Terms Of Capacity Research Articles

Analysis of GPON capacity by hybrid splitting-ratio base on customer segmentation for Indonesian market during the Covid-19 pandemic

During the Covid-19 pandemic, the impact on internet demand is very high throughout the world. In Indonesia, through a survey conducted, broadband users recorded 175 million people or equivalent to 64 % of the population. Based on field observations, the Passive Optical Network (PON) port utility in the Optical Line Terminal (OLT) is presently below 75 %, as opposed to the initial value, which was more than 95 % [1]. Furthermore, it was also found that more than 80 % of IndiHome customers use a maximum bandwidth of 20 Mbps with majority using 10 Mbps, which is very ineffective, especially related to network capacity. Generally, passive Optical Distribution Network (ODN) devices are not optimally used, therefore this research aims to determine the optimization level of the FTTH network by maximizing the available infrastructure capacity. This process was carried out by increasing the associate ratio of 1:32 to 1:64 while taking into account the Optical Line Terminal (OLT) capacity factor and the standard link budget with schemas A, B and C used to obtain adequate efficiency. Scheme A consists of a 1:2 passive splitter in the Optical Distribution Cabinet (ODC) & 1:32 at the Optical Distribution Point (ODP). Scheme B consists of a 1:4 (ODC) & 1:16 (ODP) passive splitter, while scheme C consists of a 1:8 (ODC) & 1:8 (ODP) passive splitter intended for the use of different customer area types. The result showed an increase in network capacity from 32 to 64 per PON port while taking into account the technical quality of the Link Budget. In conclusion, to ensure this solution functions properly, both simulation and direct measurement tests are carried out using the existing network

Meningkatkan Kapasitas Terminal dan Kepuasan Penumpang Bandara Hang Nadim Batam Menggunakan Regresi Linear Sederhana dan Customer Satisfaction Index (CSI)

Evaluation and analysis of terminal capacity and user satisfaction is one of the things that needs to be done to prepare for all post-COVID-19 conditions. Airport passenger satisfaction is an important component in airport service management because it affects the demand for travel accessand airport revenue. The purpose of this study is to evaluate capacity and analyze passenger satisfaction at Hang Nadim airport in Batam post-COVID-19. The method used is Simple Linear Regression and Customer Satisfaction Index (CSI). Sampling was done by probability sampling with the population of Hang Nadim airport passengers. The data collected in the form of data on the number of passengers departing during 2012 to 2021. Direct observations were carried out by distributing questionnaires to 50 respondents. With the linear regression method, passenger flows will be obtained until the post-covid-19 pandemic, so that a capacity evaluation will be carried out at the airport. Based on the results of the evaluation and analysis carried out, it was found that the estimated number of passengers after the COVID-19 pandemic in In 2022 the predicted number of arriving passengers is 1,553,669 and in 2023 as many as 1,444,876 people.. There is one facility that needs to be improved, namely the arrival hall which was originally 3,452 m² to 4,525 m². While other facilities are still in the category of fulfilling. The level of passenger satisfaction with the quality of Batam's Hang Nadim airport is 53.96 percent, which is quite satisfied according to the Customer Satisfaction Index approach.

Access to paratransit bus terminals in Ghana: characterizing its geographical distribution by settlement density

ABSTRACT In Sub-Saharan Africa, paratransit is the primary means of mobility where accessibility to its bus terminals offers access to diverse societal opportunities. This study accounts for the capacity of bus terminals, population demand, the geographic separations between demand and supply locations, and pedestrian response to congestion in the Greater Kumasi area of Ghana. We found that access to bus terminals is low averaging 0.5 bus terminals per 10,000 people, underpinned by random distribution, low capacity, and high demand. Incorporation of urban morphology showed that high-dense settlements have better accessibility, while moderate-dense and low-dense settlements have comparable accessibility.

Performance Estimation and Design Optimization of a Congested Automated Container Terminal

Container terminal capacity, as an important indicator of container terminal competitiveness, has become a primary concern of port managers, whereas container flows, which are supported by quay cranes, yard cranes, and automated guided vehicles, have a substantial influence on container terminal capacity. Container flows are analyzed in this article to estimate the performance of an automated container terminal considering traffic congestion, unbalanced task assignment, container batch arrival, and different berth and yard layouts. The operating system is formulated as a closed-queuing network with four stations. Theoretical analysis and the solution method are adopted to determine system capacity. The resource allocation and system design, specifically the number of vehicles, berth and yard layouts, and task assignment strategy, are optimized. Numerical experiments are conducted to provide management insights into port capacity planning, resource optimization, and layout design. <italic xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink">Note to Practitioners</i> —The construction of an automated container terminal (ACT) requires a sizable investment. Analyzing the performance of the container terminal with different configurations in the planning stage, which is before the construction of ports, is very important. Thus, planners can select better resource configurations. Generally, simulation is an intuitive way to estimate performance. However, formulating and running the simulation model with different configurations is time consuming. An analytic model for estimating the performance of an ACT is developed to reduce computational time in this article.

Terminal Cooperative Interdependent Computing Task Offloading for 6G

Towards the sixth generation (6G) mobile network, the increasingly powerful communication and computation capacity of mobile terminals enables distributed cooperative computation among nearby mobile terminals. Terminal cooperative computing is proposed to leverage the potential of numerous mobile terminals to promisingly support emerging applications and enhance the service performance of the existing computing network. One great obstacle to achieving high efficiency in the terminal cooperative network is that the neglect of task interdependency for simplicity leads to performance degradation of existing offloading optimization algorithms in practice applications. To address this issue, we study interdependent task offloading in a device-to-device (D2D)-enabled multi-helper terminal cooperative computing network in this paper. Facing the difficulty of exploring and deriving the offloading properties with the complicated coupling among tasks, we formulate a combinatorial optimization problem to minimize the weighted sum of latency and energy consumption under latency and energy constraints by jointly optimizing offloading selection, computing frequency control and transmission power control. We design a convex-based algorithm and derive closed-form solutions to this combinatorial optimization problem. The tradeoff between energy consumption and latency is studied. Simulation results demonstrate the performance of the proposed algorithm.

Application of Value Stream Mapping to Improve Service in The Departure Terminal at Halim Perdanakusumah Airport

This study aims to identify and reduce waste in the passenger flow process at the Halim Perdanakusuma Airport departure terminal, so that passenger service remains good even with limited terminal capacity. This research used a qualitative method with a case study approach. The method stages are the observation of the departure passenger flow process mapped through current state Value Stream Mapping (VSM), distribution of questionnaires to obtain critical waste with Borda analysis, and fishbone diagrams to find out the rooting causes of critical waste, the proposing process improvements, and the future state of VSM, The results showed that critical waste in the flow of departure passengers is 22.11%, which includes passenger activities waiting for the Security Check Point 1 and Point 2 queue. Furthermore, based on the current state of VSM, the lead time for departure passengers is 33 minutes 47 seconds and VAR is 20.22%. While form the future state of VSM, the lead time is 28 minutes 22 seconds with a VAR of 20.36%, resulting in time efficiency of 5 minutes 24 seconds.

Development of a measurement method to determine rolling resistance

Nowadays, car manufacturers tend to produce cars of low consumption to comply with stricter and stricter environmental protection standards. Fuel consumption can only be reduced by decreasing losses emerging during vehicle operation. This is corroborated by the fact that due to the terminal capacity of batteries of electric cars, manufacturers aim to reduce losses to enhance their range of operation. The main goal of our current research is to work out indirect methods of measurement to define rolling resistance, one of the most decisive losses. Later on, the values defined will serve as input data to model vehicle energetics calculations. During our experiments, measurements were carried out with both summer and winter tires. During the evaluation losses of the engine, rolling resistance and air resistance were all considered, while losses from the driving components of the vehicle were ignored.

Bottlenecks of LNG supply chain in energy transition: A case study of China using system dynamics simulation

Natural gas plays a strategic role in energy transition. For instance, the Chinese government regards coal-to-gas transition as a medium-term emission mitigation option, resulting in growths in Liquefied Natural Gas (LNG) shipping import volumes. However, LNG terminal receiving capacity and domestic tanker fleet capacity insufficiencies become bottlenecks impacting LNG supply efficiency and security. This study analyses to which extent LNG shipping import growth accelerates under natural gas consumption growth, domestic production reduction and pipeline import reduction scenarios, then evaluates LNG terminal capacities and tanker fleet capacities needed to accommodate the respective LNG import volumes. An innovative System Dynamics model is developed based on historical data, policies and market information using China as a case. It found that consumption growths or alternative supply reductions by over 5% beyond the baseline simulation will cause LNG terminal overloads. Even in the baseline scenario without any unexpected supply or demand change, China's domestically owned LNG tankers only meet 49% of its LNG shipping import demand. Hence, the government is recommended to coordinate national energy strategies and sector-level planning. Terminal operators need to accelerate capacity expansions. Domestic shipping companies can invest in large-sized tankers to reduce LNG tankers deployed and relieve the dependency on foreign fleets.

Exploiting simulation model potential in investigating handling capacity of Ro-Ro terminals: The case study of Norvik seaport

In this paper, the spotlight is directed towards studying the handling capacity of pure Ro-Ro terminals, especially the new terminal of Norvik port. To this end, a simulation model based on a distributed architecture is built to assess the handling capacity under different flow scenarios with a particular focus on the trailer flow and export-lorry flow the terminal can handle in terms of resource availability, trailer-dwell times and management rules. This helped to determine the number of resources required to evacuate smoothly the incoming flows and to identify where potential bottlenecks happen the most inside the terminal. The established model is verified then validated by experts to conduct properly the experiment study where the model is fed with empirical data provided by terminal authorities. This experiment showed that the terminal can handle flows of which trailers do not exceed 17% and the export fraction of lorries is at most 42%.

Collaborative optimization of truck appointment system and yard cranes allocation based on ship time window

With the rapid growth of the global container trade volume and the trend of large-scale container ships. The collection and distribution port efficiency and capacity of container terminals in various countries are facing huge challenges. Due to the randomness of most of the trucks entering the port, container terminals often face the problem of traffic congestion caused by the centralized arrival of trucks in the port and the load operation of the yard operation equipment. Therefore, terminal operators urgently need to manage and optimize all aspects of terminal collection and distribution operations. This paper proposes a truck appointment system that simultaneously considers the time window of the ships and the allocation plan of the yard crans, so as to reasonably allocate the arrival time of each truck and the amount of appointment quota. By means of shortening the time window of each ship’s and rationally allocating the yard cranes operations in the blocks, human and material resources can be fully utilized, so as to alleviate the traffic pressure in the container terminal, shorten the waiting time of ships and trucks, and reduce the cost of terminal operators.

Ryanair market strategies to assert dominance in the European low-cost airline market?

The European minimal expense transporters have delighted in sensational development lately and have significantly modified the organization of short-pull air administrations gave. Interest for minimal expense administrations has demonstrated more unstable than in the US, nonetheless, and there are beginning signs that the transporters' capacity to animate traffic is decreasing. Numerous new contestants have gotten on board with that temporary fad, and the conventional aircrafts have begun to retaliate. An examination of various courses from London shows that the minimal expense transporters have been significantly more fruitful in certain business sectors than others. The significant aircrafts stay predominant in areas including their primary centre air terminals though flimsy courses inside northern Europe have shown little development from minimal expense transporter section, some leftover the safeguard of territorial transporters. The minimal expense aircrafts have performed best on thick courses not including significant air terminals and relaxation courses among northern and southern Europe. Serious procedures that are inspected incorporate the capacity of minimal expense aircrafts to draw in rush hour gridlock to optional and provincial air terminals that were beforehand underutilized. It is shown that on certain courses from significant urban communities, optional air terminals are currently dealing with a greater part of the neighbourhood travellers. Notwithstanding, the capacity of air terminals to develop past the traffic capability of their own nearby catchment region decreases as additional areas gain minimal expense administration. Albeit a few undiscovered open doors might stay in nations like France and for administrations with more modest airplane, new courses are having a tendency to weaken existing interest. The centre is consequently prone to go to more straight on contest in the denser business sectors.

Airport Terminal Capacity Analysis based on Passenger Transportation Business

Business capacity is an important content of business continuity management research. This paper constructs an analysis model to study activity process capacity and business capacity, and uses domestic flight passenger transportation business data from the T1 and T2 terminals of A Airport to conduct an empirical study on passenger transportation business capacity. The research results show that passenger transportation business capacity is restricted by its each activity process capacity. Passenger transportation business capacity analysis can be obtained in three steps. First, sort out the activity process of passenger transportation business and determine the sequence of each activity process; then determine the standard capacity per unit time of each activity process; and finally build an analysis model based on the queuing theory. The empirical analysis of A airport shows that the activity process hindering the increase in the domestic flight passenger transportation business capacity of A airport terminals is passengers’ luggage check and passengers security check. In an emergency that only T1 terminal handles domestic flight passenger transportation business, T1 terminal can not undertake all domestic flight passenger transportation business of the two terminals even if all resources are available. At this scenario, the passengers’ luggage check activity process is the blocking point.

Evaluasi Desain Terminal Penumpang Bandar Udara Sentani Jayapura Provinsi Papua

Sentani Airport serves public using air transportation with increasing people mobility conditions because Jayapura is the National Activity Center, so it causes frequent accumulation of passengers in the terminal area especially during peak hours. To determine the effectiveness of the terminal in accommodating the flow of passenger movement, it is necessary to evaluate the terminal design of Sentani Airport. The method used is to calculate the number of PWS with passenger distribution patterns, calculate the standard area of terminal capacity using references from SNI 03-7046-2004 and SKEP 77/VI/2005, calculate the terminal LOS with IATA standards, measure the airport service standards based on PM 178 of 2015, processing passengers’ perceptions with IPA and QFD methods and forecasting with simple linier regression. From the analysis, Sentani Airport terminal gives passengers mobility with low service performance value, so it is rated as less optimal. In addition, the limited availability of several facilities causes the passengers feeling less comfortable. Thus, it is necessary to re-design the passenger terminal area and re-management the facilities according to Angkasa Pura standards.

FEATURES OF CALCULATION OF THE REQUIRED QUANTITY OF GRAIN TERMINAL TRACKS IN SEA PORTS IN MODERN CONDITIONS

Purpose. Ukraine is one of the world's five largest producers of grain crops. Much of the grain is exported. Traditionally, grain cargoes are exported through the western land crossings and seaports of the Black and Azov Seas, with the bulk of grain exports going through the port of Nikolaev and the ports of Greater Odessa. Rail transport provides delivery to exporting ports up to 2/3 of the total volume of grain transshipment in ports. Given the significant number of operations in the general technological process of processing grain wagons in ports, the required capacity of technical equipment of railway transport (number of tracks, locomotives, weighing devices, etc.) plays a significant role in the duration of the transshipment process and total operating costs. In this regard, determining the required number of ways to service the flow of grain for export is an urgent task. Methods. Comprehensive analysis of technical equipment and technology of railway transport of grain terminals in seaports, statistical analysis, graph-analytical modeling. Results. Based on the processing of statistics on the delay of wagons due to commercial marriages with grain cargo in the seaport, the conditional division of detained wagons due to and, consequently, the duration of delay of wagons into long and short. The characteristics of random values of the delay of the car are established and the dependence of the number of detained cars on the value of the total car traffic with grain cargo entering the transshipment is obtained. For short-term delays it is a polynomial dependence of the second degree, for long-term delays it is characterized by exponential dependence. Based on research, an additional track capacity has been established for the sedimentation of detained cars and recommendations have been developed for the number of such tracks and their length. Based on the rationing of the duration of shunting operations with delayed wagons, an additional working fleet of shunting locomotives for servicing delayed wagons was determined and recommendations for the location of wagon scales for commercial weighing of wagons in the process of processing grain wagons in the port. Practical significance. The obtained results can be used to determine the number of tracks and the total capacity of grain terminals in seaports. The duration of additional shunting operations to service the detained cars allows to clarify the calculation of the required locomotive fleet of grain terminals.

THE EVALUATION OF COMPETITIVENESS ON COST ADVANTAGE OF REGIONAL HUB PORT: THE CASE STUDY OF TRANS-PACIFIC ROUTE AGAINST KAOHSIUNG PORT

Numerous conventional container ports in East Asia are evolving from intercontinental into regional hub ports. This study adopted the Port of Kaohsiung as an example of competition with neighboring ports. The results of this study demonstrated that the Port of Kaohsiung is still a competitive docking port on trans-Pacific trunk routes for North America, despite facing external threats (e.g., upsizing of ships, lack of new deep-water terminals, and new strategic alliances affecting terminal operations), overall shipping cost considerations (e.g., container volume, different ship sizes, and port selection), and increasingly intense competition with neighboring ports. Under such circumstances, the Port of Kaohsiung must keep pace with container ship upsizing, sufficiently increase deep-water terminal capacity, and improve its existing container terminals’ operating efficiency to attract route deployment and larger container ships and thereby maintain its current advantages and position as a regional hub port.

입출차 택배 차량의 허브 터미널 할당문제

Due to the increasing demand for parcel delivery, the amount of parcel delivery that couriers have to handle exceeds the current terminal capacity. To solve this problem, a new terminal will be built in addition to the existing terminal, or the terminal will be jointly used through alliances with competing courier companies. In this case, a hub terminal that can be used by courier companies is physically composed of several terminals. At this time, when a vehicle departing from a sub terminal arrives at the hub terminal, the decision to which terminal in the hub to allocate becomes a very important issue for parcel delivery companies for efficient terminal operation. In a situation where the capacity that can be handled per day in the hub terminal is limited, minimizing the travel distance of vehicles between terminals in the hub plays a decisive role in increasing the efficiency of hub terminal operation. This study presented a mathematical model for determining which terminal in the hub should be allocated to vehicles arriving at the hub from each sub terminal, and from which terminal the vehicle going to the destination sub terminal should be released. A solution method using Excel is presented and in order to find out the possibility of practical application, 12 example problems are solved, and the results are analyzed and presented.

Separation of Sucralose in Food Samples using Amines as Background Electrolyte Supported with DFT Calculations

Background: Sucralose is a high intensity artificial sweetener and chemically known as 1,6-dichloro-1,6-dideoxy-β-D-fructofuranosyl-4-chloro-4-deoxy-α-D-galactopyranoside. It is used as a sweetener and flavour enhancer in foods and beverages. Due to its high stability at wider temperatures and pH, it made its applicability in various food products throughout the world. As per Joint FAO/WHO Expert Group on Food Additives (JECFA) in 1990, the daily intake of sucralose is 0-15 mg/kg body weight. The literature reports suggest that sucralose has a possible health threat due to the presence of chlorine groups, thereby leading to several illnesses. The growing interest in the use of sucralose (SCL) in the foods makes it necessary in developing a fast, reliable, cost effective and reproducible analytical method to determine SCL in food samples. The detection of sucralose and other carbohydrates like fructose, glucose and sucrose is a challenging task owing to its: (i) unavailability of the charged functions and (ii) lack of absorption of strong chromophoric nature in the UV region. Therefore, separation of non-absorbing neutral molecules needs a careful procedure with suitable electrolyte systems. Methodology: An indirect UV detection capillary electrophoretic method is described for the separation of sucralose in different food samples. It was achieved by nucleophile substitution (SN2) in the presence of amine as background electrolytes. The morpholine buffer showed good buffering capacity in terms of migration time (&lt; 8.0 min) and baseline stability when compared to other amine buffers (ethylamine, piperidine, triethylamine). The analytical applications of proposed method showed by recovery percentages of sucralose in real and spiked samples on intra and inter-day basis at optimum experimental conditions of 0.2 M buffer concentration and pH 12.0 at 230 nm UV detection. Results: The selection of BGE, UV detection wavelength, buffer concentration, buffer pH, cassette temperature and applied voltage was optimized to enhance the sensitivity and selectivity of the separation method. Recoveries obtained were ranging from 96.87 to 98.82% for real samples and 94.45 to 98.06% for spiked samples, respectively. Linearity was studied in the range of 2-10 mM, and showed a correlation coefficient of 0.9942. LOD and LOQ were found to be 0.3804 mg L-1 and 1.5215 mg L-1 with % RSD (n = 5) ± 1.27 and 1.19% with respect to migration time and peak area. Furthermore, to better understand the separation of sucralose with amine buffers, were investigated computationally using HOMO-LUMO calculations. The obtained results showed that the band gap decreases in the presence of amine moiety irrespective of its nature. Conclusion: In the study, a novel background electrolytic system was successfully applied to separate sucralose using indirect UV detector with capillary electrophoresis. The FTIR results confirmed that the interaction of sucralose with different amine buffers to better understand the separation chemistry behind sucralose and amine complexes. Moreover, computational results indicate that the direction of charge transfer from the amine functionality to the glucofuranosyl ring in each amine derivative of sucralose confirms the strong interaction between sucralose and amines, which led to the baseline separation of sucralose in different food samples.

A systematic approach to the selection of the optimal capacity for liquid hydrocarbons offloading infrastructure and the sequence of exploration stages of a group of prospects

This paper validates and establishes the concept that the optimality of the decision on the timing of exploration, development and production stages for each field, as well as the performance of the combined transport infrastructure, may depend on the results of a specific scenario at one of the objects under consideration, as exemplified by three individual fields at different stages of development and with individual production and economic parameters. Nevertheless, by varying the values of the required parameters (e.g., shipping terminal capacity), we can determine their values that will result in maximizing expected profit from the project in any of the possible scenarios. The models and methods developed within this research represent a systemic approach to resolving the issue, and can be applied to developing the optimal strategy for additional study and development of the cluster of neighboring fields.

Automation of the Road Gate Operations Process at the Container Terminal—A Case Study of DCT Gdańsk SA

The future increased terminal capacity will result in more container movement through the road complex and rail siding, which are one of the most critical areas (potential bottlenecks) in the container terminal. Truck turnaround time is one of the major factors that customers take into account while deciding how many container volumes they will handle through the container terminal. To enable to optimize increased traffic with future container terminal development, as well as increase gates throughput, and as a consequence, encourage more volume and increase customer satisfaction, Deepwater Container Terminal Gdańsk SA plans to reorganize and automatize the gate operation process. Gate automation includes supply, installation, commissioning, implementation, and maintenance of software and hardware that would allow automatizing the handling of trucks at container terminal gates by using OCR (optical camera recognition) technology, LPR (license plate recognition) systems and self-service kiosk for truck drivers.

Air Traffic Management during Rare Events Such as a Pandemic: Paris Charles de Gaulle Case Study

Paris Charles de Gaulle Airport was the second European airport in terms of traffic in 2019, having transported 76.2 million passengers. Its large infrastructures include four runways, a large taxiway network, and 298 aircraft parking stands (131 contact) among three terminals. With the current pandemic in place, the European air traffic network has declined by −65% flights when compared with 2019 traffic (pre-COVID-19), having a severe negative impact on the aviation industry. More and more often taxiways and runways are used as parking spaces for aircraft as consequence of the drastic decrease in air traffic. Furthermore, due to safety reasons, passenger terminals at many airports have been partially closed. In this work we want to study the effect of the reduction in the physical facilities at airports on airspace and airport capacity, especially in the Terminal Manoeuvring Area (TMA) airspace, and in the airport ground side. We have developed a methodology that considers rare events such as the current pandemic, and evaluates reduced access to airport facilities, considers air traffic management restrictions and evaluates the capacity of airport ground side and airspace. We built scenarios based on real public information on the current use of the airport facilities of Paris Charles de Gaulle Airport and conducted different experiments based on current and hypothetical traffic recovery scenarios. An already known optimization metaheuristic was implemented for optimizing the traffic with the aim of avoiding airspace conflicts and avoiding capacity overloads on the ground side. The results show that the main bottleneck of the system is the terminal capacity, as it starts to become congested even at low traffic (35% of 2019 traffic). When the traffic starts to increase, a ground delay strategy is effective for mitigating airspace conflicts; however, it reveals the need for additional runways.