The formation of the electronic tornado is the basis of superconductivity

The space-time ladder theory reveals that the formation of electronic tornadoes, or the formation of electronic dissipative structures, to be precise, the enhancement of electronic Energy Qi field is the basis of superconductivity. The surrounding area of the electronic tornado is expanding, which is the basis of the Meissner effect, and the center is contracting, which is the basis of the pinning force. When the attractive force of the Energy Qi field is greater than the Coulomb repulsive force, the electrons form a Cooper pair and release dark energy into virtual space-time. When the dark energy increases to a certain extent, the virtual space-time frees the Cooper pair and forms an electron-virtual space-time wave, which fluctuates freely in the superconducting material, which is the basis for the superconducting resistance to be zero. This is similar to the principle of a hot air balloon. The virtual space-time is hot air and the electron pair is a hot air balloon device. Conductor electrons are free and easy to emit dark energy, resulting in insufficient dark energy, and it is not easy to form electron-pair virtual space-time waves, so the superconducting critical temperature is very low. This is because the emission coefficient of the conductor is too high. Insulator electrons are not easy to emit dark energy and easily form electron-pair virtual space-time waves. Therefore, the superconducting critical temperature is slightly higher because of the low emission coefficient of the insulator. The solution of the Qi-space-time wave equation, that is, the coherence coefficient, is an important factor in superconductivity. In addition, the conditions under which tornadoes form are also an important basis for superconductivity. Finally, it is emphasized that the coherence coefficient and prevention of dark energy emission are the two most important elements for preparing superconducting materials.

The Development of a CO2 Emission Coefficient for Medium- and Heavy-Duty Vehicles with Different Road Slope Conditions Using Multiple Linear Regression, and Considering the Health Effects

The current studies on carbon dioxide (CO2) emissions and the impacts on public health focus mainly on evaluating CO2 emissions from two types of emission sources. The first is a fixed source type from industrial plants, which can be controlled or easily evaluated. The second is a mobile source type from the transport sector, especially from medium- and heavy-duty vehicles (MHDVs), which produce high emissions. However, the common methods of evaluation of the average value of CO2 emissions per kilometer of a vehicle use a general Intergovernmental Panel on Climate Change (IPCC) model that does not consider the topography or road conditions. This affects the accuracy of CO2 emission assessments and, in turn, affects the accuracy of any analysis needed to establish health policies and the management of public health within the affected area. In this paper, therefore, we present the development of emission coefficient calculations with varying topography conditions for MHDVs with consideration of the health effects on the populace. The study area was the Asian highway network in Thailand that passes through all regions and is geographically diverse. Data were collected from the Department of Highway’s records, global positioning system (GPS) and electronic control unit (ECU) with data consisting of road data, slope, distance, traffic level and vehicle weight, as well as fuel consumption along the transportation route. To analyze and map out the correlation of the CO2 emission coefficients for each road slope, we determined the coefficient of the CO2 emissions using multiple linear regression analysis and validated this using Huber–White robust standard errors for heteroscedasticity. This method was more cost-efficient and time-efficient compared to the conventional approaches. We also created CO2 emission maps with risk points for health effects, and we propose policy designs and plans to manage the traffic level in each of these areas prone to higher levels of such emissions.

Calculation of Net Emission Coefficient for High Intensity Discharge Lamps

There is still great interest in studying high intensity discharge (HID) lamps despite the great development of other light sources like light emitting diodes (LEDs). Basic equations and numerical formulations allow calculating important terms such as the net emission coefficient (NEC) that plays an important role in understanding the radiation behaviour of these lamps. These lamps are considered to be at high pressure and the produced plasma was found to be at local thermodynamic equilibrium (LTE). The volume of the lamp is meshed into small cells and the total number of cells represents a compromise between correct results and calculation time. Each cell has its own local absorption and emission coefficient that applies to its position in the discharge. Line profile is calculated by two profiles convolution: one is Lorentz’s and the second one is a quasi-static profile. Ray tracing technique is used to resolve the radiation transport for the visible and ultra violet (UV) spectrum. The NEC is thus calculated and compared with other models for a pure mercury discharge. In addition, additional photometric properties of the lamp are obtained.

Operational Lifecycle Carbon Value of Bus Electrification in Macau

The economic value of carbon emission reduction in the electrification of buses is of concern in practical and academic fields. The aim of this paper, which focuses on direct and indirect carbon emissions, is to study the economic value of the carbon emission reduction of bus electrification in an operational lifecycle carbon footprint, with the empirical data sourced from the bus electrification in Macau. First, it proposes the methodology to evaluate the operational lifecycle carbon value of bus electrification (OLCVBE). Second, it analyses the distinct impacts of internal determinants on OLCVBE. Third, it discusses the determinants’ characteristics for OLCVBE. The results indicate that (1) OLCVBE may be a carbon debt, but it is not a carbon asset in some situations; (2) OLCVBE is determined by the carbon emission coefficients of both electric power and fossil fuel, buses’ electric or fossil fuel consumption levels, buses’ terminations, carbon price and discounted rate; and (3) as a comparison, electric power’s embedded carbon emission coefficient has the biggest impact on OLCVBE, then carbon price and the electric consumption have the second or third biggest impacts, and the annual driving distance of buses has relative less impact. This paper provides a new perspective to study the economic and environmental effects of bus electrification.