scholarly journals How variables on the morphology of an indivisible load plays an important role on the choice of the set of carriers and transport routes. The transportation of an electric capacitor in city areas

2019 ◽  
Vol 10 (4) ◽  
pp. 1357 ◽  
Author(s):  
Elson Araujo ◽  
Ênio Fernandes Rodrigues

The transportation of an indivisible load also bears the core definition of load transportation in logistics - delivering a load, considering its starting point as far as its destination, the decision upon the best set of carriers and the best transportation route to minimize final transportation costs. This research aimed at describing the issue regarding transportation of indivisible loads in urban areas where the road system might have limited transportation conditions depending on the complexity of the load. All researched books have come up with a number of situations regarding this type of transportation. From the information collected, it was observed that the transportation scenario and its difficulties were similar; a study has been suggested in order to give examples of how this type of transportation works. Results have shown that height, width, length and weight parameters should consider the transportation infrastructure offered, the appropriate set of carriers and the compliance with all legislations.

On Inhumanity ◽  
2020 ◽  
pp. 34-42
Author(s):  
David Livingstone Smith

This chapter teases out the core elements of the ordinary conception of “race.” This does not include a scientific or philosophical definition of race. Rather, the chapter talks about the view of race that most people just slip into when going about the everyday business of life. It is a conception that has been taken so thoroughly for granted that many do not even question it. The chapter argues that understanding the conception of race is key to understanding dehumanization, because beliefs about race lie at the heart of the dehumanizing process. It shows that dividing human beings into races—into “our kind” and “their kind”—is the first step on the road to dehumanizing them.


2018 ◽  
Vol 11 (1) ◽  
pp. 1 ◽  
Author(s):  
Cristiano Silva ◽  
Lucas Silva ◽  
Leonardo Santos ◽  
João Sarubbi ◽  
Andreas Pitsillides

Over the past few decades, the growth of the urban population has been remarkable. Nowadays, 50% of the population lives in urban areas, and forecasts point that by 2050 this number will reach 70%. Today, 64% of all travel made is within urban environments and the total amount of urban kilometers traveled is expected to triple by 2050. Thus, seeking novel solutions for urban mobility becomes paramount for 21st century society. In this work, we discuss the performance of vehicular networks. We consider the metric Delta Network. The Delta Network characterizes the connectivity of the vehicular network through the percentage of travel time in which vehicles are connected to roadside units. This article reviews the concept of the Delta Network and extends its study through the presentation of a general heuristic based on the definition of scores to identify the areas of the road network that should receive coverage. After defining the general heuristic, we show how small changes in the score computation can generate very distinct (and interesting) patterns of coverage, each one suited to a given scenario. In order to exemplify such behavior, we propose three deployment strategies based on simply changing the computation of scores. We compare the proposed strategies to the intuitive strategy of allocating communication units at the most popular zones of the road network. Experiments show that the strategies derived from the general heuristic provide higher coverage than the intuitive strategy when using the same number of communication devices. Moreover, the resulting pattern of coverage is very interesting, with roadside units deployed a circle pattern around the traffic epicenter.


2019 ◽  
Vol 20 (4) ◽  
pp. 20-29
Author(s):  
A. A. Zaraiskiy ◽  
O. L. Morova ◽  
V. Yu. Polyakova

The aim of this article is to explore linguistic representation of the concept “way” in Irish fairy tales. Image, key lexeme, which is the core of the field, information content with its cognitive attributes and interpretation field, which is the periphery of the concept are elaborated. The results obtained show that the “way” in its direct and indirect meanings is the image and the key lexeme is “path”. It has been established that information content has seven cognitive attributes: exploration of new space, aim, distance, adventure, difficulties, destiny, and travel to afterlife world. Interpretation field includes two groups of proverbs with the first group presenting the “way” in its direct meaning and the second group comprising proverbs with the metaphorical usage of the “way”. Modelling the frame of the concept “way” allowed us to define the typical slots: subject of movement; the starting point of movement; trajectory; the environment of movement and the method of movement; locus; distance; driving power; and motivation. The concept “way” was structured using linguistic and cognitive approach, which made it possible to determine the image, information content and interpretation field. The study of the image of the concept revealed that “way” encompasses different aspects. The “way” is the basis of a person’s life. The “way” is considered not only as the road the person walks along covering big distances but as life in general that is associated with its ups and downs as well as with overcoming difficulties along the way. The idea emphasizes the importance of the “way” in people’s lives and culture, and specifically in Irish culture.


Author(s):  
Adriana Goulart dos Santos ◽  
Rodrigo Machado

Abstract This article studied the location of dry ports from the perspective of reducing impacts caused by seaport activities on the urban environment. The main objective was to construct a model based on multiple-criteria decision analysis coupled with the geographical information system for selecting areas subject to the location of dry ports. An important point was the definition of restriction and factor criteria for the preparation of this model. The distance from the seaport was defined as the most relevant criterion, followed by the road hierarchy network, population density, vegetation, and declivity, respectively. The predominant restrictive criteria were: permanent conservation areas and non-building zones. For the validation of the model presented, it was necessary to perform a case study on a city located near a seaport, and that has been legalized seaport activities in its legislation. The result showed that the areas nearest to the port, with less density of household units, and located near main roadways are the most feasible for location of dry ports. It was proven that the usage of multi-criteria analysis for selecting areas subject to the location of dry ports can be a manner for added support in the preparation of master plans for cities surrounded by seaport areas.


2020 ◽  
Vol 65 (S28) ◽  
pp. 169-195
Author(s):  
Viola Franziska Müller

AbstractThe starting point of this article is the observation that thousands of enslaved people escaped bondage and managed to find refuge in the city of Baltimore between 1800 and 1860. There, they integrated into a large free black community. Given the use of the term “urban marronage” to categorize slave flight to cities in some historical literature, this chapter discusses the concept of marronage and its applicability to the urban context of antebellum Baltimore. It examines individual escapees from slavery, the communities they joined, and the broader slaveholding society to emphasize that the interplay and mutual relations of all three should be considered when assessing the applicability of this concept. Discussing the historiography around marronage and the arguments that speak both in favour of and against applying the concept of urban maroons to Baltimore's runaway slaves, this article ultimately dismisses its suitability for this case. In the process, this examination reveals the core of the concept, which, above all, concerns the aspect of resistance. In this context, it will be argued that resistance in the sense of rejecting the control of the dominant society should be included in the general definition of marronage.


Author(s):  
Cristiano M. Silva ◽  
Lucas D. Silva ◽  
Leonardo A. L. Santos ◽  
João F. M. Sarubbi ◽  
Andreas Pitsillides

Over the past few decades, the growth of the urban population has been remarkable. Nowadays, 50% of the population lives in urban areas, and forecasts point that by 2050 this number will reach 70%. Today, 64% of all travel made is within urban environments and the total amount of urban kilometers traveled is expected to triple by 2050. Thus, seeking novel solutions for urban mobility becomes paramount for 21st century society. In this work, we discuss the performance of vehicular networks. We consider the metric Delta Network. The Delta Network characterizes the connectivity of the vehicular network through the percentage of travel time in which vehicles are connected to roadside units. This article reviews the concept of Delta Network and extends its study through the presentation of a general heuristic based on the definition of scores to identify the areas of the road network that should receive coverage. After defining the general heuristic, we show how small changes in the score computation can generate very distinct (and interesting) patterns of coverage, each one suited to a given scenario. In order to exemplify such behavior, we propose three deployment strategies based on simply changing the computation of scores. The results show that the strategies derived from the general heuristic are very interesting, all of them deploying roadside units in a circle pattern around the traffic epicenter.


Author(s):  
Julià Cabrerizo Sinca ◽  
José Magín Campos Cacheda ◽  
Fernando Pérez Díez

The main motivation of the authors of this article is to establish a rigorous definition of the potential capacity that a motor vehicle driver has to avoid a collision against a pedestrian.      Henceforth we will call this capacity avoidability. To calculate the avoidability, it is necessary to analyze time, distance and itinerary, initial position of the pedestrian when exposed to the risk, initial speed; theoretical maximum speed developed by the vehicle and road limit speed; the driver’s reaction time and the influence of the environment; and the interrelation of the initial positions of vehicle and pedestrian with respect to the transversal axis of the road. The definition, categorized by variables, of a driver’s ability to avoid run over a pedestrian in an urban area has an evident usefulness: it allows knowing the influence of the initial speed of a vehicle as an isolated variable and the importance of the road limit speed in the ability to prevent an accident.DOI: http://dx.doi.org/10.4995/CIT2016.2016.3481


2005 ◽  
Vol 56 (1) ◽  
pp. 86-124
Author(s):  
Kim Arne Pedersen

Grundtvig og fundamentalismen[Grundtvig and fundamentalism]By Kim Arne PedersenThe chosen starting-point is Ole Vind’s perception of Gr as a Biblefundamentalist. Vind constructs a concept of fundamentalism along idea-historical lines and focuses on what he perceives to be Gr’s literal reading of, especially, the Old Testament; but he also emphasises that for Gr the Scriptures were directly inspired by God.Through the introduction of a theological-historical and secularhistorical definition of the concept of fundamentalism, Gr’s relationship to the Bible is examined with the aim of mounting a critique of Vind’s interpretation. Gr’s view of the Bible in the period 1810-11 to 1824-25 is characterised against the background of that struggle with himself which his conversion in 1810 entailed, and with the introduction of the theological-historical definition of fundamentalism.This finds its starting-point in fundamentalism as a concrete historical phenomenon in the USA at the end of the 19th and beginning of the 20th century. It is distinguished by the resolution of traditional Christianity into five dogmatic points, including the dogma of verbalinspiration (every word in the Holy Scriptures is divinely dictated), to which is added the individual Christian’s personal inner experience with its basis in conversion.With this as background, Gr may be called fundamentalist in the period 1810 to 1824-25, since Gr (1) has been through a more or less pietistic conversion, (2) rejects a historical-critical approach to the Bible, (3) holds firm to verbal-inspiration, (4) rejects a modem interpretation of Christianity, (5) holds firm to traditional Christianity against the rationalists and would certainly have been able to subscribe to the fundamentalists’ five points, (6) rejects a scientific explanation of the world, and (7) believes that a form of scientific alternative to the world-picture of the natural sciences can be worked out on a Biblical basis. However, the theological-historical definition of fundamentalism needs to be supplemented by a secular-historical determination of the concept. Here a link is made with Uffe Østergaard’s demonstration of the significance of the art of printing in the Reformation as a prerequisite of fundamentalism, in that verbal-inspiration is thus placed centre-stage. Østergaard’s point is that fundamentalism is not only a reaction against modernisation, but is itself a modem phenomenon, and here he focuses upon the fundamentalists’ insistence upon a direct access to Scripture independently of religious tradition’s mediating influence. Here Østergaard’s observations are supplemented by the viewpoint that the revivalist movements of the 18th and 19th centuries are the foundation of fundamentalism; and the German concept-historical school’s concept of modernity is introduced, supplemented by Habermas’s Kant-inspired determination of subjectivity as the core of modernity, and of secularisation as a consequence of the differentiation of spheres of validity it entails.Finally, it is proposed that fundamentalism in a secular-historical sense must be seen as a consequence of secularisation as an historical phenomenon, affected by industrialisation and the dominance of the natural sciences after 1850. Thus fundamentalists belong in the period after 1850 as the second phase of modernisation, and they seek to direct society back to an idealised golden age.The core of the theological-historical definition of fundamentalism is the conflict between traditional religion and a modem interpretation of it; the core of the secular-historical definition is the conflict between modernisation/secularisation and a religious reaction against this, which desires the whole of society or a state within the state free of secularisation.After Gr’s struggle with aspects of his understanding of Christianity in 1824-25 his view of the Bible becomes freer and he breaks explicitly with the dogma of verbal-inspiration. However, Gr’s location in time itself, and his complex attitude towards modernity is of more importance. (1) Gr can hardly be lumped together with that group of modem intellectuals, people with education, who are related to industrial and post-industrial society and who are going through a fundamentalist conversion. Grundtvig belongs in another age, in modernity’s first phase from 1750 to 1850 - and his concept of modernity can be extrapolated from analyses of his complex attitude towards Kant’s concept of autonomy. The facts that (2) between 1811 and 1824 he is an adherent of verbal-inspiration, and (3) in his battle with Enlightenment theology (and in that connection with the ecclesiastical authorities) he turns against the traditional theological teaching institutions, and (4) he wishes to reform theology, are not sufficient grounds for characterising him as a fundamentalist, for Gr (5) does not want, as do the fundamentalists, a return to an idealized golden age. In Gr’s notion of the sequence of national congregations, and the fact that the one succeeds to the other, lies hidden a historical mentality stamped with the idea that the different congregations embody different characteristics. To conceptualise change is modem, and in that sense Gr is stamped with modernity. (7) Ultimately, Gr does not seek to stifle the scientific attempt to clarify the Bible and the world independently of a literal reading of the Old Testament. This Vind overlooks, when he alleges that even after 1825 Gr can be called a fundamentalist.The decisive characteristic which divides Gr from fundamentalism is really not his break with Bible-Christianity in 1823, 1824 and 1825, nor his related rejection of verbal-inspiration, but rather the opening of his mind in relation to the naturalists, and therewith the theologicallyorientated foundation of this opening upon two central concepts: his educational idea - that is, the separation between church and school - and his idea of freedom. The educational concept and the concept of freedom are indissolubly bound together, and Gr’s thematising of freedom in respect of things scientific is tied up with his consciousness of modernity.


2018 ◽  
Vol 80 ◽  
pp. 59-66
Author(s):  
Arkadiusz Drabicki ◽  
Andrzej Szarata

The paper is devoted to simulation analysis of the phenomenon often observed in contemporary urban areas, i.e. the so-called induced traffic resulting from the improvement of travel conditions in the road network. On the basis of analyzes carried out in the simulation model of Krakow, it was shown, as exemplified by the postulated changes in the urban peripheral system of Krakow – i.e. the construction of the western section of the so-called 3rd city ring road and further narrowing of the so-called 2nd city ring road – the appearance of additional car traffic may affect the received image of the city’s transport system. Taking into account the flexibility of road demand has a significant impact on the resultant parameters of the network operation and can significantly change the final assessment of the effectiveness of a given road investment – and also provide important premises for a long-term strategy of shaping the city road system.


2021 ◽  
Author(s):  
Giacomo De Laurentis ◽  
◽  
Eugenio Alaio ◽  
Elisa Corsi ◽  
Emanuelemaria Giusti ◽  
...  

The EBA Guidelines on loan origination and monitoring (hereinafter "GL LOM") undoubtedly represent a substantially new piece of the banking regulatory framework. In fact, for the first time, the regulator moves into a topic that was traditionally outside the scope of financial regulation, so far almost exclusively focused on aspects directly linked to both micro- and macro-prudential stability, notably through capital and liquidity management requirements and guidelines on Business Model and Internal Governance. The credit management process, and in particular loan origination and monitoring, has always been typically considered as a business issue under sole responsibility of banks, as it is considered one of the "core" processes (if not the "core" process) of the banking business. As a matter of fact, since the issue of the capital requirement regulation (i.e., Basel II and Basel III), and the introduction of the use requirements for the rating systems, the regulator moved very close, but not yet, to prescribe specific credit assessment criteria, while dictating methodological and organizational requirements for the authorization of the rating systems, and leaving substantial freedom to banks to define their own models and embedded assessment criteria and indicators. With the GL LOM, the regulator takes a further step, remarkably beyond its traditional remit, dictating principles and rules for the evaluation of the credit quality of borrowers. The starting point for this new approach from the regulator can be found in the ECB guidelines on Non-Performing Loans, later endorsed by the Bank of Italy Guidelines for Less Significant Banks, aimed at encouraging banks to define their NPL management processes and establish reduction plans to achieve NPL ratio targets in line with the regulator's expectations. Consistently with the focus on NPL, the regulation on Calendar Provisioning, amending the CRR was issued; as being a Regulation, it involves all banks, and not only significant ones (for which the ECB Addendum also applies). In addition, the new definition of default (the so-called "new Dod") has defined stricter criteria for the transition of exposures to the default status and also made the return of "cured" exposures to the performing status more difficult. The combined effect of these regulatory changes has been to make the default of counterparties not only more probable but also much more "expensive" for the banks. The natural “next step” of these regulatory changes was to "move backward" into the management process covering loan origination and monitoring . The EBA's stated objective with the issuance of the GL LOM is to define "robust and prudent" standards of lending practices so as to maintain a low level of NPLs in the future. Therefore, the focus of the GL LOM is the definition of requirements (some outlined as prescriptions, others in terms of principles) for the creditworthiness assessment of counterparties and for the management of the related data and information. Notwithstanding the fact that the Final Report has articulated the principle of proportionality much more clearly as compared to the Consultation Paper, the GLs set out three macro-categories of counterparties for which specific requirements are defined: • Individuals • Micro and small businesses • Medium and large companies. The GL LOM also provide recommendations about the valuation of guarantees both at origination and during ongoing monitoring, encouraging the use of advanced statistical models. The GL LOM focus on real estate guarantees, while financial collateral is outside the scope of the GL LOM. In the mind of the regulator, the GL LOM should not only reflect industry practices, but also incorporate the latest supervisory guidance on lending, and provide the stimulus to include ESG, AML/CTF and the use of innovative technologies into banking origination and, where applicable, monitoring processes.


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