Stochastic Analysis of Hourly to Monthly Potential Evapotranspiration with a Focus on the Long-Range Dependence and Application with Reanalysis and Ground-Station Data

The stochastic structures of potential evaporation and evapotranspiration (PEV and PET or ETo) are analyzed using the ERA5 hourly reanalysis data and the Penman–Monteith model applied to the well-known CIMIS network. The latter includes high-quality ground meteorological samples with long lengths and simultaneous measurements of monthly incoming shortwave radiation, temperature, relative humidity, and wind speed. It is found that both the PEV and PET processes exhibit a moderate long-range dependence structure with a Hurst parameter of 0.64 and 0.69, respectively. Additionally, it is noted that their marginal structures are found to be light-tailed when estimated through the Pareto–Burr–Feller distribution function. Both results are consistent with the global-scale hydrological-cycle path, determined by all the above variables and rainfall, in terms of the marginal and dependence structures. Finally, it is discussed how the existence of, even moderate, long-range dependence can increase the variability and uncertainty of both processes and, thus, limit their predictability.

Re-Cycling the Streets: Exploring the Allocation of Public Space for Transport

<p>This study explored the extent to which road space reallocation from on-street parking to an arterial cycle way may be warranted between Wellington city’s southern suburbs and city centre. Latent demand and preferences for transport cycling were assessed using an intentional behaviour change model, and a study of the economic contribution of the on-street parking on Tory Street to adjacent businesses was undertaken. This study identified a significant latent demand for transport cycling in Wellington. Transport cycling is suppressed primarily because of a perceived lack of safety. Road safety improvements were identified as the key change required to encourage the uptake of transport cycling. In particular, people in Wellington desire a continuous and connected network of separated and dedicated cycle ways. Potential cyclists indicated that they would be likely to cycle for transport more often if a cycle path connecting Wellington’s southern suburbs and city centre was constructed. Contrary to what might be expected, it appears that the majority of people would support the removal of some on-street parking to provide for this cycle way. Additionally, this study found that the contribution of those who use on-street parking to adjacent retail vitality on Tory Street is minor, compared to the contribution of those who do not require parking and those who use off-street parking. This research concludes that, considering Wellington’s context and policy, the reallocation of road space from on-street parking to an arterial cycle way between Wellington’s southern suburbs and city centre may well be warranted.</p>

Re-Cycling the Streets: Exploring the Allocation of Public Space for Transport

<p>This study explored the extent to which road space reallocation from on-street parking to an arterial cycle way may be warranted between Wellington city’s southern suburbs and city centre. Latent demand and preferences for transport cycling were assessed using an intentional behaviour change model, and a study of the economic contribution of the on-street parking on Tory Street to adjacent businesses was undertaken. This study identified a significant latent demand for transport cycling in Wellington. Transport cycling is suppressed primarily because of a perceived lack of safety. Road safety improvements were identified as the key change required to encourage the uptake of transport cycling. In particular, people in Wellington desire a continuous and connected network of separated and dedicated cycle ways. Potential cyclists indicated that they would be likely to cycle for transport more often if a cycle path connecting Wellington’s southern suburbs and city centre was constructed. Contrary to what might be expected, it appears that the majority of people would support the removal of some on-street parking to provide for this cycle way. Additionally, this study found that the contribution of those who use on-street parking to adjacent retail vitality on Tory Street is minor, compared to the contribution of those who do not require parking and those who use off-street parking. This research concludes that, considering Wellington’s context and policy, the reallocation of road space from on-street parking to an arterial cycle way between Wellington’s southern suburbs and city centre may well be warranted.</p>

School Safe Route in Sumbersari District, Jember Regency

The number of underage accidents in Jember Regency in 2011-2012 increased from 37 to 190 cases. Therefore, bicycle and pedestrian paths were planned through the School Safe Route program that could encourage students to choose to ride a bicycle or walking. The method of this study was the Level of Service analysis (LOS), student and travel characteristics, cross tabs, bicycle lanes, pedestrians, and road equipment facilities. The results showed that the level of road service on each road section varied, including LOS A, B, D and E. The characteristic and common cross tabs analysis results showed that most transportations used by students were motorcycles. Still, there was a relatively large proportion of students’ willingness to change their transportation mode in operational conditions if bicycle and pedestrian path facilities were provided. Cycle path analysis showed that the types of bicycle lanes were planned, specifically type A and C, with a bicycle lane width was 1.44 m for each lane. From the calculation of the minimum effective width of the sidewalk obtained 1.01 m with a crossing facility in the form of a pelican crossing with waiting stalls. Several road equipment facilities were planned, such as traffic signs, road markings and Traffic Signaling Equipment (TSE). Bicycle and pedestrian routes were planned at Tawang Mangu Street, Danau Toba Street, Mastrip Barat Street, Kalimantan Street, Jawa Street, Karimata Street, M.T. Haryono Street, Letjen S. Parman Street, Letjen Panjaitan Street and Letjen Suprapto Street.

Hamiltonian Cycle in K1,r-Free Split Graphs — A Dichotomy

For an optimization problem known to be NP-Hard, the dichotomy study investigates the reduction instances to determine the line separating polynomial-time solvable vs NP-Hard instances (easy vs hard instances). In this paper, we investigate the well-studied Hamiltonian cycle problem (HCYCLE), and present an interesting dichotomy result on split graphs. T. Akiyama et al. (1980) have shown that HCYCLE is NP-complete on planar bipartite graphs with maximum degree [Formula: see text]. We use this result to show that HCYCLE is NP-complete for [Formula: see text]-free split graphs. Further, we present polynomial-time algorithms for Hamiltonian cycle in [Formula: see text]-free and [Formula: see text]-free split graphs. We believe that the structural results presented in this paper can be used to show similar dichotomy result for Hamiltonian path problem and other variants of Hamiltonian cycle (path) problems.

An Agile Approach to LMS Migration

Principles of the Agile Manifesto may guide academic and technology teams to lead learning management system (LMS) migration projects with inclusiveness, flexibility, and speed. Agile teams follow an iterative, rapid-cycle path to design, develop, evaluate, revise, and improve the LMS from project inception to completion. An agile approach values individuals and interaction, delivering working courses, collaboration, and responsiveness to changing environments. With attention to each of these values in LMS migration, the project runs with full stakeholder engagement, responsiveness, and speed.

An accident of history? How mopeds boosted Dutch cycling infrastructure (1950–1970)

This article argues that mopeds played an ambivalent but ultimately positive role in the long-term success of Dutch cycling. Unlike in many other countries, Dutch cycling levels dropped but remained significant throughout the 1950s and 1960s, partly because cycling infrastructure continued to be constructed. One underexplored factor explaining this is the role of mopeds in the 1950s. The Netherlands constructed a significant network of cycle paths before the 1950s. When mopeds became popular, the existence of this network raised the question of where they should ride. Engineers and politicians classified mopeds as bicycles, assigning them to the cycle path. As a result, engineers decided to build more and wider cycle paths. Despite the danger and discomfort of sharing cycling paths, cyclists therefore also benefited in the long run from the decision to reframe cycle paths as cycle-and-moped paths.