text:
Transportation Deployment Casebook/2020/Oklahoma Streetcar

Introduction
The term ‘streetcar’ may not be a mode of transport well known today. Some people may only have heard the term in reference to Tennessee William’s play ‘A Streetcar Named Desire’, based in 1947 when streetcars rattled down the ‘Desire Line’ in the French Quarter of New Orleans. But ‘streetcars’, a term used in North America for what Europeans may refer to as ‘trams’ was once the primary form of transport in hundreds of cities and towns in the United States (US) in the early 1900s.

A streetcar is a carriage(s) that runs along metal tracks that have been laid in the street and powered by electricity. It is used usually found in urban areas and is predominantly used to transport passengers. Cambridge dictionary defines a streetcar as “an electric vehicle that transports people, usually in cities, and goes along metal tracks in the road”.

Technological Characteristics
The essential technology characterised by this mode of transport was the use of electricity to traction the rail guided streetcar. The technological improvements in both the dynamo and electric motor during the 1870 resulted in better generation and delivery of electricity and this was an essential component in a rail guided streetcar. Other essential technological characteristics of the streetcar system include the use of overhead electric wires invented by Frank Sprague in approximately 1880 and the use of a trolley pole, invented by Charles Van Depoele in 1886, which fed the electricity from the overhead wires to the streetcar traction motors.

Main Advantages
Prior to the implementation of the streetcar, coaches ran on rails that were laid flush with the street and hauled by a horse. The use of steam power, rather than horses, had also been used to drive the carriages. The introduction of the electrified streetcar had considerable advantages over these alternative forms of public transport. The use of a horse drawn railway was hard work on horses and required them to stay healthy and free of diseases. In addition, the cost of purchasing horses and their operational costs, such as feed, was a considerable cost to the operators. Using steam to propel the carriages on these same rails was considered by the community as being far too noisy and produced unacceptable levels of pollution. Further, steam driven engines at times were unreliable and carriages were stranded on the rails without any power. The advantages of the streetcar over these two modes of transport were that they produced less noise, less air pollution, did not rely on the health of an animal, and had the capability to service greater distances.

There has been a recent resurgence in the popularity of streetcars in some Northern American cities. The modern streetcar has several advantages over the urban bus system. Streetcars today comprise of numerous carriages that allow for a greater passenger capacity than a bus. Streetcars are less prone to traffic disruptions since they run on dedicated rails unlike buses that travel in traffic lanes shared with many other vehicles. It has been argued that streetcars are more likely to run on schedule because of their dedicated rail line and their minimum three door access that allows passengers to unload quickly. There can of course be streetcar delays, especially at intersection when road vehicles may block the rail line. Streetcars can also have the advantage of incentivising economic development around designated stops. With the ability of greater amounts of people being able to easily access a location, economic activity may flourish at that hub. Finally, streetcars are generally viewed as adding to a city’s aesthetic appeal. Many tourists view streetcars favourably and this increases tourism as well as a city’s image.

Main Markets
At the turn of the century, the population of cities in the industrialized North East and the farming Midwest of US was booming. The business that operated street railway lines were aware of the booming city populations and the fact that electricity was a cheaper source of power than horse traction. Passenger fares were low, resulting in greater passenger numbers that allowed operators to expand their railway network in the cities. The main markets of streetcars continue to be servicing commuters in cities, however they can also service the tourism market in places like Philadelphia.

Available transport modes and their limitations
Prior to the advent of the electric streetcar system, the main form of transport involved the use of horses. In 1827, the first ‘horse-bus’ service commenced in the US in New York City. This transport mode was simply a long large enclosed coach, capable of carrying about 20 people, being hauled by horses. This was around the time that Faraday invented the first basic electric motor and well before the introduction of electric street lighting. Street were illuminated at night using gas lighting and the streets were generally of poor quality. As the quality of the roads improved in the middle of the nineteenth century, this mode of transport grew and became the common form of transport in the US. The limitations of this mode of transport were the high cost of operating a stable of horse, the physical strain required by horses in reaching their destinations, and the susceptibility of horses to disease such as the equine influenza. From the passenger’s perspective this mode of transport involved a rather uncomfortable ride on roads built with irregular cobblestones.

The existing limitation of the horse-bus stirred the interest of passengers for a more comfortable transport experience. In 1832, a new development in horse transport called a ‘horse-drawn tram’ commenced in New York. This was essentially the existing horse bus service with the carriage running on rails rather than running over cobblestones. This resulted in a more efficient use of the horse’s power and therefore allowed more passengers to be transported. Further, the passenger ride was considerably more comfortable since the coach’s wheels were on smooth rails.

The removal of horses for traction came with the introduction of steam engine in 1870. A locomotive would drive the vehicle on the tracks previously used by horse-drawn trams. These were not popular in cities because the steam trams were noisy and very polluting. The final precursor to the invention of the electric streetcar was the cable tramway. This used pulleys and ropes to pull carriages and were enjoyed by the public because of their speed and absence of air pollution. However, the cable tramway did pose a safety hazard due to the moving cables and pulleys, in addition to the delay in stopping the engines in the case of a frayed or snapped cable.

Evolving Markets
Markets for transportation were evolving due to the unsatisfactory passenger experience of the horse-drawn tram service due to poor coordination among the operators. There were numerous operators of horse-drawn tram services and many only had a single line. When passengers travelled on more than one route, they sometimes experienced inconvenient transfers and paid double fares. Considering that the investment in electric streetcars involved considerable capital investment, many of the operators decided to merge into larger companies. Removing the small operators from the market did lead to an improved transport experience for the public. Fares were integrated, scheduling improved, more coordinated information distributed and the passenger found transiting onto difference lines a smoother process. As the passenger experience improved the market for the imminent electric streetcar system increased.

Technological expertise and evolution of designs and thinking
The invention of the streetcar developed drew on several experiments performed after the invention of the electric motor in 1831. It was at this time that an investigation of electric traction for rail guided vehicles commenced. In England, inventors relied on steam as their source of power and several steam engines were built and commercialised in London, but the business was a commercial failure. The steam trams were too slow and noisy, and the London public preferred the horse-bus service. Steam engine technology improved later in the century and by the 1870s steam engines were being used in the US but mainly in rural regions As previously mentioned, the steam trams were unfavourable among the public and city authorities due to their loud noise and unpleasant pollution produced by the burning of the fuel. Inventors altered their designs to reduce smoke emissions by introducing pollution control systems. Although they did partly solve the pollution problem these devices were too heavy for rails which were originally laid for horse-drawn trams.

Thinking shifted to the use of the fireless steam engine. The fireless stream engine relied upon pressurised steam generated at a central plant. This meant that no boiler was necessary on the actual locomotive which reduced the weight and removed the polluting smoke. However, these engines only had a maximum range of 15 km and if unpredicted circumstances happened like extreme traffic or blockages, they could run out of steam somewhere on the line which made for a difficult recovery.

During the 1840 and 50s there were several experiments that involved running a locomotive powered by electric batteries, but its commercial viability was not possible due to the high cost of storing power. Around the same time cable traction was being used in London suburban railway lines. Pulleys and ropes were used to pull carriages. Passengers didn’t experience the issues of pollution, noise or limited range and the cable cars were able to run at speeds of 15 km/hour. By the 1880s, cable trams were installed in many cities in the US. In many ways the streetcar was a merging of cable tramway and the electric motor. In 1893, America had approximately 800 km of cable tramway spread over 16 cities. In fact, most of these cable tramways lines were repurposed for use by streetcars by 1905. This shift from cable actuated technology to electric traction technology in streetcars was the birth of the streetcar.

The other main type of technological expertise that was utilised in the invention of the streetcar was the remarkable developments in the electric motor and means of electric conduction through overhead lines. The company ‘Siemens & Halske’ in 1883 built the first electric streetcar line however this line transmitted the electricity needed to run the streetcars through the rails themselves. This was a safety issue as it posed the risk of electrocution for pedestrians. To solve this, rails were surrounded with fencing which was less than ideal. The same company also invented the concept of overhead wire transmission and this technology allowed the streetcar to evolve.

Early Market Development in Oklahoma
The early market development of streetcars within America mainly consisted of three scenarios; (1) electric streetcars replacing horse-drawn trams on existing routes, (2) streetcars replacing cable tramway carriages and being retrofit with overhead wiring or (3) construction of completely new streetcar lines.

Focusing on the state of Oklahoma, prior to the streetcar introduction people and goods were usually transported via horse-bus services. Unlike other states, Oklahoma did not have an existing cable car system. Therefore, all new streetcar lines were newly constructed and did not use any repurposed cable tramway or horse-drawn tram lines. In total, between the years of 1903 to 1947 Oklahoma had streetcars in 15 of their cities. Two of the major systems in Oklahoma were the Enid City Railway and the Muskogee Electric Traction Line. As reported in their local paper, The Muskogee Daily Phoenix, on the opening day of its first streetcar “Muskogee had now passed from the ranks of an overgrown walking town to the ranks of a metropolitan rapid transit city”. Although this town did have a horse-bus service, it was limited in number and waiting times were long. Prior to the streetcar, many civilians would need to walk to their destination due to the limited and unreliable horse-bus service. The streetcar filled this niche market as it provided an economic, easy and convenient form of transport.

Niche Markets in Oklahoma and functional enhancements
In addition to serving the transport needs of the public, another niche market in Oklahoma was the transportation of goods. By 1909, Muskogee had a line serving four freight cars. One main client was the Yahola Sand and Gravel Company which required the delivery of sand and gravel from Goose Neck Bend to the York Street Station. Horse-bus transport could not match the freight capacity and efficiency of streetcars. Horses would tire quickly and could not move freight as quickly and as far as streetcars. Most importantly, streetcar freight was more economical and for this reason streetcars dominated this niche market. Functional enhancement within the freight sector was pivotal in the early years of success for the streetcar with freight activity being an important source of income for the company. In a farming state like Oklahoma and especially in towns like Enid, considered the wheat capital, streetcars serving this niche freight market were an important functional enhancement.

Functional Discovery in Oklahoma
Functional discovery also played a role in the development of the streetcar market in Oklahoma. The state had used horse-bus as the primary form of transportation. The state had not laid rails or cables and the public were not accustom to transportation lines serving set destinations. The introduction of electric streetcars was a marked improvement to the horse-bus service. The public was introduced to a more comfortable ride, greater ability to transport large number of passengers, and better scheduling. The low cost of electric streetcar transportation opened public transport up to a large previously non-existent market. In addition, more areas in Oklahoma State were introduced to public transportation which had previously been not economically feasible with horse-bus transportation.

Policy
The policies in the birthing phase of the streetcar were very much associated with the rapid growth in cities and the demands by the public for travel to urban areas. Transit operators formed the American Street Railway Association in 1882 and this body worked with city municipalities on policies relating to the operation of streetcars. One policy that was continued from the days of horse-drawn tram, and later innovated in the streetcar birthing phase, was the line franchise. The franchise set out the rights of the street service operator and would indicate the route, the number of the tracks, and the length of the contract. Franchise agreements existed with horsecar operators and this policy continued with the introduction of electric streetcars. Many municipalities granted perpetual franchises to streetcar operators in the early days and in some US cities there were few restrictions preventing the development of the streetcar system. In many cases, the operators overlooked any community concerns and structures like overhead wiring were not at all sympathetic to the overall streetscape. Once governments realised that there was money to be made by the streetcar operators, various requirements such as unreasonable paving requirements were not removed from electric streetcar franchise agreements. Franchise agreements had included a requirement to contribute to paving costs due to the damage caused by the horse’s hooves to the streets. Streetcar operators would argue that electricity did not impact on the paving and that this requirement should be removed. The policy to include such requirement was a form of indirect taxation on the streetcar operators and was sanctioned by governments and become standard across the US.

Locked-in Policy
The fare used on horse drawn trams had been the smallest nickel coin i.e. the five-cent piece. The government wanted a single fare and borrowed this policy for use in the new streetcar transport system. Operators agreed in this birthing phase to settle for a standard five cent fare in exchange for a perpetual franchise e.g. 999-year franchise. This policy was embedded in the franchise and operators were ‘locked in’ to this universal five cent flat fare policy.

Role of Public Sector in Growth
The electric streetcar experienced high levels of growth in the US. Some cities experienced growth well before other cities. For example, the system in Richmond, Virginia commenced in 1888 with ten streetcars whereas operation in the State of Oklahoma commenced much later in 1903. The period from the 1890s up until the approximately 1910 was a period of tremendous growth in streetcars in the US. It has been estimated that the length of tracks in US cities was 2,050 miles in 1880 and increased to 5,783 miles by 1890. During this period many US cities were experiencing high industrialisation. Rural migrants as well as an influx of European migrants were being drawn to cities for work. Government policies were encouraging the development of the streetcar network to serve the working class, who remained close to cities, and the middle and upper class who would reside outside the main city. The network was built to fan out from the central business district into newly forming suburbs. These suburbs grew along the main streets, allowing the middle class to buy homes while easily getting to their job in the city.

Roles of Private Sector in Growth
The private sector, especially real estate speculators, contributed to the growth of the streetcar system. Land speculators would invest in the streetcar operations and then build new lines directed towards their land. The idea was to attract people to these land for development. Other private sectors such as electric power companies were also drawn to the streetcar operation business as they saw profitable returns in providing recently developed streetlight technology and household electricity to the land radiating out from the cities and serviced by streetcars.

Policy Issues
The policy environment at the time did influence policymaking. The government always considered streetcars systems to be a private investment and therefore as a private enterprise not supported by government assistance. Although a 5-cent fare may have been adequate to maintain a profitable streetcar operation, by the turn of the century inflation was continuing to increase rapidly and the revenue from fares was inadequate to maintain a profitable operation.

Developments
By 1920, most streetcars operating in US cities were four axle cars unlike the two axle cars that dominated the market up until World War I. Further design changes in the mature phase of the streetcar included the replacement of open side cars with enclosed cars. In the mid-1930s further developments were made to the streetcar to reduce noise, improve suspension, acceleration and braking. These latter improvements were introduced to challenge the comfort of its competitors, namely the bus and automobile.

Constraints to changing Markets
By 1920, most of the streetcar operators were struggling financially and US President Wilson set up a Federal Electric Railway Commission to study the problems of the public transit system. The ‘locked-in’ five cent fare was a factor that had constrained the adaptation of this mode of transport. Streetcar operators during the growth period had been unable to increase fares to match inflation. Wages in the 15-year period 1895 to 1910 were up 105 per cent and other operating costs such as rail were up 239 percent. The Commission did recommend a fare increase but this had come too late and would not be enough to replace obsolete rolling stock or maintain tracks that had neglected, especially during the war years.

Competition
The municipality public policy on not granting the streetcars a separate right of way and the absence of financial support did make the survival of the streetcar very difficult. The streetcar operators were feeling the pressure from alternative transit competitors such as the bus and automobile during the 1920 and 1930.

Other competitive forces came the National City Lines Consortium, organised by General Motors, Firestone and Esso Oil. The consortium’s intention was to form a monopoly whereby buses and automobiles would dominant the transport market and effectively purchase products from the consortium members. This was achieved when the consortium purchased existing streetcar companies in many cities and then progressively decreased the maintenance and upgrade of the fleets.

Opportunities to ‘re-invent’ the mode today
Streetcars should be used as a means of improving access to a region for the public. Any opportunity for streetcar development today should keep this in mind. Streetcar development has been full of stories about transit companies funded by land speculators, utility companies and motor vehicle influencers who used their investment as a clever way of profiteering. For this reason, streetcar development today would best be served if owned and controlled by government as part of an integrated transport masterplan and therefore a public good. Government would subsidize the high costs involved in upgrading rolling stock and maintaining operations. They would need to work closely with the public to ascertain appropriate routes and public uptake. There are many transport options in developed cities from train, bus and now ride sharing car services. Streetcars are attractive from an environmental perspective and can be tastefully integrated into city planning. However, the introduction into cities may be problematic due to the existing transport options, anticipated public uptake of the streetcar services, cost of land acquisitions and longstanding transport preferences of government.

Data Used
The actual length (in miles) of the streetcar system in the State of Oklahoma was recorded from McGraw Electric Railway Manual from the year 1894 to 1920. It is important to note that Oklahoma did not have any tracks laid prior to the introduction of electric streetcars. The records indicated that the Streetcar system commenced in Oklahoma in 1903.

Once the length of track for each system in the State was recorded, they were tallied to obtain the total length of track for the State of Oklahoma for a particular year. This data can be seen in table 1 and has been plotted in figure 1 below:

Table 1: Length of tracks (miles) in the State of Oklahoma

Model and its accuracy
The data was then used to estimate a three-parameter logistic function to obtain a curve that best fits the data. This lifecycle model of the streetcar system can be characterised using the following three-parameter logistic equation:

S(t) = Smax/[1+exp(-b(t-ti)] where: Using the data and after performing a series of regressions, parameters were calculated for ti, Smax and b. These are shown in table 2
 * S(t) is the status measure (tracks laid)
 * t is time,
 * ti is the inflection time,
 * Smax is saturation status level
 * b is a coefficient

Table 2: S Curve parameters

Using the parameters from table 2, the logistic function equation was applied to produce a curve of best fit. This can be seen by the S Curve in figure 1. This model helps us understand how things may develop but is not a fully dependable representation of reality. The model can be fit for different saturation status levels and one of these saturation levels will best fit the data, but this is a limitation of this prediction model. It should be noted that the data was missing for some of the years and interpolation was required. This may have a slight impact on the accuracy of the model.

Interpretation of Results
The plotting of the actual length of the electric streetcar system in years 1903 to 1920 in the State of Oklahoma indicated growth in the period 1905 to 1909 and then a sharp drop in the following year to 1910. From about pre-World War I period up until 1920 the actual results still show growth but at a decelerating rate

The S Curve highlights that there was a very brief birthing stage. This may be because the streetcar arrived as late as 1903 in Oklahoma State. It had been commercially operational in many of the other large cities of US since the 1890s. The S Curve shows exponential growth in the length of the streetcar system in the state of Oklahoma not long after its introduction to the State until the inflection year i.e. 1911. The inflection year is the year in which the concavity of the S Curve changes and represents the point of maximum growth. The S Curve indicates a growth period from approximately 1904-1911.

From 1911 the S Curve indicates an exponential decline up until 1920 as it moves through the maturity stage.


text:
Real Analysis/Exercises on Derivatives/Answers

We have an even function then ,f'(x)=- f'(-x) at x=0, f'(0)=-f'(0) implies 2.f'(0)=0 so ,f'(O)=0

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/


text:
User:Lee yun betty/sandbox/life zones

Life Zone
According to C. Hart Merriam, life zone was developed to describe areas with similar plants and animals communities. This changes are observed when there is an increase in latitude but a constant elevation and also an increase in elevation at a constant latitude.

Merriam's Life zone:

* Lower Sonoran Life Zone * Upper Sonoran Life Zone * Transition Life Zone * Canadian Life Zone * Hudsonian Life Zone * Arctic- Alpine Life Zone

Upper Sonoran Life Zone: Upper Sonoran is described as desrt steppe or chapparral and transition which are like open woodland. it contains grasslaands and woodlands. Some common mammals include the Pronghorn (Antilocapra americana), sometimes wrongly called antelope, the Cliff Chipmunk (Tamias dorsalis), and Black-tailed Prairie Dog (Cynomys ludovicianus). Some of the plants found in the upper soronan is sagebrush, scrub oak, Colorado pinyon,

title: User:Lee yun betty/sandbox/life zones


text:
User talk:History DMZ

Welcome everyone to my talk page :) My user name is History DMZ ("DMZ" stands for Demilitarized Zone). Thank you for visiting and I'm looking forward to talking to all of you. History DMZ (discuss • contribs)

title: User talk:History DMZ


text:
User:Mrjulesd/User page

Hi, I'm Jules. Thanks for visiting my user page.

I've done a lot of work on English Wikipedia and English Wikibooks.

Leave a message if you would like to discuss anything.

Templates created:
 * Template:Chapter navigation with TOC
 * Template:Wikibooks editor navigation

Alternate account: User:Mrjulesd(alt)

My user subpages

My global account information

title: User:Mrjulesd/User page


text:
User:SevenSpheres/sandbox

WIP stuff goes here

title: User:SevenSpheres/sandbox


text:
User talk:24.158.113.89

April 2020

 * If this is a shared IP address, and you did not make the edits, consider creating an account for yourself so you can avoid further irrelevant notices.

title: User talk:24.158.113.89


text:
User talk:2401:4900:3361:CB3:1:0:132C:D38A

Welcome!
Welcome to Wikibooks! You do not need to log in to read or edit books at Wikibooks, but creating an account is quick, free and non-intrusive, requires no personal information, and gives you many benefits, including:
 * A username of your choice for directly attributing your contributions.
 * A personal user page, a talk page, and a watchlist to monitor pages that interest you.
 * The ability to rename pages and to customize some aspects of the Wikibooks interface.
 * People will recognize you as a member of the Wikibooks community, and you will be eligible to review pages as you gain experience.
 * Your IP address will be hidden from most users, which may give you a greater sense of security and privacy.

We hope that you choose to join our community as a Wikibookian and create an account.

Feel free to ask any questions on my talk page or in the Reading room. Be sure to sign your talk page comments with four tildes ( ~ ). Path slopu (discuss • contribs) 06:30, 8 April 2020 (UTC)


text:
High School Life Science/Cell Division

more information about hight School Life Science we are here for you

title: High School Life Science/Cell Division


text:
Talk:High School Life Science/Cell Division

Yes

Life Sciences
Human and digestive system Sibabalwe madikane (discuss • contribs) 07:29, 8 April 2020 (UTC)


text:
User talk:Noémie2602

Empty pages
Please avoid to index empty pages in the search engines. JackPotte (discuss • contribs) 09:58, 8 April 2020 (UTC)

Please use preview
Hi Noémie2602, I saw that you did many edits in a row. Please use the preview function to relieve the server and not to create unnecessary versions. Regards, --Killarnee ( T•1•2 ) 19:12, 11 April 2020 (UTC)

Why recreate page?
Hi,

I'm wondering why you keep creating Firefox\Introduction? According to the log its been deleted twice. Also it has no meaningful content.

Please don't continue to recreate without an explanation. -- Jules (Mrjulesd) 07:55, 17 April 2020 (UTC)

Please never erase an old book by your stub again
Hello, if you want to update a book it's fine, but please [//en.wikibooks.org/w/index.php?title=Internet_Explorer&diff=3680607&oldid=3680268 never erase the work of others without any consensus]. JackPotte (discuss • contribs) 21:13, 18 April 2020 (UTC)

title: User talk:Noémie2602


text:
Control Systems/Open source tools/Julia

Prerequisite
It is necessary to install Julia and afterwards the ControlSystems.jl package. It is recommended to follow the official Julia Documentation. Julia can be executed in a terminal but it is quite practical to use an IDE like Juno/Atom or Visual Studio Code.

The ControlSystems.jl package has to be loaded with

using ControlSystems

before the function can be evaluated.

Throughout this course it is assumed that the source code is typed in the Julia REPL to print the results instantaneously. Otherwise, results can be printed with print

Transfer Function
Consider the transfer function
 * $$G(s) = \frac{s + 2}{3s^2 + 4s + 5}$$

The transfer function is created similar to other numerical toolboxes with numerator and denominator as num = [1, 2]     # Numerator den = [3, 4, 5]  # Denominator G = tf(num, den) # Transfer function

The REPL responses an overview of the created transfer function object

TransferFunction{ControlSystems.SisoRational{Int64}} s + 2 --- 3*s^2 + 4*s + 5 Continuous-time transfer function model

Poles and Zeros
The poles of transfer function $$G(s)$$ are computed with

pole(G)

and the REPL responses

2-element Array{Complex{Float64},1}: -0.6666666666666665 + 1.1055415967851332im -0.6666666666666665 - 1.1055415967851332im

The zeros of transfer function $$G(s)$$ are computed with

tzero(G) and resulting in 1-element Array{Float64,1}: -2.0

The function zpkdata(G) will response the zeros, poles and the gain.

The Pole-Zero Plot is created with pzmap(G)

Impulse and Step Response
It is handy to define the simulation time and a label for both plots with Tf = 20 # Final simulation time in seconds impulse_lbl = "y(t) = g(t)" # Label for impulse response g(t) step_lbl   = "y(t) = h(t)" # Label for step response h(t)

The impulse response is created with impulseplot(G, Tf, label=impulse_lbl) # Impulse response and the step response is built with stepplot(G, Tf, label=impulse_lbl) # Step response

Bode and Nyquist Plot
The Bode plot is printed with bodeplot(G) # Bode plot

and the Nyquist plot (without gain circles) is printed with

nyquistplot(G, gaincircles=false) # Nyquist plot

The gain circles can be toggled with the boolean flag.

Note:

If only the numerical results of the Bode/Nyquist plot are of interest and not their visualization, then one can use

bode(G)

and

nyquist(G)

title: Control Systems/Open source tools/Julia


text:
English-Hanzi/Whole oats are rich in antioxidants

Whole oats are rich in antioxidants and beneficial plant compounds. The most famous is a unique antioxidant, found almost exclusively in oats.

全燕麦富含抗氧化剂和有益的植物化合物. 最著名的是一种独特的抗氧化剂，几乎只在燕麦中发现.


text:
User:StephanSp3

About me
My name is Stephan Scholz and I am a scientific assistant at the Ravensburg-Weingarten University of Applied Sciences (RWU) and PhD student at the University Ulm.

I am interested in the following topics:
 * Control of PDEs (distributed parameter systems)
 * Numerical simulation of complex or nonlinear systems
 * Julia Programming Language
 * Scientific Machine Learning: Neural Ordinary Differential Equations

Profiles
RWU Profile

Github Profile

title: User:StephanSp3


text:
User:Davidbena

Hi, my user name is "Davidbena." The same name is used by me on Wikipedia and on Wikimedia-Commons. Hoping to contribute here, as on the other venues, for the better improvement of WikiBooks.Davidbena (discuss • contribs) 15:06, 8 April 2020 (UTC)

title: User:Davidbena


text:
OpenVOGEL/User's guide/Guide 2 Part 1

= Native Fuselage Modeling =

In this tutorial we are going to create and edit a fuselage. Tucan creates the surface of the fuselage through a spline interpolation of cross sections inserted along the longitudinal local Z axis. Each cross section is contained in the local XY plane and consists of a number of nodes that are linearly interpolated to form a closed loop.

In this tutorial we are going to design a cylindrical fuselage with conical edges and the following characteristics:

Creating and editing a fuselage
Before you starting the fuselage modeling, you will need to have in mind what cross sections are fundamental to describe the shape of your design. You will also need a sketch with the dimensions of the model.

Adding a fuselage
Tucan normally starts up with an empty work-space. To introduce a fuselage (or any other component) go to the Model tab of the main ribbon, click on Add and then pick Fuselage in the pop-up window. In the drop-down menu choose the Fuselage - 0 item that has just been created and then click Edit. You will see that a new pop-up window named Fuselage Editor immediately appears in the main screen. This window is the one we will work with, as it lets you create, remove and adapt any cross section.

Adding a cross section
The first step to generate the fuselage is to generate our primitive cross sections. Click Add at the top left corner and notice that Section 0 is inserted in the top left list box. Select this section using the left button and adjust its longitudinal position using the numeric box beneath. It is a good practice to locate Section 0 at the nose of the fuselage along the local Z axis (i.e. at the local origin with coordinates [0,0,0]). However, this is not a requirement and can be done differently. For our simple model we repeat this procedure until we have four cross sections available in the list (Section 0,1,2 and 3). These sections comprise our fuselage backbone. Sections 0 and 3 are respectively the front and back end of our design, so if we have Section 0 at Z=0 we shall put Section 3 at a position equal to our fuselage length Z=8.

Adding nodes
After we have created our primitive sections, we select Section 0. Let us create a node by clicking Add at the center left side of the window. We notice then that a node is represented at the right side of the window, and added to the Cross section list box. This node is node number 1 and its coordinates are [0,0] in the local XY plane. If we wish to change the coordinates then we have to select the node from the drawing and move it by keeping the left mouse button down, or we simply enter the values under the Current node location label. Since this is the nose of the airplane we are not going to need more nodes here, so we keep coordinates as they are ([0,0]). We continue the same procedure with Section 3 and create again a single node (1:[0,0]), since this is the back of the fuselage.

In Tucan, the front and back fuselage ends can be declared either as a single node or as a vertical two nodes segment (both nodes along the local Y axis).

Now let's select Section 1 and see how to handle more nodes. Sections 1 and 2 will actually give shape to our fuselage.

Cross section Shape Editing
Now that we have shown how to create a cross section and how to add nodes in it we are going to continue with our fuselage build up. We select Section 1 (Z=1) and add two nodes, one after the other. Since the diameter of our fuselage is 1m we set the coordinates to be:

It is important that the nodes are entered in a clockwise order for the kernel to compute the normal vectors in the correct direction!

Let us now add a few more nodes. We select Node 1 and add a node. This new node is Node 2 is located at the middle of the former two nodes. We select Node 2 and set the coordinates to be [0.5,0]. Now that we have an outline in our section we go on creating new nodes and positioning them at the desired coordinates in order to form a circle.

It is important that the first and the last nodes are located along the Y axis for the fuselage to be fully closed.

The same procedure is to be performed for Section 2 (Z=7).

Fuselage Refinement
Before we finish our fuselage design, we will try and make the shape of the fuselage look a bit smoother. In order to do this we select Section 2 and add a cross section and then do the same with Section 0. When a cross section is selected and we choose to add (insert) a new cross section, Tucan positions this new surface after the selected one and the new shape is obtained from the interpolation of the two original cross sections (the selected one and the one originally after it). This feature is useful in saving time for the design procedure and also to easily smooth the edges.

Having this this in mind, we position the later two created section as follows:

Spline interpolation
By default, Tucan will use linear interpolation between cross sections. However, at each cross sections we can choose to maintain continuity on the surface curvature by using spline interpolation. To do this you have to select the section and uncheck the option broken edge.

Fuselage mesh
The last step in our design is to choose the number of Longitudinal and Cross panels. This option is to be done according the size of our fuselage and the precision we require in our calculation. For this tutorial we set: Take into account that when lifting surfaces are anchored to the fuselage, the fuselage will automatically consume the same number of chord wise panels in the longitudinal direction along the anchor line. Therefore, the mesh in this portion of fuselage cannot be enhanced without changing the wing mesh.
 * Longitudinal refinement: 15
 * Cross refinement: 10

Anchoring
In the Fuselage Editor window we can choose to anchor the lifting surfaces to the fuselage. If our model has wings that we already have designed, in the box Anchor to: appear all the available surfaces that can be anchored to the fuselage. If we double-click upon these options Tucan will extend the surface of the fuselage to form a connection between the fuselage and the lifting surfaces.

It is mandatory after we make changes to the anchored lifting surfaces to perform a fuselage re meshing. This procedure is not done automatically to avoid a possible misbehavior.

Take into account that Tucan cannot handle anchors that overlap in the global X direction.

= Importing a fuselage =

Beside the native fuselages, Tucan is also able of importing fuselages from input files. The current version supports two kind of import file formats: native or STL. The native format is very easy to create and deal with, but it is not a recognized standard. It has been designed to transport OpenVOGEL mesh data. The STL file format is a very well know file format that can transport triangular meshes. It is very inefficient in terms of data compression, but it is easy to read and write. Most 3D design tools include an STL imprt/export function, including OpenVSP. There is where I would like to focus for now.

Importing from OpenVSP
OpenVSP has the advantage of being incredibly popular among aerospace students, and there are a lot of models available in their own VSP format. It is not the idea of OpenVOGEL to mimic OpenVSP, and importing their native files might be a laborious task. So in order to provide a minimum of interoperability, OpenVOGEL is able to read STL files generate by OpenVSP and vise versa. To import from OpenVSP: The next image is an example of a Cessna 182 fuselage imported and simulated in OpenVOGEL.
 * In OpenVSP: select the component you want to export, go to File > Export, select Stereolith (.stl) and pick a target file name.
 * In OpenVOGEL: add a new imported surface, click Edit, pick the STL file format in the open file dialog, search for the file and click Ok.

title: OpenVOGEL/User's guide/Guide 2 Part 1


text:
Template:KpL

    (This is '|p' which appends expository text like: 'Passing Win+R opens a 'run' command line window Applet.')
 * Usage example:
 * Technical note:This is the same template internal code as Template:Key_press and template:Kp, but differing from the latter, since it is both wrapped in a BLACK (or using parameter |CO=color), an alternative colorizing HTML wrapper as / supports, but also the wrapper increasing the font size ' ... ' in wiki-markup. The key displayed is expressed in the user's (browser's) default monospace font within the s (or ).
 * The related templates template:Kb and template:KbL use instead a blue motif which is used on the Trainz Wikibook extensively to emphasize the difference between Tools selection command and Hotkeys of other kinds, but with the same distinction between HTML wrappers.

title: Template:KpL


text:
Template:KbL

    (This is '|p' which appends expository text like: 'Passing Win+R opens a 'run' command line window Applet.')
 * Usage example:
 * Technical note:This is the same template internal code as Template:Key_press and template:Kb, but differing from the latter, since it is both wrapped in a BLACK (or using parameter |CO=color), an alternative colorizing HTML wrapper as Kb supports, but also the wrapper increasing the font size ' ... ' in wiki-markup. The key displayed is expressed in the user's (browser's) default monospace font within the s (or ).
 * The related templates template:Kb and template:KbL use instead a blue motif which is used on the Trainz Wikibook extensively to emphasize the difference between Tools selection command and Hotkeys of other kinds, but with the same distinction between HTML wrappers.

title: Template:KbL


text:
Template:Kb/doc

This 'Keypress Blue' variant ( and/or ) is the same template internal code as Template:Key_press and and  —the respective black text variants generating the same presentation, but in bold black text.
 * Purpose and usage

Each variant wraps the entered keys to present a different way inside an alternative colorizing HTML wrapper, and expresses the browser (user's) default monospace font within the .: /> versus larger
 * nuts 'N' Bolts
 * Each allows colorized keys (using parameter |CO=color) [which defaults as BLUE ], for Kb & KbL
 * and as BLACK in Kp & Kpl... and the less user friendly parent template:
 * All present the keys list in BOLD text, unlike parent template:, giving impact to key commands in exposition.
 * All four, excepting, will take any legal web-color as the parameter '|CO=' s.a. |CO=#F867BC or |CO=lightgreen... in which case their is no difference between kp vs. kb or between kpL or kbL text & graphics generation:
 * These behaviors are duplicated in the templates kpL and kbL with one difference. These later two templates nest the key sequence in  as presentation of command sequences in text, 'buried the keystrokes' in relative 'noise' of the surrounding text.
 * The parameter   if defined (i.e.  )will express as a suffix, without padding. This is intend to encapsulate Hotkey definitions with an explanation following in the same font uses such as   Compared to
 * Head to head examples
 * ... then press to put the value in the spreadsheet cell...
 * ... then press to put the value in the spreadsheet cell...

The author is dubious the forms would have a use with the 'L' suffixed 'Larger Key' variants, but for the sake of completness...

 * ... then press to put the value in the spreadsheet cell...
 * ... then press to put the value in the spreadsheet cell...

Note that the '|p' parameter is displayed in the normal web font in both L variants, not monospace as inside the Keys depicted, AND, in these two the font for '|p' is not enlarged...
 * If you want all monospace and a large key and message, wrap Kp or Kb in BIG tags to get that effect.

The usage is linked next below and is common to all these template calls:

title: Template:Kb/doc


text:
User:Kolisile

Xhosa (IsiXhosa)

title: User:Kolisile


text:
Trainz/kbL

 This is the same template internal code as Template:Key_press and template:Kb, but differing from the latter, since it is both wrapped in a BLACK(or using parameter |CO=color), an alternative colorizing HTML wrapper as Kb supports, but also the wrapper increasing the font size ' ... ' in wiki-markup. The key displayed is expressed in the user's (browser's) default monospace font within the s (or ).
 * Purpose and usage
 * The related templates template:Kb and template:KbL use instead a blue motif which is used on the Trainz Wikibook extensively to emphasize the difference between Tools selection command and Hotkeys of other kinds, but with the same distinction between HTML wrappers.

title: Trainz/kbL


text:
User:DannyS712/common.css

display:inline-block; }
 * 1) mw-fr-commentbox {

title: User:DannyS712/common.css


text:
Cognitive Science: An Introduction/Gut brain

The Gut Brain
The connection between the gastrointestinal system and the human brain is being increasingly researched to discover the extent how the organ systems influence each another. Scientific exploration of this connection is significantly changing medicine’s understanding of the link between digestion, mood, health, and thought processes. The signalling that occurs between the gastrointestinal tract and the brain is considered vital for maintaining the body’s homeostasis, regulating behaviour, and reducing the occurrence of illness The link of communication between the gut and the brain are critical for maintaining healthy brain function and regulating general health.

The Gut-Brain Axis
The biochemical signalling between the gastrointestinal tract and the central nervous system is referred to as the gut-brain axis. Several components of the body make up to the gut-brain axis including the central nervous system, neuroendocrine, neuroimmune system, the hypothalamic-pituitary-adrenal axis, the sympathetic and parasympathetic components of the autonomic nervous system, the enteric nervous system, the vagus nerve, and the gut microbiota.

A significant demonstration of the interaction between the gut and brain was conducted by Ivan Pavlov. Pavlov’s salivating dog experiment showed the cephalic phase of digestion which subsequently released gastric and pancreatic secretions in response to sensory signals, particularly the smell and sight of food.

The gut-brain axis is considered a complex bidirectional communication system, mediated by hormonal, immunological, and neural signals Within the digestive tract lives microorganisms defined as gut microbiota, a complex community which contains the largest quantity of bacteria that provides a barrier to pathogenic organisms.

A symbiotic relationship is sustained between the gut microbiota and humans. These microorganisms benefit humans by collecting energy, absorbing short-chain fatty acids (acetate, butyrate, and propionate), synthesizing vitamin B and K, and metabolizing bile acids, sterols, and xenobiotics. Dysregulation of the gut microbiota has been correlated with various inflammatory and autoimmune conditions. Further, alterations in diet and overall health have been linked to changes in the composition of gut microbiota.

The composition of an individual’s gut microbiota depends on several factors including the mode of delivery at birth, genetic predisposition, age, nutrition, physical activity, environmental factors, stress, infections, other diseases, and the use of antibiotics. As well, psychological make-up and brain function are now considered to have a reciprocal relationship with the gut. The gut-brain axis provides the gut microbiota with a route that subsequently impacts neurodevelopmental processes and brain functions. Metabolic diseases, psychiatric and comorbid non-psychiatric disorders are associated with a dysregulation of the gut-brain axis communication. Alterations of the gut microbiota threaten its composition and function. This contributes in turn to the disruption of existing molecular dialogue between the gut and brain, potentially resulting in various ailments.

The Gut-Brain and Health
Numerous studies have sought to determine the precise correlation between gut and brain activity, and this affects human health. The interaction between the gastrointestinal system and the brain has been linked to several disorders including, anxiety, depression, Parkinson’s disease, and more. Some preventative measures for these disorders have proven to be effective. Regulating the gut microbiota can restore health and decreases risk of future illness.

An increasing body of research has demonstrated the relationship between the gut microbiota and the influence it has on an individual’s health. Those with neurodevelopmental disorders, such as attention-deficit hypersensitivity disorders (ADHD) and autism spectrum disorders (ASD), typically have gastrointestinal issues and altered gut microbiota. Due to ADHD and ASD being linked to gastrointestinal problems, targeting the gut-brain connection as a treatment method has been proposed as a promising possibility. Further, it has been suggested that gut microbiota may contribute to the development of autoimmune diseases like multiple sclerosis (MS). Stress-induced gut alterations can impact the brain and behaviour, and diseases like MS are triggered or worsened by stress. Moreover, obesity has been referred to as a psychiatric disease that is commonly associated with depression and other neuropsychiatric disorders that can be caused by the gut microbiota’s influence on energy balance and weight. Additionally, a risk factor for neurodegenerative diseases like Alzheimer’s disease and Parkinson’s disease is type 2 diabetes, which can be treated using targeted drugs that positively impact the gut-brain axis.

Mood disorders, such as anxiety and depression, have been linked to both brain and gastrointestinal abnormalities. Further, the hyperactivity or dysregulation of the hypothalamic-pituitary-adrenal axis is one of the most reliable biological indicators of major depression and anxiety. A correlation has been discovered between the hypothalamic-pituitary-adrenal reactivity and gut microbiota demonstrating the role of gut microbiota in managing stress and mitigating stressor-responses. For psychiatric disorders such as anxiety and depression, the use of psychobiotics, probiotics, and prebiotics facilitate changes in emotion, cognition, behaviour, and neural networks. Probiotics can further decrease feelings of stress and help mitigate symptoms of depression and anxiety. Further, a growing number of studies have demonstrated that probiotics regulate the immune system against infectious disorders, cancers, immuno-inflammatory diseases, and they increase the defence against the common cold and influenza. Significant empirical evidence now supports that cognitive and emotional processes via the gut-brain axis can be altered through the use of prebiotics and probiotics.


text:
User:雪津風明石

【Global project】Meta Wiki・Wikimedia Commons・Wikimedia Incubator・Wikidata

【Japanese project】Wikipedia・Wiktionary・Wikinews・Wikibooks

【English project】Wikipedia・Wikibooks・Wikivoyage

【List of Userpage】Japanese edition・English edition

My name is Akashi Yukitsukaze (雪津風明石、ゆきつかぜあかし).

About contact
Please contact me on my talk page as much as possible.

Wikimail is accepted on the setting, but we can not reply. However, if you need to use Wikimail (such as the possibility of leaking one or both personal information by public discussion), please inform us on the talk page. I will do good things as needed.

Basic user information

 * User ID : 1590774
 * Registration date (UCT) : Jan. 15, 2020 16:46
 * Registration date (JST) : Jan. 16, 2020 01:46
 * Authority : Autoconfirmed users
 * First edit date (UCT) : Jan. 15, 2020 17:01-56
 * First edit date (JST) : Jan. 16, 2020 02:01-56

Each language edition

 * 日本語 (Japanese)

title: User:雪津風明石


text:
User talk:Plan4Land

--Pi zero (discuss • contribs) 11:40, 9 April 2020 (UTC)

title: User talk:Plan4Land


text:
Talk:Indonesian/Lessons/Happy Birthday

Grammar
I corrected "anda" for "Anda".

Kamu berumur berapa? -> https://masteringbahasa.com/indonesian-question-word-order

''Berapa (lama, banyak, …)

The question word ‘berapa’ is used when you expect answer which is ‘number’ with the following formula.

…sentence.. + berapa+? (asking for time) Berapa + sentence+? (asking for other than time) '' So, it's used, but grammatically not very proper...

title: Talk:Indonesian/Lessons/Happy Birthday


text:
Wikijunior talk:Object Alphabet/A

Shouldn't the word by "Aeroplane" rather than "airplane" ? - Mukt (discuss • contribs) 21:06, 9 April 2020 (UTC)
 * Not in the US. JackPotte (discuss • contribs) 21:42, 9 April 2020 (UTC)

title: Wikijunior talk:Object Alphabet/A


text:
Talk:Mirad Version 2

?
This is a staggeringly huge page, many times larger than is ordinarily advisable, and we discourage making any book all one page in any case. And it's claiming to replace a book that was neatly arranged as multiple pages. What is the purpose of this? --Pi zero (discuss • contribs) 05:29, 10 April 2020 (UTC)
 * --18:27, 11 June 2020 (UTC)

Response
Sorry. I only just noticed your question. The "staggeringly huge page" was caused by an edit error and has been corrected. I try to keep each edit section to about one page, but some may exceed that because the table of contents is getting too long and nested. But again, the problem you noted was caused by an edit error and my login timed out. Tyoyafud (discuss • contribs) 18:13, 23 June 2020 (UTC)

Further Response
I have now created a new book called Mirad Grammar that is much better laid out with paged chapters: Mirad_Grammar/Introduction, Mirad_Grammar/Nouns, etc. This supplants Mirad_Version_2, which I have now made to be a stub redirect to Mirad Grammar. The bilingual dictionary associated with the grammar is also included as a set of four chapters. I think I followed Wikibooks guidelines well and used some featured books for inspiration. 13:59, 21 July 2020 (UTC)
 * I am concerned that this may be original research. --Pi zero (discuss • contribs) 16:13, 21 July 2020 (UTC)

title: Talk:Mirad Version 2


text:
History of wireless telegraphy and broadcasting in Australia/Topical/Biographies/William Tamillas Stephen Crawford

William Tamillas Stephen Crawford
William Tamillas Stephen Crawford was a wireless industry professional who steadily rose through the ranks as a commercial telegraphist, concluding his career with 20 years as the senior radio inspector in New South Wales. He commenced his professional career in 1896 with the Eastern and Australian Extension Telegraph Company, as a telegraphist at their George Town submarine cable station. In 1901 he resigned that position and commenced as a telegraphist with the Postmaster-General's Department at their Queenstown post office. In 1903 he transferred to Launceston and remained there till 1910, when he was promoted to postmaster at Georgetown with key responsibility for testing the unreliable submarine cable. With the impending commencement of Tasmania's first coastal wireless station POH/VIH, Crawford was appointed officer-in-charge and worked with John Graeme Balsillie on the final commissioning of the station in 1912. The commissioning of the Hobart coastal station had been brought forward particularly to establish wireless communication with the Australasian Antarctic Expedition's intermediate relay station at Macquarie Island (callsign MQI). Daily reports confirmed that they were successful in achieving this. After two years in charge of VIH, Crawford was promoted to officer-in-charge of the Melbourne wireless station (POM/VIM). While VIM had greater prominence due to the Melbourne location, operationally it was less importance due to the extensive network of lighthouses and telegraph stations along the Victorian coastline. In 1915, the entire coastal wireless arm of the Postmaster-General's Department was transferred into the newly formed Royal Australian Naval Radio Service. As part of this exercise, Crawford was additionally appointed Radio Inspector for Victoria and had responsibility for prosecuting wireless breaches of the War Precautions Act in the State of Victoria. His initial appointment in the RANRS was as a Commissioned Telegraphist. In 1918 he was promoted to Radio Lieutenant and transferred to the naval wireless station at Garden Island. The Navy was not keen to relinquish control of wireless in Australia following the conclusion of WW2, and the PMGD did not particularly wish to take responsibility for a loss-making unit, but finally the RANRS was disbanded in late 1920 and most wireless officers were absorbed back into the PMGD. Crawford was appointed Inspector 3rd Class at this time.

A detailed biography has not yet been prepared however the following resources have been assembled in preparation:

 * Transcriptions and Notes - William Tamillas Stephen Crawford - More than 460 transcriptions and notes
 * Photos, QSL cards and other graphics - William Tamillas Stephen Crawford - Nothing uploaded as yet

More than 1200 articles referencing Crawford or his related activities have been tagged in Trove and may be accessed by searching for publictag:William Tamillas Stephen Crawford. Those articles articles which have been text corrected and included in these Transcriptions and Notes have been tagged in Trove and may be accessed directly by seraching for publictag:Wikibooks WTS Crawford.

Timeline
1880 12 - Crawford born at Sandhurst (renamed Bendigo in 1891), Vic to George Hunter Crawford and Selina Mary Crawford nee Mappin

1885 09 - Crawford's father successfully applies for transfer of publican's licence for Montague Hotel in South Melbourne

1896 XX - Crawford at George Town, Tas as telegraphist at the Eastern and Australian Extension Telegraph Company's cable station at George Town

1900 10 - Crawford elected to several positions with the George Town Cricket Club

1901 06 - Crawford resigns position with E&AETC George Town and accepts probationary appointment with PMGD as operator (= telegraphist) at Queenstown

1901 11 - Crawford's probationary appointment with PMGD as operator (= telegraphist) Queenstown is confirmed permanent

1903 08 - Crawford transfers at level (operator = telegraphist) within PMGD from Queenstown to Launceston

1904 06 - Full review of Commonwealth public service results in position at Launceston being renamed from Operator to Telegraphist and salary increased

1910 07 - Crawford appointed postmaster at George Town, Tas with responsibility for testing the Bass Strait submarine cable

1912 03 - Crawford promoted to OIC, POH/VIH the Hobart Coastal Wireless Station

1914 06 - Crawford promoted to OIC, VIM the Melbourne Coastal Wireless Station

1915 06 - Crawford resigns from the federal public service to take up appointment with Royal Australian Naval Radio Service & appointed Radio Inspector for Victoria

1916 07 - Crawford appointed to permanent Royal Australian Naval Radio Service as Commissioned Telegraphist

1918 01 - Crawford promoted within the RANRS as Radio Lieutenant

1918 XX - Crawford transfers from Melbourne to Sydney with RANRS, based at Garden Island

1920 10 - RANRS disbanded and Crawford terminated

1920 10 - Crawford appointed PMGD as Inspector 3rd Class

1945 11 - Crawford retires as Senior Radio Inspector, NSW, PMGD

1948 XX - Crawford visits England