text:
User talk:136.235.28.65

March 2023
Leonidlednev (discuss • contribs) 17:01, 6 March 2023 (UTC)

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

title: User talk:136.235.28.65


text:
Cookbook:Crêpes II

Ingredients

 * 500 g wheat flour, sifted
 * 1 L milk
 * 1 egg
 * 50 g melted butter
 * 1 pinch salt
 * Vegetable oil

Procedure

 * 1) Combine the egg, milk, and salt. Mix in the flour, then the melted butter to get a batter. Let batter rest for at least 30 minutes.
 * 2) Stir the batter to redistribute the ingredients.
 * 3) Regulate the temperature of a crêpe hot plate to 160°C if possible. If there is no temperature scale then you have to find out on yourself what is best suited. As a guideline, the batter still should be liquid when you finished your first circular move of spreading.
 * 4) Grease the plate with a cloth dipped in a little vegetable oil. How often you have to repeat it depends on the plate you use but as a general rule it should be before every crêpe.
 * 5) When the plate reaches temperature, ladle some batter on the plate. Quickly spread the batter across the plate with circling movements of a T-shaped batter spreader. Be careful not to rip or tear spots where the batter has already set—this takes a bit of practice. Never scrub over the surface—the move must come out of the wrist in a flowing movement, without holding the spreader too firmly.
 * 6) The sides of the batter will arch up as it cooks—flip it over to cook the other side using a large offset/icing spatula or heat resistant plastic blade with no angled handle.
 * 7) Begin garnishing the crêpe with solid fillings, if using. If you want to use something very liquid as a topping such as marmalade, juice, or alcohol, don't do this on the plate as the crêpe gets soggy, and the plate may get sticky. If you want to fold the crêpe when it's done, you should only garnish one half of the crêpe—otherwise the filling may fall down in the fold, liquid may flow out, and the crepe may become messy.
 * 8) When the bottom starts to get brown spots, remove from the hot plate. Top with any remaining fillings.
 * 9) To serve, roll it or fold it in quarters or sixths so it can be easily eaten even without cutlery. You should eat it right away if you don't want the crêpe to cool down.

Notes, tips, and variations

 * Do not use low-fat milk with under 3.5% fat, as the crepe will get too fragile and dry.
 * You can replace some or all of the salt with some vanilla sugar for a sweeter crêpe.
 * The less gas in the batter the better—try to stir in as little air as possible.
 * If the crêpe gets too crispy and dry, it is not so easy to eat it.
 * You can adjust the cooking time to make the crêpe more or less cooked, as desired.

title: Cookbook:Crêpes II


text:
User:SirUnknown2/sandbox

This is a test.

title: User:SirUnknown2/sandbox


text:
User talk:Hearc395

--SHB2000 (discuss • contribs) 09:45, 7 March 2023 (UTC)

title: User talk:Hearc395


text:
Fractals/Iterations in the complex plane/critical orbit

=Definition= Forward orbit of a critical point is called a critical orbit.

=Importance= Critical orbits are very important because every attracting periodic orbit attracts a critical point, so studying the critical orbits helps us understand the dynamics in the Fatou set.

$$z_0 = z_{cr} = 0\,$$

$$z_1 = f_c(z_0) = c\,$$

$$z_2 = f_c(z_1) = c^2 +c\,$$

$$z_3 = f_c(z_2) = (c^2 + c)^2 + c\,$$

$$... \,$$

This orbit falls into an attracting periodic cycle.

Shape
Relation between shape types and dynamics:
 * n-th arm spiral: attracting or repelling n-periodic orbit ( cycle)
 * closed curve: Siegel disc ( rotation)
 * n-th arm star = period n parabolic root

The shape of critical orbit can show the type of dynamics and the period

Level sets
Points of critical orbit ( including crirital point and fixed point = finite attractor) are on the level curves like notes on the musical staff ( dots on curves).

How to compute attracting radius (AR) to get such effect ?

=Code=

=images=
 * images of critical orbitsat commons
 * by Mike Croucher
 * Chris King
 * Kerry Mitchel: cardioid-boundary-orbits
 * Visualizing Escape Paths in the Mandelbrot Set by Anne M. Burns
 * Stefan Zenker

=lists=
 * critical orbits
 * Lori GardiThe Mandelbrot set and the fractal nature of light, the Universe, and everything by
 * The Mandelbrot Set as a Quasi-Black Hole by Lori Gardi
 * Mandelbrot Z Orbits by Stefan Bion
 * Plot the orbits from the list by Stefan Bion
 * images by Conan written in Rainbow
 * intro
 * examples
 * Mandelbrot Sequences and Orbits by Stefan Forcey
 * Moiré interferences in the map of orbits of the Mandelbrot Set by P. Alcover Published 2017

= programs= = videos=
 * Geogebra (interactive)
 * Mandelbrot Iteration Orbits by Ben Sparks
 * Mandelbrot kümesi by Hüseyin KAVAK
 * Java Script by Stefan Forcey
 * Mandelbrot Set as a Vortex Generator by Fractal Woman

=See also=
 * Spreading points on a disc

=References=


text: User talk:Lee Junqiang

title: User talk:Lee Junqiang


text: User talk:Heavy Water

title: User talk:Heavy Water


text:
User talk:64.150.4.62

March 2023
Heavy Water (discuss • contribs) 15:30, 7 March 2023 (UTC)

 * i have period@Heavy Water 64.150.4.62 (discuss) 15:33, 7 March 2023 (UTC)
 * I'm sure. It's not an excuse to vandalize the Wikimedia projects. Heavy Water (discuss • contribs) 15:34, 7 March 2023 (UTC)
 * Gale5050 furry inflation 2015 hilton 64.150.4.62 (discuss) 15:34, 7 March 2023 (UTC)

Blocked
You cannot edit for 2 days due to disruptive editing. You are welcome to contribute constructively when editing privileges are restored. You may appeal this action with a reasonable argument by adding the text below. Kittycataclysm (discuss • contribs) 19:36, 7 March 2023 (UTC)

title: User talk:64.150.4.62


text:
AI Art Generation Handbook/Stable Diffusion settings

Behind this digital canvas of Stable Diffusion, lies a palette of adjustable parameters, akin to an artist selecting brushes, paints, and techniques. These settings allow creators to fine-tune every aspect of the image generation process, from broad compositional elements to the finest details. Understanding and mastering these parameters is crucial for artists looking to harness the full potential of Stable Diffusion, enabling them to bridge the gap between imagination and image generations.

Prompt
In this case, we will be using the following prompts in ComfyUI/Others also can be used: "" We will modify each parameters to see how it changes

This is the original settings for the images

Seeds: 368039721048954

Steps: 80

CFG: 7

Sampler_name: DDIM

Scheduler: Normal

Seeds
Seed is a numerical value that serves as the starting point for the image generation process. This number is used by Stable Diffusion to generate a specific pattern of noise, which then forms the foundation for the resulting image.

The significance of seeds lies in their ability to ensure reproducibility. Every image generated by Stable Diffusion has a unique seed associated with it, acting as a sort of master key or fingerprint for that particular image. While the process may appear random  to human observers, the algorithms used for noise generation and image production are actually quite consistent given the same inputs. This means that the same seed will reliably produce the same initial noise pattern, which, when combined with other parameters like text prompts and settings, will result in a predictable output.

Anyone with knowledge of an image's seed can recreate that exact image or produce variations of it, making seeds invaluable for consistency and iteration in image generation. [1] [2] [3]

In Auto1111, value "-1" is randomly assigned seed number

CFG Scales (Classifier Free Guidance)
CFG controls how closely the generated image adheres to the given text prompt or input image. This scale acts as a balancing mechanism between strict prompt adherence and creative interpretation.

Higher CFG values (typically ranging from 8 to 30) result in images that more closely follow the input prompt, ensuring greater fidelity to the user's description. Conversely, lower values (with 1 being the minimum) grant the AI more creative freedom, potentially producing more diverse and imaginative results that may deviate from the original prompt.

The default CFG value is often set at 7, offering a good starting point that balances the system's adherence to instructions with some creative latitude. Users can adjust this value based on their specific needs, whether they prioritize prompt fidelity or desire more unexpected and creative outcomes.

In practice, finding the optimal CFG value often involves experimentation to achieve the perfect balance between their artistic vision and the AI's interpretation, ultimately producing the desired image quality and style. [4] [5] [6]

'''P.S: Take note that, higher CFG doesn't necessarily meant better art. It can lead to less diversity and potentially lower overall image quality as the AI focuses intensely on prompt adherence at the expense of other aspects.'''

Steps
Steps refer to the number of iterations the AI goes through to transform random noise into a coherent image based on the given prompt. This process, known as "de-noising," gradually refines the image from a completely random state to the final output.

The image generation always begins with random noise and ends with a fully de-noised image, regardless of the number of steps. What the step count controls is how finely this process is divided. A higher step count means the AI makes smaller, more gradual changes in each iteration, potentially leading to more refined results. But, most of the time, it is not noticeable.

It's important to note that the effectiveness of step count can vary with different samplers. Modern, fast samplers like DDIM and DPM Solver++ often produce high-quality results with fewer steps compared to older samplers like LMS.

The relationship between steps and image quality isn't always linear. Too few steps may result in underdeveloped images, while too many steps can lead to unnecessary details or duplications, especially with simpler prompts or styles. [7] [8] [9]

P.S: Take note that lower the Steps is, the faster the image generations. But it doesn't translate well to image aesthetic with lower steps.(With exception of some AI Model like Stable Cascade which are able to generate images in as low as 20 steps)

"Big 5" Sampler
Samplers in Stable Diffusion are algorithms that control how the AI denoise and refines an image during generation. This denoising process is called sampling because as Stable Diffusion generates a new sample image in each step. The method used in sampling is called the sampler or sampling method.

Different samplers offer various trade-offs between speed, quality, and control.

Here are some of the types of sampler used in Stable Diffusion (as of Jan 2023):

We focus on the " Big 5 " of the Samplers that are usually used by new beginners as they produces same results

Note: All of the samplers are generated with Seeds 368039721048954, CFG 7 and Steps 80 for consistency

Euler :

 * Euler is often the default sampler in many Stable Diffusion interfaces.
 * It offers a good balance of speed and quality, making it suitable for a wide range of applications.
 * Euler A tends to produce significantly different images as sampling steps increase.

Heun:

 * Heun is based on second-order method, which means it's generally more accurate than first-order methods inlike the basic Euler method. It is basically like the method's is taking a quick look ahead and adjusting your prediction based on what they see. This extra step often results in more accurate predictions, especially when dealing with changing conditions
 * This method is named after the Heun's method, which is a numerical method used to solve ordinary differential equations.

DPM2:

 * DPM2 is designed to generate high-quality samples in fewer steps
 * The DPM name stands for "Diffusion Probabilistic Models" and this sampler is based on the paper by researchers at Tsinghua University, Beijing for paper :  DPM-Solver: A Fast ODE Solver for Diffusion Probabilistic Model Sampling in Around 10 Steps

LMS :

 * LMS uses information from several previous steps to calculate the next step, unlike single-step methods like Euler, thus it will an produce noise artifacts at lower step counts but stabilizes at higher steps.
 * The name LMS comes from Linear Multistep methods are a class of numerical methods used for solving ordinary differential equations. They've been used in various fields of science and engineering before being adapted for use in diffusion models.

DDIM (Denoising Diffusion Implicit Models):
 * DDIM allows faster sampling by allowing larger step sizes without significantly compromising image quality. DDIM typically produces high-quality images even at lower step counts compared to other samplers.
 * Usually the result is quite similiar to Euler

 * The DDIM name stands for "Denoising Diffusion Implicit Models", is introduced in the paper by the Stanford Researcher : Denoising Diffusion Implicit Models "

LCM

 * LCM aims to generate high-quality images in significantly fewer steps than traditional diffusion models by leveraging a novel consistency-based sampling approach.
 * Instead of gradually denoising an image, LCM uses a consistency model to directly predict the final output.
 * Based on the sample tests, only narrow ranges of CFG are "usable" for normal AI art generation (CFG 3 - CFG7) meanwhile higher CFG shows the images is more to psychedelic art styles.
 * Due to this, it trades some fine detail and photorealism for fast* generation speed, in relative to Big 5 samplers
 * Each steps will produced wildly different cartoony image results [See sample image below]
 * The name LCM stands for Latent Consistency Models, it was introduced in the paper " Latent Consistency Models: Synthesizing High-Resolution Images with Few-Step Inference " by Tsinghua University Researchers.

UniPC

 * UniPC adaptively adjusts the balance between prediction and correction steps in a unified manner to accelerate the sampling process of diffusion models (within it's recommended parameter range). It also employs a dynamic weighting strategy to optimize the sampling trajectory.
 * Based on tests, if the steps count becoming higher (>60), the image results will appeared to be more bias to abstract art form. [See sample image below]
 * UniPC, stands for Unified Predictor-Corrector is introduced in the paper " UniPC: A Unified Predictor-Corrector Framework for Fast Sampling of Diffusion Models " by researchers in Tsinghua university

DPM Variant
When choosing a sampler, consider the following factors:
 * DPM++ SDE Karras uses stochastic sampling, resulting in large variations between generated images.
 * DPM++ 2M Karras is known for producing high-quality, detailed images, making it ideal for complex scenes or portraits.

 * For High Detail: DPM++ 2M or LMS Karras are excellent choices for intricate details in portraits or landscapes.
 * For Speed: Euler A or DPM Adaptive offer faster processing times.
 * For Control: DDIM provides a more hands-on approach to image outcome.

It's important to note that the effectiveness of samplers can vary depending on the number of steps used. Some samplers, like Euler A and DPM2 A, show significant changes as step count increases, while others like LMS tend to stabilize after a certain point.

The choice of sampler should be based on the specific requirements of your project, balancing factors such as image quality, generation speed, and the level of control needed over the output. Experimentation with different samplers and step counts can help in finding the optimal settings for your particular use case.

Ancestral sampling
Ancestral sampling technique introduces a degree of randomness or "ancestral noise" at each step of the denoising process. While ancestral methods add randomness, they do so in a structured way that often leads to similar overall compositions in the generated images.

Since, this is the early stage of sampler method, all of the ancestral method are not producing good aesthetic images even at high steps ~200 (but if you aim to produce "potato camera quality" photos, you can use them)

Schedulers
Scheduler in Stable Diffusion controls how the noise is added and removed during the image generation process. It's an important component that can significantly affect the quality and characteristics of the generated images.

Using DDIM Sampler method as control, we try different scheduler to see its effect on image generations.

Note 1: Normal, UGM Uniform and Simple did not show any differences between these generated images.

Note 2: Although DDIM Uniform scheduler shares the same name as the sampler DDIM, it makes the background image worse based on this sampling test.


text:
Cookbook:Pastafrola

Pastafrola is a kind of pie or tart popular in Argentina, Uruguay, and Greece. It is made of shortcrust pastry dough with a filling, topped with a lattice crust.

title: Cookbook:Pastafrola


text: User talk:99.209.41.18

title: User talk:99.209.41.18


text:
The Future of Leadership/Introduction

The Future of Leadership: A Class at Idaho State University
From January through March of 2023, a class of 32 undergraduate and graduate students and members of the Pocatello community participated in an experimental course in the Master's of Business Administration program at Idaho State University. Entitled "The Future of Leadership," the course was built around a visit to Pocatello and masterclass presented by Dr. Anthony Klotz, who predicted and coined the term "The Great Resignation" in May 2021. During his visit, Dr. Klotz also gave a presentation to the Pocatello community and shared his insights on ISU's Bengal Business Radio Show with Dr. Shane Hunt.

In preparation for Dr. Klotz's visit and masterclass, the instructor of this course, Dr. Alex Bolinger, led participants through an overview of many of the hottest topics in the future of work: "quiet quitting," leading boomerang employees, navigating the challenges and opportunities created by the emergence of artificial intelligence, and retaining and engaging employees in the midst and aftermath of the Great Resignation. For the class's final assignment, students worked together to write this Wikibook, The Future of Leadership. The students in the class worked in small groups and each wrote chapters that discussed the previously described hot topics in the future of work, as well as tackling ongoing questions such as the efficacy of moving to a 32-hour workweek, managing hybrid teams, and negotiating pay equity in a market where job seekers appear to have the upper hand.

The challenge of writing a book about the future of work at a particular moment in time is that its content risks becoming dated relatively quickly. Our class's goal in writing a Wikibook about the Future of Leadership is that the format is dynamic and open to update as circumstances and information changes. We commend this book to you as a starting point for learning more about key considerations in The Future of Leadership.

title: The Future of Leadership/Introduction


text:
Infrastructure Past, Present, and Future Casebook/Automatic Dependent Surveillance-Broadcast (ADS-B)

This casebook is a case study on Automatic Dependent Surveillance-Broadcast (ADS-B) by Vinny Gaskin and Ian Bednarek as part of the Infrastructure Past, Present and Future: GOVT 490-003 (Synthesis Seminar for Policy & Government) / CEIE 499-002 (Special Topics in Civil Engineering) Spring 2023 course at George Mason University's Schar School of Policy and Government and the Volgenau School of Engineering Sid and Reva Dewberry Department of Civil, Environmental, and Infrastructure Engineering. Modeled after the Shinkansen High Speed Rail Casebook. Under the instruction of Professor Jonathan Gifford.

Summary
Automatic Dependent Surveillance-Broadcast (ADS-B) is an advanced piece of technology that combines an aircraft's positioning source, aircraft avionics, and a ground infrastructure to create an accurate surveillance interface between the aircraft and air traffic control (ATC). ADS-B allows for air-to-air and air-to-ground communication, which enables a one-way contact between pilots and ATC, as well as pilot to pilot. ADS-B is a performance-based surveillance technology that is more precise than radar and consists of two different services: ADS-B Out and ADS-B In. ADS-B Out allows for aircrafts to relay information such as their identification, current altitude, positioning, and velocity, to other vehicles and air traffic control centers. ADS-B In provides aircraft with the ability to receive this information.

ADS-B is 'automatic' because it doesn't require input from any pilot or other external interrogation. It is 'dependent' because it relies on the accuracy of an aircraft's navigation system with factors of positioning and velocity data. The 'surveillance' of ADS-B is aircraft position, altitude, velocity, and other data that is provided to the facilities that require this data. Lastly, the 'broadcast' part of the name refers to the information being broadcasted, every half-second at 1090MHz, to be monitored appropriately by the designated ATC ground stations and other aircraft.

As of April 2023, ADS-B is required when flying in Class B and C airspaces in the United States. There are five different classes of airspaces in aviation, these classes are separated by their elevation and proximity to prominent airports. Class A airspaces refer to anywhere between 18,000 and 60,000 feet above sea level. Class B airspaces go from sea level to 10,000 feet high when in the vicinity of an airport with heavy traffic. Class C airspaces are similar to Class B, but they only extend from sea level to 4,000 feet above the surface when close to a busy airport. Class D airspaces surround less crowded, smaller airports from sea level to 2,500 feet above ground. Class E airspaces are controlled and are around federal airways or other important approach paths. A pilot would need prior permission from Air Traffic Control Towers before operating in Class A and B airspaces. In Class C and D airspaces they would need an established two-way communication with the Air Traffic Control Towers.

Timeline of Events
1990 - The Aircraft Owners and Pilots Association (AOPA) embraced "Global Positioning System" (GPS) technology.

March 2003 - A presentation of ADS-B's abilities was delivered to the Civil Air Patrol (CAP) by the AOPA. These demonstrations were done to inspire a possible integration of the technology into CAP activities.

2006 - Sweden began installing its nationwide ADS-B network using 12 ground stations. Finished installations in 2007.

2007 - The Federal Aviation Administration (FAA) started to implement ADS-B infrastructure and mandatory aircraft equipage.

December 2008 - The FAA administrator granted permission for the installation of the first fully functional ADS-B system in the United States. The installation happened at a location in southern Florida.

2009 - Canada joins other countries in the advancement of aviation technology by commissioning operational use of ADS-B to provide coverage of the areas that formerly lacked it.

May 2010 - The FAA published a rule that by January 1, 2020, all aircraft owners must equip their vehicles with ADS-B Out systems when flying in Class A, B, C airspaces and in Class E airspaces when flying higher than 2500 feet above ground level. This mandate became effective on August 2010.

June 2012 - Chevron Corporation and FreeFlight Systems were awarded a Supplemental Type Certificate (STC) by the FAA for equipping a Gulf of Mexico (GOMEX) helicopter with ADS-B. This is special as the Gulf of Mexico is a crowded area with intense traffic as thousands of flights taking place every day.

September/October 2019 - The FAA successfully reached its final milestone in ADS-B implementation. The final two airports, both located in Ohio, received ADS-B and became functional during September 2019. This was monumental as all airports were equipped with ADS-B and it became operation all across the country before the due date of January 1st, 2020 all while staying within budget.

April 2023/Present Day - In the United States, ADS-B is currently required in all aircrafts when flying over the 48 connected states when operating above Flight Level (FL) 100, or 10,000 feet above the ground. When flying at FL 100 or below this altitude ADS-B is still required only when operating in class B or C airspace, or when flying within 12 miles (nautical miles) of the coastline of the Gulf of Mexico while flying over 3000 feet above sea level. These requirements change for Alaska, Hawaii, Puerto Rico, and the other United States territories, as they have their own unique regulations.

Narrative
In 2012 a researcher made the claim that ADS-B technology had no defense mechanism against “spoofing” or the sending of faulty messages by identifying, this risk was due to the fact that ADS-B’s data was neither authenticated or encrypted. The lack of encryption throughout the messages delivered by ADS-B makes them able to be read by anybody, which poses a security risk. The FAA responded to these concerns by stating that they were currently being dealt with but could not disclose the methods of how these issues were being dealt with as the methods they were employing were classified.

Aircraft that are equipped with only a transponder, or with no transponder at all will not appear on the radar of ADS-B. This means that pilots who become overconfident or over-reliant in the capabilities of ADS-B may not be able to identify aircraft that lack the technology to appear on their radars, which is a great safety to both pilots and aircraft involved.

Another system that is frequently used by aircrafts in the United States and other countries across the world is FLARM. FLARM is a combination of the words flight and alarm and is used on most glider aircraft, which poses a problem as FLARM technology is not compatible with ADS-B.

There was also controversy regarding the ADS-B mandate which required implementation of ADS-B on all aircraft by January 1, 2020. Many pilots were outraged as they were forced to equip their vehicles with technology as expensive as ADS-B is. Many pilots anticipated that the FAA would rescind the mandate in hopes that they would not be forced to outfit their own vehicles with ADS-B. This mandate made some pilots claim that ADS-B was an unnecessary addition that drive many casual pilots away from the aviation industry.

Key Organizations and Institutions
Key organizations and institutions involved with the development of ADS-B technology include: Federal Aviation Administration (FAA):

Transportation agency in the United States that became a part of the Department of Transportation in 1967. The FAA regulates U.S. commercial space transportation, and all civil aviation within the United States and surrounding waters to promote safety. The FAA also develop and operate air traffic control and navigation systems for civil and military aircraft.

National Business Aviation Association (NBAA):

Leading organization for companies that rely on general aviation aircraft to help make their businesses more efficient, productive and successful. The NBAA supports efforts to modernize the United States' airspace, such as the equipage of satellite-based ADS-B capabilities for monitoring aircraft in the skies and on the ground.

American Owners and Pilots Association (AOPA):

The American Owners and Pilots Association, incorporated in 1939, is a not-for-profit organization that is dedicated to general aviation. The AOPA supports the concept of ADS-B and knows the importance of near-universal participation. However, the AOPA has contributed its input on the FAA's implementation strategy. The AOPA suggested different technical changes that can make the ADS-B systems more affordable, and has also suggested that aircraft should be allowed to remove their transponders due to the transitions from radar and transponders to ADS-B.

Cargo Airline Association (CAA):

The Cargo Airline Association, originally founded as the Air Freight Forwarders Association, is an organization that represents air freight forwarders (indirect air carriers) and five all-cargo airline members of the cargo industry. When word got out that the FAA may delay oceanic Air Traffic Control operations of space-based ADS-B by 6 to 7 years (from 2022 to 2028/2029), the CAA joined the interested aviation stakeholders in a letter to FAA Administrator, Steve Dickson. Contents of this letter presented the stakeholders' urge for the leadership to ensure that every necessary step to implement the space-based ADS-B in the United States oceanic airspace was taken, in order to meet the original start date as close as possible.

Embry-Riddle Aeronautical University (ERAU):

Embry-Riddle Aeronautical University is the world's largest, fully accredited university specializing in aviation and aerospace. In May of 2003 Embry-Riddle Aeronautical University began using ADS-B on its main two campuses, in Arizona and Florida, as safety reassurance. In 2006 ERAU became the first aircraft to combine ADS-B with a glass cockpit.

University of North Dakota:

The University of North Dakota is one of the most comprehensive aerospace universities in the world. In 2006 an aerospace researcher from the John D. Odegard School of Aerospace Sciences at UND received a $300,000 grant from the FAA to research ADS-B technology. The university's aircrafts have since been equipped with ADS-B packages.

Funding & Financing
It is difficult to pinpoint the exact cost on how expensive it is to install ADS-B in the present day, as there are many variables that go into this cost. Some of the variables that determine the price of ADS-B include, type of equipment being installed, the certification process, and the cost of labor that it would take to install it. A group of pilots from a 2019 thread claim that the cost that they paid to install ADS-B into their own aircrafts ranges anywhere from $1000 to $7000.

The lead funding agency for ADS-B is the FAA. ADS-B is purchased either in bulk by organizations such as the FAA or by individual pilots for their own personal usage.

In April 2011, an equipping fund for general aviation aircraft was permitted through US federal legislation via House Bill for FAA reauthorization

A 2016 article claims that to meet the FAA's requirements the minimum cost for ADS-B installation would cost pilots around $4000 to $6000 and more complex systems will be even more pricey.

In 2020, a Texas-based Aerospace company named FreeFlight Systems made the claim that they will deliver ADS-B systems that meet FAA requirements while costing no more than $2,000.

Garmin and other GPS-enabled technology companies currently have ADS-B and transponder systems for sale on their websites. The least expensive system that included both ADS-in and ADS-out came out to be around $2,500. This is a good estimate on how pricey a fully operational ADS-B system would be in today's market.

Institutional Arrangements
Exemption 12555: Navigation Accuracy Category for Position and Navigation Integrity Category Exemption

 * "does not exempt the requirement for compliant ADS-B Out equipment to be installed and operational on aircraft flying in ADS-B rule airspace.
 * does allow for the extended use of an older type of GPS navigation receiver already installed in some aircraft. All other ADS-B Out equipment requirements must still be met and operational.
 * was granted because multi-frequency/multi-constellation GPS navigation receivers suitable for transport category aircraft that meet the ADS-B Out Rule requirements were not available for purchase or installation in sufficient quantities until closer to 2020.
 * imposes certain conditions, limitations and additional pre-flight responsibilities on the operators."

ADS-B Support Pilot Program: FAA-proposed program that allows for airports to receive AIP grant money to supplement other FAA funding sources for ADS-B ground equipment.

May 2010 - the FAA issued a final rule prescribing equipage requirements and performance standards for ADS-B Out avionics on aircraft operating in certain airspace after January 1, 2020.

2019 - Operators were required to confirm that a planned route of flight would comply with the ADS-B performance requirements.

Lessons Learned/Takeaways
Ostrom's Infrastructure Performance Criteria:

Efficiency: ADS-B is an incredibly efficient piece of technology that has revolutionized the aviation industry for the better. ADS-B improves the flow of air traffic with more efficient spacing and optimized routing to get pilots to their destinations efficiently, no matter what environmental conditions are thrown their way. This optimized routing leads to shorter flight times which benefits the environment by reducing fuel usage and pollution as well as saving time for the pilots and passengers. ADS-B systems provide air traffic control with updated information on their whereabouts nearly every second, which is far more efficient than the average radar that updates every 5 to 12 seconds. These constant updates allow pilots to identify threats quickly and react accordingly which leads to increased safety during a flight. It is not a perfect system though as a lack of encryption and authentication can make it suspectable to being hacked quite easily by someone with bad intent.

Fiscal Equivalence: Installing ADS-B equipment can cost pilots anywhere from $1000 to $7000 depending on a few variables. There is a lot to consider when deciding if the installation of ADS-B is a fiscally equivalent process or not. It is a one-time purchase that brings great benefit to pilots and gives them access to most airspaces, but it may not be worth it for some pilots that do not fly often or only operate in unclassified airspaces.

Redistribution: ADS-B does not contribute in terms of redistributing wealth as it only affects a specific group of people. ADS-B only directly influences pilots and those who are wealthy enough to take flights frequently. The cost to install ADS-B can be quite a burden on pilots as well, this means casual aircraft fliers may be disadvantaged if they cannot afford to equip the technology required. Rather than taking from the rich and giving back to the poor, ADS-B seems to take from the middle-class citizens and give it back to the rich. In less general terms ADS-B, specifically the 2020 mandate, benefitted the FAA and ATC and it was a detriment to individual pilots.

Accountability: When potential security risks were brought up to the FAA, they responded to these concerns by stating that they were currently being dealt with but could not disclose the methods of how these issues were being dealt with as the methods they were employing were classified. This shows questionable accountability because if the public does not know how you are dealing with these security issues there is no way to know that they are being dealt with at all.

Adaptability: ADS-B is still relatively new, so it is hard to say how adaptable it truly is. The technology has not evolved or had many changes made to it since its inception, it still accomplishes the same goals it did in the early 2000s. Also, there was little substantial news about ADS-B from 2010 to the present day aside from its implementation and the regulations made detailing when ADS-B use is required.

Overall, as the 2020 mandate hit and ADS-B is now required when operating in most airspaces the technology is something that pilots all over the country have to become accustomed to. This new system propelled the United States aviation industry forward to a modern satellite-based system which comes with a multitude of benefits when flying. Optimized routing, improved safety, reduced pollution, and increased airspace capacity to name a few of the benefits. It does not come without its controversies though, such as potential security risks, anger from pilots over the 2020 mandate, and the expensive nature of ADS-B installation for casual pilots. Generally speaking, the pros seem to far outweigh the cons and ADS-B is the technological breakthrough the aviation industry needed to make the transfer over into the modern world.

Discussion Questions
Could you see ADS-B, or technology with similar features and functions, being used in other infrastructure aside from aircrafts in the future?

Do you think ADS-B implementation should be a universal requirement?

Do you agree with the FAA's decision to mandate ADS-B for all aircraft?

What is next for the aviation industry now that ADS-B has been fully implemented?


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Cookbook:Pie and Tart Pans

Pie and tart pans and dishes are a class of bakeware used to bake pies and tarts. They may be made of metal, ceramic, or glass/pyrex.

Shape
Pie and tart pans come in a variety of shapes and sizes. The most common shape for both is round/circular, but other specialty shapes exist as well. The sides can be straight or sloped, and they may be either smooth or fluted. In general, tart pans are shallower than pie pans, although there is a certain amount of overlap.

Some pans have a removable bottom to facilitate the unmolding of the shell or finished tart.

Tart rings are short, bottomless rings that can be used to shape and cook tarts. Because they have no base, they must be placed on a baking sheet; however, they make unmolding the finished tart very simple.

Material

 * Metal Pans: Often made of aluminum or steel, metal pans are known for their heat conductivity, which helps in browning the crust.

 * Glass Pans: These pans offer the advantage of visibility, allowing bakers to monitor the crust's browning.

 * Ceramic Pans: These aesthetically pleasing pans provide even heat distribution and can go straight from oven to table.

 * Disposable Pans: Usually made of aluminum foil, they are a convenient, no-clean-up option.

Care and maintenance

 * 1) Metal Pans: Avoid using metal utensils to prevent scratching. Hand wash to maintain the non-stick surface.
 * 2) Glass and Ceramic Pans: Handle with care to avoid chipping or cracking. Most are dishwasher safe.
 * 3) Disposable Pans: Use and dispose; they're not meant for reuse.

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Infrastructure Past, Present, and Future Casebook/GPS: Global Positioning System

This casebook is a case study on Global Positioning Systems (GPS) by Andrew Shibley and Sean Thiltgen as part of the Infrastructure Past, Present and Future: CEIE 499-002 Spring 2023 course at George Mason University 's Schar School of Policy and Government and the Volgenau School of Engineering Sid and Reva Dewberry Department of Civil, Environmental, and Infrastructure Engineering. Modeled after the Transportation Systems Casebook. Under the instruction of Prof. Jonathan Gifford.

Summary
Global Positioning Systems, better known as GPS, is a United States owned utility and technology that has changed infrastructure as we know it. Overall, GPS provides users with positioning, navigating, and timing (PNT) services. The system consists of three different segments. These are: the Space Segment, the Control Segment, and the User Segment. The United States Space Force controls and maintains both the Space and Control Segments.

The Space Segment consists of multiple satellites that transmit data to users. The US space force has been operating 31 satellites for over ten years now. The satellites in the “GPS constellation” as it is called, are arranged into six equally-spaced planes surrounding the Earth. Each plane contains four spaces that are occupied by satellites. This arrangement ensures that users can view at least four satellites from almost any point on the planet. The Space Force normally flies more than 24 GPS satellites whenever the satellites in each plane are repaired or decommissioned. Usually, these extra satellites improve GPS performance.

The Control Segment consists of a network of facilities around the globe that track the GPS satellites, monitor their transmissions, perform analyses, and send commands to the GPS constellation. The current Operational Control Segment (OCS) is comprised of a master control station, a secondary master control station, eleven antennas used for commands, and sixteen monitoring sites. The locations of these facilities can be seen in the Maps of locations and diagrams section of this casebook.

The User Segment, as the name implies, revolves around the user of GPS. Much like the Internet, railways, or highways, GPS is an essential element of global infrastructure. The innovation of GPS has directly led to the development of hundreds of applications affecting every aspect of life today. GPS technology is now in everything from cell phones to cars, airplanes, and ATM's. GPS is also critical to U.S. national security, and its applications are integrated in almost every aspect of U.S. military operations. Nearly all new military technologies integrate GPS.

Public Actors

 * National Executive Committee for Space-Based Position, Navigation, and Timing: Executive Level Advisory Committee that provides guidance to its underlined member agencies and organizations.
 * Under this Committee the following US government organizations and agencies operate, manage, and/or use US-owned GPS systems.

 * US Department of Defense - The DoD is the main operating agency for US GPS Systems and acquires, contracts, sustains, and secures its satellites, control segments, and military use equipment.

 * US Department of Transportation - Operates the Wide Area Augmentation System (WAAS) which provides augmented navigation information for aircraft in the United States. DoT also serves as the lead civilian agency on GPS-related issues.

 * US Department of State - Coordinates US foreign policy objectives regarding GPS and leads US delegations to international events, organizations, and committees which handle GPS spectrum allocations and discussions.

 * US Department of the Interior - Uses GPS for a wide variety of government activities, including: surveying; geographical information systems; and land management.

 * US Department of Agriculture - Conducts research for applications of GPS in agriculture alongside integrating GPS technology in cartography and fire suppression/protection plans.

 * US Department of Commerce - Manages and operates the Continuously Operating Reference Stations (CORS) network in the United States, as well as co-managing the radio spectrum used by GPS with the FCC.

 * US Department of Energy - Utilizes GPS systems to synchronize, and manage the US Electric Grid including detecting and managing relay stations and fault protection systems.

 * US Department of Homeland Security - Reports on and maintains databases covering domestic and international disuse and interference to civil GPS usage. Provides civil GPS support through the Coast Guards Navigational Center (NAVCEN) and the Civil GPS Service Interface Committee (CGSIC).

 * US Joint Chiefs of Staff - Oversees and validates requirements for the modernization of current and future GPS Systems under the GPS III project.

 * National Aeronautics and Space Administration - Operates both the Global Differential GPS System and reference stations for the International GNSS Service. NASA also provides research on new technology for space-borne GPS systems and new uses for aging satellites.

Private Actors

 * Lockheed Martin - Since 1997 Lockheed Martin has been the main manufacturer of US GPS Satellites, and continues to be the main private company tasked with the continued production and modernization of the space-borne fleet.
 * TomTom - A Dutch GPS receiver manufacturing company and one of the first to offer commercial civilian GPS receivers in the form of SatNav.
 * Raytheon - Raytheon was awarded the Next Generation GPS Operational Control System (OCX) contract, which aims to work in conjunction with Block III modernization in offering better more robust control systems.

Early Stages
1960’s: The origin of GPS starts in the Sputnik era when scientists were able to track the satellite with shifts in its radio signal. The United States Navy started conducting satellite navigation experiments to track US submarines carrying nuclear missiles. Submarines were able to see the satellite changes and find the submarine's location within minutes.

Post 1960: The Advanced Research Projects Agency (ARPA) used the principle from the Sputnik era to develop “Transit”. This was the world's first global satellite navigation system. The first satellite was capable of providing navigation to military as well as commercial users. By 1968 thirty-six satellites were fully operational. Transit is known for improving the accuracy of maps by nearly two orders of magnitude. This helped to increase the acceptance and overall need of satellite navigation.

Early 1970s: Using previous ideas from Navy scientists, the Department of Defense started to use satellites to support their proposed navigation system. They then created this navigation system and launched the first “Navigation System with Timing and Ranging” (NAVSTAR) satellite in 1978. The satellite system would become fully operational in 1993.

1972: Colonel Bradford Parkinson of the Air Force was tasked with overseeing the satellite navigation program. Parkinson led a team in creating a concept that took the best parts of TRANSIT. This system proposal received Defense Department approval in December of 1973 for a 1-way system of 24 satellites.

1974: This approach began when the Air Force started development of the first of a series of Navstar satellites, the ground control system, and various types of military user equipment.

Making Progress
1978: The first “Block I developmental Navstar/GPS” satellite launched. Three more were launched at the end of this same year.

1980: Additional GPS Block I demonstration satellites were launched.

1983: Ronald Reagan authorized the use of Navstar, now known as GPS, for commercial airlines in an attempt to improve navigation and safety for air travel.

Road Towards Civilian Use
1984-1989:  Authorization was given to provide free access of GPS data to industries that were not the U.S. military. This became the first step towards civilian usage.

By 1989, commercially available handheld GPS devices would hit the market.

Throughout the 90s, GPS technology continued to improve. 1999: GPS technology appeared for the first time in a cellphone when Benefon released Benefon Esc!. This was a phone that had GPS that would pave the way for more. During this time, Global Positioning Technology also began to show up in automobiles.

2000: The government approves plans to add three additional GPS signals for non-military use. As a result, GPS signals became 10 times more accurate for civilians. During this time the price for GPS receiver chips dropped from $3,000 to $1.50.

Present Day
2005: By this time GPS satellites included five different configurations with different capabilities.

2018: The first GPS III satellite was launched at SpaceX falcon 9.

2019: The second satellite was launched.

2020: The third and fourth satellites were launched.

The remaining six satellites are scheduled to be launched in 2023.

Funding and Financing
GPS is owned and operated by the United States government and is primarily funded by the US Department of Defense (DoD). After the development of GPS began in the 1970s it was initially funded by the US military for use in their operations. However, as the system quickly proved to have multiple civilian applications which included navigation, surveying, mapping, and timing, the US government started to fund the system's expansion for civilian use.

In the early days of GPS, around 1983, President Ronald Reagan issued a directive that made GPS freely available for civilian use. This led to increased demand for GPS devices and services, which, in turn, created revenue for private companies that developed and sold GPS products.

Today, the US government continues to fund the GPS system's maintenance and upgrades. This can be very expensive. In 2019, the DoD budgeted $1.4 billion for GPS operations, including $837 million for satellite procurement and $482 million for ground control. In addition, congress provided about $22 billion to fund the GPS program in the 2022 fiscal year.

According to the official US government GPS webpage, the rest of the money to fund GPS actually comes from taxpayer dollars. The money is then budgeted through the Department of defense. In addition, per section 5 of the Memorandum on Space Policy Directive 7, the Department of Transportation is responsible for funding civil signal performance monitoring and overall any civil capabilities involving GPS. In other words: non-military application. In addition to the government's funding, private companies also invest in GPS technology. These companies typically focus on developing GPS enabled devices and applications. Such devices include: smartphones, fitness trackers, and vehicle navigation devices. Some of the major companies that help finance and develop GPS technology include Garmin, TomTom, and Apple.

The US government also partners with other countries to finance and develop GPS technology. The European Union, using the same technology as the US, has developed its own satellite navigation system, called Galileo, which is designed to be compatible with GPS. In 2004, the US and the EU signed an agreement establishing this cooperation. The European Union has invested over $14 billion in the Galileo program and continues to fund its development and operation.

Overall, the US government primarily funds and operates the GPS system through money earned from taxpayer dollars. However, private companies also contribute to its development and use. The government's investment in GPS technology has generated significant profit for private companies and has led to numerous civilian applications using the system. In addition, partnerships with other countries have helped to expand and improve GPS technology, making it a great tool for navigation, surveying, and mapping.

Institutional Arrangements
The Global Positioning System is owned by the United States government and operated by the United States Space Force. The arrangements involved with GPS are quite complicated and involve a number of different entities and institutions.

At the highest level, GPS is governed and overseen by the United States government, specifically the National Space-Based Positioning, Navigation, and Timing (PNT) Executive Committee. The Executive Committee was established by presidential directive and coordinates GPS related matters across multiple federal agencies. The committee is chaired by the Deputy Secretary of Defense and includes representatives from a number of government agencies, including the Department of Commerce, the Department of Homeland Security, the Department of Transportation, and NASA. The Executive Committee is responsible for setting policy and providing guidance for the GPS program. As stated before, the regular operation of the GPS system is carried out by the United States Space Force, a branch of the US military responsible for space operations. The Space Force operates a number of different satellite systems, including the GPS constellation, which is made up of more than two dozen satellites in orbit around the Earth. The Space Force is responsible for maintaining and upgrading the GPS system, as well as ensuring its security, stability, and durability.

In addition to the government, there are a number of private companies that provide services related to GPS. These include manufacturers of GPS devices and software, as well as companies that use GPS data to provide location services used in navigation. For example, in 2018, Apple worked with the Department of Defense to test a new GPS signal that would provide more accurate location data for iPhones. These companies are regulated by the Federal Communications Commission (FCC)

One of the most important institutions involved with GPS is the International GNSS Service (IGS). The IGS is an international network of more than two hundred organizations that provide GPS and other Global Navigation data to support scientific research. The IGS collects data from a number of different sources and uses this data to create accurate positioning information that can be used for earthquake monitoring, climate research, and other purposes.

Another important arrangement involving GPS is the Federal Radionavigation Plan (FRP). The FRP is a document that outlines the United States government's policies and plans for radionavigation systems, which include GPS. The FRP is updated regularly when changes happen with technology and policy. The FRP also can be used as a guide for government agencies and private companies involved with GPS.

There are also a few international agreements that oversee the use of GPS. These include agreements between the United States and other countries in regard to the use of GPS for military and civilian purposes. These also include agreements between the United States and international organizations such as the International Civil Aviation Organization (ICAO) and the International Maritime Organization (IMO).

The institutional arrangements involved with GPS are complex and involve a number of different government agencies, private companies, and international organizations. These arrangements are designed to make sure GPS is as effective as possible and to promote the use of GPS for research and a wide range of applications.

Maps of Locations and Diagrams
This is an imagining of the GPS constellation.

Public Availability and Policy
Originally, when GPS was first created the main two frequency bands were split between public access and a private government use frequency creating the "Selective Availability" system. As the public began to rely more and more on GPS for everyday navigation and positioning the lower civilian band began to show its limitations. With accuracy ranging from a minimum of 3.5 meters to upwards of 15 the US government recognized the importance of GPS in everyday civilian life. Following this recognition in 1996 GPS was classified as a national asset and important infrastructure, thus giving the public access to both the upper and lower L bands, improving accuracy up to 3.5 meters and providing the public with access to a signal that was non-degraded due to atmospheric interference. Following the discontinuation of the "Selective Availability" system in 2000, the cost of commercially available receivers dropped considerably, allowing for an even wider public access to GPS positioning. As a consequence current Block I and Block II GPS satellites were unable to meet the demand of users, thus necessitating the Block III modernization project.

Technical Issues

 * GPS systems rely on "line-of-sight" between the receiver and at minimum 4 satellites overhead in orbit. As this line-of-sight decays, due to inclement weather or the receiver being blocked in buildings with high amounts of internal copper wiring. Due to high amounts of interference the accuracy of data being received by the receiver becomes highly inaccurate giving a high margin of error to position data.
 * During the 1990's this issue was not as prevalent as the modern day, with many modern buildings having more dense and expansive wiring throughout. Some solutions to this issue of inaccuracy position or outright position data not working in buildings is through supplementing satellite based position data with information that can be gathered by Wifi or Cellular signals. This helps to bypass the main constraint of GPS which requires it to be "in view" of the reciever. Companies such as Apple and Google have begun to implement this system to provide greater accuracy when near objects, or in buildings, that could otherwise block the signals coming off of GPS satellites.
 * During the 1990's this issue was not as prevalent as the modern day, with many modern buildings having more dense and expansive wiring throughout. Some solutions to this issue of inaccuracy position or outright position data not working in buildings is through supplementing satellite based position data with information that can be gathered by Wifi or Cellular signals. This helps to bypass the main constraint of GPS which requires it to be "in view" of the reciever. Companies such as Apple and Google have begun to implement this system to provide greater accuracy when near objects, or in buildings, that could otherwise block the signals coming off of GPS satellites.

Potential Vulnerabilities and Future Issues

 * GPS is uniquely vulnerable for several reasons and has specific systems that are able to be disrupted in both sophisticated and unsophisticated ways which has presented issues in its use. One such vulnerability to the GPS system is the US energy grid’s reliance on GPS timing for use in relays as well as maintaining the phase timing across changing electrical systems. According to the US Department of Energy disruption of these systems has the potential to cause small scale black outs or disruptions to the United States power grid. Disruptions such as this have been minor, although have the potential to increase given wave-length crowding in Low Earth and Medium Earth Orbit.

 * Several International Conferences have carved out space on the electromagnetic spectrum in the L1, L2 and L5 bands, which has allowed for GPS to remain largely noise free since its creation. Since the late 1990s more and more nations have begun to create their own satellite programs, as well as competing GPS systems. GLONASS and BeiDou are examples of both Russian and Chinese satellites systems that directly compete for commercial end-user use on the ground. These efforts alongside the increase in commercial and civilian satellite programs has caused issues of wave-length crowding in low earth and mid earth orbits. Block III and the OCX system is currently attempting to address some of these problems. This is being achieved through providing more error correcting software and new ground stations that can ensure that signals from GPS satellites are accurate and reliable given the greater crowding of radio space in orbit and on the ground.

Discussion Questions
Do you think that GPS should continue to be solely controlled by the US government?

Given GPS's interconnectivity with modern day navigation and day-to-day life is there a need to increase its available bandwidth and security systems?


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User:SecondFatBudgie

Hello.Welcome to SecondFatBudgie's homepage.

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Transportation Deployment Casebook/2023/Jiangsu Province

Technological Characteristics
A long-distance bus is a large bus used for long-distance transportation and has a series of unique technical characteristics. First of all, diesel engines are typically used in long-distance buses because of the great efficiency, high power, low fuel consumption, and high dependability. Second, to lower the weight of the entire vehicle and increase fuel economy, the chassis and body of the coach are composed of lightweight materials such as aluminum alloy and high-strength steel. What is more, in order to increase driving stability and safety, the coach also makes use of a number of cutting-edge technology, including an electronic control system, an automatic gearbox, air suspension, etc. In addition, the seat design and interior layout of the coach is also one of its technical features. The seats of the long-distance buses often employ adjustable, rotatable, and reliable back features to increase riding comfort in order to fulfil the demands of extended trips. In order to accommodate the various demands of passengers, the coach's interior is additionally furnished with comfort amenities including TV, audio, and air conditioning.

Advantages

 * Relatively low price: Compared to airplanes and high-speed trains, the fares of the long-distance bus are usually cheaper, so it can meet the needs of those traveling on a budget.
 * Flexibility: Long-distance buses can travel on a variety of roads, including some remote areas, whereas airplanes and high-speed trains are usually limited to fixed routes.
 * Bring more luggage: Compared with airplanes and high-speed trains, long-distance buses allow passengers to bring more luggage and do not impose too many restrictions on the number and weight of passengers' luggage.
 * Enjoy the scenery during the journey: Long-distance buses usually pass through various scenic areas and attractions along the way, so passengers can enjoy the beautiful scenery along the way and have fun on the journey.

Main Markets
Long-distance buses are mainly for the passenger transportation market and originated in Europe and the United States. It gradually became popular in the 20th century, and the main market is for those who need to make cross-city or cross-province trips, including tourist groups, business trips, and visits to friends and relatives. In addition, long-distance buses provide a convenient way to travel for some laborers.

Transportation mode before the bus
Prior to the invention of the long-distance bus, the most common types of passenger transportation were walking, horseback riding, horse-drawn carriages, boats, and railways. All of these modes of conveyance, however, had their restrictions. Walking and horseback riding were slow and unsuitable for long-distance travel; carriages had limited capacity and were affected by road conditions and climate; ships needed to run along the coast or rivers and could not reach inland areas; trains, despite being quick, required the construction of railway lines, which required large investments, lengthy construction cycles, and difficulty adjusting fixed routes. And because industrialisation and urbanisation were two significant development potential throughout the second part of the nineteenth century. The growth of cities necessitated longer travel routes that were impractical to complete on foot, necessitating a form of transportation that was both quicker and more adaptable to meet demand. The automobile is currently gaining popularity as a convenient form of transportation. The advantages of the automobile are its versatility, speed, adaptability, and capacity to transport a variety of commodities and passengers. As a result, the introduction of the coach became an important option for satisfying people's travel requirements.

Horse-drawn
A horse-drawn carriage is a form of transportation that is pulled by horses and used mainly for transporting people and goods over short distances. A horse-drawn carriage usually consists of four wheels, a frame and a seat, and can be used for activities such as intra-city transportation, travel and sports. Horse-drawn carriages have been used for thousands of years in human history, but their use has been greatly reduced with the popularity of the automobile.

Steam
Steam buses were introduced commercially in London in the early 1830s, but steam engines were heavy, cumbersome, and prone to boiler explosions. What's more, despite further technical improvements in the 1870s and 1880s, steam did not take off due to public resistance and regulation.

Internal combustion engine
The origin of the vehicle with an internal combustion engine dates back to the late 19th and early 20th centuries. Karl Benz, a German engineer, created and patented a car with an internal combustion engine in 1885. As comparison to previous modes of transportation such as horse-drawn carriages and horse-drawn autos, the internal combustion engine automobile is faster and more reliable, allowing long-distance transportation chores to be completed more quickly and safely. In addition, internal combustion engine vehicles use fuels such as petroleum, can be refuelled in a very short amount of time, and have relatively low running expenses; these factors have hastened the design and development of long-distance vehicles.

Early Market Development
Early long-distance passenger transportation in China relied heavily on railways and waterways, such as trains and ships, due to the vastness of the country's land. Unfortunately, these forms of transportation have limitations, such as restricted capacity, set routes, and lengthy travel times, which prohibited them from fully satisfying the market demand for long-distance passenger transportation. Hence, individuals began to investigate alternative forms of transportation. China's first diesel bus was introduced in 1926, as the popularity of buses grew internationally. Initially, however, the long-distance passenger transportation business developed slowly due to the delayed development of Chinese roadways and poor road conditions. As the country focused on infrastructure development, it constructed and enhanced the existing road network, causing the long-distance bus to become the primary means of long-distance transit.

Policy in the 'Birth Phase'

 * Industrialization strategy: In the 1950s, the Chinese government started putting its industrialization plan into action. It also raised investment in the vehicle manufacturing sector and gave the long-distance bus sector both financial and technical support.
 * Building transportation infrastructure: The Chinese government aggressively encouraged the building of roads, bridges, and other forms of transportation infrastructure in order to satisfy the demands of the long-distance transportation sector and increase transportation productivity.
 * Long-distance bus firms have been formed by the government to increase the productivity and security of the transportation sector. These businesses offer associated services like tourism and logistics in addition to long-distance passenger transportation.
 * Price control: The government regulates the prices of coach transportation to ensure reasonableness and fairness while protecting the rights of passengers.
 * Policy incentives: The government provides tax incentives, loan support and other policies for the long-distance bus transportation industry to attract more investment and businesses to enter this market.

Public Sector Contribution

 * The public sector is largely responsible for strategy and planning, regulating and administering the long-distance bus industry, and providing the necessary infrastructure and service support for the growth of long-distance buses.
 * To protect the safety and rights of passengers, the public sector controls the operation of long-distance buses through the implementation of pertinent legislation and regulations. To assure the safety and quality of long-distance passenger transportation, for instance, China's Road Transportation Rules establish licencing criteria and operating standards for long-distance passenger transportation, among other things.
 * Long-distance passenger transportation infrastructure development is also significantly influenced by the public sector. For instance, the government has invested heavily in the construction of motorways, bus stations, and other infrastructure in order to facilitate long-distance passenger transit.
 * The public sector supports long-distance passenger transportation businesses with financial assistance to aid in the development. For instance, the government will establish special funds to provide loans and financial support to long-distance passenger transport companies that qualify.

Private Sector Contribution

 * The impact of private enterprise on the growth of long-distance bus service is mostly reflected in the following aspects:
 * Encouraging market competition: The long-distance bus market has become more competitive due to the rise of private companies that have made significant efforts to provide better service and quality. Intense competition has led to technological advancements and enhanced service quality in the long-distance bus business.
 * Private organisations are frequently more focused on operational efficiency, improving operational efficiency and decreasing costs through innovations in management, technology, and operations, while providing superior quality products and services.
 * Private enterprises continue to drive the development of the long-distance bus industry through ongoing technological and operational innovation. Due to their flexible operations and modern management models, private enterprises are more likely to stay informed of the most recent technology advancements and industry trends, hence promoting the industry's continuing growth.
 * Private enterprises devote more capital and resources in brand development, marketing, and product innovation in order to expand the market and attract more customers. These initiatives foster the quick growth of the market and the size of the industry.

Policy Issues
The process of development was accompanied by different policy issues. In the first stage(Government-led stage), the government-led policy making reflected the advantages of state-owned enterprises and attached importance to public interest and social stability. Although the concession license agreements issued by the public sector could curb high fares, there were also problems of waste of resources and inefficiency to a certain extent, which limited the profitability of enterprises. Therefore, at this stage, the government gradually releases some operating authority to private enterprises and reduces intervention in pricing. In the second stage(Private sector-led stage), the government gradually liberalized the market, and after the battalion sector entered the market, some problems emerged, such as price war, unsafe driving, and abuse of power. The government also took targeted measures, such as: strengthening supervision, regulating market order, and raising the entry threshold of the industry.

Mature Phase
In the early 1990s, long-distance bus transportation in Jiangsu Province entered a mature period. With the growth of the economy and urbanisation throughout this time, the preferences for transport modes changed. The government also started to progressively encourage urban traffic development and public transportation, which improved the effectiveness and standard of coach operations. With the cohabitation of private and state-owned firms during this time, the long-distance bus market in Jiangsu Province increasingly standardised and professionalised, and the market competitiveness grew over time. By improving the regulation of long-distance bus safety, service quality, and cost, the government started to tighten up the oversight and administration of long-distance bus transportation. At the same time, Jiangsu Province also actively promoted the construction of transportation infrastructure, especially the construction and improvement of expressways, thus improving the speed and efficiency of long-distance bus transportation. During this period, the mileage of highway in Jiangsu Province also increased, and reached 196 km in 1992. There were, however, a number of "locked-in" policies during this period: These "locked-in" policies impeded the growth and innovation of the long-distance bus business, resulting in a lack of competition and innovation. Not until China began to gradually liberalize its control and regulations on the long-distance passenger transportation market and private firms were granted greater market autonomy was the coach industry able to thrive and grow steadily.
 * There were restrictions on the participation of private enterprises in the road passenger transportation industry.
 * Long-distance bus routes, rates, and operation hours were rigorously regulated, preventing businesses from developing their own business plans.
 * To accommodate the rising demand for passenger transportation, the number and scale of long-distance bus operators were severely restricted.

Opportunity to “Re-invent” the mode
Even though there are several modes of transportation available today, such as planes and high-speed trains, these models all affect the selection rate of long-distance bus travel. Nonetheless, intercity bus travel remains a common means of transportation. Moreover, as awareness of global climate change and environmental protection grows, traditional fuel vehicles are considered as an increasingly unsustainable means of transportation. In addition, as an important choice for long-distance travel, the long-distance bus must pursue environmentally responsible and sustainable development plans. The shift from conventional fuel-powered coaches to electric coaches must therefore occur. In addition to being more eco-friendly, electric coaches also answer the desire for smarter, more comfortable, and safer long-distance travel. This transformation will inevitably be required by sustainable development, despite the fact that it may be costly and time-consuming.

Quantitative Analysis
Data collected in the "Jiangsu Provincial Bureau of Statistics - Jiangsu Provincial Statistical Yearbook" were used to fit the passenger volume of road traffic (coaches) in Jiangsu Province from 1978 to 2021 to determine the three stages of coach development: birth, growth and maturity. The three-parameter function fitted to the data is:

 * $$S(t)=S_{max}/[1+exp(-b(t-t_i))]$$

Where:

 * $$S(t)$$ is the status measure (e.g. Passenger-km traveled)
 * $$t$$ is time (usually in years)
 * $$t_i$$ is the inflection time (year in which$$1/2 S_{max}$$ is achieved)
 * $$S_{\max}$$ is saturation status level, (Choose the maximum length of the streetcar system that you have recorded in the data).
 * $$b$$ is a coefficient to estimated

Due to the limited time available for the data used, estimation using Ordinary Least Squares Regression is required for K and b. The coefficients were estimated using the following formula:

 * $$Y=bX+c$$

Where:

 * $$Y=\ln(Passagers/(S_{max}-Passagers))$$
 * $$X=Year$$

Jiangsu Province

The prediction has a good fit. The total mileage of all systems shows a clear growth and maturity life cycle phase. The inflection time is 2005 which means from 1928 to 2005 is growth phase of long-distance bus and entering mature phase after 2005. Moerover, the number of passengers was 250 million until 2012, when it reached its peak. Signs of decline began to appear in 2012 and beyond.


text:
Transportation Deployment Casebook/2023/Shanghai

Technological Characteristics
Maglev train is a high-speed railway vehicle that uses the principle of magnetic levitation and makes the train float on the track through the action of electromagnetic induction. The core of maglev train technology is the maglev system and power system. The magnetic levitation system includes the electromagnets on the track and the vehicle. By controlling the current of the electromagnet, the vehicle floats on the track, eliminating the friction between the wheel and the track on the traditional railway, and realizing non-contact and suspension operation. The train moves through changing magnetic fields because the power system is based on the interaction between a coil and a magnet.

Advantages
Maglev train technology has the following advantages：

 * High-speed:

The maximum speed of maglev train can reach more than 600 kilometers per hour, which is several times that of trtra aditional high-speed railway.

 * Comfortable and stable:

The maglev train operates without contact, and there is no vibration or noise caused by wheel-rail friction, so the ride is more stable and comfortable.

 * High energy efficiency:

The maglev train doesn't have any surfaces that touch the ground when it's running. It uses less energy and can use recycled energy, which makes it more efficient at using energy.

Main Markets
At present, the main market for maglev trains is in in Asia, especially China and Japan. China has built the first commercial maglev train line in the worlthe - Shanghai Maglev Demonstration Operation Line, and Japan has also promoted the maglev train technology for 20 years. Also, maglev train technology has been used and improved in both Europe and the United States. Due to its high speed, comfort, safety, environmental protection, and other characteristics, the maglev train is expected to become an important developmefacttiffor of high-speed railways in the future.

Transportation mode before the Maglev
Before the maglev train, the main modes of transportation used by people included walking, horseback riding, carriages, railway trains, road buses, planes, etc. Among them, the railway train is a major land transportation mode, but the traditional railway train will cause large energy losses, noise, and vibration due to the existence of contact friction transmission, and the speed is also relatively slow. The maglev train uses the magnetic suspension principle to make the suspension work without touching the track. This means the train can go faster, use less energy, run more efficiently, and be more comfortable.

Invention of the Maglev

 * Electromagnetic suspension（EMS）

The electromagnetic suspension (EMS) uses the attraction between the magnets on the side and bottom of the train and on the guide rail to levitate the train. A variant of EMS, called Trans rapid, uses electromagnets to lift the train off the guide rail. The attraction of the magnet around the rail at the bottom of the vehicle keeps the train about 1.3 cm (0.5 in) above the rail.

 * Electrodynamic suspension（EDS）

The electrodynamic suspension (EDS) system is similar to the electromagnetic suspension (EMS) system in many ways, but instead of attracting trains to the guide rail, magnets push them away. These magnets have supercooling and superconductivity and can conduct electricity in a short time after powera failure. In addition, unlike EMS, the charge of the guide rail magnetizing coil in the EDS system will repel the magnetic charge on the train chassis, making it levitate higher (usually 1–10 cm above the guide rail). The EDS train lifts slowly, so the wheels must be deployed below about 100 kilometers per hour. But once the train is stopped, the guideway coil will move the train forward by giving it a force to move. Due to the AC power supply for the system, the guideway coil will continuously change its pitch.

 * High-temperature superconducting（HTS）

High-temperature superconducting (HTS) magnetic levitation uses the magnetic flux pinning force between the onboard HTS block and the permanent magnet guideway (PMG) to achieve "self-stabilization" of levitation-guide integration. This has the advantages of being easy to set up, safe, and reliable.

Early Market Development
In 1999, China carried out a pre-feasibility study of the Beijing-Shanghai high-speed railway to meet China's growing travel demand. To verify the feasibility of high-speed maglev as one of the solutions. It is decided to build a commercial operation demonstration line first to verify the maturity, availability, economy, and safety of the high speed maglev system. The State Council looked over this proposal and approved it. In June 2000, after comparing and choosing between Beijing, Shanghai, and Shenzhen, it was decided that the building would be in Shanghai. Between Shanghai Pudong International Airport and the Longyan Road subway station is where the construction line is this time, Shanghai Metro Line 2 was already in operation. However, the emergence of maglev greatly shortened the time from downtown Shanghai to Shanghai Pudong International Airport, brought more passenger flow to Shanghai Pudong International Airport, which was hadt put been into operation at that time, and also helped the opening policy of Pudong New Area.

Policy in the 'Birth Phase'
As the first commercial maglev train line in China, the policy of the Shanghai maglev train has played a vital role in the birth stage. Mainly reflected in the following aspects:

Technical support policy: In order to promote the development of maglev train technology, the government has provided financial and technical support to help enterprises carry out the research, development, and application of maglev train. The government has protected the intellectual property rights of core technologies like the maglev train control system and maglev track with patents. This gives businesses the chance to use new technologies and be more competitive.

Policy on financial support: To encourage the development of maglev trains, the government has given a lot of money in the form of investments, building, transforming facilities, etc. For example, in order to support the development of maglev trains, the Shanghai Municipal Government has invested about 1.2 billion yuan to build the infrastructure of maglev trains.

Growth Phase
The public sector is mostly in charge of investing and overseeing the growth of the Shanghai maglev train, while the private sector is mostly in charge of building and running it. In terms of policy issues, it may involve capital, security, operation management, and other aspects, which need the joint efforts of the government and enterprises to solve.

Private Sector Contribution
In August 2000, Shanghai Maglev Transportation Development Co., Ltd. was established by 7 companies, including Shanghai Shentong Group Co., Ltd., Shenneng (Group) Co., Ltd., Shanghai International Group Co., Ltd., Shanghai Baosteel Group Co., Ltd., Shanghai Automotive Industry (Group) Corporation, Shanghai Electric (Group) Corporation, and Shanghai Pudong Development (Group) Co., Ltd., with a joint investment of 3 billion yuan Implement the construction and operation of Shanghai Maglev Project in a market-oriented way.

Shanghai Maglev Transportation Development Co., Ltd. and a group made up of Siemens, Thyssen, and Maglev International signed the Equipment Supply and Service Contract for the Shanghai Maglev Express Train Project. This contract is worth a total of DEM 1.293 billion. It signed a contract with the German track beam technology consortium for the transfer of technology for the concrete composite track beam system of maglev express train with a contract amount of DM 100 million. Relevant technologies were obtained in this way.

Public Sector Contribution
The government will take the lead in the construction of the Shanghai maglev train. On June 30, 2000, Xu Kuangdi, mayor of Shanghai, and Mr. Wahl, general manager of the German Maglev Railway International Corporation, signed the Agreement on Feasibility Study of Shanghai Maglev Train Demonstration Line jointly carried out by Shanghai City of the People's Republic of China and the German Maglev International Corporation (TRI) in Germany. On August 24, 2000, the Shanghai Maglev Train Demonstration Operation Line Project was given the green light by the State Planning Commission. This was done with the approval of the State Council. In October 2000, the Shanghai Municipal Party Committee and the Shanghai Municipal Government approved the establishment of the Shanghai Maglev Express Train Project Headquarters and appointed Wu Xiangming as the commander in chief, which provided a strong organizational guarantee for the project launch.

Policy Issues
The Chinese government has put together a set of laws and rules to control how maglev trains are built and run. For example, the Regulations on Urban Rail Transit promulgated in 2003 stipulates the maglev train, emphasizing that the maglev train should comply with national standards and industrial standards, and should be approved by relevant national departments; The Regulations on the Safety Management of Urban Rail Transit issued in 2017 provides more detailed regulations on maglev trains from the perspective of safety, including safety assessment, safety production, and emergency response. The Shanghai Municipal Government and China Railway Corporation both put money into the Shanghai Maglev Train Co., Ltd. so that it could develop and run maglev trains.

Mature Phase
On April 27, 2006, the Shanghai Maglev Line stopped doing test runs and started doing real business. The one-way ticket price of the Shanghai Maglev Line is 50 yuan per person, and it operates at 431 km/h. Although the ticket price of 50 yuan is far higher than the consumption capacity of Shanghai Metro Line 2 and most residents run on the same line, Shanghai Maglev Line lost more than 1 billion yuan in the three years from 2004 to 2006 due to the high cost and operating costs .The construction cost per kilometer of Shanghai Maglev is 39.759 million US dollars, and the maglev has been at a loss since its opening. Because of the 2019 coronavirus outbreak and the drop in passenger traffic at Pudong Airport, the maximum speed of the train was slowed to 300 kilometers per hour on May 1, 2020. This was done for the whole day. The Shanghai-Hangzhou maglev transportation project is the extension of the Shanghai maglev demonstration operation line from Longyang Road to Hangzhou, but the construction has not been started since a large number of people launched a protest against the construction of Shanghai maglev. On April 20, 2013, Zhejiang Province canceled the leading group for the construction of Shanghai-Hangzhou maglev transportation project, so there is a view that the plan has been canceled. At the same time, the replacement project Shanghai Rail Transit Airport Link has been approved by the state, the position of the maglev station reserved during the construction of the Hongqiao Integrated Transport Hub will be used for the station of the airport connecting line, so it is believed that the Shanghai-Hangzhou maglev project has been completely canceled or permanently shelved. Although the subsequent construction plan has been shelved, the Shanghai maglev train still maintains a certain increment in the future operation.

Opportunity to “Re-invent” the mode
On December 1, 2019, the Central Committee of the Communist Party of China and the State Council issued the "Outline of the Yangtze River Delta Integrated Development Plan", which includes actively and prudently carrying out the Shanghai-Hangzhou maglev research. At a mobilization meeting in Zhejiang Province on April 17, 2020, the Shanghai-Hangzhou super maglev project was brought up as a way to build a strong province with high-level transportation. The total investment of the project is expected to be 100 billion yuan, with a speed of 600 kilometers per hour. Although it was hoped to build a maglev rail transit network connecting various cities in China with high-speed advantages in the early stage, China's high-speed network construction has given way to high-speed rail technology but also benefited from the experience accumulated by the Shanghai maglev train. The use of magnetic suspension technology has moved from high-speed trains to medium- and low-speed trains, and it is now a key part of urban rail transit.

Quantitative Analysis
Based on the data collected on the official website of Shanghai Maglev Transportation Development Co., Ltd., and the passenger volume data of Shanghai Maglev from 2005 to 2019, the three development stages of trams are determined: birth, growth, and maturity The three-parameter function of fitting data is:

$$S(t)=S_{max}/[1+exp(-b(t-t_i))]$$

Where:

 * $$S(t)$$ is the status measure (e.g. Passenger-km traveled)
 * $$t$$ is time (usually in years)
 * $$t_i$$ is the inflection time (year in which$$1/2 S_{max}$$ is achieved)

 * $$S_{max}$$ is saturation status level, (Choose the maximum length of the streetcar system that you have recorded in the data).
 * $$b$$ is a coefficient

Due to the limited time available for the data used, estimation using Ordinary Least Squares Regression is required for $$S_{max}$$ and b. The coefficients were estimated using the following formula:

$$Y=bX+c$$

Where:

$$Y=\ln(Passenger/(K-Passenger))$$

$$X=Year$$

Shanghai Maglev
The prediction is appropriate. From 2005 to 2019, it had a clear period of growth and a mature stage of its life cycle. However, because the research period was so short, there were no clear signs of growth and decline. From 2005 to 2006, the passenger traffic volume of Shanghai Maglev significantly decreased in the first year of its operation and then increased steadily. The growth stage of Shanghai is from 2005 to 2019. After 2018, it will enter the mature period. The decline stage lasts longer than the time range that was measured, and there is no clear sign of decline in the graph. Although the decline period of Shanghai Maglev is not shown in the quantitative analysis. However, as an alternative to the original high-speed rail network, it has now been reduced to a part of the urban rail transit, and the subsequent maglev construction plan has also been cancelled one by one. This means that the maglev train will definitely become less popular as a way to get around in China.


text:
Wikibooks:Reading room/Administrative Assistance/Archives/2023/January

Revdel request
Should Special:Diff/4222280 be revision-deleted? I couldn't find any policy on en.wb suggesting that it should, but the edit should explain for itself. TIA, --SHB2000 (discuss • contribs) 06:28, 23 December 2022 (UTC)
 * See WB:CENSOR. That is most likely a no. 21:28, 18 January 2023 (UTC)

Block requests
and : PCV. --SHB2000 (discuss • contribs) 23:46, 31 December 2022 (UTC)

 * Marking as stale just for records' sakes. —Atcovi (Talk - Contribs) 19:20, 18 January 2023 (UTC)

User:Gonna get autoconfirmed in 4 days
I'm pretty sure User:Gonna get autoconfirmed in 4 days is a vandal waiting for autoconfirmation to edit protected pages, but they have not done anything egregious yet. Any thoughts on how to deal with this? —Kittycataclysm (discuss • contribs) 03:31, 17 January 2023 (UTC)

 * @MarcGarver@Xania@JackPotte@Atcovi@Leaderboard@Mrjulesd Any recommendations? —Kittycataclysm (discuss • contribs) 19:17, 18 January 2023 (UTC)
 * Personally there doesn't seem to be enough proof to justify blocking this account, albeit this is strange. Personally I'd just wait it out, unless someone else has a different, justified opinion. —Atcovi (Talk - Contribs) 19:21, 18 January 2023 (UTC)
 * I agree with Atcovi. Leaderboard (discuss • contribs) 19:42, 18 January 2023 (UTC)
 * We know that our LTA "friend" is making accounts with no edits, and waiting for autopromotion. But I think it very unlikely that a legitimate user would have a username like that, plus that they have a userpage but no mainspace edits... But usernames like that, as far as I know, is not against any policy. If this user does turns out to be a vandal, I say block any new accounts with a similar username with no edits within 2 - 3 days of account creation. 21:41, 18 January 2023 (UTC)
 * This is why we need WB:Reading room/General to get decided apon soon. Like, really soon (probably within a month). 21:44, 18 January 2023 (UTC)
 * CheckUser evidence confirms it is the LTA, so the account can be blocked. MarcGarver (discuss • contribs) 11:57, 19 January 2023 (UTC)
 * Gotcha, thanks for taking care of that! —Kittycataclysm (discuss • contribs) 22:22, 19 January 2023 (UTC)

Block Special:Contribs/Ibsaayusuf
Spam. – Tryvix1509 (discuss • contribs) 14:45, 10 January 2023 (UTC)
 * Tryvix1509 (discuss • contribs) 14:53, 10 January 2023 (UTC)
 * ✅ by MarcGarver! —Kittycataclysm (discuss • contribs) 19:40, 10 January 2023 (UTC)
 * apologies for not getting to this earlier. Was out-of-town and didn't have access to a computer (but thanks for handling this, and MarcGarver!). --SHB2000 (discuss • contribs) 12:16, 20 January 2023 (UTC)

User:1988josecard1988
Can admins block User:1988josecard1988 because he is obviously a LTA. Xeverything11 (discuss • contribs) 15:04, 23 January 2023 (UTC)

 * ✅ —Kittycataclysm (discuss • contribs) 18:38, 23 January 2023 (UTC)

Block request
Can admins block User:ImDaMann because he is obviouly a LTA? Xeverything11 (discuss • contribs) 07:23, 24 January 2023 (UTC)

 * ✅ – already handled three minutes before this request was made. SHB2000 (discuss • contribs) 07:24, 24 January 2023 (UTC)

Block User:ImDaFellow
Can admins block User:ImDaFellow because he is obviously a LTA. Xeverything11 (discuss • contribs) 08:15, 24 January 2023 (UTC)

 * ✅ --SHB2000 (discuss • contribs) 09:07, 24 January 2023 (UTC)

Block User:KittyFukUp
The User:KittyFukUp username is obviously inappropriate, so can admins block this username? Xeverything11 (discuss • contribs) 08:21, 24 January 2023 (UTC)

 * ✅ blocked indef as an inappropriate and abusive username. SHB2000 (discuss • contribs) 09:07, 24 January 2023 (UTC)
 * , and anybody else watching this page, does anybody mind if I write a user script to make it easier to request blocking a user? I think I have the general idea of how to do it. Might make this whole LTA thing a little bit simpler. 12:02, 24 January 2023 (UTC)
 * got your username wrong. 12:03, 24 January 2023 (UTC)
 * Just tried and failed to find something to help me write it, so I just sent a message at Tech for help with this. 12:51, 24 January 2023 (UTC)
 * The script can be found at User:L10nM4st3r/ReportUser.js. But do not use it yet. Unless you want to report users to the sandbox. 15:06, 24 January 2023 (UTC)

== Please [don't] block L10nM4st3r== One final test to make sure it goes to the right page. No, dont block me xD 15:47, 24 January 2023 (UTC)
 * Above is an example of the script in use. It should be mostly ready now. Just go to a users page, talkpage or contribs with the script installed and you have the option to report them. It will be in a tab called "report". Tell me if you find it useful! (not intended for admins, since they can just block them) 15:51, 24 January 2023 (UTC)
 * That's a very useful tool. SHB2000 (discuss • contribs) 22:28, 24 January 2023 (UTC)
 * I made some recent edits away from my chromebook, so please don't scream at me if it doesn't work. I will be able to run another test tomorrow. 22:32, 24 January 2023 (UTC)
 * Or if you hate waiting, use the version last made on my chromebook for now. 22:38, 24 January 2023 (UTC)
 * Ok, ive fixed it up now. 17:09, 25 January 2023 (UTC)

Please block Comradegogi
Wmf banned user Xeverything11 (discuss • contribs) 07:42, 26 January 2023 (UTC)

 * Handled by Mtarch11. SHB2000 (discuss • contribs) 08:30, 26 January 2023 (UTC)

Block User:Deadcomrade
Can admins block User:Deadcomrade because he is obviously a LTA. Xeverything11 (discuss • contribs) 16:40, 25 January 2023 (UTC)

 * Marking this as globally locked, for the purpose of simplicity. SHB2000 (discuss • contribs) 11:46, 28 January 2023 (UTC)

Please block Urvashisharma12a
Spam Xeverything11 (discuss • contribs) 12:21, 30 January 2023 (UTC)

 * ✅ —Kittycataclysm (discuss • contribs) 13:02, 30 January 2023 (UTC)

Please block MightyHeroStrikesBackHard
Wmf banned user, see filter log Xeverything11 (discuss • contribs) 13:44, 30 January 2023 (UTC)
 * Done --Xania [[Image:Flag_of_Estonia.svg|15px]] [[Image:Flag_of_Ukraine.svg|15px]] talk 02:31, 31 January 2023 (UTC)

Please block Belgumin
Wmf banned user Xeverything11 (discuss • contribs) 07:55, 31 January 2023 (UTC)
 * ✅ by SHB2000 08:16, 31 January 2023 (UTC)

Please block MightyHeroHard
Wmf banned user; similar username to MightyHeroStrikesBackHard Xeverything11 (discuss • contribs) 09:46, 31 January 2023 (UTC)

 * ✅ as per w:WP:DUCK. SHB2000 (discuss • contribs) 09:54, 31 January 2023 (UTC)