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User:Abdela yesuf

Walaloo Lataa

Ani Obboleessi Kee Ani obboleessi kee Lataa ilmi Qana'ii Gadi qabeen sitti hima Gadi qabii dhaga'i... "Hin ta'u" jedhii didi Afaan qabi gomattuu Tokkummaa kee kaleessaa Hin sharafiin homattuu!  Kaleessa: Waan akka dhagaa jabaatu Sukkuumtee daakuu hin goonee? Harka kee qullaa baatee Taankiifi rasaasa hin moonee? Tulluu sobaan dhaabbate Buqqiftee hin gangalchinee Warra iddoottin si galcha jedhe Ati iddootti hin galchinee?  Har'a: Walirra faffagaachuuf Maaf uuruu dheerafatta? Dhiiga kee gedderta moo Hidda kee kuttee gatta? Utuma ooltee hin buliin Galmee seenaa awwaaltee? Tokkummaan kee diigamnaan Akka cabdu wallaaltee? Lakkii adda hin faca'iin Akka ilmoolee bofaa Waaqaa gaditti kan si kabachiisu Tokko ta'uu kee qofa!  #Share @ifaboruuf  @Waloo_Leta

title: User:Abdela yesuf


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Electricity and magnetism/Electrodynamics

An electric circuit can be represented by a circuit of moving water:

With such a representation, the equality of tensions in parallel branches is clearly visible:

Batteries and generators
The electric force on a positive charge pushes it in the direction of decreasing potential. Positive charges go down the potential under the effect of the electric force. Conversely, negative charges go up the potential.

We generally reason with the conventional direction of electric current, as if it were a current of positive charges which go down the potential. This is why the conventional direction of current is the opposite of the electron current. In the following we reason with the conventional direction, because it is more intuitive to think of charges which go down the potential than of charges which go up it.

In a passive dipole, the current always goes down the potential. Batteries and generators are active dipoles, capable of imposing a current which go up the potential, like a pump capable of raising water.

In batteries, it is the chemical energy stored in the battery materials that is used to pump electrical charges. In turbine generators, current is pumped through the turbines through magnetic forces.

The voltage in an electrical circuit
An electrical circuit is an assembly of elements brought into contact by their terminals. Connecting wires, generators, batteries, resistors, capacitors and coils have two terminals. Transistors have three terminals.

A circuit can be very simple, a battery that powers a lamp for example, or very complex, a microprocessor.

Where do the voltages across the elements of an electrical circuit come from? They are produced by electric forces which are themselves produced by electric charges.

The plates of a charged capacitor exert electrical forces that produce an electrical voltage in the circuit between them.

When the voltage varies, the charges which produce these voltages must also vary. A movement of electric charges is an electric current. The electric currents which produce voltage variations are charging currents. The electric currents which charge the capacitors, or which discharge them, are charging currents, or charge variation currents.

Electric forces are the accelerations, not the speeds, of electric charges. Mass means that acceleration can have a very different direction than velocity. For example, in a constant speed turn, the direction of acceleration is perpendicular to the direction of speed. But when friction forces dominate, they cancel all inertial effects, and it is no longer the acceleration but the speed which is then proportional to the applied force, and in the same direction as it. We can generally ignore the inertial effects of electric current, as if friction forces on electric charges always dominated the inertial effects. So the electric current is in the direction of the electric field inside the conductive materials. Positive charges move in the direction of the electric field. Negative charges go in the opposite direction to the field.

The elements of an electric circuit are generally electrically neutral. The sum of their negative charges is exactly equal and opposite to the sum of their positive charges.

When we connect two terminals of a circuit to a generator, we almost instantly modify the electric potential energy of all the charges it contains. But any energy gained or lost by one charge is exactly offset by the energy lost or gained by an opposite charge. As if the charges were the two sides of a balanced scale. Any change in the gravitational potential energy of one of the plates is exactly compensated by the change in the potential energy of the other. If potential energy compensation did not take place when turning on a circuit, one might have to supply energy to connect the terminals of a circuit. But this effort is generally not necessary. We can turn on the light without making any effort.

Most of the time the connection wires of a circuit are chosen so as not to heat up. Very little energy is lost by the flow of current through a wire. This is why the voltage across a wire in a connection is generally considered zero or negligible, as if electrons could travel through the wires without losing energy.

The laws of voltages in a circuit
Three theorems are fundamental for calculating voltages in a circuit:

 * The sum of the voltages in a closed loop of an electrical circuit is always zero.

Proof: UXY = VX - VY is the voltage between X and Y. For a closed loop ABC, UAB + UBC + UCA = VA - VB + VB - VC + VC - VA = 0

 * The voltage across two dipoles in series is the sum of the voltages across each of the dipoles.

Proof: UAC = VA - VB + VB - Vundefined + UBC

 * The voltages across two dipoles placed in parallel are equal.

Proof: let BC and DE be two dipoles placed in parallel between points A and F. AB, AD, CF and EF are connection wires. The voltage across their terminals is therefore zero. UAF = UAB + UBC + UCF = UBC = UAD + UDE + UEF = UDE

Remarks :
 * The electric force derives from a potential only in steady state, therefore in constant direct current for an electric circuit. If the current varies, the electric voltage is still the work of the electric force on a circuit path, but it is not a potential difference because electromagnetic induction must be taken into account. The electrical voltage across a coil is not a potential difference but we can reason about it as if it were, as if the sum of the voltages on a closed loop were always zero.
 * An electrical circuit is always a current loop, like a coil. For a variable current, the sum of the voltages over the entire length of the loop cannot be zero, because of electromagnetic induction. But we can reason about this tension as if it were an additional tension that we added inside the loop and thus respect, at least formally, the law that the sum of tensions along a loop must be zero.

 * The law of electromagnetic induction is Faraday's law. It is presented in the chapter on Maxwell's equations.

The power of the electric current
Electric current is a current of electric charges. In metals, it is a current of electrons, which are negative charges. In salt water, electric currents are ion currents.

The intensity I of an electric current is measured in a way similar to the flow of a river or a jet of water, but instead of counting cubic meters or liters, we count electric charges. This is why the intensity I is measured in Coulombs per second. One Ampere (A) is one Coulomb (C) per second(s).

1 A = 1 C/s

A charge equal to one Coulomb which crosses a potential difference equal to one Volt loses electrical energy equal to one Joule, by definition of Volt. The energy lost by the charge is energy it provides. The power supplied by a current equal to one Ampere passing through a potential difference equal to one Volt is equal to one Joule per second equal to one Watt (W):

1 W = 1 J/s = 1 V. 1 A = 1 V.A

The power P supplied by an electric current passing through a dipole is the product of the intensity I of the current and the voltage U across the dipole:

P = UI

Where U and I are measured in Volts and Amperes, respectively, P is measured in Watts.

The Joule effect and Ohm's law
An electrical resistance is a dipole that resists the flow of electric current. The electrons or ions are accelerated by the electric field but lose all the kinetic energy they have thus gained by giving it up to the material they pass through. The kinetic energy thus released is transformed into microscopic kinetic energy of the atoms or molecules of the material.

Heat is the microscopic kinetic energy of atoms, molecules and all microscopic movements of matter. The hotter a body is, the more its microscopic constituents are agitated and excited. When the electrons of a metal are subjected to a potential difference, they are accelerated by the electric force, and slowed down by their collisions with the metal. However, light is produced by the acceleration and braking of electrical charges. So, the higher the electrical voltage, the more the metal heats up, this is the Joule effect, and the more light it produces. The Joule effect, which makes the light of electric lamps with filament, also means that a short circuit can cause a fire.

It is as if the electrical charges were rubbing the resistant material, because the friction slows down and produces heat. We warm our hands by rubbing them.

When the voltage across the resistor is constant, the intensity I of the current does not vary, because the electrical charges are not accelerated on average, because all braking compensates for all accelerations. A steady state is established which depends on the voltage U and the resistance R of the dipole:

I = U/R

which we write instead:

U = RI

This is Ohm's law.

R is a coefficient which measures the resistance of the dipole to the flow of current. The larger R, the smaller I, for the same voltage U. The unit of measurement for electrical resistance is the Ohm ($$\Omega$$).

From P = UI and U = RI we deduce P = RI2 = U2/R. This is the power supplied, or dissipated, by the Joule effect.

The resistance of a connecting wire is close to zero. If U is different from 0, U2/R can be very large. The electrical power dissipated in a short circuit can be very large and cause a fire.

If a wire is resistant, its resistance is proportional to its length. When a current flows through it, the potential decreases linearly with length in the direction of the current.

(Animation: variation of potential during the discharge of a capacitor in a resistant wire)

A material is superconductive when it is perfectly conductive, when its electrical resistance is always exactly equal to zero.

Inside a superconducting material, the electric field is always zero.

Proof: if the electric field were not zero, there would be an electric voltage between two points, and according to Ohm's law, there would be an infinite electric current, since the resistance is zero. But an infinite current is impossible. So the field is zero.

The omnipresence of electrical circuits
The study of electrical circuit dynamics is not just for electrical circuit designers, because electrical circuits are already naturally present everywhere.

Materials can always receive or transfer electrons and thus be electrically charged. Several bodies combined therefore always behave like capacitors. Even an ion is similar to a plate of a charged capacitor.

Ohm's law shows that electric currents follow paths of least resistance. For the same potential difference, the current is greater as the resistance is lower. Electric currents appear naturally as soon as charge differences appear and the materials are not perfectly insulating, because the charge differences cause potential differences to appear, as in a capacitor. The resistance of a perfectly insulating material is infinite, but insulating materials have a breakdown threshold, a voltage beyond which they allow current to pass, this is the electric arc, lightning for example.

We can make models of most natural phenomena by reasoning about electrical circuits that connect resistors, capacitors, generators and coils. Transistors are electrically controlled variable resistors.

The propagation of the nerve impulse
A nerve fiber is made up of axons, which are extensions of nerve cells, neurons. An axon is a long tube immersed in salt water. Its membrane is electrically insulating, because it does not allow ions to pass through. An axon can behave like a capacitor, because equal and opposite electrical charges can appear on either side of its membrane and thus produce a potential difference between the inside and outside of the axon.

The membrane is crossed by ion pumps. These pumps accumulate opposite charges on either side of the membrane and produce a transmembrane electrical voltage. Ion pumps are like small generators, capable of imposing a voltage between their terminals, the interior and exterior of the axon.

Ions can flow inside the axon, but water behaves like a material that resists the passage of current.

We can make a model of the propagation of the nerve impulse with an electrical circuit made up of resistors and capacitors. The resistors represent the interior of the axon, which resists the flow of current. Capacitors represent the membrane of the axon, which can accumulate opposite electrical charges on its two surfaces.

(Image: diagram of the electrical circuit which represents an axon)

The axon can be considered as a succession of capacitors $$c dx$$ and resistances $$ r dx$$ where $$c$$ is a capacitance per unit length, and $$r$$ a resistance per unit length. This model is a simplification of that of Hodgkin-Huxley.

According to the law of charge of a capacitor

$$V(x) = \frac{Q}{cdx} = \frac{\lambda(x) dx}{cdx} = \frac{\lambda(x)}{c}$$

where $$Q$$ is the charge of one face of the axon membrane between x and x +dx, and $$\lambda(x) = \frac{Q}{dx}$$ is the charge per unit length.

According to Ohm's law

$$ dV = I(x)rdx$$

so $$I(x) = \frac{dV}{rdx}$$

$$\frac{dQ}{dt} = dI$$ so $$\frac{d\lambda}{dt} = \frac{dI}{dx}$$

$$\frac{dV}{dt} = \frac{1}{rc} \frac{d^2V}{dx^2}$$

It is better to write:

$$\frac{\partial V}{\partial t} = \frac{1}{rc} \frac{\partial^2 V}{\partial x^2}$$

This is the diffusion equation. This means that the electrical signal propagates very slowly, like a dye diffusing in a liquid.

Nerve fibers can be several meters long. If we put a dye on the end of a pipe, we have to wait a very long time before it makes its presence felt on the other side. How then is it that nerve impulses can propagate at several meters per second?

Signal propagation is accelerated by amplifiers along the length of the axon.

The membrane is crossed by pores which function like electrical switches. They may or may not pass current. These pores are electrically controlled by transmembrane voltage. Like transistors, they are electrically operated electrical switches and can function as amplifiers. Even if the control signal is weak, the effect, the electric current, can be strong.

The pores are distributed at regular distances along the axon. They function as signal transmission relays. Most of the time a pore is closed, and the transmembrane tension has a constant value, produced by the ion pumps. But if the transmembrane tension decreases sufficiently, a pore can open, allowing ions to pass through, and thus further reduce the transmembrane tension. This reduction in tension propagates to the next pore, which in turn opens. The pores open successively like a chain of dominoes such that each one falls on the next. This is the propagation of nerve impulses.

(Animation: signal propagation in an axon)

The speed of propagation is very slow, from a few tens of centimeters per second to a few tens of meters per second, because current is required to discharge the membrane, and because the interior of the axon resists the passage of the current. If the axons were metal wires, the signal propagation could be much faster, close to the speed of light, 300,000 km/s. This is why computers are much faster than brains.

Fast-transmitting axons (especially those running from the feet to the head) are surrounded by myelin. These are insulating cells, like an insulating wall on an electrical wire. They reduce the capacity of an axon wall, because they increase its thickness, and thus accelerate the propagation of the nerve impulse, because thanks to them, it takes less time to discharge the membrane. Myelin is made of cells that wrap around an axon:

The axon is in the center. Its wall is thickened by a myelin cell (a Schwann cell) which has wrapped around the axon.

The insulating myelin wall is interrupted at the nodes of Ranvier to allow the flow of ion currents which charge the axon (the ion pumps) or discharge it (the signal transmission relays):

(a) dendrite, (b) cell body, (c) nucleus, (d) axon cone, (e) myelin, (f) nucleus of a Schwann cell, (g) node of Ranvier, (h) axon terminal

The decision to emit or not a signal is made in the axon cone and is relayed by the nodes of Ranvier.

Myelin is the white matter of a brain, neurons are the gray matter. The white matter is particularly visible between the two cerebral hemispheres because signal transmission must be rapid:

Computers are not the only machines that use electric current to make calculations and transmit information. Nature invented electrical calculators before us: neural systems, and especially brains.

Like computers, brains operate with a binary system: either the signal passes through an axon, or it does not. There is no third possibility.

God has given us the power to find science. When we seek the laws of all that is, we find them, provided we work well. With science, we can understand everything there is to understand, including ourselves. God has not deprived us of the laws that explain what we are. He teaches us the truth about all beings. By giving us the laws of electromagnetism, he gives us laws that explain almost everything, even us.

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


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Kitchen Remodel/Tile work

Floor tiles
There is not too much new wisdom that I could possibly contribute to the topic of tile selection or tile laying. All imaginable information can be found on the internet, including tons of video tutorials on Youtube. But there are still some ideas that I would like to share.

Product selection
For my own kitchen project, I picked a 1x2 ft tile from my local home improvement store that would match the colors both of my cabinet fronts and of my wall shelves (grey and brown). Since we had gone considerably over budget with our remodel in its entirety, we were happy to find tiles that were reasonably priced but turned out to be quite decent in quality, that is they were neither bent nor chipped. For the grout, we decided on the darkest shade that was available (after noticing somewhere else that a dark tile with a grout that is even slightly less dark looks really mismatched).

Another consideration was that we did not want every crumb that falls on the floor to show; the natural answer to that was to pick a tile with an irregular and distractive pattern.

We have also been thinking back and forth about the question of whether the space should have a bright or a dark floor. We decided for dark, because the eye catching element of our kitchen is the countertop, with its vast surfaces that we worked so hard to highlight – with our lighting scheme, with the very understated grey cabinet fronts and with the two waterfalls. A white or even tan colored floor would have undermined that. But the dark floor tiles point the bright countertop out, strongly so.

Mapping
The best advice that I can give for tile laying is to plan it all out in detail before you start the project. Whenever I have tiles to lay, I start with an accurate floor plan. I do this in Inkscape, but any other vector graphics software will do. Next, I create a tile pattern, based on the exact dimensions of the tile and on the exact distance between the tiles (grout line). Then I play around with that pattern, shifting it left and right and up and down, in order to find the best layout in terms of beauty as well as of practical considerations (where will the first row of tiles being laid out?) and of avoiding of "ugly" cuts, especially avoiding of very narrow strips of tiles and of complicated cuts; we have a simple wet tile saw, which serves us well for our humble purposes, but it cannot, for example, perform U-shaped cuts.

By the way, there is much more in the realm of tile patterns than just the same old same old regular offset (1st and 4th images). Tile laying is a great chance to be creative and to invent your own. If you can draw it, you can probably do it. I figured that in my project and with the type of tile that I had chosen, an irregular pattern (roughly represented in the 5th image) would work best. When we laid those tiles out, we followed strictly the horizontal lines that were shown in our map, but operated very flexibly with the length of the first tile that we put down in every single row. Whenever we had a cutting left from the previous row that made sense to use again immediately, we did so, sometimes starting from the right end, sometimes from the left. This saved us a lot of material, too.

Other preparations
Another important thing, at least to me, was to sort the tiles – at least the dozen that were immediately to be used. Many modern tiles seem to have a naturally varied appearance, every specimen unique, but they are actually printed, and the design will repeat. The number of variations probably very much depends on the product. I noticed that my product featured roughly 20 different variations, which is probably more than average. Anyway, I sorted them to avoid clusters of identical tiles, and I also turned half of them 180 degrees for maximum diversity. I also had some variations that I outright disliked; so I kept the majority of those for either hidden spots, like under the dishwasher and the fridges, or for pieces that had be cut anyway.

title: Kitchen Remodel/Tile work


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Category:User sux

Users in this category indicate they have knowledge of language Sumerian.

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Category:User tok

Users in this category indicate they have knowledge of language Toki Pona.

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Talk:Planet Earth/1e. Earth’s Motion and Spin

Rotation of earth.
Earth doesn't spin.The earth doesn't rotate. If the earth rotates, when we throw a ball too high, how does it come back to the same place? till it gets back towards earth the earth rotates and goes forward then the ball should hit the earth at another place.Muneer Ahmad Shiekh (discuss • contribs) 09:32, 1 March 2024 (UTC)


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Chamteela

Chamteela, also known as Luiseño, is the indigenous language of the Payómkawichum (Luiseño) people native to Southern California. This Wikibook will teach you the basics of how to speak, read, and write in the language.

Table of Contents
More parts coming soon!
 * Part 1 — The Alphabet and Pronunciation
 * Part 2 — Basic Phrases
 * Part 3 — Basic Sentences

title: Chamteela


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Chamteela/Part 1

The Chamteela language is written using a purely phonemic orthography, meaning that all of the words can be pronounced as they are written. In English, the word tear has two different pronunciations depending on the context, but all Chamteela words exactly match their spelling. As a result, it would be impossible to perform a spelling bee in Chamteela.

Vowels
The following table shows the pronunciation of the Chamteela vowels. The bolded vowel letter (or letters) in the English words on the right column matches the Chamteela pronunciation of the corresponding vowel sound on the left.

Consonants
Except for the following exceptions listed below, all of the consonants in Chamteela (along with the digraph ch) are pronounced identically to how they are English, but without any aspiration.

Aspiration is the puff of air that is pronounced in English when pronouncing the letters ch, k, t, and p in certain contexts. To give you an idea of what aspiration is, place your fingers in front of your mouth while saying the English words pin and spin. You will notice that you will release a puff of air at the beginning of pin, but not at the beginning of spin. This puff of air is aspiration. Now try pronouncing the word pin without releasing any air. Try it again with chin, tin, and kin. Once you have got that down, you will be able to correctly pronounce Chamteela words.

Here are all of the exceptions to the Chamteela consonants in terms of how they are pronounced:

Syllable Structure and Stress
Chamteela words divide their syllables similarly to English, with vowel-initial syllables occurring only at the beginning of words or after another vowel. All other syllables begin with a consonant.

By default, Chamteela words are stressed on the first syllable after the possessive prefix (which is discussed later on in this Wikibook) if one exists in that word. The word Chamteela, for instance, is stressed on the second syllable since cham- is a possessive prefix. However, words that do not meet this general rule of thumb are stressed on the syllable with an accent mark on the vowel.

For example, the words polóv (good) and koyóowut (whale) are stressed on their second syllables; stressed long vowels are written with the accent mark only on the first letter of the long vowel.

If there is only one consonant between a stressed and an unstressed vowel, then the consonant is pronounced as both the final consonant in the stressed syllable and as the first consonant in the unstressed syllable, unless it is one of the following consonants that are pronounced differently than they are spelled in this context. In the following table, the hyphen represents the normally unwritten syllable break, the capital letter S stands for the stressed vowel, and the capital letter U stands for the unstressed vowel.

Typing Chamteela
Any mobile or nonmobile keyboard that can type Spanish and has the dollar sign symbol can also type Chamteela. If you would like to type in Chamteela, research a Spanish language keyboard layout with a dollar sign symbol that works right for you.

title: Chamteela/Part 1


text: Category:Book:Chamteela

title: Category:Book:Chamteela


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Transportation Deployment Casebook/2024/Philippine National Road Network

The Philippine National Road Network is a collection of roads constructed, maintained, and upgraded by the government of the Republic of the Philippines, through its road infrastructure arm, the Department of Public Works and Highways (DPWH). Roads are a primary mode of land transportation in the Philippines. Although the country is an archipelago, its national highway network is interconnected with roll-on, roll-off ports which connect most of the islands.

Advantages
The growing road network of 35,164 kilometers at present has always been given primary focus by the government for continuous improvement as it is strongly tied with the economic development of the country. Its main advantages being:

 * Connecting all the islands from north to south
 * Consistently implementing highway design and safety standards throughout the country
 * Generating jobs through construction and maintenance projects

Main Markets
Funding for the road network is sourced from government revenues and as a result, the national road network of the Philippines is not tolled. Unlike the United States Interstate Highway System, permitted types of vehicles, including motorcycles, private cars, trucks, and buses, can freely traverse the road without payment. Nevertheless, inter-island movements would require payment to the ships which carry the vehicles from one island to another.

Geography and its Implications
The Philippines is an archipelago situated in Southeast Asia surrounded by the Pacific Ocean in the east, Taiwan in the north, South China Sea in the west, Malaysian state of Sabah in the southwest, and Celebes Sea and Indonesia in the south. The country is divided into three major island groups namely, Luzon, Visayas, and Mindanao. While Luzon and Mindanao are larger islands with smaller islands, Visayas is a collection of several islands.

With the said geography, land transport may only be limited to the network of roads in each island, if there was any in the pre-colonial times. At present, land transportation is complemented by maritime travel by accessing roll-on, roll-off ports which ferry vehicles from one island to another. Moreover, moving around the Philippines can be done by land, sea, or air travel with the latter being the fastest and convenient, but at the same time a fairly more expensive option.

Pre-Colonial Era
While records of pre-colonial land transport mode are not evident, it has been apparent that the area where the present-day Philippines is situated played an important role in the maritime movement of people, material culture, and ideas. Inter-island movement of people, including farmer Austronesian-speaking communities from China and Taiwan, already existed. Fishing and farming are the main sources of food of the indigenous Filipinos who lived mostly in small village communities. Its well-preserved rice terraces in the modern-day province of Ifugao showed pre-colonial prowess in the field of irrigation.

Spanish and American Colonial Period
Despite various communities existing in the archipelago in the prior years which can potentially influence the development of the road network of the Philippines, its earliest record can be traced during the Spanish occupation of the Philippine archipelago. Forced labor enabled the construction of the first roads in the Philippines dating as early as 1565. A well-preserved cobblestone road example is in Calle Crisologo located in Vigan, a city in the province of Ilocos Sur in Luzon island. The city is considered as one of the most intact Spansh planned colonial towns in Asia.

Forms of transportation began to evolve especially with the use of the calesa, a horse-drawn carriage. Horses are not a local fauna in the Philippines and were imported from other countries. Prior to its availability, carabaos or an indigenous species of water buffalos were used to draw the carriages.

The roots of the present-day DPWH came from two colonial government entities, the Bureau of Public Works and Highways (Oficina de Obras Publicas y Carreteras) and the Bureau of Communications and Transportation (Oficina de Comunicaciones y Transportes) in 1868.

Thirty years later, with the declaration of Philippine independence, an organic revolutionary government decree was issued by the first Philippine president, Emilio Aguinaldo, on June 23, 1898 creating the Department of War and Public Works. This government office was tasked to primarily construct and maintain roads and bridges in the country. Building of trenches as well as fortifications necessary for the ongoing war were also under the jurisdiction of this body.

Not long after its declared independence, the Philippines went under the American rule after Spain ceded the archipelago with the United States (US). In turn, the construction and maintenance of the national roads went under the control of the US Army engineers. When the World War II broke out in 1941, the Philippine government ceased its operation almost entirely and was occupied by the Japanese from 1942 to 1945.

The Philippine National Road Network
The United States recognized the independence of the Philippines on July 4, 1946. At this time, most of the infrastructure including roads were damaged during the World War II. Thus, the United States Bureau of Public Roads assisted the war-torn country in undergoing repairs as well as implementing a national highway program under the Philippine Rehabilitation Act of 1946. The US authorized the release of USD73.00 million or USD1.15 billion adjusted for present-day values for this purpose.

The rehabilitation works eventually paved the way in the realization of the Philippine National Road Network. The first recorded comprehensive policy for the classification of roads in the Philippines was Executive Order No. 483, Series of 1951, which established the limits of public roads and declaring which roads are under the jurisdiction of the national government for maintenance as well as construction in the case for new roads.

Philippine Highway Act of 1953
In 1953, the Philippine Highway Act was passed which supported an administrative mechanism for the improvement and maintenance of national roads and bridges. An equitable management of funds across the provinces of the Philippines was also mandated to ensure the strategic development of the road network.

Some city and municipal roads gained more strategic value for national development. However, due to it being under the watch of local government units, it did not enjoy the same amount of funding the national roads received for maintenance and upgrading. Thus, Executive Order No. 113, Series of 1955 was signed by then President Ramon Magsaysay, which aimed to reclassify roads by categorizing national roads into two namely, primary and secondary, and important provincial and city roads were labeled as “national aid” roads. This allowed local governments access to national government funding for their provincial and city roads.

From Growth to Maturity
As the interpretations of the existing policies over national roads continued to evolve, the national road network length became shorter or longer over the next 15 years. In the same duration, the Department of Public Works and Communications had several reorganizations of its structure including becoming the Department of Public Works, Transportation, and Communication (BPWTC).

The Pan-Philippine Highway System
A priority project of Diosdado Macapagal who served president from 1961 to 1965, the Pan-Philippine Highway began construction. The Bureau of Public Highways under the DPWTC fostered the construction of 7,633 kilometers of national, provincial, city, and municipal roads between 1962 and 1964. Several bridges were also built and improved with a cumulative length of 3,500 meters.

Throughout the Philippines, the Pan-Pacific Highway has an overall length of 3,379.73 kilometers connecting the three major island groups of the Philippines – Luzon, Visayas, and Mindanao. This highway which forms part of the Philippine National Road Network that is presently known as Asian Highway 26 (AH26) of the Asian Highway Network.

Most of the construction of the said highway and other national roads continued during the presidency of Ferdinand Marcos, Sr. funded through foreign loans. Between 1978-1982, the completion of its regional network in Visayas and Mindanao were undertaken. The massive infrastructure development at this time aimed to generate jobs as well as develop local skills and indigenous resources.

Martial Law Years
Marcos, Sr. served for three terms as president of the Philippines from 1965-1969, 1969-1972, and 1981-1986, wherein during the second term he declared Martial Law (1972-1981). The government at this time consolidated all infrastructure functions into the Department of Public Works, Transportation, and Communications (DPWTC) as part of its Integrated Reorganization Plan to optimize its operations. Under this Department, the Bureau of Public Highways became the Department of Public Highways in 1974, separate from the DPWTC.

In 1976, there was a shift in the form of government which yet again resulted into the renaming of the two departments into ministries – Ministry of Public Works, Transportation, and Communications (MPWTC) and Ministry of Public Highways (MPH). In 1979, further restructuring happened and the MPWTC were divided into two more entities, Ministry of Transportation and Communications (MOTC) and Ministry of Public Works (MPW).

During the leadership of Marcos, infrastructure development was a vital economic tool. However, in 1981, the increased interest rates resulting from the recession of the United States bloated the cost of loans of the Philippines. The Philippine economy declined along with other debt dependent countries in the developing world. This likely also resulted with the merger of MPW and the MPH in 1981 as the Ministry of Public Works and Highways (MPWH) as an austerity measure as well as streamlining the infrastructure services of the Philippines.

Post-Martial Law Years
Despite the stunted growth of the road network due to economic pressures, the national road length was aimed to be increased by 55 percent by 1987. The road network development was now focused on the intensive construction of farm-to-market linkages. Visayas and Mindanao which did not receive much infrastructure support was given priority. In addition, an estimated 7,600 kilometers of the national roads were due for rehabilitation, improvement or upgrading.

The shift of power from Marcos, Sr. to Corazon Aquino marked more funding for other infrastructure sectors as well as support for the science and technology as well as education sector. In 1987, following the new constitution of the Philippines being applied up to present, the education sector is mandated to receive the top share of the national budget. In addition, the MPWH reverted into a government department and is now called the Department of Public Works and Highways (DPWH). The government targeted that 55 percent of the national roads will be paved.

By the end of the administration of Aquino transitioning to the leadership of Fidel Ramos in 1993, 3,858 kilometers of national roads were constructed, upgraded, or rehabilitated by the DPWH. In 1997, the total road network (including local roads) of the Philippines reached 190,030 kilometers and translated to an overall 0.63 kilometers of road per square kilometer but continued to lag behind Malaysia and Thailand in terms of paved road ratio. Thus, most of the efforts done in this time was to increase the paved road ratio. To access more funding, roads which earned more strategic importance were converted into national roads.

Strong Republic Nautical Highway System
In 2004, the Philippines now has approximately 202,000 kilometers of roads of which a mere 15 percent was within the national road network maintained by the DPWH. The roll-on, roll-off vessel operations became a new way of further integrating the national road network across the archipelago and complement the earlier Pan-Philippine Highway System situated at the country’s east. Although started in 2003 by then President Gloria Macapagal-Arroyo, the Strong Republic Nautical Highway System became more apparent as more traffic demand was generated prompting improvements in the national road network.

Public transport also benefited in the 919-kilometer nautical highway system wherein buses from Manila as well as key development centers can now travel through the national road up to the ports where they are ferried by ships to other islands and continue with their journey by land.

Current Functional Classification of Roads
Between 2009 to the present, several issuances were issued by the DPWH pertaining the national road network. The policies governing the national budget for road maintenance and upgrading kept changing as local governments with minimal funding sources turn to the national government for the improvement of their roads. To resolve such issue, the DPWH issued Department Order No. 133, Series of 2018 which effectively defined in detail the functional classification of roads. This maintained the integrity of the national road network and prevented potential allocation of funds for local roads.

Future Prospects
Allocation of government resources have continued to be a challenge to the ever-growing needs of road transport. Thus, the definition of the national road continues to be ambiguous and is prone to misalign limited funding of the government. In addition, the increased car ownership in the Philippines has also manifested continued demand for more road capacity which can fall prey with further traffic congestion due to induced demand. The direction of the Philippine National Road Network can either be build more roads or improve other means of transport such as public transportation.

The roll-on, roll-off port which complement the national road network may become less useful in the future as the government eyes connecting the islands with physical bridges with several already in the detailed engineering design stage. This may eventually lead into yet another birth stage with the islands connected and increase for national road demand.

Methodology
With the road length information obtained from the DPWH and the Philippine Statistical Yearbooks, the life cycle stages of the development of the Philippine National Road Network were determined by means of an S-Curve using three-parameter function as described by the equation:

$${\displaystyle S(t)=K/[1+exp(-b(t-t_{i}))]}$$

In estimating the saturation status level K, as well as coefficient, b, the ordinary least squares (OLS) regression was used. The coefficients being calculated through the intercept method, as follows:

$${\displaystyle Y=bX+c}$$

S-Curve and Life Cycle Stage

The S-Curve and the Life Cycle Stages of the Philippine National Road Network from the passing of the Philippine Highway Act in 1953 up to the present shows a good fit. The birth stage shows a rapidly growing system until 1958. The stagnated years are due to the absence of data during this period until 1965 where it decreased significantly due to policy changes under the new administration of Marcos, Sr. A rapid increase can be observed until 1971 when it reached its maturity during the aggressive construction works done in the system. At 1973, where presumably most of the road network was established, it coincided with the inflection point.

Interestingly, it can be observed that the actual kilometers of national road were either below or close to the predicted length between 2009 and 2018. And after the passage of Department Order No. 133, Series of 2018, where national road classification was made much clearer, the national road network began to move further above than the predicted values. This can indicate that there can be further growth of the network in the future.


text:
A-level Computing/AQA/Paper 1/Skeleton program/AS2024

 AQA computer science Queue Simulator

This is for the AQA AS Computer Science Specification.

This is where suggestions can be made about what some of the questions might be and how we can solve them.

Section A Predictions
The 2024 paper 1 section A will contain 4 questions worth 21 marks. (Q1 - 5 marks, Q2 - 4 marks, Q3 - 3 marks, Q4 - 9 marks). The EAD provides a table for the Q1 answers which is likely a trace table.

Section B Predictions
The 2024 paper 1 section B will contain 11 questions worth 24 marks. (Q5 - 2 marks, Q6 - 2 marks, Q7 - 1 mark, Q8 - 1 mark, Q9 - 2 marks, Q10 - 2 marks, Q11 - 4 marks, Q12 - 2 marks, Q13 - 3 marks, Q14 - 3 marks, Q15 - 2 marks.)

Section C Predictions
The 2024 paper 1 section C will contain 3 questions worth 30 marks. (Q16 - 8 marks, Q17 - 9 marks, Q18 - 13 marks.)

Q16 - Prediction

As there are no major outstanding errors in the program, the only noticeable change in functionality that could be made is to do with the settings menu. Initially, entering any value apart from "Y" would let the user skip editing the settings, however this should be changed so that the program only accepts Y and N as user inputs. An example has been given below in C#:


text:
Overview of Elasticity of Materials/Introduction

Currently, there is no suitable open source text for materials science that not only includes the basics of the topic, as seen in W.D. Callister's Materials Science and Engineering: An Introduction, but also covers additional concepts such as the derivation of Mohr's circle and an introduction to tensors. Never the less, these concepts are key for student to gain an understanding of more advanced topics in materials science and engineering. This text is built as an open-source companion for the currently available texts. It attempts to address these additional topics and give further detail on their application.

While this text will go in depth on the linear elastic behavior of materials, there are currently no plans to include boundary conditions, which are essential for advanced analysis. The non-linear response often observed in polymeric and biological materials also is neglected here. Thus, this content should only be considered as an introductory overview of the topic.

A basic level of understanding on the subject of materials science, including stress and strain, is required to understand the real-world applications of this text. While the resulting equations and concepts given here can be immediately applied by the reader, a basic understanding of the mathematical foundations presented here is recommended for advanced applications.

SPB -- April 2022


text:
Technical Analysis/Foreword

Technical analysis is a trading discipline employed to evaluate investments and identify trading opportunities by analyzing statistical trends found in charts gathered from trading activity, such as price movement and volume to determine future price behavior. Technical analysis is applicable to stocks, indices, commodities, futures or any trade-able instrument where the price is influenced by the forces of supply and demand.

The roots of modern-day technical analysis stem from the Dow Theory, developed around 1900 by Charles Dow. Stemming either directly or indirectly from the Dow Theory, these roots include such principles as the trending nature of prices, prices discounting all known information and volume mirroring changes in price.

Technical analysis assume the market to be 80% psychological and 20% logical. The psychological or logical part may be open for debate, but there is no questioning the current price of trading activities. After all, it is available for all to see and nobody doubts its legitimacy. The price set by the market reflects the sum knowledge of all participants. These participants have considered almost everything under the sun and settled on a price to buy or sell. These are the forces of supply and demand at work. By examining price action to determine which force is prevailing, technical analysis focuses directly on the bottom line:

(1) What is the price?

(2) Where has it been?

(3) Where is it going?

title: Technical Analysis/Foreword


text:
Clipper Tutorial: a Guide to Open Source Clipper(s)/Foreword

Quite a lot of people were interested in the previous versions of this page, when it was the most visited page in my old website and so, in addition to my personal interest that keeps me delving into the subject, I wish to complete it. The interest in this topic is confirmed by the fact that another Wikibook was created on a very similar theme: Application Development with Harbour, started on September 15, 2010 by the user Raumi75 - on his page he states laconically this intention: «I like the Harbour programming language and hope we can create the missing manual». Unfortunately, the project didn't take off and a full manual in English is still missing. In Portuguese, however, I recently discovered a large and detailed 800-pages manual, Introdução a Programação com Harbour by Vlademiro Landim Júnior (you can find the second edition at https://sagierp.com.br/devel/aulas/Harbour2ed.pdf).

This page disappeared when GeoCities was closed (but it should not contain any longer broken links to GeoCities pages), and it has been reloaded thanks to some requests I got, for example, on Facebook. There you can find the "Harbour MiniGUI" group and many others.

I did not yet properly format the few sources on this page (Wikibooks has syntax highlighting for Clipper, but it is a bit buggy). If you check it, you will see misplaced links and so... this page definitely needs proofreading!

I'd like to see this tutorial grow! If someone from newsgroups like comp.lang.clipper or mailing lists like HarbourUsers (http://lists.harbour-project.org/mailman/listinfo/harbourusers) or Facebook groups like Harbour Project would give me help or clues, or contribute, it would be great. To apologize for its incompleteness, I can only say that this page contains everything I know about Clipper and xBase programming (in a given moment... I always try to learn new things...). I let digressions sneak in here and there, and also my sense of humor. This book not written in the serious style of all the other Wikibooks I've seen.

I tried to adhere to the classical tutorials' bottom-up approach of showing all the basic functions via very simple examples. The plan to include some bigger examples, with the top-down approach (how do I deal with this problem?) is suggested, but not yet pursued...

At the moment this guide deals mostly with (x)Harbour under Windows, although I plan to describe other environments.

I have decided to name this tutorial "A Guide to Open Source Clipper(s)" and not "A Guide to Open Source xBase" because I like the name Clipper, and as you can see by watching at the open source compilers I discuss (Clip and (x)Harbour) the influence of the name Clipper is great: only the old X2c and now this new thing called X# don't recall the name Clipper. I now consider the name inadequate. Maybe something like Programming With Harbour and Other Free xBase Languages?"

Modern xBase open source/free dialects/implementations are:

 * 1) Harbour (https://harbour.github.io/)
 * 2) xHarbour (http://www.xharbour.org/)
 * which are the most active and mature projects. The second is a fork of the first.

Unrelated:

 * X#, which is an implementation for .NET (https://www.xsharp.info/, https://github.com/X-Sharp/XSharpPublic). It looks interesting but the runtime is missing. The documentation is at https://www.xsharp.info/help/index.html.

Discontinued: Clip, which apparently exists in two versions on SourceForge:

 * 1) https://sourceforge.net/projects/x-clip/ (v 1.2.1.6,  Last Update: 2017-06-04) and
 * 2) https://sourceforge.net/projects/clip-itk/

No longer to be found on the Net:

This Guide was born as a set of notes when I followed a small project (I was asked about the possibility of porting an old Summer 87 program to Windows - and I did it by simply recompiling the source code to check Harbour's compatibility with Clipper, and creating a small Windows program, which showed a simple splash screen and an interface where the menu entries pointed to stubs). The experience was encouraging, although the Windows version of that application was never actually realized. Its by-product, my notes, evolved. Their first objective was to redo the examples of a "PC GUIDE", the first of eight booklets of a self-instruction course in the Clipper language bought at an Italian newsstand in 1993.
 * 1) DBFree (http://www.dbfree.org) is used to create web applications and is open source, even if it contains components, such the fundamental component - the xBase interpreter MaxScript (http://maxscript.org/, http://www.maxsis.it) is not: it's just freeware.
 * 2) X2c (http://web.archive.org/web/20090416070816/http://x2c.dtop.com/, http://freshmeat.sourceforge.net/projects/x2c) is very old - what use can it have for a modern programmer if the download links don't work and the only freely available C compiler can be found at the website Embarcadero Antique Software, namely https://cc.embarcadero.com/item/25636? However, I like some of its examples and I'll mention them. More info: http://www.edm2.com/index.php/X2C

I noticed also that there were no good tutorials and that the books about dBase/Clipper/xBase/Visual Objects and so on couldn't be found in any bookstore (and only with great difficulty in libraries!).

Some old versions of these notes can be found on GeoCities mirrors - (I'd like to thank W. Birula for letting me know, not to mention his suggestion of uploading my set of notes on Wikibook, and also for the flowchart he kindly provided). Thanks to bpd2000 for the interesting link he provided. An I would like to thank also Lisa, Pieter and Claude.

When (and if) finished, it will prove a complete guide to Open Source Clipper programming. However, this set of notes is still very incomplete.

The current plan consists of two introductory chapters, then the first part of the tutorial will cover the basic of the language, up to the procedural programming facilities and the native database-DBF file support. Part 3 will explain OOP and other programming topics, and the last part will be about programming a user interface and web applications. This could even make up for a nice introduction to computer science!

I'd like to receive feedback, comments, and (why not?) contributions, as almost everything you will read here is my effort (to say so). I will include contact information to reach me. It may take me a long time to reply, but I always do (my actual negative record is a delay of 204 days...) Michele Povigna email: povigna@virgilio.it Skype: michele.povigna


text:
Super Mario 63/Introduction

Super Mario 63 is a notable unofficial 2D  fan game created by Runouw that gained popularity on Newgrounds.com. It is a single player platforming title, and in part uses music and 2D sprites from Nintendo games to mimic the franchise. Super Mario 63 is a play on Super Mario 64, but it features enemies, characters, and abilities from several other games of the Mario franchise, as well as a level designer that allows creating custom levels.

Players can create and upload additional courses. Note that many web sites have other earlier versions of the Flash game that lack the extended animated intro, as well as some cutscenes, stars, and star coins.

History
In 2005, Runouw released a game called Super Mario Sunshine 64 as their first official flash player game. Runouw then decided to remake it and titled Super Mario Sunshine 128. It was planned originally to be playable on the Wii on Wiicade, but was denied (by Nintendo) for IP-related reasons. Later, for aesthetic purposes, it was renamed to Super Mario 63 and released on Newgrounds and SheezyArt in mid-2009.

Story
Mario decides to go to Princess Peach's Castle. After he gets there, Bowser springs a surprise attack from his airship and kidnaps the princess. Bowser and Kamek then break the Power Orb and leave. After Mario wakes up and he meets Toad Eddie, he finds a Shine Sprite on the ground. Mario follows Eddie on an adventure to get to the Power Orb and place the Shine Sprite there to restore order to Mushroom Kingdom.

title: Super Mario 63/Introduction


text:
How to Program a TI-83 Plus/Foreword

So, you want to program your calculator. If your calculator is not on the list, use another book.

 * TI-83†
 * TI-83 Plus
 * TI-83 Plus Silver Edition
 * TI-84 Plus
 * TI-84 Plus Silver Edition (not the C silver edition)

†: The original TI-83 does not support apps, so you won't be able to do certain things.

If you found your calculator on the list, you've come to the right place.

Welcome to the official unofficial TI-BASIC programming tutorial! This wikibook will include each and every feature that you'll need to make a TI-BASIC program. But first, we need to know what TI-BASIC is.

title: How to Program a TI-83 Plus/Foreword


text:
Talk:Evening News

=====1923 08 18===== 033 30/* 88 55 45 46/*

"Magic Spark" column in Sydney's "Evening News," of Saturday, 18 August 1923

BCC

'RELAY WORK. With the approach of relay work, two Sydney experimenters have had QSL cards printed, in order that work from distant stations may be recorded by them and the transmitter advised. The cards are the size of a postcard, and bear the call letters, location and power of the station receiving the message. Columns are provided for filling in the time the signals were received, audibility, and particulars of the receiving set. When the postcard is filled in it is sent to the transmitting station with a request that the operator report the signals of the station from which the postcard is sent. This system is to be adopted by the Relay League. ''THE MAGIC SPARK. RADIO NOTES & NEWS. Checking Wavelengths.''' BY DOT DASH. =======193303 33 3556 45 46/* 88 1924======= RADIOGRAMS. Mr. Marsden is to make a trip to the south-west of the state, in order to conduct experiments in certain reported "dead" areas. The N.S.W.-New Zealand tests close tomorrow. It is to be regretted that the competitors did not get the consideration due to them from their brother amateurs. Much of the good work was spoilt by interference from howling valves. The authorities, it is understood, are taking a serious view of the howling valve nuisance. Users of regenerative circuits will probably be closely watched, and anybody using such a circuit without the necessary permission is liable to be made an example of. The Union Steamship Company's Tahiti was recently in communication with San Francisco over a distance of 4796 miles. She is fitted with Amalgamated Wireless equipment.

title: Talk:Evening News


text:
Basic Physics of Digital Radiography/Introduction

Digital Radiography heralds a new era for medical X-ray imaging. Radiographs can be recorded using digital image receptors and enhanced using computer processing. They can also be transferred to databases for archival and transmission throughout hospitals and clinics. The change from traditional film-based image receptors is similar in many respects to those occurring in digital photography and digital television. Greater precision can now be applied to each stage of the imaging process so that the balance between image quality and radiation dose can, at last, be controlled accurately. Knowledge and understanding of the basic physics which underlies practice is critical for its successful application in the clinical environment. This wikibook addresses this requirement.

The intent is a text which succinctly explains the physical basis of X-Rays and their modern application in Diagnostic Radiography. The wikibook is primarily for students with foundations in anatomy and physiology and could also be of interest to physics and engineering students requiring a topic overview. Math is kept to a minimum and only a basic knowledge of algebra is required of students. The use of calculus and other math techniques is largely avoided by using conceptual descriptions of the more complex processes. Keeping radiation dose as low as reasonably achievable while understanding its effects on image quality is the primary emphasis.

The focus extends from general radiography through fluoroscopy to 3D angiography as applied in general hospitals and clinics. The subject treatment is different from that used in conventional textbooks in that radiation biology is not treated as a separate topic but is embedded within the consideration of image formation. Likewise, the topic of image quality is integrated into the treatment of image display. The hope is that more integrated treatment of the subject is developed for those studying the field for the first time.

Note that the particular requirements of mammography and of paediatric, dental, chiropractic and veterinary radiography are not covered at this time. A companion WikiBook on the Basic Physics of Nuclear Medicine is also available.


text:
The Future of Leadership/Foreword

Leadership is a dynamic topic, always adapting to the changing nature of the world of work. However, in the aftermath of the COVID-19 pandemic and in the midst of trends such as "the great resignation," "quiet quitting," increasing reliance on remote and hybrid work, and the changing nature of the psychological contract between organizations and their workers, the future of work demands more from leaders than ever before.

This book, written by the members of an elective course, The Future of Leadership, in the College of Business at Idaho State University, is a compendium of resources and advice from some of the latest thinking about the future of work. Particularly appropriate to the spirit of Wikibook, the format of this book is as dynamic as the topic it covers. We hope that you enjoy reading this work - and please recommend it to friends and colleagues who are seeking to make sense of the future of leadership.

title: The Future of Leadership/Foreword


text:
Write Yourself a Scheme in 48 Hours/Overview

Most Haskell tutorials on the web use a style of teaching akin to language reference manuals. They show you the syntax of the language, a few language constructs, then tell you to create a few simple functions at the interactive prompt. The "hard stuff" of how to write a functioning, useful program is left to the end, or omitted entirely.

This tutorial takes a different approach. You'll start off using and parsing the command-line, then progress to writing a fully-functional Scheme interpreter that implements a decent subset of R5RS Scheme. Along the way, you'll learn Haskell's I/O, mutable state, dynamic typing, error handling, and parsing features. By the time you finish, you should become fairly fluent in Haskell and Scheme.

This tutorial targets two main audiences:

 * People who already know Lisp or Scheme, and want to learn Haskell
 * People who don't know any programming language, but have a strong quantitative background, and are familiar with computers

The second group will likely find this challenging, as this tutorial glosses over several concepts in Scheme and general programming in order to stay focused on Haskell. A good textbook such as Structure and Interpretation of Computer Programs or The Little Schemer should be very helpful.

Users of a procedural or object-oriented languages like C, Java, or Python should beware: You'll have to forget most of what you already know about programming. Haskell is completely different from those languages, and requires a different way of thinking about programming. It's best to go into this tutorial with a blank slate; try not to compare Haskell to imperative languages, because many concepts (including classes, functions, and ) have significantly different meanings in Haskell.

Since each lesson builds upon code written in previous ones, it's generally best to go through them in order.

This tutorial assumes that you'll use GHC as your Haskell compiler. The code may work with Hugs or other compilers, but hasn't been officially tested with them, and may require downloading additional libraries.

A prior, non-wiki-edited version of the source code files used in this tutorial is available on the original site.


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User:Rosros2000/sandbox

test test test

title: User:Rosros2000/sandbox


text:
Transportation Deployment Casebook/2024

= Communications Technologies =
 * /Australian Post/

Highway Systems

 * Philippine National Road Network

Rail Systems

 * Hangzhou Metro
 * Ningpo Metro
 * /Sri Lanka Railways/
 * /Monorails/
 * Copenhagen Metro
 * Guangzhou Metro
 * Suzhou Metro
 * Melbourne Suburban Railway
 * Henan Railway Network
 * High Speed Rail China

Transit Systems

 * Jakarta BRT system
 * Sydney Bus
 * /Sydney On-Demand Bus Network/

Water Transport

 * Ferry service in Sydney

Electric Vehicles

 * /Electric Vehicles/

title: Transportation Deployment Casebook/2024


text:
User:Vdal0617

Created Pages

title: User:Vdal0617


text: Category:Monterey Jack recipes

title: Category:Monterey Jack recipes


text: Category:Kashkaval recipes

title: Category:Kashkaval recipes


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title: Category:Blue cheese recipes


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title: Category:Swiss cheese recipes


text:
Transportation Deployment Casebook/2024/Sri Lanka Railways

= Sri Lanka Railways =

Introduction
Railways, in all their different forms and states, have long been an integral mode of transportation for people across the world. For centuries since their inception in the early 1800s in England, railways have been one of the conveniently accessible modes of public transportation for people, offering them constant mobility whether it be for commuting or holidays. As a result, railways have often been a popular mode of public transportation in the world. Given that railways are among the most affordable and fastest modes of public transportation, Sri Lanka has not been an exception to this norm.

For years since the introduction of railways by the British in 1864, the railway system in Sri Lanka has evolved at a slow pace. At its inception, the railway network was built primarily to carry freight during the British colonization, especially to transport commodities from the hill country. However, it has now evolved into a passenger-oriented transportation system, running around 396 trains daily, including 16 intercity and 67 long-distance trains, carrying close to 3.7 million passengers. At present, Sri Lanka Railways (SLR) is the sole rail transport organization in the country and is considered a key government transportation provider under the Ministry of Transport.

Technology and Infrastructure
In comparison to the global context, the technology and infrastructure of the railway system in Sri Lanka are slightly primitive. The railway tracks currently being utilized are aged and poorly maintained. Steam locomotives are no longer in use, and the majority of the operational locomotives and train sets are diesel engines except for the historical trains such as the “Viceroy Special,” which is still powered by steam engines. It is also stated that with the conversion of the “Kelani Valley Line” to broad gauge in the 1990s, all running locomotives are currently broad gauge. Apart from the few trains targeted for tourists, the passenger coaches are also mostly unsafe and in bad condition compared to the global context. Furthermore, the current signaling system makes extensive use of the lock-and-block signaling protocol. In the middle of the 20th century, it was reported that the busiest areas of Colombo were converted to electronic signaling, and they were all connected to a CTC control panel at one of the main stations at Maradana.

At present, Sri Lanka Railways owns and operates all 1,561 km of 1,676 mm wide gauge rail tracks, 72 locomotives, 78,565 carriages, and the consequent signaling network. Even though commercial electric locomotives and train sets are not yet available in Sri Lanka, the proposal to electrify the locomotives with the aim of increasing sustainability and energy efficiency is currently underway, with the Institution of Engineers in Sri Lanka (IESL) at the forefront.

Railway Routes and Operating Markets
Since the beginning, the government has provided the only means of rail transportation, creating a monopoly in the industry. At present, the operating markets are divided into three functioning regions, with bases in Colombo, Anuradhapura, and Nawalapitiya. Among them, the main operating railway lines are the Main Line, Coastal Line, Matale Line, Northern Line, Mannar Line, Batticaloa Line, Trincomalee Line, Puttalam Line, and the Kelani Valley Line, which includes both the intercity and long-distance train services.

The Main line, which is considered to be the backbone of Sri Lanka Railways, runs from Colombo to Badulla, offering one of the most breathtaking train rides in Asia, drawing the attention of tourists from all over the world. It is one of the railway lines that is high in demand and tends to be congested during the holiday season. The coastal line, on the other hand, is also another congested railway line running from Colombo to Matara through Galle, along the coastal line of the country serving a scenic view of the ocean along the way. Apart from them, all other lines are also congested, especially during the peak hours carrying a majority of the commuting passenger traffic towards the city centers.

Benefits and Advantages
The railway system in Sri Lanka is not only beneficial to the public but also for the government. Rail transport is considered one of the most affordable modes of public transportation, particularly for people coming from medium and low-income families. It is also the fastest mode of transportation, operating on fixed-time schedules and considered as the most convenient means to travel long distances in Sri Lanka. Along with the scenic views it offers to the passengers, the railway system is one of the most sought-after modes of transportation in the country.

On the other hand, the railway system also benefits the economy of Sri Lanka as a whole. The key reason is the tourists it attracts, especially on the Main Line. Among the different passenger coaches, the observation deck is particularly catered towards tourists, giving them a breathtaking view back along the track. As the tourism industry is one of the essential industries in Sri Lanka, the scenic rail network greatly benefited and supported growth in the economy. At present, the government is making efforts to further improve the railway network and working hand in hand with the tourism industry to offer better services and attract an increasing number of tourists in the future.

Pre-History – Sri Lanka prior to Railways (Before 1845)
Sri Lanka, also known as “Ceylon” back in the day, was under the colonization of the British since 1815, who were looking for ways to trade valuable commodities with ease. Due to its rich soil and the climate which made it much more favorable for cultivation by planters, the bulk of the European investments were drawn to the hill country. Starting with coffee plantations, which then later got replaced by tea, the European planters started making rapid strides in producing commercially viable products for their trading purposes.

Following this development, the British soon realized they needed a more efficient way to move the majority of the produce to Colombo to be shipped by sea. Due in large part to the distance and varying topography between Colombo and Kandy, the road transport infrastructure was inefficient. Despite the associated costs, the lengthy cart ride from Kandy to Colombo was time-consuming and ultimately unfeasible in the long run. With the increasing demand from the planters for a railway and owing to the support from Colonial Governor, Sir Henry Ward who approved of the idea, the Ceylon Railway Company (CRC), led by Philip Anstruther, was founded in England in 1845 to construct a railway in Sri Lanka.

Beginnings – Pre-Independence (1845 to 1948)
In 1846, Thomas Drane, the engineer for the Ceylon Railway Company (CRC), conducted an initial survey and suggested three different routes to Kandy, which were the Galagedera, Hingula Valley, and Alagalla trace. The Government originally consented to construct a portion of the route up to Ambepussa, and in 1856, the CRC and the Sri Lankan Government signed a tentative agreement to expand the line up to Kandy. The planters, however, were concerned about the associated high costs and pushed for a new survey at a reduced cost.

Captain William Scarth Moorsom, the Chief Engineer of the Corps of Royal Engineers, was dispatched from England in December 1856 to evaluate the project on behalf of Henry Labouchere, the Secretary of State for the Colonies. He examined six different routes to Kandy in his report in May 1857. He suggested that Route No. 3, which goes over the Parnepettia Pass and has a total length of 127 km with a prevailing gradient of one in sixty and a short tunnel at an estimated cost of £856,557 be adopted. The first sod was turned by Governor Sir Henry Ward on August 3, 1858. William Thomas Doyne, the contractor for the Ceylon Railway Company, soon understood he could not finish the work at the stated cost, and as a result, the contract was terminated in 1861. After the capital subscription paid off, the government assumed control of the building project and renamed it Ceylon Government Railway (now Sri Lanka Railway) in 1864 following the Railway Ordinance policy of offering transport services to both passengers and freight. Since the Railway was seen as an urgent necessity, new bids were requested to move forward with the project. On behalf of the Ceylonese government, the Crown Agents for the Colonies approved William Frederick Faviel's lowest bid at the end of 1862 to begin constructing a 117 km railway between Colombo and Kandy. Guilford Lindsey Molesworth was also appointed as the chief engineer during the process, and then later rose to the position of director general of the government railway. Remarkably, Robert Stephenson (1803–1859), the son of engineer George Stephenson (1781–1848), who was involved with the Stockton and Darlington railway, arrived in Sri Lanka as a civil engineer to oversee the building of railroad bridges such as the Kelani bridge.

A 54-kilometre main line linking Ambepussa and Colombo served as the starting point for the railways in Sri Lanka. The first locomotive, a 4-4-0 type, two-wheeled coupled engine with a tender, was imported in 1864. Before dieselization, every locomotive was a steam engine, including several Main Line super-heater boilers. Later, the main line was extended to Kandy, Nawalapitiya, Nanu Oya, Bandarawela, and Badulla from the 1860s to 1920s. Over its first century, further lines were built to the rail network, including the Matale Line, the Coast Railway Line, the Northern route, the Mannar Line, the Kelani Valley Line, the Puttalam Line, and the route to Batticaloa and Trincomalee. Since then, no major extensions have been added to the rail network.

Growth and Expansion – Post-Independence (1948 to 2010)
Under the direction of B. D. Rampala, the general manager of Ceylon Government Railway and the principal mechanical engineer, the railway network was enhanced between 1955 and 1970. Rampala oversaw the renovation of important stations outside of Colombo and the reconstruction of tracks in the Eastern Province to enable heavier, faster trains, with a strong emphasis on punctuality and comfort. He made sure the rail system was modern and provided comfortable travel for its passengers, and he created express trains, several of which bore memorable names.

Sri Lanka railways operated using steam locomotives until 1953. However, under the direction of Rampala, they switched to diesel locomotives in the 1960s and 1970s. The first diesel locomotives imported in 1953 were made by British manufacturer Brush Bagnall. Consequently, Sri Lanka Railways has since bought locomotives from China, Japan, India, West Germany, Canada, and France. In 1983, an amendment to the Railways Ordinance Act was also passed which stated the official name change to “Sri Lanka Railways (SLR)” from “Ceylon Government Railway (CGR)”.

Over the years following independence, the railways shifted from being primarily focused on freight, as was the British approach at its inception, to becoming more of a passenger-oriented mode of transportation, particularly with the efforts undertaken by Rampala mentioned above. As a result, demand for Sri Lanka Railways grew rapidly, particularly in terms of operating frequencies. Even though the 2004 tsunami severely damaged one of the busiest railway lines—the coastal line—the government launched a 10-year plan to rebuild the railway system in the early 2010s in an attempt to recover from the damage and was upgraded by 2012.

Maturity – Aging and Competition (2010 to Present Day)
In the face of the ever-growing competition from road transport with its superior directness, frequency, and speed of travel, railway transport is now becoming a minor mode of transportation in Sri Lanka despite serving as the main transportation network until the 1940s. At present, the technology and the infrastructure utilized by Sri Lanka Railways are considered to be outdated and are struggling to adapt to the moving trends around the world. Most of the railway lines are still single-tracked, signaling systems are outdated and the stations are rather in poorer condition, particularly limiting the line capacities and ability to operate higher frequencies.

Since its inception, the government of Sri Lanka has been in charge of railway operations. The involvement from the private sector has been minimal to non-core tasks. Although growth has been a little unpredictable, both passenger use, and freight movement have slightly increased though none proved to be substantial enough to cause any meaningful shift in the modal share for the railways. The monopolistic nature of the industry and the lack of administrative flexibility given to a government department have both been pointed out as contributing factors to the failure of Sri Lanka Railways to make the necessary reforms to become a financially sustainable organization.

Despite operating continuously for years, the railway needs to re-conquer the passenger and freight market that it has lost over the previous few decades to road transportation. The profitability of certain markets will once again favor the railway due to rising motorization and the ensuing congestion, which is placing constraints on the continued growth of road-based transportation. Therefore, to develop these markets and improve speed and reliability, the railway needs to adopt more market-oriented approaches. According to industry professionals, it is said that Sri Lanka Railways also needs to develop a strategy for integrating with ports, airports, multimodal logistics centers, and multimodal passenger terminals, including park-and-ride facilities.

By 2016, Sri Lanka Railways expects to raise the national modal share of passenger and freight transportation from the current 6% to 10% and from 2% to 5%, respectively, in line with its 2009 Development Plan of Sri Lanka Railways. In order to do this, various strategies are expected to be implemented which include streamlining passenger tariffs, deregulating freight tariffs, increasing non-fare earnings, building new, feasible extensions and connections, and replacing, modernizing, and upgrading railway assets.

Data Collection and Methodology
The life cycle can be modelled by an S-curve which is used to display data over some time. S-curves (status vs. time) allow us to determine the periods of birthing, growth, and maturity. Here, it is assumed that the data used for modelling takes on a logistic shape to seek a curve that best fits the data.

In the current context, to analyze the life cycle of Sri Lanka Railway, the operated kilometers by Sri Lanka Railways are considered as the status and the consequent years as time to plot the S-curve. The required data was then collected from the annual reports published by the Central Bank of Sri Lanka over the years from 1989 to 2019.

The life-cycle model can be represented by the following equation:

$$f/(1-f)=exp(-bt+c)$$

Where:

 * ƒ = St / Smax = fractional share of the mode in the market - market size of the mode (St) in year t of the final market size (Smax),
 * t = time,
 * b, c = model parameters to be fit.

The aim is to find the values of a and b that best describe the relationship. However, finding the final market size (Smax) is a concern when utilizing this for forecasting. As a result, it is useful to estimate the midpoint or the inflection year (ti) to apply the model. As it happens, it appears that:

$$t_i=c/(-b)$$

which then is used to predict the system size (St) in any given year t using the following equation:

$$S_t= S_max/(1+exp(-b(t-t_i)) )$$

Results and Interpretations
The data over the years was used to plot the S-curve and the forecasted model was obtained as follows: The parameters and the model derived from the regression analysis on the above data are as follows:

 * Final Market Size (Smax) = 13.6 million operating kilometers.
 * Slope (b) = 0.0579.
 * Intercept (c) = -115.467.
 * Coefficient of Determination (R2) = 0.834.
 * Inflection Time (ti) = 1991 (1990.99).


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User:Emil9989/sandbox

Lifecycle of Sydney Buses

title: User:Emil9989/sandbox


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Transportation Deployment Casebook/2024/Hangzhou Metro

= Hangzhou Metro =

Introduction
The metro, also known as underground railway and underground railway, is a type of urban rail transport that travels in underground tunnels and is usually used for rapid public transport systems within cities. The metro system consists of underground railways, station facilities, rolling stock, power supply systems, signalling systems, and so on. As a modern urban transport system, the metro has become an indispensable part of many metropolises, providing urban residents with a convenient, fast, safe and comfortable way of travelling, and at the same time playing an important role in promoting the development of the city. So in this general trend of metro development, Hangzhou will not be an exception.

Hangzhou Metro refers to the urban rail transit system serving Hangzhou City and areas in the Hangzhou metropolitan area in Zhejiang Province, China. Its first line, Hangzhou Metro Line 1, was officially opened on 24 November 2012, making Hangzhou the fourth city in East China and the first in Zhejiang Province to open a metro. As of November 2023, Hangzhou Metro operates a total of 12 lines, with a total of 260 stations (interchange stations are not repeated) and 46 interchange stations. The total operating mileage is about 516 km (excluding 2 city lines). The total mileage of Hangzhou metropolitan area rail transit network is about 610 km. Before the 19th Asian Games in Hangzhou, Hangzhou has formed "12 underground lines, a total length of 516 kilometres of urban rail transit backbone network, to achieve full coverage of the ten urban areas.

Technical characteristics
Metro is the forerunner of urban rapid transit. Metro is a rapid rail transit system with electric traction, wheel-rail guided, relatively heavy axle weight, a certain scale of capacity, running according to the operation plan, vehicle grouping running in underground tunnels, or according to the specific conditions of the city, running on the ground or elevated lines. Metro capacity, one-way in 30,000 passengers / hour, up to 6 to 80,000 passengers / hour. Maximum speed of up to 90km / h, travelling speed of up to 40km / h or more, can be 4 ~ 10 grouping, the minimum interval between vehicle operation can be less than 1.5min. drive mode has a DC motor, AC motor, linear motors and so on. Metro is expensive, each kilometre of investment in the 300-600 million yuan. Metro has the disadvantages of high construction cost and long construction period, but at the same time, it has the advantages of large capacity, fast construction, safety, punctuality, energy saving, non-pollution of the environment, and saving urban land. Metros are suitable for urban centres with long travel distances and high passenger demand. The underground railway requires a high level of technology, reliability and safety because most of the lines pass underground or elevated. The metro system, like the national trunk railways, is mainly composed of line network, tracks, stations, vehicles, communication signals and other equipment, which requires each department to be able to organically combine and act in concert to maximise the delivery of the task. The following are the main technical parameters.

Vehicle facilities
Train system Hangzhou Metro 1, 2, 4, 9, 16 line used in the train is a B-type car, the train for the aluminium alloy body structure, 6 grouping mode (16 line for 4 grouping). Train diameter 2.8 metres, 3.8 metres high, 120 metres long single section of the passenger capacity of the moving car for 348 people, trailer for 321 people, the whole train capacity of 2036 people, the maximum speed of up to 80 kilometres per hour. Hangzhou metro line 3, 5, 6 trains are AH-type cars, AH-type car single car length and B-type cars, 6-vehicle formation when the length of the front column is about 120 metres, the width of 3 metres, the ride in the compartment will be relatively more comfortable, but also can accommodate more passengers. Hangzhou Metro Line 7, 8, 10, 19 trains are A-type cars, the maximum operating speed of 80 to 120 km / h. A-type underground trains generally use high-strength, lightweight, large cross-section of the drum-type aluminium alloy body, 4-action, 2-trailer 6-vehicle grouping, the car width of 3 metres, the total length of about 140 metres, the maximum passenger capacity of 2,520 people.

Early market niche and the need to build
The development of urban rapid transit is a strategic decision made by Hangzhou City in accordance with the law of urban development and the development needs of productive forces, taking into account the immediate and long-term, which is not only a major event to promote the development of Hangzhou's public transport across the development of Hangzhou, but also a matter of Hangzhou's future development of the city's strategic overall situation for the creation of a new advantage in the development of the city's functions, optimise the environment of the development of Hangzhou, improve the urban taste of Hangzhou and the quality of life of the masses of the people have a significant practical significance and an important strategic impact.

The development of urban rapid transit is a "people's project" to alleviate the problem of "difficult to travel and parking" and to improve the quality of life of the people, and it is a "pilot project" to strengthen the connection between the main city and the sub-cities and to build a networked metropolis in the city area. ". Now "difficult to travel" has become the majority of people in Hangzhou, reflecting the urgent problem of great concern, become an obstacle to economic and social development and affect the people's lives of the prominent contradictions. From domestic and foreign experience and Hangzhou's actual point of view, the construction of rapid transit, constructing a "rail transit as the skeleton, regular buses as the main body, other ways to supplement" modern three-dimensional transport system, is to solve the problem of "travelling and parking difficult" is a good prescription, is Hangzhou The implementation of public transport priority strategy of the urgent and fundamental move. Moreover, the construction of rapid rail transit corridor connecting the main city and the sub-city, the main city and the group, the main city between the areas, is conducive to the construction of Hangzhou, "a main three sub-sub-six groups," the main skeleton of the city, and further optimise the city's urban spatial layout and form. The construction of the first phase of Hangzhou rail transit project will solve the connection between the three sub-cities and the main city in one go, shorten the space-time distance between the sub-cities and the main city, reduce the cost of commuting, and build a half-hour working circle and living circle between the sub-cities and the main city, which makes it easier for people to accept the sub-cities as a place of work, living, residence, shopping and recreation, and then promote the solution to the problem of "difficult housing". and thus promote the solution of the "housing difficulty" problem.

Before the metro was built, the only options for travelling were bicycles, electric cars, buses or taxi. Bicycles and electric bikes have a close range, can't cross long distances and take a long time to cost. Buses are cheap but not fast and inefficient, and there are a lot of private cars on the road that can easily get stuck in traffic, which is one of the drawbacks of taking a taxi and driving your own car. Of course, the cost of taking a taxi or driving is also very high. At that time, the infrastructure of the city was not perfect, and there were not many parking spaces, so it was very difficult to find a place to park a private car.

Therefore, the advantages of the metro are obvious, and its market is precisely for people who have the need to travel, which can greatly improve people's travelling efficiency and reduce the cost of time and travelling expenses.

Policy orientation of construction
In 1984, Hangzhou commissioned the Second Design Institute of the Ministry of Railways to plan the "Feasibility Study of Hangzhou Light Rail Transit System" with two ground-level light rails crossing through the old city of Hangzhou in the shape of a cross.

In 1986, Hangzhou Municipal Planning Bureau commissioned the Survey and Design Department of the Tunnel Engineering Bureau of the Ministry of Railways to prepare and complete the Feasibility Study Report on the Light Rail Transit around the Lake.

In 1992, Beijing Municipal Urban Construction Design and Research Institute compiled and completed the first "Pre-feasibility Study Report on Hangzhou Railway Transportation".

In February 1993, Hangzhou Municipal Planning and Design Institute completed the Planning Programme for Rapid Transit Line Network.

In November 2001, Hangzhou Rail Transit Phase I Feasibility Study was completed.

On 6th June 2002, Hangzhou Metro Group Co.

In October 2003, the General Office of the State Council issued the Notice on Strengthening the Construction Management of Urban Rapid Transit. In December of the same year, Hangzhou once again declared to the National Development and Reform Commission (NDRC) the relevant construction plan of Hangzhou Metro.

On 6 June 2005, the National Development and Reform Commission approved the "Hangzhou Railway Transport Phase I Construction Plan (2005-2010)".

On 20 June 2013, the National Development and Reform Commission (NDRC) approved the "Hangzhou Urban Rail Transit Immediate Construction Plan (2013-2019)".

On 16 September 2015, Hangzhou successfully bid to host the 2022 Asian Games.On 12 December 2016, the National Development and Reform Commission (NDRC) approved the Hangzhou Urban Rapid Transit Phase III Construction Plan (2017-2022).

Specific lines open to traffic
At 14:30 on 24th November 2012, Metro Line 1 (Xianghu Station - Wenze Road Station; Passenger Transportation Centre Station - Linping Station) was opened for trial operation.

At 9:15 on 24 November 2014, the southeast section of Metro Line 2 (Chaoyang Station - Qianjiang Road Station) was opened for trial operation.

At 9:30 on 2 February 2015, the first section of Metro Line 4 (Pangbu Station - Jinjiang Station) was opened for trial operation.

At 15:30 on 3 July 2017, the northwest section of Metro Line 2 Phase 1 (Gucui Road Station - Qianjiang Road Station) was opened for operation.

At 17:00 on 27 December 2017, the second and third phases of Metro Line 2 (Liangzhu Station - Gucui Road Station) were opened for operation, and Line 2 became the first fully opened metro line in Hangzhou.

At 15:00 on 24 June 2019, the first through section of Metro Line 5 (Liangmu Road Station - Shanxian Station) opens for operation.

At 11:00 on 30 December 2020, the first phase of Line 6 (Shuangpu Station - Qianjiang Century City Station), the Hangfu section of Line 6 (Guihua West Road Station - Xiangshan Station of the Academy of Fine Arts), and the first through section of Line 7 (Olympic Sports Center Station - Jiangdong Second Road Station) opened for operation.

At 10:30 on 28 June 2021, Metro Line 8 Phase I (Wenhai South Road Station - Xinwan Road Station) opened for operation. At 14:30 on the same day, Hanghai Intercity Railway (Yuhang High-speed Railway Station - ZJU International Campus Station) opened for operation.

At 15:00 on 17 September 2021, the northern section of Metro Line 9 Phase I (Linping Station - Longan Station), and Line 7 Olympic Sports Centre Station (not included) - Civic Centre Station opened for operation.

At 11:00 on 21 February 2022, the first section of Line 10 Phase I (Cuibai Road Station - Yisheng Road Station) opened for operation.

At 14:00 on 22 September 2022, Line 19 opened for operation.

Policy Drivers and Markets
The role of the policy is to promote the construction of metro lines, due to the rapid development of Hangzhou, the influx of foreign population, the traffic pressure will only get bigger and bigger, with reference to the Hong Kong Metro and the Shanghai Metro, the size and continuous construction of the state, Hangzhou Metro will also continue to build. Because of the nature of the Hangzhou metro, so there is no same type of transport to compete for the market, the larger the population base, the amount of travelling on the metro will also be more, the development of the Hangzhou metro market is full of potential.

Data Collection and Methodology
The life cycle can be modelled by an S-curve which is used to display data over some time. S-curves (status vs. time) allow us to determine the periods of birthing, growth, and maturity. Here, it is assumed that the data used for modelling takes on a logistic shape to seek a curve that best fits the data.

In the current context, to analyze the life cycle of Hangzhou Metro, the operated kilometers by Hangzhou Metro are considered as the status and the consequent years as time to plot the S-curve. The required data was then collected from the annual reports published by Hangzhou Rail Transit over the years from 2013 to 2022.

The life-cycle model can be represented by the following equation:

S(t) = Smax/[1+exp(-b(t-ti)]

Where:

 * S(t) is the status measure,  (Passenger-km traveled) t is time (usually in years), ti is the inflection time (year in which 1/2 Smax is achieved), Smax is saturation status level, which is the maximum passenger volume that was recorded in the data. b is a coefficient to be estimated.

Results and Interpretations
The data over the years was used to plot the S-curve and the forecasted model was obtained as follows:

 * Final Market Size (Smax) =7000（millions visits）
 * Slope (b) =0.169
 * Inflection Time (ti) =2034.2
 * R2 =0.971