Diversion Factors Research Articles

Understanding municipal solid waste production and diversion factors utilizing deep-learning methods

We propose a hybrid deep learning neural network model for accurately calculating municipal solid waste (MSW) production and diversions with socioeconomic and demographic factors across 220 municipalities of Ontario, Canada, from 2010 to 2021. The proposed SDAE model is constructed by layering multiple denoising autoencoders (DAEs) and Bootstrap aggregation (bagging). The proposed methodology is tested against benchmark ML techniques, including Decision Trees, ANNs, and SDEs. The findings indicate that deep learning techniques can develop solid waste models with high prediction accuracy. Moreover, it has been statistically confirmed that socioeconomic factors affect solid waste management.

Predictors for Outcome and Complications Related to Urinary Diversion.

Predictors for complications such as insufficiency of intestinal anastomosis in urinary diversion and other risk factors are not well defined. We aimed to elucidate predictive factors for complications in urinary diversions based on preoperative comorbidities and major complications. A special focus was set on anastomosis insufficiency as a major complication. Preoperative comorbidities, postoperative complications, duration of hospital stay, and follow-up were analyzed in 317 patients with urinary diversion. The impact of preoperative comorbidities on diversion types was described and quantified as defined by the age-adjusted Charlson Comorbidity Index. Overall, 14.8% of patients showed anastomosis-related complications, most within the ileal conduit group (15.9% in the cohort). Severe complications (Clavien-Dindo Classification Score >IIIa) were found in smokers (p=0.046), and in patients with vascular diseases (p=0.007), a high American Society of Anaesthesiologists (ASA)-score (p=0.047), a R1- (p=0.009), as well as a pN1 (p=0.007) status. Several independent predictors for several postoperative complications in urinary diversions were identified, which were independent of the diversion method.

Examining the effects of a temporary subway closure on cycling in Glasgow using bike-sharing data

This study takes the 39-day Glasgow Subway closure in July 2016 as a natural experiment to evaluate the effect of subway closure on bike-sharing trips. We find that bike-sharing trips increased by 20.7% for incoming trips and 20.1% for outgoing trips on average for each bike station in the proximity of subway station during the subway suspension. Some of this change persisted, with 12.4% of the increased bike-sharing trips remaining after the resumption of the subway service. Our findings suggest that first, subway and bike-sharing trips are substitutes; second, this temporary service disruption was not enough to break commuters’ long-term habits, and third, the diversion factors implied by our results are much lower than the recommended values for UK cities.

The sensitivity of rail demand to variations in motoring costs: Findings from a comparison of methods

There is not a great deal of reliable summary evidence on how variations in motoring costs impact on the demand for rail travel, in contrast with evidence on other key demand parameters. In part this is because cross-elasticities are difficult to estimate whilst we must recognise that they are strongly dependent upon relevant market shares. In addition, the combination of car being the main competitor to rail and anticipated significant reductions in car costs over time mean that this is an important area for research. Given the historic challenges of estimating robust crosselasticities, the research reported here used a variety of methods based upon purpose collected survey data, large data sets of tickets sales and National Travel Survey data, major reviews of existing evidence, and deducing crosselasticities using economic theory. The findings provide a significant contribution to understanding in this area. There is a high degree of similarity in the fuel price cross-elasticities obtain by the different methods on average, although this masks variations across contexts. The cross-elasticities tend to be relatively small, which is in line with the survey evidence that not all motorists consider even fuel costs or are aware of changes in them. Nonetheless, crosselasticities can be large where rail is in a weak competitive position. Our findings challenge current conventions in the railway industry in Great Britain, as contained in the longstanding Passenger Demand Forecasting Handbook (PDFH), both in terms of the magnitude of cross-elasticities used and their variation across routes. Our preference is to deduce fuel price cross-elasticities from car own-price elasticities using diversion factors and relative demand of car and rail. This method is able to produce context specific cross-elasticities, reflecting the inherent variability of such parameters, whilst the econometric analysis and other evidence support the use of this approach. The method can be easily extended to cover parking costs, which we here did to provide new guidance for PDFH, and car journey times. We recommend means by which the method can be enhanced.

Channel adjustment after artificial neck cutoffs in a meandering river of the Zoige basin within the Qinghai-Tibet Plateau, China

Neck cutoff is an essential process that significantly changes the morphodynamic characteristics of a meandering bend. In reality, however, observing natural processes of a neck cutoff is very difficult. In this study, we artificially triggered neck cutoffs by excavating a 0.4 m (width) × 0.5 m (depth) ditch to connect the beginning and ending of two highly convoluted bends along a meandering tributary of the upper Black River, a major tributary of the Upper Yellow River situated in the northeastern side of the Qinghai-Tibet Plateau in China. Our morphologic and hydraulic measurements in summers of 2013, 2014, 2016, and 2017, the subsequent hydraulic-geometry analysis, and three-dimensional simulation showed that both artificial ditches expanded fast to the size comparable to the former channel in a three-year period and the oxbow channel was disconnected from the former channel quickly, though sediment supply may be limited in this area. The morphological adjustment was featured by (1) distinct temporal trends of the development of the width/depth ratio between the two cutoff channels, (2) different diversion factors of the total discharge to the cutoff channel, and (3) diverse interaction patterns between cutoff and former channels. These discrepancies were supported by simulated different three-dimensional velocity distributions in the two cutoff channels, suggesting the importance of the clustered local velocities. Comparing these results with those reported in earlier studies showed that besides channel slope, unit stream power, and bank strength, the diversion angle between the cutoff and former channel played an important role in controlling channel adjustment. The discrepancy of the adjustment processes between the cutoff channel in this study and those in two previous ones revealed that channel adjustment after neck cutoff behaved differently under different physical settings and require more field-based studies.

Fuzzy Cognitive Maps Based Game Balancing System in Real Time

Players may stop playing a picked amusement sooner than anticipated for some reasons. A standout amongst the most vital is identified with the way amusement planners and designers adjust diversion challenge levels. Practically speaking, players have distinctive ability levels and may discover common foreordained troublesome levels as too simple or too hard, getting to be noticeably disappointed or exhausted. The outcome might be diminished inspiration to continue playing the diversion, which implies decreased engagement. A way to deal with alleviate this issue is dynamic amusement trouble adjusting, which is a procedure that alters diversion play parameters progressively as indicated by the present player aptitude level. In this paper we propose a constant answer for DGB utilizing Evolutionary Fuzzy Cognitive Maps, for progressively adjusting a diversion trouble, giving a very much adjusted level of test to the player. Transformative Fuzzy Cognitive Maps depend on ideas that speak to setting diversion factors and are connected by fluffy and probabilistic causal connections that can be refreshed progressively. We talk about a few re-enactment tries that utilization our answer in a runner sort amusement to make all the more captivating and dynamic diversion encounters.

What factors affect cross-modal substitutioň – Evidences from the oslo area

The vast majority of studies on urban travel demand focus on the effect on the demand of one travel mode given a change in the characteristics of that same transport mode, for example, own-elasticities. comparatively little is known about cross-elasticities of demand. In particular, there is a need for a better understanding of the underlying mechanisms of modal substitution, that is a better understanding of cross-modal diversion factors (Dfs) defined as the proportion of people who leave mode a and switch to mode b. The purpose of this article is to investigate what factors explain variations in Dfs across transport modes, submarkets and policy measures. using a recently developed empirical travel mode choice model for the Oslo area, we simulate over 10,000 different Dfs by systematically changing the underlying transport modes, submarkets and policies (size, direction and type of change). With descriptive statistics, we show how the Dfs vary on a general level. most results are immediately intuitive, for example that car drivers mostly substitute to walk for short-distance trips but that those Dfs diminish rapidly with increasing distance. Interestingly, we find rather high Dfs across different forms of public transportation. With successive regression analyses we show that the number of available alternatives and relative market shares significantly affect Dfs.

Effects of Attitudes and Socioeconomic and Travel Characteristics on Stated Route Diversion

At present, the application of the variable message sign (VMS) is considered an undeniably practical tool for providing travel information to motorists. Several studies have attempted to examine the effects of socioeconomic and travel characteristics on diversion behavior; however, the direct investigation of the extent of motorists’ attitudes, in conjunction with the aforementioned variables, has not been given much attention. Therefore, the primary objective of the present study is to gain a better understanding of the interrelationships between the likelihood of route diversion, attitudinal variables, and several exogenous factors such as motorists’ socioeconomic status and travel habits. In this study, a structural equation model is developed based on empirical data on road users in Bangkok, Thailand. Derived from factor analysis, three attitudinal variables, namely, awareness of the VMS, VMS comprehension, and perceived VMS usefulness, are extracted and incorporated into the structural equation modeling framework. Modeling results suggest a direct relationship between stated route diversion and two of the attitudinal variables, that is, VMS comprehension and perceived usefulness of the VMS; the awareness of VMS is not found to be a direct determinant of the decision to divert a route. Exogenous variables that appear to be of statistical significance include education, gender, age, daily mileage, and trip purpose. Unlike those in past studies, none of the socioeconomic variables in this study appears to directly influence plans to divert a route. The model estimation results are discussed and practical implications are provided.

An experimental investigation of the diversion characteristics of foam in Berea sandstone cores of contrasting permeabilities

Foam has been used successfully in the field as a diverting agent for matrix acidizing when layers of contrasting permeabilities are present. However, the mechanisms governing the diversion performance of foam are still not properly understood and only a handful of foam diversion papers can be found in the literature. This paper discusses the results from several dual-core experiments using 11- and 22-in. (27.9 and 55.9 cm) long and 1.5-in. (3.8 cm) diameter fired Berea sandstone cores (permeability range: 10–1000 md) in which parameters such as foam quality, total injection rate, foam slug size, etc., are varied systematically for different permeability contrasts. Each experiment consists of a gas-free surfactant injection phase, followed by a foam injection phase, which is then followed by a brine injection phase simulating the post-foam acid injection stage. The pressure data along each core at four locations and the weight of the liquid effluents for each core are recorded continuously. An attempt is made to quantify the diversion performance by the introduction of various diversion factors. The effect of variables such as foam quality, injection rate, slug size, etc., on the diversion factors are then compared for different permeability contrasts. Results show strong dependence of the diversion performance on permeability contrast, foam quality and total flow rate. This study provides important guidelines for designing acid jobs for different permeability contrasts and ranges when foam is used as a diverting agent.

Cross-elasticities of demand for travel

This paper derives a set of cross-elasticities of demand at the national level for travel in Great Britain. The elasticities consist of cross-elasticities between car travel and the fares on six different public transport modes, and between travel on these six modes and the price of petrol. The cross-elasticity values are calculated using previous estimates of own-price elasticities, data on modal traffic levels, and ‘diversion factors’ derived from a survey of transport experts.