Euclidean distance gives solutions some 2-7 per cent worse than the network distances, and the solutions deteriorate with increasing P. Our conclusions extend to intra-urban location problems.

Testing the gravity p-median model empirically

Regarding the location of a facility, the presumption in the widely used p-median model is that the customer opts for the shortest route to the nearest facility. However, this assumption is problematic on free markets since the customer is presumed to gravitate to a facility by the distance to and the attractiveness of it. The recently introduced gravity p-median model offers an extension to the p-median model that account for this. The model is therefore potentially interesting, although it has not yet been implemented and tested empirically. In this paper, we have implemented the model in an empirical problem of locating vehicle inspections, locksmiths, and retail stores of vehicle spare-parts for the purpose of investigating its superiority to the p-median model. We found, however, the gravity p-median model to be of limited use for the problem of locating facilities as it either gives solutions similar to the p-median model, or it gives unstable solutions due to a non-concave objective function.

Sistemas inteligentes no transporte público coletivo por ônibus

Desenvolvimentos recentes na tecnologia de informação têm proporcionado grandes avanços no gerenciamento dos sistemas de transportes. No mundo já existem várias tecnologias testadas e em funcionamento que estão auxiliando na tarefa de controle da operação do transporte público por ônibus. Esses sistemas geram informações úteis para o planejamento e operação dos sistemas de transportes. No Brasil, os investimentos em tecnologias avançadas ainda são muito modestos e estão focados em equipamentos que auxiliam no controle da evasão da receita. No entanto, percebe-se um crescente interesse, por parte dos órgão gestores e operadores, em implementar sistemas automatizados para auxiliar na melhoria da qualidade dos sistemas de transportes e como forma de aumentar a produtividade do setor. Esse trabalho traz à discussão os sistemas avançados desenvolvidos para o transporte público coletivo, com o objetivo de definir o perfil da tecnologia avançada que está de acordo com as necessidades dos gestores e operadores brasileiros. Na realização do trabalho foi empregada uma ferramenta de planejamento denominada Desdobramento da Função Qualidade – QFD (Quality Function Deployment), bastante utilizada para direcionar os processos de manufatura e produto, e para hierarquizar os atributos considerados importantes para o gerenciamento do transporte público urbano no Brasil. O resultado do trabalho indica um grande interesse em implantar tecnologia avançada para auxiliar no monitoramento dos tempos de viagem e tempos perdidos durante a operação do transporte público. Essa tecnologia também é tida como capaz de melhorar o desempenho das linhas, através da manutenção da regularidade e pontualidade. Ainda, sistemas inteligentes que propiciam informações precisas aos usuários contribuem para melhorar a imagem do modal ônibus.