Route Length Research Articles

Route selection with artificial intelligence: pseudocode and demonstration of a multi-use artificial intelligence algorithm to perform offshore pipeline, cable and umbilical route selection and optimisation

Routing pipelines, cables and umbilicals in offshore locations represents a key activity with potential impacts for design, installation and operation. Deficient routing may result in (a) increased offshore construction durations (b) requirements for engineered mitigations from geophysical/geotechnical constraints and (c) unforeseen requirements for intervention during operations. Despite this, offshore route selection is restricted to repetitive, inefficient, and iterative processes between draughters, engineers and asset owners. Now, digital technologies enable optimised solutions for cables and pipelines. This paper presents the development and application of a complex routing algorithm using modern software code frameworks. The algorithm serves as an artificial intelligence platform by replicating engineering expertise. This identifies commonly encountered routing constraints such as geophysical features, seabed gradients, existing offshore facilities. Ideal geometric parameters are then determined to minimise route costs. The algorithm structure will be presented in pseudocode, which will define/describe the digital simulation of route selection within the algorithm. This includes sequences such as (a) processing of offshore geotechnical survey data, (b) recreating offshore locales and routes in a data environment, (c) implementation of geospatial intersection detection, (d) 3-dimensional route length optimisation and (e) automated route selection criteria. This replicates the sequence of manual processes undertaken by engineering experts into a digital realm, thus eliminating time-consumption, repetition and human error. Finally, the algorithm will be demonstrated in offshore case studies with challenging conditions such as highly disturbed seabeds and routing obstacles. Thus, engineers in the future developments can better answer the question ‘What is the best route?’.

Improved exploration of unknown polygons

We present an on-line strategy for a mobile robot to explore an unknown simple polygon P, so as to output a so-called watchman route such that every interior point of P is visible from at least one point along the route. The length of robot's route is guaranteed to be at most 7 times that of the shortest watchman route that could be computed off-line. This significantly improves upon the previously known 26.5-competitive strategy and confirms a conjecture due to Hoffmann et al. (2001) [10]. Our result is mainly obtained by implementing on-line a known off-line algorithm that approximates the shortest watchman route to a factor of 2.

Analysing taxi customer-search behaviour using Copula-based joint model

Abstract The drivers of vacant taxis tend to cruise the road network searching new passengers, which leads to additional traffic congestion, air pollution and other problems. This study introduces a Copula-based joint model to analyse destination selection and route choice behaviour in the customer-search process. A multinomial logit model is used to analyse the destination selection behaviour, and a path size logit model is used to explore the routes choice behaviour. Accordingly, the joint model applied Copula function is then established to analyse the correlation between these two behaviours. The destination customer generation rate, destination distance, route customer generation rate, path travel time, cumulative intersection delay, path size and route length are selected as explanatory variables. The taxis trajectory data were collected by global positioning system in Xidan District of Beijing City from September 2014 to February 2015. Using the log-likelihood, Bayesian information criterion as evaluation indexes to measure the fitting result, the joint model applied Copula function has the highest goodness-of-fit. The effect of explanatory variables on customer search behaviour is discussed based on the parameter estimation results. The results of this study are helpful to understand the customer-search behaviour of taxi drivers to reduce operating costs and improve the efficiency of the taxi operation system.

Trapezius Motor Evoked Potentials From Transcranial Electrical Stimulation and Transcranial Magnetic Stimulation: Reference Data, Characteristic Differences and Intradural Motor Velocities in Horses

Reason for Performing StudySo far, only transcranial motor evoked potentials (MEP) of the extensor carpi radialis and tibialis cranialis have been documented for diagnostic evaluation in horses. These allow for differentiating whether lesions are located in either the thoraco-lumbar region or in the cervical myelum and/or brain. Transcranial trapezius MEPs further enable to distinguish between spinal and supraspinal located lesions. No normative data are available. It is unclear whether transcranial electrical stimulation (TES) and transcranial magnetic stimulation (TMS) are interchangeable modalities.ObjectivesTo provide normative data for trapezius MEP parameters in horses for TES and TMS and to discern direct and indirect conduction routes by neurophysiological models that use anatomical geometric characteristics to relate latency times with peripheral (PCV) and central conduction velocities (CCV).MethodsTranscranial electrical stimulation-induced trapezius MEPs were obtained from twelve horses. TES and TMS-MEPs (subgroup 5 horses) were compared intra-individually. Trapezius MEPs were measured bilaterally twice at 5 intensity steps. Motoneurons were localized using nerve conduction models of the cervical and spinal accessory nerves (SAN). Predicted CCVs were verified by multifidus MEP data from two horses referred for neurophysiological assessment.ResultsMean MEP latencies revealed for TES: 13.5 (11.1–16.0)ms and TMS: 19.7 (12–29.5)ms, comprising ∼100% direct routes and for TMS mixed direct/indirect routes of L:23/50; R:14/50. Left/right latency decreases over 10 > 50 V for TES were: –1.4/–1.8 ms and over 10 > 50% for TMS: –1.7/–3.5 ms. Direct route TMS-TES latency differences were 1.88–4.30 ms. 95% MEP amplitudes ranges for TES were: L:0.26–22 mV; R:0.5–15 mV and TMS: L:0.9 – 9.1 mV; R:1.1–7.9 mV.ConclusionThis is the first study to report normative data characterizing TES and TMS induced- trapezius MEPs in horses. The complex trapezius innervation leaves TES as the only reliable stimulation modality. Differences in latency times along the SAN route permit for estimation of the location of active motoneurons, which is of importance for clinical diagnostic purpose. SAN route lengths and latency times are governed by anatomical locations of motoneurons across C2-C5 segments. TES intensity-dependent reductions of trapezius MEP latencies are similar to limb muscles while MEP amplitudes between sides and between TES and TMS are not different. CCVs may reach 180 m/s.

Cardiac-type total anomalous pulmonary venous return is not benign

ObjectiveThe objective of this study was to investigate the association between morphological variation and postsurgical pulmonary vein (PV) stenosis (PPVS) in patients with cardiac total anomalous pulmonary venous connection (TAPVC). MethodsThis single-center, retrospective study included 168 pediatric patients who underwent surgical repair of cardiac TAPVC from 2013 to 2019 (connection to the coronary sinus [CS], n = 136; connection directly to the right atrium [RA], n = 32). Three-dimensional computed tomography modeling and geometric analysis were performed to investigate the morphological features; their relevance to the PPVS was examined. ResultsThe connection type had no association with PPVS (CS type: 18% vs right atrial type: 19%; P = .89) but there was a higher incidence of PPVS in patients with a single PV orifice than > 1 orifice (P < .001). Confluence-to-total PV area ratio (hazard ratio, 4.78, 95% CI, 1.86-12.32; P = .001) and length of drainage route (hazard ratio, 1.22; 95% CI, 1.14-1.31; P < .001) had a 4- and 1-fold increase in the risk for PPVS in the CS type after adjustment for age and preoperative pulmonary venous obstruction. In the right atrial type, those with anomalous PV return to the RA roof were more likely to develop PPVS than to the posterior wall of the RA (P < .001). ConclusionsThe number of inter-junction PV orifice correlated with PPVS development in cardiac TAPVC. The confluence-to-total PV ratio, length of drainage route, and anomalous PV return to the RA roof are important predictors for PPVS. Morphological subcategorization in this clinical setting can potentially assist in surgical decision-making.

Development of a New Method to Support a Participatory Planning for Piped Water Supply Infrastructure in Informal Settlements

For decades, infrastructure planning in informal settlements has been a major challenge for urban planners and engineers. In particular, the planning process for the rapidly changing heterogeneous structures in these areas usually require individual and non-sustainable solutions. In this report, a method for the sustainable and practical planning of a piped water distribution system (WDS) that generates different expansion variants as a planning support tool is presented. In this tool, all real-world routing options are included in the decision-making process, based on the existing infrastructure, settlement structure, and identifiable open spaces. Additionally, proposals for the localization of the future public water points are supported by methods from Logistics. The consideration of the existing settlement structure and real route lengths (pedestrian walking distance) to a potential water point location lead to very practical and realizable results. The principle of participatory planning was considered, to easily include individual adjustments at any given timeframe. At the same time, automated processes generate fast results. The method is modular and linked to a geographic information system (GIS) to directly visualize the impacts and effects of the planning and decision-making process.

Applying a Portable Backpack Lidar to Measure and Locate Trees in a Nature Forest Plot: Accuracy and Error Analyses

Accurate tree positioning and measurement of structural parameters are the basis of forest inventory and mapping, which are important for forest biomass calculation and community dynamics analyses. Portable backpack lidar that integrates the simultaneous localization and mapping (SLAM) technique with a global navigation satellite system receiver has greater flexibility for tree inventory than terrestrial laser scanning, but it has never been used to measure and map forest structure in a large area (&gt;101 hectares) with high tree density. In the present study, we used the LiBackpack DG50 backpack lidar system to obtain the point cloud data of a 10 ha plot of subtropical evergreen broadleaved forest, and applied these data to quantify errors and related factors in the diameter at breast height (DBH) measurements and positioning for more than 1900 individual trees. We found an average error of 4.19 cm in the DBH measurements obtained by lidar, compared with manual field measurements. The incompleteness of the tree stem point clouds was the main factor that caused the DBH measurement errors, and the field DBH measurements and density of the point clouds also had significant impacts. The average tree positioning error was 4.64 m, and it was significantly affected by the distance and route length from the measured trees to the data acquisition start position, whereas it was affected little by the habitat complexity and characteristics of tree stems. The tree positioning measurement error led to increases in the mean value and variability of paired-tree distance error as the sample plot scale increased. We corrected the errors based on the estimates of predictive models. After correction, the DBH measurement error decreased by 31.3%, the tree positioning error decreased by 44.3%, and the paired-tree distance error decreased by 56.3%. As the sample plot scale increased, the accumulated paired-tree distance error stabilized gradually.

Hurricane resiliency methods for the New York City electric bus fleet

• On-street fast chargers can maintain electric bus service after hurricanes . • Decentralized flood protection and power sources will support chargers. • Charger protection can include mobile generators and pumps. • Further strong protection methods are solar panels and standalone flood barriers. • Flood projections should be used in charger site planning. Electric buses help municipalities reduce emissions and improve resident health. However, they require a steady electricity supply and face challenges from electricity network disruptions after natural disasters. This study examines hurricane vulnerability of two New York City electric bus routes. We use electricity loss and flooding scenarios to determine the critical element of NYC’s electric bus infrastructure: on-street fast chargers, not overnight depot chargers. This conclusion applies for both routes, despite differences in route length, charging pattern, and battery size. Applying existing infrastructure and cost analyses, we conclude that temporary flood barriers around on-street chargers used with diesel generators and solar panels are strong resiliency methods. Additionally, considering flood projections in charger site choices can avoid unexpected costs. These findings are a departure from previous disaster planning focused on centralized bus facilities. As cities work towards fully electric bus fleets, this study and similar analyses can inform transportation resiliency spending.

Modeling the performance of passenger public transportation service in Salatiga City

Abstract The Public transportation system is one of the main indicators to show the increase in efficiency and productivity of a city. Meanwhile, the public transportation services in Salatiga City were observed to be averagely good but have some classic obstacles such as the absence of bus stops to pick up passengers and non-determination of the fare to be paid by the passengers per kilometer. This study was, therefore, conducted to model the performance of public transportation in Salatiga City. The results showed that 9 fleets with a route length of 6.2 km which has a load factor of 72% because Tamansari – Blotongan is one of the routes most traveled by the passengers are sufficient for the needs of the passengers. It was also discovered that 70% of the people prefer public transportation due to its cheapness, 55% fastness, and 77.5% because it is safe while 10% were found to be satisfied with the waiting time. Moreover, a real-time passenger information system was observed to have the ability to determine the position of public transport passengers while the Radio Frequency Identification Device (RFID) network was able to estimate the number of passengers currently limited due to the COVID-19 pandemic. The first section in your paper

The Implementation of Dijkstra Algorithm in Searching the Shortest Path for Fire Engines in Medan City

Dijkstra algorithm is one of the algorithms to determine the shortest path from one vertex to another. In this study, the authors examine the shortest path that fire engines can choose from at the Regional I Fire Unit Post and Region II Fire Unit Post to the most densely populated villages that predict fires, namely Tegal Sari I Village, Sari Rejo Village and Kampung Baru Village. The results obtained are that if a fire occurs in the Tegal Sari I and Sari Rejo Villages, the Regional I Fire Unit which has the closest distance with the shortest route length is 5.16 km and 7.28 km, while if a fire occurs in Kampung Baru Village, the Regional Fire Unit is II which has the closest distance with the shortest route length of 5.32 km.

STATE OF TRANSPORT INDUSTRY OF RUSSIA AND MAIN TRENDS OF ITS DEVELOPMENT

The transport industry is the most important branch of the Russian economy. A significant part of the population is employed in the industry, it creates a significant amount of national income. An analysis of the most important indicators of the industry for 2018–2020 was carried out. To identify trends in the development of the transport industry, a detailed analysis was carried out in the following areas: freight transportation, passenger transportation, the length of transport routes, the presence of freight and passenger vehicles. An increase in transportation indicators, an increase in the length of public roads, a decrease in the availability of almost all types of vehicles were revealed. All indicators were adversely affected by pandemic-related constraints. At the same time, the economy of the country needs the development of the industry under consideration. Supporting the state and removing obstacles will allow the industry to develop.&#x0D; The goal is to review the state of the transport industry of Russia and identify the main trends in its development.&#x0D; Method or methodology of work: the study used general scientific methods – statistical, comparative analysis, logical generalizations.&#x0D; Results: The current state of Transportation and Storage industry is assessed and some trends of its development are shown.&#x0D; Field of application of the results: the obtained results can be used by economic entities in the field of transport organization.

Экономическое обоснование выбора системы кондиционирования воздуха для административно-торгового центра

Introduction. An air conditioning system is the costliest engineering system in shopping and office centres. Buildings of this type have internal heat gains throughout the year. These heat gains are substantial because of the large number of people, the high level of artificial lighting, the availability of various items of equipment, and the heat gain from solar radiation. An air conditioning system known as ventilation cooling is of interest. It is not new; its energy assessment is quite high. The same system is under consideration, but it is evaluated from the economic perspective in the Moscow prices of 2021. Materials and methods. The problem is solved by applying a computational method to the case of a 35-storey office building in Moscow. Different values of the outdoor air temperature are studied to implement transition to ventilation cooling. Alternative options for the installation of dry coolers are compared, since they affect the length of routing of cooling circuits. Costs are calculated for all options under consideration. Results. Some results are presented as figures showing the costs of alternative air cooling systems. Conclusions. It is found that the location of dry coolers greatly affects the cost of pumping units. When comparing options 1 a, 1 b, and 1 с with the option that implies the installation of dry coolers on the building roof, the authors found that option 1 c is economically profitable at the 10 % discount. If options 2 a, 2 b, 2 c, are compared for the case when dry coolers are installed beside the building, option 2 c, that implies the transition from ventilation cooling to machine cooling at tn = 8 °C, is more economically profitable than option 2 b, when the transition occurs at tn = 5 °C, and option 2 a when the transition is triggered at tn = 0 °C.

Religion and the Great Silk Road: means of communication, contours of interaction, trade

The article discusses the historical aspects of the functioning of the Great Silk Road from the point of view of the formation of world religions. The study of the formation of world religions is impossible without taking into account the study of the Great Silk Road as one of the factors of their spread. Religious topics themselves are quite difficult for objective scientific research, however, without the appropriate knowledge, religion today is perceived as a factor of fundamentalism that carries a potential danger. This perspective today dominates the mass consciousness and complicates the topic of interfaith relations, while during the period of the Great Silk Road, religion played a fundamental role and often served as a bridge between different cultures. The existing configuration along the entire length of the trade route of the Great Silk Road, i.e. China - Central Asia - the Eastern Mediterranean, continued to work according to the scheme where religion dictated its rules to politics, politics — to the economy, and the economy, in turn, strengthened or weakened religion. This closed cycle remained stable until and after the era of the Crusades and the Mongol conquests.

Improved Scalability of Demand-Aware Datacenter Topologies With Minimal Route Lengths and Congestion

The performance of more and more cloud-based applications critically depends on the performance of the interconnecting datacenter network. Emerging reconfigurable datacenter networks have the potential to provide an unprecedented throughput by dynamically reconfiguring their topology in a demand-aware manner. This paper studies the algorithmic problem of how to design low-degree and hence scalable datacenter networks optimized toward the current traffic they serve. Our main contribution is a novel network design which provides asymptotically minimal route lengths and congestion. In comparison to prior work, we reduce the degree requirements by a factor of four for sparse demand matrices. We further show the problem to be already NP-hard for tree-shaped demands, but permits a 2-approximation on the route lengths and a 6-approximation for congestion. We further report on a small empirical study on Facebook traces.

What if Air Quality Dictates Road Pricing? Simulation of an Air Pollution-based Road Charging Scheme

Road tolls serve various purposes, such as to refinance the road infrastructure or to regulate traffic. They are typically levied for the use of a freeway or the entire road network of a region or country. Toll charges may depend on the duration of use, the vehicle's emission class, the time of the day, the distance travelled, or the traffic volume. The primary objective of a few recent toll system deployments is to internalize externalities with respect to vehicle-caused air pollution. However, the air quality along the toll roads has so far not been considered to directly influence road usage prices. This article investigated by simulation the expected monetary expenditure for drivers and the traffic impact of applying a new distance and air pollution-based charging scheme in the metropolitan region of Berlin. The road usage charges were determined on a per-trip basis by taking the vehicle's emission class, the distance travelled, and the air pollution levels along the route into consideration. The simulation results indicate that it is beneficial for drivers to avoid areas of high air pollution in order to reduce the trip's total road usage charges. The average additional detour distance is thereby short in comparison to the route's length and the resulting additional emissions do not increase to the same extent as the number of detours, since detours are partly even shorter in terms of distance. The explorative analysis gives initial insights into the traffic effects of a charging scheme in which air pollution dictates road pricing.

A novel optimized routing algorithm for QoS traffic engineering in SDN-based mobile networks

Nodes in mobile networks change position randomly and quickly so modify their attachment point to the network. A most suitable method for handoff in core of the network is MPLS. For MPLS-TE, the most critical issue is LSP configuration. The goal of the routing algorithms in MPLS-TE is resource management and satisfy QoS metrics. The promising new SDN architecture can be a useful help to MPLS-TE due to its good features. This paper introduces a novel and low complexity SDN-MPLS algorithm. The proposed algorithm advances bandwidth-restricted routing as it trade-offs between network load balancing, route length, energy-saving with low complexity in mobile networks.

Selecting Disaster Waste Transportation Routes to Reduce Overlapping of Transportation Routes after Floods

Disasters have been a major subject of research considering damages caused in terms of losses of lives and properties and the functionality of critical services in cities. Floods generate large amounts of waste, causing several functional deteriorations, such as disrupted transportation, water supply, and wastewater management. Hence, it is necessary to establish an effective plan to secure urban resilience during the disaster response and recovery phases. This study proposes a method to reduce overlaps between disaster waste transportation routes and other emergency response activities after floods in the response and recovery phases. The network analysis of a geographic information system was used to analyze the supplying routes of evacuation, rescue/aid, hospital transportation, and police services for each disaster phase to reduce the overlapping of routes. The results showed that by using the proposed method, the average length of the disaster waste transportation routes increased by 25.29% and 9.80% in the response and recovery phases, respectively, whereas the length of the sections overlapping with the routes providing critical services decreased by 47.49% and 55.57% in the response and recovery phases, respectively. We believe that the proposed method identifies new corresponding key issues to establish disaster waste management plans to secure urban resilience after a disaster.

ECOLOGICAL AND GEOGRAPHICAL POTENTIAL OF &lt;i&gt;AMBROSIA ARTEMISIIFOLIA&lt;/i&gt; L. DISTRIBUTION TO THE NORTH OF THE EUROPEAN RUSSIA BASED ON A COMPARISON OF THE NORTHERN BOUNDARIES OF THE PRIMARY AND SECONDARY RANGES

During the expeditionary research, we specified the modern actual border of naturalization of in the European territory of Russia. This border passes through Kursk Region, as well as the north of Voronezh and Saratov regions. The total length of the expeditionary routes was around 8900 km with 777 locations surveyed. In order to identify the potential for its further spread to the north we performed comparative ecological and geographical analysis and modeling of the ragweed distribution in the north of its secondary range in the European Russia and in the primary range in Canada. Insufficient heat supply during the seed ripening period is the main factor limiting the spread of ragweed to the north. To determine the ecological and geographic niche of ragweed, we compiled a global map of the distribution of accumulated degree days above 10 °C for the period from the transition of the day length under 14 hours to the stable frosts in autumn (ADDfp). The ADDfp values were determined at the northernmost points of naturalization of in the European Russia and in Canada. Comparison of the ecological and geographical boundaries regarding the heat supply in the European Russia and in Canada showed that the ecological and geographical niche realized by ragweed in the North America is now generally wider than the one on the European Russia. We considered the possible reasons for the under-occupation of a potential ecological niche in the European Russia and made assumptions about the possibility of its further spread to the north. Regarding the factor of heat supply in the European Russia, ragweed can spread further to the north - in Bryansk, Oryol, Lipetsk, Tambov, Saratov, Orenburg regions, southern half of Penza Region, the south of Ulyanovsk and Samara regions and Bashkortostan. Additional difficulties with the species’ distribution in the northeastern direction in the European Russia can be attributed to an adverse effect of an additional factor: insufficient moisture supply, since in the Saratov Region and to the east ragweed is in the ecological pessimum simultaneously in terms of heat and moisture supply at its northern limit of distribution.

Juxtaposing GIS and Archaeologically Mapped Ancient Road Routes

Mapping ancient roads is crucial to tell credible geospatial stories about where, how, or why different people might have travelled or transported materials within and between places in the distant past. Achieving this process is challenging and commonly accomplished by means of archaeological and GIS methods and materials. It is not uncommon for different experts employing these methods to generate inconsistent delineations of the same ancient roads, creating confusion about how to produce knowledge and decisions based on multiple geospatial perspectives. This yet to be adequately addressed problem motivates our desire to enrich existing literature on the nature and extents of these differences. We juxtapose GIS and archaeologically generated road maps for northern Etruria, a region of ancient Italy with a well-developed road network built by the Etruscans and Romans. We reveal map differences through a map comparison approach that integrates a broad set of qualitative and quantitative measures plus geospatial concepts and strategies. The differences are evident in route locations, sinuosities, lengths, and complexities of the terrains on which the routes were set as defined by subtle variations in elevation, slope, and ruggedness. They ranged from 11.2–34.4 km in road length, 0–65.7 m in road relief, 1.0–13.5% in mean road grade, 0.07–0.79 in detour indices and 0.19–3.08 for mean terrain roughness indices, all of which can be considerable depending on application. Taken together, the measures proved effective in furthering our understanding of the range of possible disagreements between ancient linear features mapped by different experts and methods and are extensible for other application areas. They point to the importance of explicitly acknowledging and maintaining all usable perspectives in geospatial databases as well as visualization and analysis processes, regardless of levels of disagreement, and especially where ground-truth informed assessments cannot be reliably performed.

Dynamic stop pooling for flexible and sustainable ride sharing

Ride sharing—the bundling of simultaneous trips of several people in one vehicle—may help to reduce the carbon footprint of human mobility. However, the complex collective dynamics pose a challenge when predicting the efficiency and sustainability of ride sharing systems. Standard door-to-door ride sharing services trade reduced route length for increased user travel times and come with the burden of many stops and detours to pick up individual users. Requiring some users to walk to nearby shared stops reduces detours, but could become inefficient if spatio-temporal demand patterns do not well fit the stop locations. Here, we present a simple model of dynamic stop pooling with flexible stop positions. We analyze the performance of ride sharing services with and without stop pooling by numerically and analytically evaluating the steady state dynamics of the vehicles and requests of the ride sharing service. Dynamic stop pooling does a priori not save route length, but occupancy. Intriguingly, it also reduces the travel time, although users walk parts of their trip. Together, these insights explain how dynamic stop pooling may break the trade-off between route lengths and travel time in door-to-door ride sharing, thus enabling higher sustainability and service quality.