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15 results for “transport costs”
Least cost network data for ancient camel transportation in the Eastern desert of Egypt - Desert Networks HiSoMA CNRS
<p>This repository contains the data necessary for the realization of a least cost network for camel transport during antiquity (Ptolemaic and Roman period) in the Egyptian eastern desert. The details of the network construction and data processing can be found in the the associated paper and datapaper.</p> <p>Study paper:<br> Manière, L., Crépy, M., Redon, B. (2020) Building a Model to reconstruct the Hellenistic and Roman Road Networks of the Eastern desert of Egypt, a Semi-Empirical Approach Based on Modern Travelers’ Itineraries. DOI : <a href="http://doi.org/10.5334/jcaa.67">http://doi.org/10.5334/jcaa.67</a></p> <p>Datapaper:<br> Manière, L., Crépy, M., Redon, B. (2020) Geospatial data from the “Modelling the Hellenistic and Roman Road Networks of the Eastern desert of Egypt, a Semi-Empirical Approach Based on Modern Travelers’ Itineraries” paper. DOI : <a href="http://doi.org/10.5334/joad.71">http://doi.org/10.5334/joad.71</a></p>
French domestic bilateral transport costs between districts c. 1789
<p>Downloading the data will provide you with a .zip file.</p> <p>The data include bilateral transport costs between French districts around 1789, as computed for the paper See Daudin, G. (2010). Domestic Trade and Market Size in Late-Eighteenth-Century France. <em>The Journal of Economic History,</em> 70(3), 716-743. doi:10.1017/S0022050710000598</p>
Figures, plotting scripts, and data for "A fast, low-cost, and stable memory algorithm for implementing multicomponent transport in direct numerical simulations"
<p>This dataset contains the figures, as well as the necessary plotting scripts and data to reproduce them, for the article "A fast, low-cost, and stable memory algorithm for implementing multicomponent transport in direct numerical simulations" by Aaron J. Fillo, Jason Schlup, Guillaume Beardsell, Guillaume Blanquart, and Kyle E. Niemeyer (2019). In addition, the code used to generate the eigenvalues in Table 1 is included.</p> <p>The scripts were run in Matlab 2019a, though none of the versions used should be version-dependent. Furthermore, non-standard functions are included with dependencies hard-coded. We used export_fig (https://github.com/altmany/export_fig) to generate high-quality figures, and redistribute the version used here for reproducibility (export_fig was developed by Oliver J. Woodford and Yair M. Altman, and made available openly under the BSD 3-Clause License).</p> <p>The code included in this dataset is released under the BSD 3-Clause License (see LICENSE.txt for details), other than the source of export_fig, as described. The figures are shared under the Creative Commons Attribution 4.0 International License (CC BY 4.0, https://creativecommons.org/licenses/by/4.0/).</p>
Development, Education, and Implementation of a Low-Cost Audio Sensor-based Autonomous Surveillance System for Smart and Connected Transportation Infrastructure Construction and Maintenance
<p>Each DOT has to govern and oversee an enormous number of transportation construction and maintenance projects. However, since a transportation construction project entails several miles of a job site including numerous work tasks and equipment operations, it has been increasingly challenging for each DOT to consistently monitor progress of all projects in each State as well as efficiently evaluate work performance. In particular, with limited human resources and time, DOTs in Region 6 States have managed large-scale transportation construction and maintenance projects by a human inspection and recovered direct and indirect damages of transportation infrastructure systems caused from the recent natural disasters. In this demanding situation, DOT practitioners and project managers have long recognized the importance of automated monitoring and surveillance of transportation construction and maintenance processes that helps consistently track work progress and take immediate remedial action. As one promising supplement for site monitoring and human inspection, this project proposes a new approach for low-cost audio sensor-based autonomous site and safety surveillance of transportation construction and maintenance, which allows for faster, more convenient, and more accurate work zone monitoring. The proposed innovation using the sound-based site and safety monitoring framework possesses several competitive advantages over traditional site management and existing vision-based work monitoring methods, which not only sounds can be easily recognized and instantly analyzed by diverse sound sensors. In addition, this sound-based monitoring approach supports an unlimited range of monitoring angles and illumination levels with lightweight data processing and comparatively quick analytics. To achieve these goals, this study developed a low-cost wearable audio-sensor for automated work zone monitoring and real-time activity log generation. This new intelligent site and safety surveillance system is expected to support real-time monitoring of construction progress, evaluation of task performance, and rapid identification of safety issues in transportation construction and maintenance projects.</p>
Data for "International Transport costs: New Findings from modeling additive costs"
<p>Downloading the data will provide you with a .zip file.</p> <p>These data are US imports from 1974 to 2020, by partner, transport mode and product at the 5 digit level in the "Hummels" data and by partner, transport mode, district of entry, district of unlading and product at the 10 digit level for the rest of the data.</p> <p>All the data originally come from the Census Bureau "Foreign Trade" (see https://www.census.gov/foreign-trade/index.html) and belong to the public domain.</p> <p>"Hummels_JEP _data" was downloaded from David Hummels’s website (https://www.krannert.purdue.edu/faculty/hummelsd/research/jep/data.html -- Hummels, David, "Transportation Costs and International Trade in the Second Era of Globalization", <em>Journal of Economic Perspectives</em>, Vol 21, No 3, pp 131-154. It covers 1974 to 2004.</p> <p>The other main files were bought directly from the Census Bureau ("Annual Merchandise Trade files"). They cover 1997-1999 and 2002-2020.</p> <p>Various files are included for the conversion of country codes (dist_cepii.dta, countrycodes_use.txt), product codes (HS2002_SITC2.txt) and to associate quantity units with hts codes (hts... and ..._hts_...).</p>
A simple method reveals minimum time required to quantify steady-rate metabolism and net cost of transport for human walking
<p>The U-shaped net cost of transport (COT) curve of walking has helped scientists understand the biomechanical basis that underlies energy minimization during walking. However, to produce an individual's net COT curve, data must be analyzed during periods of steady-rate metabolism. Traditionally, studies analyze the last few minutes of a 6–10 min trial, assuming that steady-rate metabolism has been achieved. Yet, it is possible that an individual achieves steady rates of metabolism much earlier. However, there is no consensus on how to objectively quantify steady-rate metabolism across a range of walking speeds. Therefore, we developed a simple slope method to determine the minimum time needed for humans to achieve steady rates of metabolism across slow to fast walking speeds.We hypothesized that a shorter time window could be used to produce a net COT curve that is comparable to the net COT curve created using traditional methods. We analyzed metabolic data from 21 subjects who completed several 7 min walking trials ranging from 0.50 to 2.00 m s−1. We partitioned the metabolic data for each trial into moving 1, 2 and 3 min intervals and calculated their slopes. We statistically compared these slope values with values derived from the last 3 min of the 7 min trial, our 'gold' standard comparison. We found that a minimum of 2 min is required to achieve steady-rate metabolism and that data from 2–4 min yields a net COT curve that is not statistically different from the one derived from experimental protocols that are generally accepted in the field.</p>
Data: Influence of Arm Swing on Cost of Transport during Walking
<p>Data and code for De Graaf et al. (2019): Influence of Arm Swing on Cost of Transport during Walking (<a href="https://doi.org/10.1101/426775">https://doi.org/10.1101/426775</a>).</p> <p>The ArmSwingData folder contains two subfolders. One with the raw data and one with the necessary scripts to run the analyses. The analysis can be run from the <strong>Main.m</strong> script located in the top folder. <strong>Start.m</strong> initializes the program, and saves some important variables in <strong>infovar.mat</strong> so most programs can be ran separately, without being called from Main.m. If you change the name of the ArmSwingData folder, make sure to change the name for the directory in this script.</p> <p>Data is ordered in the subfolder ‘Data’. For each participant (PP01, PP02, …, PP12) three folders exist:</p> <ul> <li><strong>Cosmed</strong>: contains excel files with the metabolic (cosmed) data, as well as age/height/weight information of the participant</li> <li><strong>ForcePlate</strong>: contains .afp and .afp2 files with kinetic data for forceplate 1 and 2 respectively. You can find which file corresponds to what condition in the file ‘Main_Forceplate.m’ stored in the software subfolder. Heelstrike information for the forceplate data has already been stored in the variable PP**_HS.mat, but can also be recalculated and checked from within the software. To do this open ‘Main_Forceplate.m’ and uncomment line 23 that runs ‘Forceplate_HeelStrike.m’ .</li> <li><strong>Xsens</strong>: contains .mvnx for all conditions. You can find which file corresponds to what condition in the file ‘Main_Xsens.m’ stored in the software subfolder. Heelstrike information for the xsens data has already been stored in the variable PPXX_HS.mat, but can also be recalculated and checked from within the software. To do this open ‘Main_Xsens.m’ and uncomment line 23 that runs ‘Xsens_HeelStrike.m’ .</li> </ul> <p>All scripts (except for start-up files Main.m and Start.m) are located in the software folder:</p> <ul> <li><strong>=VU 3D Model=</strong>: the somewhat under documented VU 3D model, several functions of which are being used;</li> <li><strong>Cosmed</strong>: All scripts belonging to the cosmed analysis. These can be all run from Main_Cosmed.m</li> <li><strong>ForcePlate</strong>: All scripts belonging to the kinetic analysis. These can be all run from Main_ForcePlate.m</li> <li><strong>Xsens</strong>: All scripts belonging to the kinematic analysis. These can be all run from Main_Xsens.m</li> <li><strong>Plotting</strong>: All scripts necessary for creating the figures featured. These can be all run from Plots.m</li> </ul> <p>All the Main_*.m files can in turn be ran from Main.m. The Main_*.m files also contain brief descriptions of the files. All files first check if the product they create already exist. If so they will not run. If you want to run them anyways, simply inverse the if ~exist statement by removing the tilde, the program will then be executed and the existing product will be overwritten.</p> <p>N.B. For Xsens_Align, checking if it’s product exists takes a long time, so it could be wise to not run this program again after the first time (set run=false at the start of the program, or simply comment the line in Main_Xsens)</p>
Integrated Health Monitoring and Reinforcement of Transportation Structures with Optimized Low-Cost Multifunctional Braided Cables
<p>Corresponding data set for Tran-SET Project No. 17STTAM04. Abstract of the final report is stated below for reference:</p> <p>"The objective of this research study is to design, fabricate, and characterize multifunctional high strength and self-sensing braided cables and structures using novel Fe-based shape memory alloys (SMAs). The system exploits unique properties of recently developed low-cost super-elastic FeMnAlNi SMAs, which enables excellent super-elastic properties, high strength, and self-sensing in structural health monitoring (SHM) systems. This novel material technology can be coupled with modeling efforts that allow for accurate prediction of both the materials and structural response during sensing. At the conclusion of the project, we have demonstrated that with careful design of processing parameters, it is possible to control the yield strength and superleastic properties of FeMnAlNi SMAs. We have fabricated, for the first time in the world, a large diameter wires and bars from these inexpensive iron based SMAs which are expected to help with scaling up the fabrication of these materials. In addition, we were able to develop a method for fabricating braided cables from the fabricated Fe-SMA wires and a lab scale experimental setup has been designed and built. Prototype design for the braiding weave was created and tested. Finally, an experimental setup has been designed and manufactured to measure changes in the magnetic response of the SMA braided cables under load in order to directly correlate the magnetic response with deflection and strain. Clearly, the successful fabrication of wires and braided cables of the inexpensive iron based SMAs with superelastic strains comparable to nickel-titanium SMAs and with favorable magnetic sensing capabilities have significant implications for transportation infrastructure as these materials can provide structural health monitoring capability while also mitigating large shape changes during natural disasters. Future work needs to focus on revealing the coupling between mechanical properties (in particular damage) and the changes in magnetic properties in order to provide guidance on how these materials can be utilized in structural health monitoring."</p>
Immediate and long-term genetic consequences of linear transport infrastructure: Can fauna crossing mitigate its cost?
<p><span>The genetic consequences of the subdivision of populations are regarded as significant to long-term evolution, and research has shown that the scale and speed at which this is now occurring is critically reducing the adaptive potential of most species which inhabit human-impacted landscapes. Here, we provide a rare, and to our knowledge, the first analysis of this process while it is happening and demonstrate a method of evaluating the effect of mitigation measures such as fauna crossings. We did this by using an extensive genetic dataset collected from a koala population which was intensely monitored during the construction of linear transport infrastructure which resulted in the subdivision of their population. First, we found that both allelic richness and effective population size decreased through the process of population subdivision. Second, we predicted the extent to which genetic drift could impact genetic diversity over time and showed that after only 10 generations the resulting two subdivided populations could experience between 12–69% loss in genetic diversity. Lastly, using forward simulations we estimated that a minimum of 8 koalas would need to disperse from each side of the subdivision per generation to maintain genetic connectivity close to zero but that 16 koalas would ensure that both genetic connectivity and diversity remained unchanged. </span><span>These results have important consequences for the genetic management of species in human-impacted landscapes by showing which genetic metrics are best to identify immediate loss in genetic diversity and how to evaluate the effectiveness of any mitigation measures.</span></p>
Low-Cost Sustainable Engineered Geopolymer Composites (EGCs) for Repair and New Construction of Transportation Infrastructure
<p>This study evaluated the use of cost-effective alternative materials in the formulation of novel low-cost Engineered Geopolymer Composite (EGC) materials for repair and new construction of transportation infrastructure in Region 6. Previous studies and reports have shown that EGCs have excellent mechanical properties, which makes them an eco-friendly and more sustainable alternative to Engineered Cementitious Composites (ECCs). However, the mass adoption of these emerging composites is expected to be hindered by their cost, which is mainly driven by the use of PVA reinforcing fibers, silica fume (SF), and manufactured microsilica sand (MS). To address this key shortcoming, novel low-cost EGC materials for repair and new construction of transportation infrastructure in Region 6 were developed by: (1) metakaolin (MK) and fly ash (FA) as replacements of commonly used SF for GP binders; (2) low-cost PP fiber, PVA fiber, and hybrid systems of PP and PVA fiber; and (3) natural sand instead of commonly used manufactured MS. The MK-FA GP binders were tested for compressive strength and characterized with scanning electron microscopy (SEM) and energy-dispersive X-ray spectroscopy (EDS), while the MK-FA GP composites were tested for workability, compressive strength, and uniaxial tensile strength (UTT). Based on the experimental findings, it was concluded that 20-40 wt% of FA replacement was the optimal range for Na-based MK-FA GP with the strength values of ~12-14 MPa, while 50 wt% of FA replacement had the highest strength for K-based MK-FA GP of 17.2 MPa at 90-day. For composites, the mortar with the highest compressive strength reached a value of 10.6 MPa with 45% of river sand, and with 4 wt% SF and 1.5% PVA+0.25% PP fibers, it reached 21 MPa as a fiber-reinforced composite at 28-day. The composite with 10 wt% SF and 1.75% PE had the highest UTT of 3.97 MPa and a strain capacity of 1.78%. All the slant shear test specimens meet the 28-day shear bond strength requirement according to ASTM C882.</p>
Developing a vehicle cost calculator to promote electrical vehicle adoption among transportation network company (TNC) drivers
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A simple method reveals minimum time required to quantify steady-rate metabolism and net cost of transport for human walking
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Immediate and long-term genetic consequences of linear transport infrastructure: Can fauna crossing mitigate its cost?
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Data from: Cost of transport is a repeatable trait but is not determined by mitochondrial efficiency in zebrafish (Danio rerio)
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Locating and Costing Congestion for School Buses and Public Transportation
<p>Two geospatial polyline datasets, one for Durham County, NC and the other for Pinellas County, FL. The attributes show the minutes of delay per vehicle and the cumulative minutes of delay for school buses, public transit buses and total buses. These data can be displayed in a GIS software for further visualization and analysis. An online web-mapping application has been created to display this information for each location by hour of the day and can be accessed here: <a href="http://transitportal.org/cost_of_congestion.html">Cost of congestion (transitportal.org</a></p>
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