scholarly journals INFLUENCE OF ERRORS IN DETERMINATION OF TRACING SLOPE ON THE ACCURACY OF GEODETIC BASE FOR ROUTE

2021 ◽  
pp. 111-117
Author(s):  
Kostiantyn Mamonov ◽  
Svitlana Kamchatnaya ◽  
Yevhen Orel ◽  
Oleksandr Saiapin
Keyword(s):  
High Speed ◽  
Methodological Approach ◽  
Line Length ◽  
Route Length ◽  
The Difference ◽  
Artificial Development ◽  
The Right ◽  
The Impact ◽  
Further Development

The purpose of this article is to study and develop a methodological approach tosolving the problem of accuracy of the geodetic base of the route. For this purpose, the followingtasks are set: mathematical substantiation the dependence of the line length on the ratio of the traceslope and the guide slope; description of the function of optimal use of the guiding slope at highspeed; determination of the impact of errors in the course of the geodetic justification on the routelength. Starting from the determined point and further to the right, artificial development of the lineis required. Because when a trace is planed using level curves, this point can be reached sooner orlater, and in some cases, this point can not be reached not at all, the line length designed accordingto the plan will be slightly different than in the case of tracing with usage the exact data. Thus, theobtained results indicate the following. If the error positions during a high-speed segment are suchthat the ordnance datum of the passage is less than the truth, the route length will be less than thetrue and vice versa. This trivial result indicates that the location of geodetic support points ondifferent sides of the pass is not recommended. It is established that due to the accumulation of errorsin the transmission of coordinates in the working substantiation networks, the conditions of the linedesign and the amount of operating costs change. It is mathematically substantiated that the linelength depends on the depth of the excavation on the pass and the height of the embankment at thepoint, and also on the difference of ordnance datum at these points. The difference between the traceslope and the guiding slope has an inversely proportional effect. In addition, the function of optimaluse of the guide slope at a high-speed segment has the form of a broken line according to its fracturesthe need for artificial development of the route can be established. The influence of errors in the course of the working justification is manifested in the discrepancy between the true and projectedroute length. If this error is not taken into account, it will lead to significant overspending duringbuilding a longer line than necessary. Further development of the problem of increasing the accuracyof tracing and reducing the impact of errors is planned in the direction of creating methods of digitalmodelling and automated programs.

Case study: Prediction and field tests of railway noise and effects of a low-height noise barrier

2020 ◽  
Vol 68 (4) ◽  
pp. 303-314
Author(s):  
Yuna Park ◽  
Hyo-In Koh ◽  
University of Science and Technology, Transpo ◽  
University of Science and Technology, Transpo ◽  
University of Science and Technology, Transpo ◽  
...  
Keyword(s):  
High Speed ◽  
Field Tests ◽  
Residential Areas ◽  
Railway Systems ◽  
Railway Noise ◽  
Sound Levels ◽  
Noise Barrier ◽  
The Difference ◽  
Reduction Effect ◽  
The Impact

Railway noise is calculated to predict the impact of new or reconstructed railway tracks on nearby residential areas. The results are used to prepare adequate counter- measures, and the calculation results are directly related to the cost of the action plans. The calculated values were used to produce noise maps for each area of inter- est. The Schall 03 2012 is one of the most frequently used methods for the production of noise maps. The latest version was released in 2012 and uses various input para- meters associated with the latest rail vehicles and track systems in Germany. This version has not been sufficiently used in South Korea, and there is a lack of standard guidelines and a precise manual for Korean railway systems. Thus, it is not clear what input parameters will match specific local cases. This study investigates the modeling procedure for Korean railway systems and the differences between calcu- lated railway sound levels and measured values obtained using the Schall 03 2012 model. Depending on the location of sound receivers, the difference between the cal- culated and measured values was within approximately 4 dB for various train types. In the case of high-speed trains, the value was approximately 7 dB. A noise-reducing measure was also modeled. The noise reduction effect of a low-height noise barrier system was predicted and evaluated for operating railway sites within the frame- work of a national research project in Korea. The comparison of calculated and measured values showed differences within 2.5 dB.

Art, Idleness and Food: The Ethics of War Communism and the Origins of Production Art, 1918–1919

2019 ◽  
Vol 29 (1) ◽  
pp. 273-287
Keyword(s):  
Theory And Practice ◽  
State Institutions ◽  
Early Production ◽  
Policy Measures ◽  
Soviet Ideology ◽  
The Right ◽  
The Impact ◽  
The City ◽  
Further Development ◽  
Theory Of Production

The article examines the impact of the discourses concerning idleness and food on the formation of “production art” in the socio-political context of revolutionary Petrograd. The author argues that the development of the theory and practice of this early productionism was closely related to the larger political, social and ideological processes in the city. The Futurists, who were in the epicenter of Petrograd politics during the Civil War (1918–1921), were well acquainted with both of the discourses mentioned, and they contrasted the idleness of the old art with the dedicated labor of the “artist-proletarians” whom they valued as highly as people in the “traditional” working professions. And the search for the “right to exist” became the most important goal in a starving city dominated by the ideology of radical communism. The author departs from the prevailing approach in the literature, which links the artistic thought of the Futurists to Soviet ideology in its abstract, generalized form, and instead elucidates ideological influences in order to consider the early production texts in their immediate social and political contexts. The article shows that the basic concepts of production art (“artist-proletarian,” “creative labor,” etc.) were part of the mainstream trends in the politics of “red Petrograd.” The Futurists borrowed the popular notion of the “commune” for the title of their main newspaper but also worked with the Committees of the Rural Poor and with the state institutions for procurement and distribution. They took an active part in the Fine Art Department of Narkompros (People’s Commissariat of Education). The theory of production art was created under these conditions. The individualistic protest and “aesthetic terror” of pre-revolutionary Futurism had to be reconsidered, and new state policy measures were based on them. The harsh socio-economic context of war communism prompted artists to rethink their own role in the “impending commune.” Further development of these ideas led to the Constructivist movement and strongly influenced the extremely diverse trends within the “left art” of the 1920s.

Determination of Resistance to Abrasive Wear. VIII. Influence of Softeners in Tests with the Akron-Croydon and Du Pont Machines

1949 ◽  
Vol 22 (1) ◽  
pp. 259-262
Author(s):  
J. F. Morley
Keyword(s):  
Unit Area ◽  
Published Data ◽  
The Road ◽  
Abrasive Surface ◽  
Abrasive Power ◽  
The Difference ◽  
On The Road ◽  
The Right ◽  
Abrasion Testing

Abstract These experiments indicate that softeners can influence abrasion resistance, as measured by laboratory machines, in some manner other than by altering the stress-strain properties of the rubber. One possible explanation is that the softener acts as a lubricant to the abrasive surface. Since this surface, in laboratory abrasion-testing machines, is relatively small, and comes repeatedly into contact with the rubber under test, it seems possible that it may become coated with a thin layer of softener that reduces its abrasive power. It would be interesting in this connection to try an abrasive machine in which a long continuous strip of abrasive material was used, no part of it being used more than once, so as to eliminate or minimize this lubricating effect. The fact that the effect of the softener is more pronounced on the du Pont than on the Akron-Croydon machine lends support to the lubrication hypothesis, because on the former machine the rate of wear per unit area of abrasive is much greater. Thus in the present tests the volume of rubber abraded per hr. per sq. cm. of abrasive surface ranges from 0.03 to 0.11 cc. on the du Pont machine and from 0.0035 to 0.0045 cc. on the Akron-Croydon machine. On the other hand, if the softener acts as a lubricant, it would be expected to reduce considerably the friction between the abrasive and the rubber and hence the energy used in dragging the rubber over the abrasive surface. The energy figures given in the right-hand columns of Tables 1 and 3, however, show that there is relatively little variation between the different rubbers. As a test of the lubrication hypothesis, it would be of interest to vary the conditions of test so that approximately the same amount of rubber per unit area of abrasive is abraded in a given time on both machines; this should show whether the phenomena observed under the present test conditions are due solely to the difference in rate of wear or to an inherent difference in the type of wear on the two machines. This could most conveniently be done by considerably reducing the load on the du Pont machine. In the original work on this machine the load was standardized at 8 pounds, but no figures are quoted to show how abrasion loss varies with the load. As an addition to the present investigation, it is proposed to examine the effect of this variation with special reference to rubbers containing various amounts and types of softener. Published data on the influence of softeners on the road wear of tire rubbers do not indicate anything like such large effects as are shown by the du Pont machine. This throws some doubt on the value of this machine for testing tire tread rubbers, a conclusion which is confirmed by information obtained from other workers.

scholarly journals RANCANGBANGUN RANGKAIAN INVERTER SPWM UNIPOLAR 1 FASA DENGAN PENGATURAN FREKUENSI OUTPUT

2021 ◽  
Vol 9 (1) ◽  
pp. 46-49
Author(s):  
Fathoni ◽  
Agus Pracoyo ◽  
Totok Winarno ◽  
Rizal Sabillah
Keyword(s):  
Output Voltage ◽  
Test Results ◽  
Motor Speed ◽  
Output Frequency ◽  
Ac Motor ◽  
Power Part ◽  
The Difference ◽  
The Right ◽  
Frequency Variations

Changing the dc sgnal to ac signal is done for te purpose of load regulations, such as the ac motor speed, heater and lamp. Inverter work is done by ac rectification first and then converted again to a 1 phase ac signal. The ac output signal is a sinosoidal PWM (SPWM) type of unipolar 220 volts from the input 24 volt dc voltage. Unipolar SPWM signal generation is done by a microcontroller with programming. The number of counts (resolutions) of the SPWM signal and the period are set from the amount in the register, can be set to 8 bits or other constants. The power part of the SPWM inverter is the N channel MOSFET bridge circuit H with IR2110 solid state driver. Step transformer as a load while step-up the inverter output voltage. Determination of the output frequency is set through a rotary encoder that can be adjusted up (increment) or down (decrement). There are 5 frequency variations, namely 30, 40, 50, 60 and 70 Hz. To get the inverter efficiency, the type of MOSFET used is chosen to have the type that has a low RDS (on) value and the right driving pulse, according to the switch configuration. Measurement of the output frequency is done by reading the image on the osciloscope. The observations show a frequency value that is almost the same as the constant. The test results show the difference in output voltage which is reduced at a 30 watt load.

scholarly journals METHODOLOGICAL GOING IS NEAR MANAGEMENT COMPETITIVE EDGES ON BASIS OF BALANCED OF MONEY STREAMS

2021 ◽  
Vol 5 (40) ◽  
pp. 236-247
Author(s):  
O. Guseva ◽  
S. Lehominova ◽  
R. Dymenko ◽  
O. Voskoboieva ◽  
O. Romashchenko
Keyword(s):  
High Speed ◽  
Process Management ◽  
Methodological Approach ◽  
Jel Classification ◽  
Competitive Advantages ◽  
Active Object ◽  
Continuous Training ◽  
Combined Use ◽  
Balanced Distribution ◽  
Further Development

Abstract. Taking into account global development trends, integration and globalization processes, encourage the search for and further development of new products, services and management mechanisms. The economic-mathematical model of optimization of parameters of type NBIC-direction of competitive advantages is developed. The model is formed by the criterion of maximizing  the net discounted cashflow. Based on the developed scientific and methodological approach, 4 types of NBIC-direction of competitive advantages of telecommunication enterprises are proposed, which are based on a combination of levels of innovative activity of the enterprise (from low to high) and complementarity of cashflow management (from low to high). As a result, the types of NBIC-direction of competitive advantages of the enterprise are proposed: adaptive-passive, adaptive-active, object-oriented; foresight-progressive. Complementary cashflow management involves a balanced distribution of cashflows by certain NBIC-components, namely: Nano-components (application of Nano-development stop rovide high-speed telecommunications), Bio-components (introduction of artificial intelligence in organizational culture, implementation of self-organization in the enterprise), Info-components (introduction of innovative standards of telecommunication activity, information software in business process management), Cogno-components (cognitive flexibility of top and middle managers, ability of personnel to complementarity, development of knowledge management system at enterprise, introduction of system of continuous training of all employees links). Thus, the combined use of these components provides an increase in cashflows and forms a modern platform for breakthrough competitive development of enterprises. Keywords: management, competitive advantage, cashflow, innovation, complementarity. JEL Classification B26,  D61 Formulas: 14; fig.: 3; tabl.: 2; bibl.: 15.

International Law and its Impact on The Hijaz

The Hijaz ◽  
2018 ◽  
pp. 155-204
Author(s):  
Malik R. Dahlan
Keyword(s):  
Legal Status ◽  
The Self ◽  
Self Determination ◽  
Holy See ◽  
The Status ◽  
Unique Approach ◽  
The Difference ◽  
Nuanced Understanding ◽  
The Right ◽  
The Impact

Chapter 6 is an international legal examination of the status of The Hijaz in the aftermath of its conquest and absorption into a Saudi personal union. It discusses the impact of the 1933 Montevideo Convention on the Rights and Duties of States as well as the Territorial Principle. The Chapter tackles the legal question of secession and warns against the pitfalls of the ‘Self-Determination Trap’. It draws lessons from the difference between involuntary extinction of states as opposed to their creation. By looking at the cases of Czechoslovakia and Quebec it tackles the issue of ‘the Right to Secession by Agreement’. The Chapter reflects on lessons from Scotland, Catalan and Kurdistan highlighting that The Hijaz presents us with a delicate and nuanced understanding of ‘Internal Self-Determination’ and ‘Autonomy’ establishing, de facto, an international legal status of “Self-Determination Spectrum Disorder”. A special status calls for an active and special legal solution. The notion of a broader integrative role for The Hijaz and the broader Islamic world. The potential integrative institutionalization of The Hijaz is investigated bringing to bare a unique approach to self-determination that would entail coupling autonomy with international territorial administration. The propositions under this Chapter are supported by looking at other sui generis entities such as the Holy See being sovereigns without being states.

20. Freehold Covenants

2017 ◽  
Author(s):  
Barbara Bogusz ◽  
Roger Sexton
Keyword(s):  
Third Parties ◽  
Restrictive Covenants ◽  
Wide Range ◽  
Explanatory Text ◽  
The Law ◽  
The Difference ◽  
Concept Building ◽  
The Right ◽  
The Impact ◽  
Primary Materials

Titles in the Complete series combine extracts from a wide range of primary materials with clear explanatory text to provide readers with a complete introductory resource. This chapter discusses the difference between restrictive and positive covenants; the rules which govern the running of the burden of covenants; the rules regulating who initially has the right to enforce a covenant; the significance of s56 of the Law of Property Act 1925, and the impact of the Contracts (Rights of Third Parties) Act 1999; the rules regarding assignment of restrictive covenants; the concept ‘building scheme’; and whether a positive or restrictive covenant will pass to successors in title.

scholarly journals Requirements for Electric Machine Design based on Operating Points from Real Driving Data in Cities

2019 ◽  
Vol 10 (4) ◽  
pp. 60
Author(s):  
Svenja Kalt ◽  
Lucas Brenner ◽  
Markus Lienkamp
Keyword(s):  
Time Pressure ◽  
Early Stage ◽  
Driving Cycle ◽  
Driving Cycles ◽  
New Concepts ◽  
The Difference ◽  
Electric Machine Design ◽  
The Impact ◽  
Operating Points

Increasing environmental awareness leads to the necessity for more efficient powertrains in the future. However, the development of new vehicle concepts generates a trend towards ever shorter development cycles. Therefore, new concepts must be tested and validated at an early stage in order to meet the increasing time pressure. This requires the determination of real driving data in fleet tests in order to generate realistic driving cycles, which correspond as closely as possible to the actual driving behavior of the applications use case. Within the scope of this paper, real driving data are analyzed and used to create a representative driving cycle. The resulting driving cycle based on real driving characteristics is then used to investigate the impact of application-based design for powertrains on the design of electric machines, by illustrating the difference between synthetic operating points and real driving data.

scholarly journals On the determination of the difference of longitude, by means of the magnetic telegraph. By Elias Loomie, Esq., in a letter to Lieut.-Col. Sabine, R. A., For. Sec. R. S. Communicated by Lieut.-Col. Sabine, R. A., For. Sec. R. S

1851 ◽  
Vol 5 ◽  
pp. 787-789
Keyword(s):  
New York ◽  
Usual Manner ◽  
Series Of Experiments ◽  
The Difference ◽  
The Times ◽  
The Right ◽  
Time Pieces ◽  
Right Ascension ◽  
Source Of Error

The writer first refers to a series of experiments made under the direction of Professor Bache, for the determination of the difference of longitude between New York, Philadelphia and Washington, by means of the magnetic telegraph. By this series of experiments he considers it established that, by means of Morse’s telegraph, two clocks distant from each other 200 miles, can be compared together with the same precision as if they were placed side by side; and that the difference of longitude of two places can be determined with the same precision as the relative error of the clocks. These results were so satisfactory that Professor Bache determined to pro­secute them more extensively, and during the past summer comparisons have been made between New York and Cambridge observatory near Boston. The plan of operation this season was more matured than during the former. The comparisons were all made between a solar chronometer at Cambridge and a sidereal clock at New York. At ten o’clock in the evening, the two observatories having been put in telegraphic communication, when the seconds hand of the solar chronometer came round to 60 s , a signal was given at Cambridge, by pressing the key of the telegraph-register; at the same instant a click was heard at New York, and the time was recorded according to the sidereal clock. At the end of 10 s a second signal was given, which was also recorded at New York; at the end of another 10 s a third signal was given, and so on for sixty seconds. The Cambridge astronomer then commenced beating seconds by striking the key of the telegraph-register in coincidence with the beats of his chronometer. The New York astronomer compared the signals received with the beats of his clock, and waited for a coincidence. When the beats were sensibly synchronous the time was recorded, and the astronomer waited six minutes for another coincidence of beats. The Cambridge astronomer continued beating seconds for fifteen minutes , during which time the New York observer was sure of two coincidences, and might obtain three. When these were concluded, the New York astronomer in the same manner gave signals for one minute at intervals of 10 s , and then beat seconds for fifteen minutes, during which time the Cambridge astronomer obtained four or five coincidences upon his chronometer. This mode of comparison was practised every night, and it is considered that the uncertainty in the comparison of the time-pieces cannot exceed two or three hundredths of a second on any night; and in a series of comparisons the error may be regarded as entirely eliminated. Another mode of comparison which was practised is that of telegraphing star transits. A list of stars which culminate near our zenith at intervals of five or six minutes was prepared, and the observers, both at New York and Cambridge, were furnished with a copy. They then proceeded as follows: Cambridge selected two stars from the list, which we wall call A and B, and struck the key of his register at the instant when the star A passed each of the seven wires of his transit. These signals were heard at New York, and the times recorded. Cambridge then observed the transit of star B in the ordinary manner without telegraphing. New York then observed the transit of star A on his meridian in the usual manner; and struck his key at the instant the star B passed each of the seven wires of his transit, which signals were heard and recorded at Cambridge. The difference of longitude between New York and Cambridge is nearly twelve minutes, affording ample time for all these observations. Thus New York obtained upon his own clock the times of transit of star A over the meridians of Cambridge and New York; and Cambridge obtained upon his chronometer the times of transit of star B over the same meridians. The difference of these times gives the difference of longitude independent of the right ascension of the stars. Both observers then reversed the axis of their transit instruments; Cambridge selected a second pair of stars from the list, and the same series of observations was repeated as with the first pair. The error of collimation was thus eliminated, and by confining the observations to stars within about five degrees of the zenith, the influence of azimuthal error was avoided. The level being read at every reversal, the correction for it was applied by computation. In this manner it is hoped to eliminate every possible source of error, except that which arises from the personal habits of the observers. In order to eliminate this error, a travelling observer worked for a time at Cambridge and compared with the Cambridge astronomer; then came to New York and compared with the New York astronomer; then returned to Cambridge again, and so on as often as was thought necessary. Finally, at the conclusion of the campaign all the observers were to meet at Cambridge and make a general comparison of their modes of observation.

scholarly journals X. A method of measuring the pressure produced in the detonation of high, explosives or by the impact of bullets

1914 ◽  
Vol 213 (497-508) ◽  
pp. 437-456 ◽  
Keyword(s):  
Practical Interest ◽  
Direct Determination ◽  
High Explosives ◽  
Time Curve ◽  
Considerable Difficulty ◽  
Cylindrical Steel ◽  
Set Up ◽  
The Right ◽  
The Impact

The determination of the actual pressures produced by a blow such as that of a rifle bullet or by the detonation of high explosives is a problem of much scientific and practical interest but of considerable difficulty. It is easy to measure the transfer of momentum associated with the blow, which is equal to the average pressure developed, multiplied by the time during which it acts, but the separation of these two factors has not hitherto been effected. The direct determination of a force acting for a few hundred-thousandths of a second presents difficulties which may perhaps be called insuperable, but the measurement of the other factor, the duration of the blow, is more feasible. In the case of impacts such as those of spheres or rods moving at moderate velocities the time of contact can be determined electrically with considerable accuracy.* The present paper contains an account of a method of analysing experimentally more violent blows and of measuring their duration and the pressures developed. If a rifle bullet be fired against the end of a cylindrical steel rod there is a definite pressure applied on the end of the rod at each instant of time during the period of impact and the pressure can be plotted as a function of the time. The pressure-time curve is a perfectly definite thing, though the ordinates are expressed in tons and the abscissae in millionths of a second; the pressure starts when the nose of the bullet first strikes the end of the rod and it continues until the bullet has been completely set up or stopped by the impact. Subject to qualifications, which will be considered later, the result of applying this varying pressure to the end is to send along the rod a wave of pressure which, so long as the elasticity is perfect, travels without change of type. If the pressure in different sections of the rod be plotted at any instant (fig. l) then at a later time the same curve shifted to the right by a distance proportional to the time will represent the then distribution of pressure. The velocity with which the wave travels in steel is approximately 17,000 feet per second. As the wave travels over any section of the rod, that section successively experiences pressures represented by the successive ordinates of the curve as they pass over it. Thus the curve also represents the relation between the pressure at any point of the rod and the time, the scale being such that one inch represents the time taken by the wave to travel that distance which is very nearly 1/200,000 of a second. In particular the curve giving the distribution of pressure in the rod along its length is, assuming perfect elasticity, the same as the curve connecting the pressure applied at the end and the time, the scale of time being that just given.

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