A Practical Approach: TSHAN Cab Booking System

Safe cab android project is one such project which will responsible to provide taxis during your journey time. When you are in need to hire taxis for travelling purpose use this app and based on the information received from this app, taxi driver will able to get your location and available to provide you the service. This system uses the feature of GPS using which the taxi driver will locate you using its google map and with the help of GPS compass.

Implementation of Triage System and Shortening Patient Journey Time to Prevent COVID-19 Transmission in a University Hospital during a Pandemic

To explore the characteristics of the patient under investigation (PUI), and the routes and the patient journey time in our outpatient service, we examined the demographic data, presenting symptoms, risks of contact with COVID-19 cases, and the results of real-time polymerase chain reaction (PCR) tests in PUI cases from March to May 2020. The contact time, transfer time and total journey time of patient journey routes in our hospital were also explored. The results were shown in numbers, percentages and medians (interquartile range, IQR). A total of 334 PUI cases were identified from our triage system. The median (IQR) age was 35 (27, 47) years. Cough was the most common presenting symptom (56.2%), while fever (≥37.5 °C) was found in only 19.8% of the cases. The median (IQR) time of onset of the presenting symptoms was 3 (1, 5) days. The most common risk of contact with COVID-19 cases found during the triage was living in or returning from an outbreak area. Fifteen (4.5%) of the PUI cases had positive real-time PCR tests. The contact time and transfer time were longest in the PUI ward and from the Emergency Department (ED) to the PUI ward, respectively. Plans and actions to shorten the transfer time between the ED and the PUI ward and the total journey time should be developed.

Peculiarities of Immidiate Postoperative Period in Abdominal Trauma With Splenic Injuries

INTRODUCTION. Splenic injuries in abdominal trauma is one of the most common injuries in abdominal surgery. The damage to this organ occurs in 22.3–30%. This is the second most common injury among damages to parenchymal organs.AIM OF STUDY. To study the immediate results of treatment and to determine the factors that influence the choice of tactics for open injuries of the spleen.MATERIALS AND METHODS. The study included 75 patients with abdominal wound and damaged spleen. In 54 (72%) patients, stab and slash wounds were revealed, in 21 (28%) patients there were gunshot wounds (bullet or fragment). All patients were divided into two groups: Group A included 44 (58.6%) of patients, where the time gap between the time of injury and the surgery did not exceed 1 hour, and Group B, which included 31 (41.3 %) of cases, where the time gap between the moment of injury and surgical intervention exceeded 1 hour.RESULTS. As a result of the study, it was found that organ-preserving operations for open injuries of the spleen were possible in 33.3% of cases. The choice of surgical tactics for injuries of this organ depended on the type of damage to the organ: in case of gunshot wounds of the spleen, the organ-preserving operation was not possible at all, but this operation was performed for stab/slash wounds in 33.3% of cases. The development of complications and deaths directly depended on the journey time: in the case of that time gap up to one hour, complications developed in 27.3% of cases, and the mortality rate was 15.9%. If the time of journey exceeded 1 hour, the number of complications increased to 77.4%, and mortality rate grew up to 51.6%. According to our data, the number of complications and deaths depended more on the time of admission than on the type of operation performed. In addition, it is necessary to note one more factor that affected the lethal outcome and this was the type of the wound. Therefore, as a result of the study, it was found that mortality in the group with gunshot wounds amounted to 17 out of 21 (80.95%), and for stab/slash wounds it was 6 out of 54 (11.1%). It was found that the journey time and the type of operation performed operation affected the level of D-dimer in patients with splenic injuries. So, the level of D-dimer was 566±0.3 ng/ml in the group of the wounded, delivered within an hour after trauma, and 643±0.2 ng/ml in the group where the journey time exceeded an hour.CONCLUSIONS. 1. Performing organ-preserving operations with open injuries of the spleen is possible in 46.3% of cases and only for stab and slash wounds. Organ-preserving operations cannot be performed for gunshot wounds.2. The number of complications and deaths is more dependent on the journey time to the hospital than on the type of operation performed. If a patient is admitted within an hour after trauma, the complication rate is 27.3%, and mortality rate is 15.9%. If the journey time exceeds one hour, the complication rate is 77.4% and the mortality rate is 51.6%.3. In patients splenic inguries, the journey time and the type of the operation performed affect the level of the D-dimer, which may affect the course of the immediate postoperative period.

Finding the Reasons for the Delay Time in a Highway by Analyzing the Travel Time, Delay Time and Traffic Flow Data

The objectives of this study are to show a comparison among travel time, running time, delay in peak and off-peak hours on different days of a week, and reasons behind the delay time. Moving car observer method has been carried out to count the traffic flow, journey time, running time, and delay time. Total vehicle flow, and comparative vehicle flow during the peak hour and off-peak hour for workdays and weekend days were surveyed to show a relationship between delay time and traffic flow. As the traffic flow increases the delay time also will increase. To measure the reasons behind the delay time of Fulbarigate-Daulatpur road, spot speed study was done in two intersections of the road. The 15th percentile speed for Religate intersection road is 10 K.P.H. That means 85% of vehicles tends to go faster than 10 K.P.H. in this section. And hence vehicles with less than or equal 10 K.P.H. are responsible for increasing the delay time in this area. This speed limit should be prohibited in this section to reduce delay time and congestion. For the Mohosin More road intersection, the prohibited speed is also 10 K.P.H. Easy bike and Mahindra account for the congestion of these intersections and tend to stop in these intersections to collect passengers which creates unwanted queue in this study area. Controlling traffic flow at intersections can be a possible way to reduce the congestion rate of Fulbarigate-Daulatpur road.

Quantifying the effects of passenger-level heterogeneity on transit journey times

In this paper, we apply flexible data-driven analysis methods on large-scale mass transit data to identify areas for improvement in the engineering and operation of urban rail systems. Specifically, we use data from automated fare collection (AFC) and automated vehicle location (AVL) systems to obtain a more precise characterisation of the drivers of journey time variance on the London Underground, and thus an improved understanding of delay. Total journey times are decomposed via a probabilistic assignment algorithm, and semiparametric regression is undertaken to disentangle the effects of passenger-specific travel characteristics from network-related factors. For total journey times, we find that network characteristics, primarily train speeds and headways, represent the majority of journey time variance. However, within the typically twice as onerous access and egress time components, passenger-level heterogeneity is more influential. On average, we find that intra-passenger heterogeneity represents 6% and 19% of variance in access and egress times, respectively, and that inter-passenger effects have a similar or greater degree of influence than static network characteristics. The analysis shows that while network-specific characteristics are the primary drivers of journey time variance in absolute terms, a nontrivial proportion of passenger-perceived variance would be influenced by passenger-specific characteristics. The findings have potential applications related to improving the understanding of passenger movements within stations, for example, the analysis can be used to assess the relative way-finding complexity of stations, which can in turn guide transit operators in the targeting of potential interventions.

Pre-slaughtering factors related to bruises on cattle carcasses in the micro-region of Araguaína, Tocantins, Brazil

The objective of the study was to evaluate the main pre-slaughter factors contributing to bruising on cattle carcasses in the micro-region of Araguaína, Tocantins. The experiment was conducted from January to June using data from 414 cattle heads of different breeds, body weight and sex. Factors related to bruises in cattle were evaluated from the farms to a federally inspected slaughterhouse in Araguaína. The independent variables were road type, journey distance (paved and mixed roads), journey time (paved and mixed roads), driver’s experience, prevalence of horns, sex class, falls during unloading, use of devices during unloading, truck maintenance conditions, presence of loose and/or protruding boards in the truck, condition of the truck floor, use of electric cattle prods during handling, presence of protruding nails and/or screws in the truck, arrangement of boards in the crowding pen, presence of broken boards in the cattle handling facility, angle of loading ramp, presence of protruding nails and/or screws in the cattle handling facility, and design and material of the cattle handling facility. The frequency of bruises was associated with the independent variables using contingency tables by the chi-square test (?2) to measure the association between variables. The variables road type, journey distance (mixed roads), journey time (mixed roads), animal behavior, falls during unloading, truck maintenance conditions, presence of loose and/or protruding boards in the truck, condition of the truck floor, arrangement of boards in the crowding pen, and presence of broken boards in the cattle handling facility had a significant effect on carcass bruising. Therefore, several pre-slaughter factors contribute to bruising on cattle carcasses.

The use of recovery time in timetables: rail passengers’ preferences and valuation relative to travel time and delays

Recovery time in the rail industry is the additional time that is included in train timetables over and above the minimum journey time necessary often with the explicit aim of improving punctuality. Recovery time is widely used in railways in a number of countries but prior to this study there has been no investigation of the rail users’ point of view. Perceived recovery time, such as being held outside stations and prolonged stops at stations, might have some premium valuation due to the frustration caused. If perceived recovery time in train timetables does carry a premium, then the benefits of improved punctuality achieved by it will be reduced. This paper is the first to investigate passengers’ views and preferences on the use of recovery time. We summarise the findings of a large study and provide estimates of passengers’ valuations of recovery time, both relative to in-vehicle time and late time, that can be used for economic appraisal purposes. Overall, we find most passengers support the use of recovery time but the context is important. Only 13% of users disapprove of its use as a tool to reduce lateness. The estimated premia vary by demand characteristics and are significant in some contexts, although on average are of a small magnitude. The applicability of the estimates is demonstrated through the appraisal of an actual scheme in the UK. We observe that the introduction of more recovery time along with the subsequent improvement in reliability can lead to significant reductions in generalised journey time, even when recovery time carries a valuation premium. We must however strike a word of caution since we note that there were higher than expected proportions of non-traders in the survey which may have affected the results; future studies into the topic should look to minimise the proportion of non-traders. This study provides valuable and necessary first steps in this challenging topic.