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Journal articles on the topic 'Motor vehicles weighing up to 3'

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Published: 28 June 2021
Last updated: 3 February 2022

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1

Vargas-Sobrado, Ana, Luis Rodríguez-Solano, José Aguiar-Moya, Henry Hernández-Vega, and Luis Loría-Salazar. "Truck Weights on Municipal and National Roads without Weight Enforcement." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 2 (February 2019): 275–84. http://dx.doi.org/10.1177/0361198119828283.

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One of the main causes of premature deterioration in pavement structures is overweight heavy vehicles. To characterize these vehicles, real loads of motor vehicles of more than four tons should be monitored, especially vehicles classified as C2 (2-axles, single units), C3 (3-axles, single units), T3-S2 (5-axles, single trailer) and T3-S3 (6-axles, single trailer) type, as they represent 99.5% of the Costa Rican truck fleet. This study includes six temporal weighing surveys on municipal roads and seven weighing surveys on national roads, comprising the weight of 525 and 554 trucks, respectively. On municipal roads, C2 vehicles with bulk and wagon body types are predominant (67% of surveyed vehicles), whereas on national routes T3-S2 vehicles predominate (42%). Likewise, it was determined that most of exceeding data correspond to vehicles transporting pit material, construction materials, and merchandise on both types of roads. Compared with municipal roads (8%), the percentage of overweight vehicles is more than twice that on national roads (18%) where weight regulations are not enforced. To estimate updated and realistic load data that can be included in pavement design manuals and guides, the same results are provided in parameters such as truck factors and load spectra.
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2

Wang, Qing Song, Xue Liang Yuan, and Chun Yuan Ma. "Air Environmental Impact Research of Urban Traffic Development – A Case Study." Advanced Materials Research 113-116 (June 2010): 854–58. http://dx.doi.org/10.4028/www.scientific.net/amr.113-116.854.

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With the speed-up of urbanization, the number of motor vehicles has increased rapidly, which is the main urban air pollutant source because of too much emitted exhaust gas. Based on the motor vehicle exhaust emissions in Shandong Province in 2006, using trend extrapolation and scenario analysis, predict the motor vehicle exhaust emissions for future planning. The results show that the motor vehicles in 2015and 2020 are 27.52 million and 34.53 million, which is 1.9times and 2.38 times of the motor vehicles in 2006, respectively. For the specific air pollutants from motor vehicles exhaust in 2020, SO2, NOx, PM2.5 and PM10 will reach 28.4 thousand tons, 356.7 thousand tons, 10.8 thousand tons and 12.2 thousand tons, which will be 3 times, 1.2 times, 5 times and 5 times of the emissions in 2006. The urban air pollutions caused by motor vehicles exhaust will be very serious.
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3

Shimizu, Osamu, Sakahisa Nagai, Toshiyuki Fujita, and Hiroshi Fujimoto. "Potential for CO2 Reduction by Dynamic Wireless Power Transfer for Passenger Vehicles in Japan." Energies 13, no. 13 (June 30, 2020): 3342. http://dx.doi.org/10.3390/en13133342.

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In this study, a novel system named the third-generation wireless in-wheel motor (WIWM-3), which has a dynamic wireless power transfer (DWPT) system, is developed. It can extend the cruise range, which is one of the key specifications of electric vehicles. DWPT also reduces CO2 emission as the driving resistance is reduced due to light weight of the batteries. In this study, CO2 emission by an internal combustion vehicle, a long range drivable electric vehicle with the same cruise range, and an electric vehicle with WIWM-3 equipped with the DWPT system are analyzed using actual measurement data and calculated data based on actual measurement or specification data. A WPT system with WIWM-3 achieves 92.5% DC-to-DC efficiency as indicated by an actual measurement at the nominal position. Thus, the electric vehicle with DWPT can reduce up to 62% of CO2 emission in internal combustion vehicles, and the long-range drivable vehicle emits 17% more CO2 than the electric vehicle with DWPT. Moreover, it is expected that by 2050, electric vehicles with DWPT will reduce CO2 emissions from internal combustion vehicles by 95% in Japan. DWPT systems make electric vehicles more sustainable and, hence, more acceptable for consumers.
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Yushkevych, Olena. "Legislative lacunas in holding persons responsible for driving vehicles under the influence of alcohol." Naukovyy Visnyk Dnipropetrovs'kogo Derzhavnogo Universytetu Vnutrishnikh Sprav 3, no. 3 (September 30, 2020): 108–13. http://dx.doi.org/10.31733/2078-3566-2020-3-108-113.

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A general review of the legal framework for holding persons administratively responsible for driving vehicles under the influence of alcohol has been carried out. Lacunas in the current legislation on holding persons responsible for driving vehicles under the influence of alcohol have been identified. Thus, there is nowadays virtually no practice of drawing up re-ports on administrative offenses for transferring control of a vehicle to a person who is in a state of alcohol intoxication. The legislative alternative presupposing the police inspecting a vehicle on the scene using specialist equipment or medical staff examining the driver of that vehicle leads, in certain cases, to the closure of the administrative offense proceedings in the actual absence of the administrative offense case to answer. The relevant judicial practice has been analyzed. The distinctive features of the use by the police of specialist equipment, by means of which the drivers of vehicles are detected to have signs of alcohol intoxication, have been highlighted. Opposing views have been given on the issue of classifying certain equipment, currently used by the police officers, as specialist. Proposals regarding amendments to the respective regulations have been formulated. In particular, this is the establishment of the lower and upper limits of administrative penalties; taking disciplinary action against respective persons for failure to appear in court for hearing an administrative offense case, as well as conducting internal reviews in case the court recognizes the fact of unlawful drawing up of the report on an administrative offense; the expansion of the list of documents that must be carried by the driver of a motor vehicle, etc.
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5

Widiyatmoko, Bambang, and Mefina Y. Rofianingrum. "Dynamic Characterization of Macrobending Loss Optical Fiber-Based Load Sensor." Journal of Technomaterials Physics 3, no. 1 (February 26, 2021): 74–82. http://dx.doi.org/10.32734/jotp.v3i1.5543.

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The weight of vehicles passing through the road greatly affects road damage, so it is necessary to have a non-stop weighing system or Weight in Motion (WIM). In this study, the dynamic characterization of the WIM sensor was carried out based on the principle of optical fiber macrobending. In this study, a single-mode step-index optical fiber was used as the sensor material and a laser diode with a power of 5 mW and a wavelength of 1,550 nm as a light source. Characterization was carried out by running over the sensor using a motor with three variations of speed, namely 10 km/hour, 15 km/hour, and 20 km/hour. Two different conditions were also carried out, namely, the sensor was directly crushed and the sensor was reinforced in the form of a half-cylinder wooden beam. The test was carried out with three different types of sensors. From the observations, data shows that the addition of a beam can increase the accuracy of the reading as seen from the smaller the difference in the output voltage reading for the same type of sensor and vehicle speed. Besides that, there is a strengthening of the sensor resistance up to 10 times which is known from the sensor output voltage where the voltage at the addition of the beam is 1/10 of the reading without the beam. This is due to an increase in the sensor area exposed to the load.
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6

ADAM, JIFLY ZULFAHMI, and TN SYAMSAH. "EFEKTIVITAS PAJAK PROGRESIF KENDARAAN RODA DUA PADA SISTEM ADMINISTRASI MANUNGGAL SATU ATAP (SAMSAT) DI WILAYAH BOGOR." JURNAL ILMIAH LIVING LAW 10, no. 1 (January 30, 2018): 45. http://dx.doi.org/10.30997/jill.v10i1.1492.

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Identification of this research are1) How is the progressive tax’s effectiveness of two-wheeled vehicles in the Bogor Region’s Samsat? 2) What are the obstacles and efforts made by the regional government to overcome the implementation of progressive taxes? 3) What is the solution to implementing a fair progressive tax between the government and taxpayers?. The research method used in this research is the normative juridical approach, namely the law is conceptualized as norms, rules, principles or dogmas/jurisprudence. The result of this research are: 1) implementation of progressive tax of two-wheeled vehicle at Samsat City Bogor and Bogor Regency not yet optimal; 2) Inhibiting factors that occur in the implementation of progressive tax on motorcycle taxpayers include: Inhibiting factors for officers in the field, facilities and infrastructure factors, community factors as taxpayers; 3) Solutions are given to overcome the inhibiting factors, namely: Adding facilities and infrastructure in the form of samsat corner in the mall, samsat to pick up the ball with samsat around, Samsat City Office Bogor and Bogor regency also facilitate taxpayers who do report on the sale of vehicles motor that has been sold for the taxpayer is not subject to progressive tax.
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7

Byrne, James V., Philip Boardman, Ioannis Ioannidis, Jane Adcock, and Zoe Traill. "Seizures after Aneurysmal Subarachnoid Hemorrhage Treated with Coil Embolization." Neurosurgery 52, no. 3 (March 1, 2003): 545–52. http://dx.doi.org/10.1227/01.neu.0000047672.25068.4a.

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Abstract OBJECTIVE We sought to determine the incidence of seizures among patients treated with endovascular coil embolization for ruptured intracranial aneurysms because data on which to base antiepileptic drug (AED) prescriptions and advice to patients regarding driving motor vehicles and other high-risk activities are currently lacking. METHODS We conducted a single-institute, single-operator observational study of 243 patients referred for endovascular treatment after aneurysmal subarachnoid hemorrhage. Prospective data collection was performed, and all successfully treated patients were followed. The incidence of seizures was compared with published surgical data, and logistic regression analysis of potential clinical associations was performed. Patients were followed for up to 7.7 years (mean follow-up period, 21.9 mo). RESULTS Ictal seizures occurred at the time of subarachnoid hemorrhage in 26 (11%) of 243 patients and correlated with middle cerebral artery aneurysm location, loss of consciousness at ictus, and AED prescription. No patients experienced periprocedural seizures during their hospitalization. Seven of 233 successfully treated patients (3%) experienced seizures more than 30 days after treatment: late seizures occurred de novo in four patients (1.7%) and in three patients (1.4%) were caused by preexisting epilepsy. Two patients (0.85%) who had de novo seizures developed epilepsy. Late seizures correlated with a history of previous seizures, the presence of a cerebrospinal fluid shunt, and the use of AEDs. CONCLUSION The low incidence of seizures does not justify the use of prophylactic AED therapy after aneurysmal subarachnoid hemorrhage in patients treated solely with coil embolization, nor does it justify subsequent restrictions on the driving of motor vehicles if the patient is otherwise fit to drive.
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8

Jung, Jinwon, Nguyen Van Sy, Dongkyu Lee, Seonggun Joe, Jaihyuk Hwang, and Byungkyu Kim. "A Single Motor-Driven Focusing Mechanism with Flexure Hinges for Small Satellite Optical Systems." Applied Sciences 10, no. 20 (October 12, 2020): 7087. http://dx.doi.org/10.3390/app10207087.

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For earth observation, the optical systems in small satellites are crucial to obtain high- resolution images. However, the alignment between a primary and a secondary mirror in an optical system can be disturbed due to the harsh environments inside vehicles or space (i.e., vibrations, shock loading during launch, dramatic temperature changes, or high vacuum pressure in space). To compensate for such undesired deformations, a focusing mechanism should be embedded into the optical system. In this paper, we propose a novel Single Motor-Driven Focusing mechanism with Flexure Hinges (SMFH), allowing the Flexure Hinge (FlexHe) to displace in the longitudinal direction. The presented FlexHe incorporates radial zig-zag-patterned slits to achieve flexibility, and preloading of the hinge structures to reduce the resulting hysteresis. To investigate an optimal configuration of FlexHe, a numerical simulation is performed by means of ANSYS 19.2. The variation of Modulation Transfer Function (MTF), corresponding to an image resolution, is evaluated by using an optics simulation program (CODE-V). The experimental setups are built by exploiting the fabricated SMFH and five LVDT (Linear Variable Differential Transformer) sensors with a high resolution of 0.031 µm. As a result, hysteresis can be reduced up to 6.52% with a pre-stretched length of 3 µm. The proposed SMFH allows not only the De-space to displace up to 23.93 µm, but also the De-center and the Tilt to achieve the desired displacements of 5.20 µm and 88.45 µrad, respectively. Conclusively, the SMFH shows promising characteristics to embed a feedback control, due to its high resolution (up to 0.1 µm) for De-space with the MTF of 37%.
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9

Gagarin, S. A., I. L. Malkova, and A. V. Semakina. "ASSESSMENT OF THE LEVEL OF MEDICAL AND ECOLOGICAL WELFARE OF THE TERRITORY OF IZHEVSK." Bulletin of Udmurt University. Series Biology. Earth Sciences 29, no. 3 (September 25, 2019): 374–82. http://dx.doi.org/10.35634/2412-9518-2019-29-3-374-382.

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The article presents the results of zoning of the territory of Izhevsk by the level of medical and ecological well-being using the statistical method of weighted points. The level of morbidity of the child population (per 1000 children up to 15 years old) in the context of 170 pediatric sites was used as the main indicator of the ecological comfort of the urban environment. Among the factors that determine the territorial heterogeneity of medical and statistical indicators, a complex index of air pollution, noise pollution from motor vehicles, and area of gardening were considered. As a result, micro-districts of the city were divided into three groups according to the level of medical and ecological comfort: disadvantaged (20 %), satisfactory (62 %) and comfortable (18 %). The most tense situation is typical for the residential districts Center, Bummash and Nagorny with a consistently high level of morbidity among children. Micro-districts with the most comfortable medical and ecological situation are concentrated in Pervomaisky district.
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10

Maryama, Siti. "Permasalahan Manajemen Usaha Mikro Studi Kasus Pada Pabrik Kerupuk UD. Manunggal Karsa Di Kel. Lebak Bulus Kec. Cilandak Kodya Jakarta Selatan." Liquidity 1, no. 1 (July 2, 2018): 81–90. http://dx.doi.org/10.32546/lq.v1i1.159.

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The purpose of the study are to (1) review the main problems faced by the factory of Kepuruk Manunggal Karsa (MK), and (2) assessing the entrepreneur attempts to be able to solve the problems faced. The research was carried out using qualitative descriptive design. The results showed that (1) the lack of supply of raw materials as a result of lack of capital. Sequel is due, the difficulty of the plant to meet consumer demand (excess demand). (2), the system of capital used is circulating capital (capital turnover). Earned income used up to finance the operation of the plant. (3) Innovation has been done in the form of deal with bad weather (rain) as an effort of crackers drying process is by using the oven. (4) There has been no cooperation with financial institutions. (5) There is no organizational structure as a modern factory for traditionally managed by family management. (6) Marketing using modes of transportation carts and motor vehicles.
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11

Guo, Shaocui, Xiangrong Tong, and Xu Yang. "Shell Analysis and Optimisation of a Pure Electric Vehicle Power Train Based on Multiple Software." World Electric Vehicle Journal 9, no. 4 (December 5, 2018): 49. http://dx.doi.org/10.3390/wevj9040049.

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Motor end cover mounting fracture is a problem recently encountered by novel pure electric vehicles. Regarding the study of the traditional vehicle engine mount bracket and on the basis of the methods of design and optimisation available, we have analysed and optimised the pure electric vehicle end cover mount system. Multi-body dynamic software and finite element software have been combined. First, we highlight the motor end cover mount bracket fracture engineering problems, analyse the factors that may produce fracture, and propose solutions. By using CATIA software to establish a 3D model of the power train mount system, we imported it into ADAMS multi-body dynamic software, conducted 26 condition analysis, obtained five ultimate load conditions, and laid the foundations for subsequent analysis. Next, a mount and shell system was established by the ANSYS finite element method, and modal, strength, and fatigue analyses were performed on the end cover mount. We found that the reason for fracture lies in the intensity of the end cover mount joint, which leads to the safety factor too small and the fatigue life not being up to standard. The main goal was to increase the strength of the cover mount junction, stiffness, safety coefficient, and fatigue life. With this aim, a topology optimisation was conducted to improve the motor end cover. A 3D prototype was designed accordingly. Finally, stiffness, strength, modal, and fatigue were simulated. Our simulation results were as follows. The motor end cover suspension stiffness increases by 20%, the modal frequency increases by 2.3%, the quality increases by 3%, the biggest deformation decreases by 52%, the maximum stress decreases by 28%, the minimum safety factor increases by 40%, and life expectancy increases 50-fold. The results from sample and vehicle tests highlight that the component fracture problem has been successfully solved and the fatigue life dramatically improved.
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12

Khare, Peeyush, and Drew R. Gentner. "Considering the future of anthropogenic gas-phase organic compound emissions and the increasing influence of non-combustion sources on urban air quality." Atmospheric Chemistry and Physics 18, no. 8 (April 20, 2018): 5391–413. http://dx.doi.org/10.5194/acp-18-5391-2018.

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Abstract. Decades of policy in developed regions has successfully reduced total anthropogenic emissions of gas-phase organic compounds, especially volatile organic compounds (VOCs), with an intentional, sustained focus on motor vehicles and other combustion-related sources. We examine potential secondary organic aerosol (SOA) and ozone formation in our case study megacity (Los Angeles) and demonstrate that non-combustion-related sources now contribute a major fraction of SOA and ozone precursors. Thus, they warrant greater attention beyond indoor environments to resolve large uncertainties in their emissions, oxidation chemistry, and outdoor air quality impacts in cities worldwide. We constrain the magnitude and chemical composition of emissions via several bottom-up approaches using chemical analyses of products, emissions inventory assessments, theoretical calculations of emission timescales, and a survey of consumer product material safety datasheets. We demonstrate that the chemical composition of emissions from consumer products as well as commercial and industrial products, processes, and materials is diverse across and within source subcategories. This leads to wide ranges of SOA and ozone formation potentials that rival other prominent sources, such as motor vehicles. With emission timescales from minutes to years, emission rates and source profiles need to be included, updated, and/or validated in emissions inventories with expected regional and national variability. In particular, intermediate-volatility and semi-volatile organic compounds (IVOCs and SVOCs) are key precursors to SOA, but are excluded or poorly represented in emissions inventories and exempt from emissions targets. We present an expanded framework for classifying VOC, IVOC, and SVOC emissions from this diverse array of sources that emphasizes a life cycle approach over longer timescales and three emission pathways that extend beyond the short-term evaporation of VOCs: (1) solvent evaporation, (2) solute off-gassing, and (3) volatilization of degradation by-products. Furthermore, we find that ambient SOA formed from these non-combustion-related emissions could be misattributed to fossil fuel combustion due to the isotopic signature of their petroleum-based feedstocks.
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Polidori, A., S. Hu, S. Biswas, R. J. Delfino, and C. Sioutas. "Real-time characterization of particle-bound polycyclic aromatic hydrocarbons in ambient aerosols and from motor-vehicle exhaust." Atmospheric Chemistry and Physics 8, no. 5 (March 4, 2008): 1277–91. http://dx.doi.org/10.5194/acp-8-1277-2008.

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Abstract. A photo-electric aerosol sensor, a diffusion charger, an Aethalometer, and a continuous particle counter were used along with other real-time instruments to characterize the particle-bound polycyclic aromatic hydrocarbon (p-PAH) content, and the physical/chemical characteristics of aerosols collected a) in Wilmington (CA) near the Los Angeles port and close to 2 major freeways, and b) at a dynamometer testing facility in downtown Los Angeles (CA), where 3 diesel trucks were tested. In Wilmington, the p-PAH, surface area, particle number, and "black" carbon concentrations were 4-8 times higher at 09:00–11:00 a.m. than between 17:00 and 18:00 p.m., suggesting that during rush hour traffic people living in that area are exposed to a higher number of diesel combustion particles enriched in p-PAH coatings. Dynamometer tests revealed that the p-PAH emissions from the "baseline" truck (no catalytic converter) were up to 200 times higher than those from the 2 vehicles equipped with advanced emission control technologies, and increased when the truck was accelerating. In Wilmington, integrated filter samples were collected and analyzed to determine the concentrations of the most abundant p-PAHs. A correlation between the total p-PAH concentration (μg/m3) and the measured photo-electric aerosol sensor signal (fA) was also established. Estimated ambient p-PAH concentrations (Average=0.64 ng/m3; Standard deviation=0.46 ng/m3 were in good agreement with those reported in previous studies conducted in Los Angeles during a similar time period. Finally, we calculated the approximate theoretical lifetime (70 years per 24-h/day) lung-cancer risk in the Wilmington area due to inhalation of multi-component p-PAHs and "black" carbon. Our results indicate that the lung-cancer risk is highest during rush hour traffic and lowest in the afternoon, and that the genotoxic risk of the considered p-PAHs does not seem to contribute to a significant part of the total lung-cancer risk attributable to "black" carbon.
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Polidori, A., S. Hu, S. Biswas, R. J. Delfino, and C. Sioutas. "Real-time characterization of particle-bound polycyclic aromatic hydrocarbons in ambient aerosols and from motor-vehicle exhaust." Atmospheric Chemistry and Physics Discussions 7, no. 6 (December 3, 2007): 17475–510. http://dx.doi.org/10.5194/acpd-7-17475-2007.

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Abstract. A photo-electric aerosol sensor, a diffusion charger, an Aethalometer, and a continuous particle counter were used along with other real-time instruments to characterize the particle-bound polycyclic aromatic hydrocarbon (p-PAH) content, and the physical/chemical characteristics of aerosols collected a) in Wilmington (CA) near the Los Angeles port and close to 2 major freeways, and b) at a dynamometer testing facility in downtown Los Angeles (CA), where 3 diesel trucks were tested. In Wilmington, the p-PAH, surface area, particle number, and "black" carbon concentrations were 4–8 times higher at 09:00–11:00 a.m. than between 17:00 and 18:00 p.m., suggesting that during rush hour traffic people living in that area are exposed to a higher number of diesel combustion particles enriched in p-PAH coatings. Dynamometer tests revealed that the p-PAH emissions from the "baseline" truck (no catalytic converted) were up to 200 times higher than those from the 2 vehicles equipped with advanced emission control technologies, and increased when the truck was accelerating. In Wilmington, integrated filter samples were collected and analyzed to determine the concentrations of the most abundant p-PAHs. A correlation between the total p-PAH concentration (μg/m3) and the measured photo-electric aerosol sensor signal (fA) was also established. Estimated ambient p-PAH concentrations (Average = 0.64 ng/m3; Standard deviation = 0.46 ng/m3) were in good agreement with those reported in previous studies conducted in Los Angeles during a similar time period. Finally, we calculated the approximate theoretical lifetime (70 years per 24-h/day) lung-cancer risk in the Wilmington area due to inhalation of multi-component p-PAHs and "black" carbon. Our results indicate that the lung-cancer risk is highest during rush hour traffic and lowest in the afternoon, and that the genotoxic risk of the considered p-PAHs does not seem to contribute to a significant part of the total lung-cancer risk attributable to "black" carbon.
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15

Zakrajsek, Jennifer, Lisa Molnar, David Eby, David LeBlanc, Lidia Kostyniuk, Nicole Zanier, and Tina Sayer. "Examining Risky Driving Behavior Among Older Drivers Using Self-Reported and Objective Data." Innovation in Aging 4, Supplement_1 (December 1, 2020): 465. http://dx.doi.org/10.1093/geroni/igaa057.1507.

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Abstract Motor vehicle crashes represent a significant public health problem. Efforts to improve driving safety are multifaceted, focusing on vehicles, roadways, and drivers with risky driving behaviors playing integral roles in each area. As part of a study to create guidelines for developing risky driving countermeasures, 480 drivers (118 young/18-25, 183 middle-aged/35-55, 179 older/65 and older) completed online surveys measuring driving history, risky driving (frequency of engaging in distracted [using cell phone, texting, eating/drinking, grooming, reaching/interacting] and reckless/aggressive [speeding, tailgating, failing to yield right-of-way, maneuvering unsafely, rolling stops] driving behaviors), and psychosocial characteristics. A cluster analysis using frequency of the risky behaviors and seat belt use identified five risky behavior-clusters: 1) rarely/never distracted-rarely/never reckless/aggressive (n=392); 2) sometimes distracted-rarely/never reckless/aggressive (n=33); 3) sometimes distracted-sometimes reckless/aggressive (n=40); 4) often/always distracted-often/always reckless/aggressive (n=11); 5) no pattern (n=4). Older drivers were more likely in the first/lowest cluster (93.8% of older versus 84.2% of middle-aged and 59.3% of young drivers; p<.0001). Fifteen older drivers participated in a follow-up study in which their vehicles were equipped with a data acquisition system that collected objective driving and video data of all trips for three weeks. Analysis of video data from 145 older driver trips indicated that older drivers engaged in at least one distracted behavior in 115 (79.3%) trips. While preliminary, this suggests considerably more frequent engagement in distracted driving than self-reported and that older drivers should not be excluded from consideration when developing risky driving behavior countermeasures. Full study results and implications will be presented.
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Minovski, Blago, Jelena Andrić, Lennart Löfdahl, and Peter Gullberg. "A numerical investigation of thermal engine encapsulation concept for a passenger vehicle and its effect on fuel consumption." Proceedings of the Institution of Mechanical Engineers, Part D: Journal of Automobile Engineering 233, no. 3 (January 9, 2018): 557–71. http://dx.doi.org/10.1177/0954407017749074.

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Increasingly tough regulations for emission levels and a growing demand for an environmentally clean motor industry impose high requirements in modern automotive development. During recent decades, carmakers have been utilizing various strategies to minimize energy losses in the powertrain to meet legislative and market demands. A great part of research efforts has been focused on improving engine performance during cold starts characterized by increased friction losses. Thermal engine encapsulation is an effective design choice to reduce engine friction in applications with frequent cold starts. In the present work, a coupled 1-D–3-D system-level approach is used to investigate the effects of a novel engine-mounted encapsulation concept featuring air shutters on fuel consumption in a Volvo S80 passenger vehicle. Simulations are performed for sequences of the Worldwide harmonized light vehicles test cycle (WLTC) drive cycle, which include different time intervals of engine inactivity when the car is parked in air of an quiescent ambient temperature. The results show that engine encapsulation with high area coverage (97%) can retain engine oil temperature above 19°C for up to 16 h after engine shutdown at an ambient temperature of 5°C, leading to 2.5% fuel saving during engine warm-up when cold starts occur between 2 and 8 h after key-off. Encapsulations with a lower area coverage (90%) have proven to be less effective, with fuel saving of 1.25% as the temperatures of the oil and engine structures decrease more quickly after key-off compared to the fully enclosed encapsulation.
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17

Markova, O. M., M. V. Sobolevska, T. F. Mokrii, and D. V. Horobets. "Increasing the safery of railway passenger and freight traffic." Technical mechanics 2021, no. 2 (June 29, 2021): 78–90. http://dx.doi.org/10.15407/itm2021.02.078.

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In 2020, the Ukrainian Government conducted an audit of the Ukrainian economy for nearly 30 years of independence and decided on the vectors of economic development aimed at European and Euro-Atlantic integration. The audit of the Ukrainian railways showed that most of the railway assets are critically worn. The audit and the vectors became a starting point for the development of the National Economic Strategy of Ukraine up to 2030, which was approved on March 3, 2021. One of the priorities of this strategy is the development of the transport sector by a succession of steps, including railway track and vehicle renewal, the introduction of high-speed passenger transport, and increasing railway traffic safety and environment safety on the Urrainian railways. The aim of this paper is to work out recommendations on increasing the safety of passenger and freight traffic in Ukraine. The paper generalizes the experience gained over the years of Ukrainian independence in the fundamental and applied transport-oriented reseach conducted at the Department of Sttistical Dynamics and Multidimensional Mechanical Systems, Institute of Technical Mechanics of the National Academy of Sciences of Ukraine and the State Space Agency of Ukraine. This experience may be useful in the implementation of the above steps on the way to the sustainable development of the Ukrainian railway transport. In the paper, emphasis is on new investigations into the passive propection of the cars of a motor car train in emergency collisions whose scenarios are specified by Ukrainian State Standard DSTU EN 15227. Based on a mathematical model of a collision of identical motor car trains, a mathematical model was developed to simulate a collision of a motor car train with a large vehicle at a crossing with account for a specified force characteristic of interaction of the leading car equipped with a passive safety system with a deformable obstacle. The model developed was used in analyzing dynamic loads on the cars of a motor car train with a passive safety system in its collision at 110 km/h with a 15 t large vehicle at a railway crossing. With consideration for the results of previous investigations into the dynamics of emergency collisions of a motor car train with an identical train and a fright car, recommendations were worked out on the passive protection of a home-made leading car in accordance with the requirements of normative documents. The proposed mathematical models and designs of energy-absorbing devices, the research results, and the practical recommendations worked out may be used in designing new motor car train vehicles for the Ukrainian railways in accordance with the DSTU EN 15227 requirements for passive protection in emergency collisions.
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18

Elisawati, Elisawati, Deasy Wahyuni, and Adi Arianto. "ANALISA CLUSTERING PADA DATA PELANGGARAN LALULINTAS DI PENGADILAN NEGERI DUMAI DENGAN MENGGUNAKAN METODE K-MEANS." JISKA (Jurnal Informatika Sunan Kalijaga) 4, no. 2 (December 13, 2019): 1. http://dx.doi.org/10.14421/jiska.2019.42-01.

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The order of traffic on the road is very important for motorists on the highway, the lack of awareness of motor vehicle users and the poor drivers of traffic discipline make the level of traffic violations in driving on the highway always increase so that the number of ticket data received by the Dumai District Court. This research was conducted to analyze and classify data violations using the k-means method to facilitate knowing the types of violations that are often violated by vehicle users. The attributes to be analyzed are the types of violations and types of vehicles. The test was carried out using the Rapidminer 5 application where the data tested was data from the Dumai District Court on December 2017, as many as 616 violations. Central cluster data consists of 3 clusters, namely C1 = Many, C2 = moderate and C3 = few who commit traffic violations. So the results of the data obtained where C1 produces 1 data, C2 gets as much as 4 data and C3 as many as 7 data. Where the type of violation that is often violated is the type of violation that does not use a helmet and the type of vehicle is a motorcycle. From the results of this study can be used or can be followed up with the holding of socialization to reduce the number of traffic violations. Keywords: Clustering Analysis, K-Means, Traffic Violations, Rapidminer
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19

Tsai, Jiun-Horng, Yen-Ting Lu, I.-I. Chung, and Hung-Lung Chiang. "Traffic-Related Airborne VOC Profiles Variation on Road Sites and Residential Area within a Microscale in Urban Area in Southern Taiwan." Atmosphere 11, no. 9 (September 22, 2020): 1015. http://dx.doi.org/10.3390/atmos11091015.

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The sampling sites, including roadsides and residential areas, were set up to collect ambient air and determine the volatile organic species it contained. For the roadside air, the average VOCs (volatile organic compounds) abundant at rush hour periods was two times that at non-rush hour periods. In the residential area, the VOC concentrationswere106 and 129 ppb during rush hour periods. The VOC concentration ratios of roadside and residential areas were in the range of 1.08–1.75 and the traffic emissions were related to the VOCs abundant in air. The highest VOC concentration was 168 ppb at midnight at residential sites and the VOC abundance could be two times that of roadside sites. This level of concentration could be attributed to the application of solvents and to human activity in a nearby motorcycle/vehicle maintenance plant, laundry rooms, etc. High abundant species were similar in both the roadside and residential air samples. These highly abundant species included toluene, acetone, acetonitrile, m,p-xylene and n-pentane, all of which can be emitted from traffic exhaust. Benzene, acrolein, formaldehyde, vinyl chloride and 1,3-butadiene were the main species with health impacts collected at both sites. In the micro-scale environment, the residential ambient air was affected by traffic flow from morning to night. In the midnight period, some local activities (a motorcycle/vehicle maintenance shop and laundry shops) affected the concentrations of certain VOCs (acetonitrile, toluene, hexane, 2-methylpentane, methyl cyclopentane and 3-methylpentane). The traffic and motor vehicles’ effects were determined, which could be useful for air quality management and strategy development in an urban area.
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20

S, Karthikeyan, Karthik S, Hemanth S, and Nithyavathy N. "AUTOMATIC TRAFFIC RULES ABIDING CONTROLAN IDEA FOR ACCIDENT-FREE WORLD." International Journal of Students' Research in Technology & Management 5, no. 1 (April 20, 2017): 09. http://dx.doi.org/10.18510/ijsrtm.2017.513.

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The World is moving so fast, so that impatience is seen in every sector. This has increased entropy in breaking the rules, and thereby increasing the number of accidents[1]. Hence, to control the accidents, each vehicle is provided with a microcontroller 8051[5][6]. The microcontrollerkit is used to continuously monitor the speed of the vehicle and data is logged for every second. The acceleration of the vehicle is calculated continuously. The Signal status and time is transmittedto the vehicle at a certain distance infront of the signal through RF Transmitter[7]. The microcontroller[5][6] once receiving this data via RF Receiver[7] takes up the current speed and acceleration in the calculation and finds the possible distance which the vehicle can cover with that particular speed and time[2]. This distance is then compared with the *cover distance. Based on the result, the signal is sent to the driver, and a message is displayed in LCD Screen. In the negative case, if the driver doesn’t react for 2 seconds the vehicle is made to stop before the signal, by sending an interrupt. Here, in the positive case, the vehicle functions as such manual drive. If the driver has reacted, then the control remains with the driver. With the control being automated, the fuel supplied to the vehicle is reduced[8]. By this way, the power driving the vehicle is cut. Based on the load in the vehicle, the brakes are applied automatically[3][4]. The connection with each controller is cut as soon as it crosses the signal. The range of the transmission is set such. By this way, the drivers are made to abide by the rules, and hence the accidents can be prevented in the real world. The work is most successful in the case of electric vehicles, where the speed of the vehicle is reduced just by decreasing the supply to the motor[5]. An intermediate module is used to control the speed by varying the supply.
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21

Zhao, B., P. Wang, J. Z. Ma, S. Zhu, A. Pozzer, and W. Li. "A high-resolution emission inventory of primary pollutants for the Huabei region, China." Atmospheric Chemistry and Physics 12, no. 1 (January 10, 2012): 481–501. http://dx.doi.org/10.5194/acp-12-481-2012.

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Abstract. Huabei, located between 32° N and 42° N, is part of eastern China and includes administratively the Beijing and Tianjin Municipalities, Hebei and Shanxi Provinces, and Inner-Mongolia Autonomous Region. Over the past decades, the region has experienced dramatic changes in air quality and climate, and has become a major focus of environmental research in China. Here we present a new inventory of air pollutant emissions in Huabei for the year 2003 developed as part of the project Influence of Pollution on Aerosols and Cloud Microphysics in North China (IPAC-NC). Our estimates are based on data from the statistical yearbooks of the state, provinces and local districts, including major sectors and activities of power generation, industrial energy consumption, industrial processing, civil energy consumption, crop straw burning, oil and solvent evaporation, manure, and motor vehicles. The emission factors are selected from a variety of literature and those from local measurements in China are used whenever available. The estimated total emissions in the Huabei administrative region in 2003 are 4.73 Tg SO2, 2.72 Tg NOx (in equivalent NO2), 1.77 Tg VOC, 24.14 Tg CO, 2.03 Tg NH3, 4.57 Tg PM10, 2.42 Tg PM2.5, 0.21 Tg EC, and 0.46 Tg OC. For model convenience, we consider a larger Huabei region with Shandong, Henan and Liaoning Provinces included in our inventory. The estimated total emissions in the larger Huabei region in 2003 are: 9.55 Tg SO2, 5.27 Tg NOx (in equivalent NO2), 3.82 Tg VOC, 46.59 Tg CO, 5.36 Tg NH3, 10.74 Tg PM10, 5.62 Tg PM2.5, 0.41 Tg EC, and 0.99 Tg OC. The estimated emission rates are projected into grid cells at a horizontal resolution of 0.1° latitude by 0.1° longitude. Our gridded emission inventory consists of area sources, which are classified into industrial, civil, traffic, and straw burning sectors, and large industrial point sources, which include 345 sets of power plants, iron and steel plants, cement plants, and chemical plants. The estimated regional NO2 emissions are about 2–3% (administrative Huabei region) or 5% (larger Huabei region) of the global anthropogenic NO2 emissions. We compare our inventory (IPAC-NC) with the global emission inventory EDGAR-CIRCE and the Asian emission inventory INTEX-B. Except for a factor of 3 lower EC emission rate in comparison with INTEX-B, the biases of the total emissions of most primary air pollutants in Huabei estimated in our inventory, with respect to EDGAR-CIRCE and INTEX-B, generally range from −30% to +40%. Large differences up to a factor of 2–3 for local emissions in some areas (e.g. Beijing and Tianjin) are found. It is recommended that the inventories based on the activity rates and emission factors for each specific year should be applied in future modeling work related to the changes in air quality and atmospheric chemistry over this region.
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22

Zhao, B., P. Wang, J. Z. Ma, S. Zhu, A. Pozzer, and W. Li. "A high-resolution emission inventory of primary pollutants for the Huabei region, China." Atmospheric Chemistry and Physics Discussions 11, no. 7 (July 18, 2011): 20331–74. http://dx.doi.org/10.5194/acpd-11-20331-2011.

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Abstract. Huabei is a part of eastern China located between 32° N and 42° N latitude. Administratively it is a region including Beijing and Tianjin Municipalities, Hebei and Shanxi Provinces, and Inner-Mongolia Autonomous Region. Over the past decades, the region has experienced dramatic changes in air quality and climate, and has become a major focus of environmental research in China. Here we present a new inventory of air pollutant emissions in Huabei for the year 2003 developed as part of the project Influence of Pollution on Aerosols and Cloud Microphysics in North China (IPAC-NC). Our estimates are based on the data from the statistical yearbooks of state and provinces as well as local districts including major sectors and activities of power generation, industrial energy consumption, industrial processing, civil energy consumption, crop straw burning, oil and solvent evaporation, manure, and motor vehicles. The emission factors are selected from a variety of literature and those from local measurements in China are used whenever available. The estimated total emissions in the Huabei administrative region in 2003 are 4.73 Tg SO2, 2.72 Tg NOx (in equivalent NO2), 1.77 Tg VOC, 24.14 Tg CO, 2.03 Tg NH3, 4.57 Tg PM10, 2.42 Tg PM2.5, 0.21 Tg EC, and 0.46 Tg OC. For model convenience, we consider a larger Huabei region with Shandong, Henan and Liaoning Provinces included in our inventory. The estimated total emissions in the larger Huabei region in 2003 are: 9.55 Tg SO2, 5.27 Tg NOx (in equivalent NO2), 3.82 Tg VOC, 46.59 Tg CO, 5.36 Tg NH3, 10.74 Tg PM10, 5.62 Tg PM2.5, 0.41 Tg EC, and 0.99 Tg OC. The estimated emission rates are projected into grid cells at a horizontal resolution of 0.1° latitude by 0.1° longitude. Our gridded emission inventory consists of area sources, which are classified into industrial, civil, traffic, and straw burning sectors, and large industrial point sources, which include 345 sets of power plants, iron and steel plants, cement plants, and chemical plants. The estimated regional NO2 emissions are about 2–3 % (administrative Huabei region) or 5 % (larger Huabei region) of the global anthropogenic NO2 emissions. We compare our inventory (IPAC-NC) with a global emission inventory EDGAR-CIRCE and an Asian emission inventory INTEX-B. While the total emissions in Huabei are comparable with each other, large differences up to a factor of 2–3 for local emissions in the areas such as the Beijing and Tianjin megacities are found. We expect that our inventory will provide more practical spatial distributions of air pollutant emissions in the Huabei region of China and can be applied for air pollution and chemistry research on this region in the future.
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23

Taleb, Rachid, and Hemza Saidi. "IRAMY Inverter Control for Solar Electric Vehicle." International Journal of Power Electronics and Drive Systems (IJPEDS) 7, no. 3 (September 1, 2016): 1012. http://dx.doi.org/10.11591/ijpeds.v7.i3.pp1012-1022.

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<!--[if gte mso 9]><xml> <w:WordDocument> <w:View>Normal</w:View> <w:Zoom>0</w:Zoom> <w:TrackMoves/> <w:TrackFormatting/> <w:HyphenationZone>21</w:HyphenationZone> <w:PunctuationKerning/> <w:ValidateAgainstSchemas/> <w:SaveIfXMLInvalid>false</w:SaveIfXMLInvalid> <w:IgnoreMixedContent>false</w:IgnoreMixedContent> <w:AlwaysShowPlaceholderText>false</w:AlwaysShowPlaceholderText> <w:DoNotPromoteQF/> <w:LidThemeOther>FR</w:LidThemeOther> <w:LidThemeAsian>X-NONE</w:LidThemeAsian> <w:LidThemeComplexScript>AR-SA</w:LidThemeComplexScript> <w:Compatibility> <w:BreakWrappedTables/> <w:SnapToGridInCell/> <w:WrapTextWithPunct/> <w:UseAsianBreakRules/> <w:DontGrowAutofit/> <w:SplitPgBreakAndParaMark/> <w:DontVertAlignCellWithSp/> <w:DontBreakConstrainedForcedTables/> <w:DontVertAlignInTxbx/> <w:Word11KerningPairs/> <w:CachedColBalance/> </w:Compatibility> <w:BrowserLevel>MicrosoftInternetExplorer4</w:BrowserLevel> <m:mathPr> <m:mathFont m:val="Cambria Math"/> <m:brkBin m:val="before"/> <m:brkBinSub m:val="--"/> <m:smallFrac m:val="off"/> <m:dispDef/> <m:lMargin m:val="0"/> <m:rMargin m:val="0"/> <m:defJc m:val="centerGroup"/> <m:wrapIndent m:val="1440"/> <m:intLim m:val="subSup"/> <m:naryLim m:val="undOvr"/> </m:mathPr></w:WordDocument> </xml><![endif]--><p class="MsoNormal" style="text-align: justify;"><span style="mso-ansi-language: EN-US;" lang="EN-US">Solar Electric Vehicles (SEV) are considered the future vehicles to solve the issues of air pollution, global warming, and the rapid decreases of the petroleum resources facing the current transportation technology. However, SEV are still facing important technical obstacles to overcome. They include batteries energy storage capacity, charging times, efficiency of the solar panels and electrical propulsion systems. Solving any of those problems and electric vehicles will compete-complement the internal combustion engines vehicles. In the present work, we propose an electrical propulsion system based on three phase induction motor in order to obtain the desired speed and torque with less power loss. Because of the need to lightweight nature, small volume, low cost, less maintenance and high efficiency system, a three phase squirrel cage induction motor (IM) is selected in the electrical propulsion system. The IM is fed from three phase inverter operated by a constant V/F control method and Space Vector Pulse Width Modulation (SVPWM) algorithm. The proposed control strategy has been implemented on the texas instruments TM320F2812 Digital Signal Processor (DSP) to generate SVPWM signal needed to trigger the gates of IGBT based inverter. The inverter used in this work is a three phase inverter IRAMY20UP60B type. The experimental results show the ability of the proposed control strategy to generate a three-phase sine wave signal with desired frequency. The proposed control strategy is experimented on a locally manufactured EV prototype. 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Kaasik, Peeter. "Hävituspataljonidest Eestis 1941. aasta sõjasuvel [Abstract: The Destruction Battalions in Estonia in the Summer War of 1941]." Ajalooline Ajakiri. The Estonian Historical Journal 167, no. 1 (December 31, 2019): 3–36. http://dx.doi.org/10.12697/aa.2019.1.01.

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Abstract: The Destruction Battalions in Estonia in the Summer War of 1941 A state of war was declared in the western regions of the Soviet Union on 22 June 1941. This did not in any case mean only purely military operations. The safeguarding of security in the rear was considered extremely important. On 25 June 1941, the Union-wide Communist Party (CPSU) Central Committee Politburo adopted the decision ‘On the tasks in the rear of front-line forces’, which placed all agencies and units of the People’s Commissariat for Internal Affairs and State Security (NKVD and NKGB) under the command of the commanders of rear defence of the front lines. The following was prescribed as the more general tasks of rear defence: maintenance of law and order in the rear and on roads; the capture of deserters and ‘disorganisers of the rear’; protection of communications; the organisation of evacuations and the transportation of supplies; the destruction of saboteurs. Since rebellion against Soviet rule also began in parallel with combat action in many regions (primarily in regions that the Soviet Union occupied and annexed in 1939/1940), then combat against the so-called internal enemy became the primary task of rear defence units in the vicinity of the front in many areas. Thirdly, rear defence units were assigned the task of destroying all property of any value that could not be removed from the region of the front in the event of possible retreat. At the same time, all communications of military importance were to be destroyed in the course of retreat. NKVD internal forces and border guard forces on the one hand, and irregular people’s defence units (destruction battalions, workers’ regiments, people’s defence divisions, etc.) formed locally in the summer of 1941 on the other hand were to bear the brunt of this action. The various irregular people’s defence units were on the one hand supposed to be manifestations of ‘nationwide struggle’ deriving from ideology; on the other hand, the need for an improvised territorial defence force was due to pragmatic needs that made it possible to skip many of the formalities associated with mobilisation, transport, formation and supply. At the same time, the possibilities for utilising these units were also considerably more flexible. The formation and utilisation of the ‘people’s defence force’ varied from region to region. The destruction battalions that were formed in the Estonian SSR are considered illustratively in this article. As elsewhere in areas in the vicinity of the front, the formation of destruction battalions began in the Estonian SSR at the end of June, 1941. The ‘Estonian SSR operative group of destruction battalions’ was established for their formation and command at the NKVD Baltic Border Guard District headquarters. At the start of July, this operative group was placed under the command of the assistant responsible for rear area defence of the commander of the 8th Army, which had retreated into Estonia. The destruction battalions did not have any definite composition of personnel. Although the self-evidence of patriotism was stressed, in reality the battalions were manned in Estonia by way of ‘Party mobilisation’. If a person was a member or candidate member of the CPSU or the communist youth organisation and did not have any other administrative duties, joining the destruction battalions was in essence mandatory. Generally speaking, this obligation also applied to the employees of other Soviet institutions as well. The operations of destruction battalions in Estonia can conditionally be divided into three periods: 1) combat against the armed resistance movement before the arrival of German forces; 2) the direct employment of destruction battalions in military assignments alongside securing the rear area; 3) the deployment of destruction battalions and regiments formed out of them at the front in combat against regular Wehrmacht units. This periodisation is nevertheless conditional. It is rather difficult to present temporal frames of reference more precisely because the actions and composition of different units varied depending on the situation at the front and they also do not match temporally. While battalions were initially formed in the counties and in the cities of Tallinn and Narva, later on units were disbanded and combined, and new additional units were also formed. In total, over 20 such units operated in Estonia (in addition to several more Latvian destruction units that had retreated into Estonia) in the summer war of 1941. Over 6,000 fighters were entered in the lists of the Estonian SSR militia companies, destruction battalions and workers’ regiments. These in turn were divided up according to specific assignments: some went on raids and later fought at the front line as part of the Red Army; others were part of the armed units guarding certain industrial enterprises or Soviet institutions, or provided security for communications of military importance (railroads, bridges, communications lines, and other such sites). Third, there was a large group that was formally connected to destruction battalions because they were tied mainly to other military-administrative duties (the organisation of evacuation, fortification works, mobilisation of horses and motor vehicles, future partisan warfare, and other such duties). As the name ‘destruction battalion’ already says, these units were initially supposed to be used mainly in combatting saboteurs, spies and local ‘bandits’, and in carrying out ‘scorched earth tactics’. Yet as we can already see from the previous periodization, the role of destruction battalions in Estonia already became blurred at the start of July, 1941. Since the front was breached in many places, some units that were completely unprepared for it were quickly sent to the front to plug the holes. The Southern Estonian destruction battalions that had retreated in the direction of Narva fell apart, disintegrating into isolated troops that retreated together with civilians who wanted to evacuate. Other units were incorporated into the Red Army in Northern Tartu County in the latter half of July, and most of them were cut off there in a pocket. In August, two companies were formed in Harju County and Narva out of the remnants of the destruction battalions, and were already utilised directly as front-line units. In conclusion it can be said that while the destruction battalions that operated in Estonia initially were indeed a rather effective force for a short time in the fight against armed resistance, their utilisation in front-line combat not only had negligible effect, it was also rather short-sighted in terms of Soviet rule because it resulted in the destruction of a large proportion of the cadre that was trustworthy in the eyes of the Soviet regime, and this cadre was already quite modest in numbers to begin with. A large proportion of the fighters of the destruction battalions left behind in the rear met their end in the course of vigilante justice in the summer war of 1941. And secondly, since the Germans did not count the members of the destruction battalions as soldiers, the status of prisoners of war did not extend to them, and many of them who were taken prisoner were shot on the spot or were executed at a later time as ‘active communists’.
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Biran, Yahav, George Collins, Borky John M, and Joel Dubow. "Volume 2, Issue 3, Special issue on Recent Advances in Engineering Systems (Published Papers) Articles Transmit / Received Beamforming for Frequency Diverse Array with Symmetrical frequency offsets Shaddrack Yaw Nusenu Adv. Sci. Technol. Eng. Syst. J. 2(3), 1-6 (2017); View Description Detailed Analysis of Amplitude and Slope Diffraction Coefficients for knife-edge structure in S-UTD-CH Model Eray Arik, Mehmet Baris Tabakcioglu Adv. Sci. Technol. Eng. Syst. J. 2(3), 7-11 (2017); View Description Applications of Case Based Organizational Memory Supported by the PAbMM Architecture Martín, María de los Ángeles, Diván, Mario José Adv. Sci. Technol. Eng. Syst. J. 2(3), 12-23 (2017); View Description Low Probability of Interception Beampattern Using Frequency Diverse Array Antenna Shaddrack Yaw Nusenu Adv. Sci. Technol. Eng. Syst. 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26

Alqahtani, Sarra, and Rose Gamble. "Volume 2, Issue 3, Special issue on Recent Advances in Engineering Systems (Published Papers) Articles Transmit / Received Beamforming for Frequency Diverse Array with Symmetrical frequency offsets Shaddrack Yaw Nusenu Adv. Sci. Technol. Eng. Syst. J. 2(3), 1-6 (2017); View Description Detailed Analysis of Amplitude and Slope Diffraction Coefficients for knife-edge structure in S-UTD-CH Model Eray Arik, Mehmet Baris Tabakcioglu Adv. Sci. Technol. Eng. Syst. J. 2(3), 7-11 (2017); View Description Applications of Case Based Organizational Memory Supported by the PAbMM Architecture Martín, María de los Ángeles, Diván, Mario José Adv. Sci. Technol. Eng. Syst. J. 2(3), 12-23 (2017); View Description Low Probability of Interception Beampattern Using Frequency Diverse Array Antenna Shaddrack Yaw Nusenu Adv. Sci. Technol. Eng. Syst. J. 2(3), 24-29 (2017); View Description Zero Trust Cloud Networks using Transport Access Control and High Availability Optical Bypass Switching Casimer DeCusatis, Piradon Liengtiraphan, Anthony Sager Adv. Sci. Technol. Eng. Syst. J. 2(3), 30-35 (2017); View Description A Derived Metrics as a Measurement to Support Efficient Requirements Analysis and Release Management Indranil Nath Adv. Sci. Technol. Eng. Syst. J. 2(3), 36-40 (2017); View Description Feedback device of temperature sensation for a myoelectric prosthetic hand Yuki Ueda, Chiharu Ishii Adv. Sci. Technol. Eng. Syst. J. 2(3), 41-40 (2017); View Description Deep venous thrombus characterization: ultrasonography, elastography and scattering operator Thibaud Berthomier, Ali Mansour, Luc Bressollette, Frédéric Le Roy, Dominique Mottier Adv. Sci. Technol. Eng. Syst. J. 2(3), 48-59 (2017); View Description Improving customs’ border control by creating a reference database of cargo inspection X-ray images Selina Kolokytha, Alexander Flisch, Thomas Lüthi, Mathieu Plamondon, Adrian Schwaninger, Wicher Vasser, Diana Hardmeier, Marius Costin, Caroline Vienne, Frank Sukowski, Ulf Hassler, Irène Dorion, Najib Gadi, Serge Maitrejean, Abraham Marciano, Andrea Canonica, Eric Rochat, Ger Koomen, Micha Slegt Adv. Sci. Technol. Eng. Syst. J. 2(3), 60-66 (2017); View Description Aviation Navigation with Use of Polarimetric Technologies Arsen Klochan, Ali Al-Ammouri, Viktor Romanenko, Vladimir Tronko Adv. Sci. Technol. Eng. Syst. J. 2(3), 67-72 (2017); View Description Optimization of Multi-standard Transmitter Architecture Using Single-Double Conversion Technique Used for Rescue Operations Riadh Essaadali, Said Aliouane, Chokri Jebali and Ammar Kouki Adv. Sci. Technol. Eng. Syst. J. 2(3), 73-81 (2017); View Description Singular Integral Equations in Electromagnetic Waves Reflection Modeling A. S. Ilinskiy, T. N. Galishnikova Adv. Sci. Technol. Eng. Syst. J. 2(3), 82-87 (2017); View Description Methodology for Management of Information Security in Industrial Control Systems: A Proof of Concept aligned with Enterprise Objectives. Fabian Bustamante, Walter Fuertes, Paul Diaz, Theofilos Toulqueridis Adv. Sci. Technol. Eng. Syst. J. 2(3), 88-99 (2017); View Description Dependence-Based Segmentation Approach for Detecting Morpheme Boundaries Ahmed Khorsi, Abeer Alsheddi Adv. Sci. Technol. Eng. Syst. J. 2(3), 100-110 (2017); View Description Paper Improving Rule Based Stemmers to Solve Some Special Cases of Arabic Language Soufiane Farrah, Hanane El Manssouri, Ziyati Elhoussaine, Mohamed Ouzzif Adv. Sci. Technol. Eng. Syst. J. 2(3), 111-115 (2017); View Description Medical imbalanced data classification Sara Belarouci, Mohammed Amine Chikh Adv. Sci. Technol. Eng. Syst. J. 2(3), 116-124 (2017); View Description ADOxx Modelling Method Conceptualization Environment Nesat Efendioglu, Robert Woitsch, Wilfrid Utz, Damiano Falcioni Adv. Sci. Technol. Eng. Syst. J. 2(3), 125-136 (2017); View Description GPSR+Predict: An Enhancement for GPSR to Make Smart Routing Decision by Anticipating Movement of Vehicles in VANETs Zineb Squalli Houssaini, Imane Zaimi, Mohammed Oumsis, Saïd El Alaoui Ouatik Adv. Sci. Technol. Eng. Syst. J. 2(3), 137-146 (2017); View Description Optimal Synthesis of Universal Space Vector Digital Algorithm for Matrix Converters Adrian Popovici, Mircea Băbăiţă, Petru Papazian Adv. Sci. Technol. Eng. Syst. J. 2(3), 147-152 (2017); View Description Control design for axial flux permanent magnet synchronous motor which operates above the nominal speed Xuan Minh Tran, Nhu Hien Nguyen, Quoc Tuan Duong Adv. Sci. Technol. Eng. Syst. J. 2(3), 153-159 (2017); View Description A synchronizing second order sliding mode control applied to decentralized time delayed multi−agent robotic systems: Stability Proof Marwa Fathallah, Fatma Abdelhedi, Nabil Derbel Adv. Sci. Technol. Eng. Syst. J. 2(3), 160-170 (2017); View Description Fault Diagnosis and Tolerant Control Using Observer Banks Applied to Continuous Stirred Tank Reactor Martin F. Pico, Eduardo J. Adam Adv. Sci. Technol. Eng. Syst. J. 2(3), 171-181 (2017); View Description Development and Validation of a Heat Pump System Model Using Artificial Neural Network Nabil Nassif, Jordan Gooden Adv. Sci. Technol. Eng. Syst. J. 2(3), 182-185 (2017); View Description Assessment of the usefulness and appeal of stigma-stop by psychology students: a serious game designed to reduce the stigma of mental illness Adolfo J. Cangas, Noelia Navarro, Juan J. Ojeda, Diego Cangas, Jose A. Piedra, José Gallego Adv. Sci. Technol. Eng. Syst. J. 2(3), 186-190 (2017); View Description Kinect-Based Moving Human Tracking System with Obstacle Avoidance Abdel Mehsen Ahmad, Zouhair Bazzal, Hiba Al Youssef Adv. Sci. Technol. Eng. Syst. J. 2(3), 191-197 (2017); View Description A security approach based on honeypots: Protecting Online Social network from malicious profiles Fatna Elmendili, Nisrine Maqran, Younes El Bouzekri El Idrissi, Habiba Chaoui Adv. Sci. Technol. Eng. Syst. J. 2(3), 198-204 (2017); View Description Pulse Generator for Ultrasonic Piezoelectric Transducer Arrays Based on a Programmable System-on-Chip (PSoC) Pedro Acevedo, Martín Fuentes, Joel Durán, Mónica Vázquez, Carlos Díaz Adv. Sci. Technol. Eng. Syst. J. 2(3), 205-209 (2017); View Description Enabling Toy Vehicles Interaction With Visible Light Communication (VLC) M. A. Ilyas, M. B. Othman, S. M. Shah, Mas Fawzi Adv. Sci. Technol. Eng. Syst. J. 2(3), 210-216 (2017); View Description Analysis of Fractional-Order 2xn RLC Networks by Transmission Matrices Mahmut Ün, Manolya Ün Adv. Sci. Technol. Eng. Syst. J. 2(3), 217-220 (2017); View Description Fire extinguishing system in large underground garages Ivan Antonov, Rositsa Velichkova, Svetlin Antonov, Kamen Grozdanov, Milka Uzunova, Ikram El Abbassi Adv. Sci. Technol. Eng. Syst. J. 2(3), 221-226 (2017); View Description Directional Antenna Modulation Technique using A Two-Element Frequency Diverse Array Shaddrack Yaw Nusenu Adv. Sci. Technol. Eng. Syst. J. 2(3), 227-232 (2017); View Description Classifying region of interests from mammograms with breast cancer into BIRADS using Artificial Neural Networks Estefanía D. Avalos-Rivera, Alberto de J. Pastrana-Palma Adv. Sci. Technol. Eng. Syst. J. 2(3), 233-240 (2017); View Description Magnetically Levitated and Guided Systems Florian Puci, Miroslav Husak Adv. Sci. Technol. Eng. Syst. J. 2(3), 241-244 (2017); View Description Energy-Efficient Mobile Sensing in Distributed Multi-Agent Sensor Networks Minh T. Nguyen Adv. Sci. Technol. Eng. Syst. J. 2(3), 245-253 (2017); View Description Validity and efficiency of conformal anomaly detection on big distributed data Ilia Nouretdinov Adv. Sci. Technol. Eng. Syst. J. 2(3), 254-267 (2017); View Description S-Parameters Optimization in both Segmented and Unsegmented Insulated TSV upto 40GHz Frequency Juma Mary Atieno, Xuliang Zhang, HE Song Bai Adv. Sci. Technol. Eng. Syst. J. 2(3), 268-276 (2017); View Description Synthesis of Important Design Criteria for Future Vehicle Electric System Lisa Braun, Eric Sax Adv. Sci. Technol. Eng. Syst. J. 2(3), 277-283 (2017); View Description Gestural Interaction for Virtual Reality Environments through Data Gloves G. Rodriguez, N. Jofre, Y. Alvarado, J. Fernández, R. Guerrero Adv. Sci. Technol. Eng. Syst. J. 2(3), 284-290 (2017); View Description Solving the Capacitated Network Design Problem in Two Steps Meriem Khelifi, Mohand Yazid Saidi, Saadi Boudjit Adv. Sci. Technol. Eng. Syst. J. 2(3), 291-301 (2017); View Description A Computationally Intelligent Approach to the Detection of Wormhole Attacks in Wireless Sensor Networks Mohammad Nurul Afsar Shaon, Ken Ferens Adv. Sci. Technol. Eng. Syst. J. 2(3), 302-320 (2017); View Description Real Time Advanced Clustering System Giuseppe Spampinato, Arcangelo Ranieri Bruna, Salvatore Curti, Viviana D’Alto Adv. Sci. Technol. Eng. Syst. J. 2(3), 321-326 (2017); View Description Indoor Mobile Robot Navigation in Unknown Environment Using Fuzzy Logic Based Behaviors Khalid Al-Mutib, Foudil Abdessemed Adv. Sci. Technol. Eng. Syst. J. 2(3), 327-337 (2017); View Description Validity of Mind Monitoring System as a Mental Health Indicator using Voice Naoki Hagiwara, Yasuhiro Omiya, Shuji Shinohara, Mitsuteru Nakamura, Masakazu Higuchi, Shunji Mitsuyoshi, Hideo Yasunaga, Shinichi Tokuno Adv. Sci. Technol. Eng. Syst. J. 2(3), 338-344 (2017); View Description The Model of Adaptive Learning Objects for virtual environments instanced by the competencies Carlos Guevara, Jose Aguilar, Alexandra González-Eras Adv. Sci. Technol. Eng. Syst. J. 2(3), 345-355 (2017); View Description An Overview of Traceability: Towards a general multi-domain model Kamal Souali, Othmane Rahmaoui, Mohammed Ouzzif Adv. Sci. Technol. Eng. Syst. J. 2(3), 356-361 (2017); View Description L-Band SiGe HBT Active Differential Equalizers with Variable, Positive or Negative Gain Slopes Using Dual-Resonant RLC Circuits Yasushi Itoh, Hiroaki Takagi Adv. Sci. Technol. Eng. Syst. J. 2(3), 362-368 (2017); View Description Moving Towards Reliability-Centred Management of Energy, Power and Transportation Assets Kang Seng Seow, Loc K. Nguyen, Kelvin Tan, Kees-Jan Van Oeveren Adv. Sci. Technol. Eng. Syst. J. 2(3), 369-375 (2017); View Description Secure Path Selection under Random Fading Furqan Jameel, Faisal, M Asif Ali Haider, Amir Aziz Butt Adv. Sci. Technol. Eng. Syst. J. 2(3), 376-383 (2017); View Description Security in SWIPT with Power Splitting Eavesdropper Furqan Jameel, Faisal, M Asif Ali Haider, Amir Aziz Butt Adv. Sci. Technol. Eng. Syst. J. 2(3), 384-388 (2017); View Description Performance Analysis of Phased Array and Frequency Diverse Array Radar Ambiguity Functions Shaddrack Yaw Nusenu Adv. Sci. Technol. Eng. Syst. J. 2(3), 389-394 (2017); View Description Adaptive Discrete-time Fuzzy Sliding Mode Control For a Class of Chaotic Systems Hanene Medhaffar, Moez Feki, Nabil Derbel Adv. Sci. Technol. Eng. Syst. J. 2(3), 395-400 (2017); View Description Fault Tolerant Inverter Topology for the Sustainable Drive of an Electrical Helicopter Igor Bolvashenkov, Jörg Kammermann, Taha Lahlou, Hans-Georg Herzog Adv. Sci. Technol. Eng. Syst. J. 2(3), 401-411 (2017); View Description Computational Intelligence Methods for Identifying Voltage Sag in Smart Grid Turgay Yalcin, Muammer Ozdemir Adv. Sci. Technol. Eng. Syst. J. 2(3), 412-419 (2017); View Description A Highly-Secured Arithmetic Hiding cum Look-Up Table (AHLUT) based S-Box for AES-128 Implementation Ali Akbar Pammu, Kwen-Siong Chong, Bah-Hwee Gwee Adv. Sci. Technol. Eng. Syst. J. 2(3), 420-426 (2017); View Description Service Productivity and Complexity in Medical Rescue Services Markus Harlacher, Andreas Petz, Philipp Przybysz, Olivia Chaillié, Susanne Mütze-Niewöhner Adv. Sci. Technol. Eng. Syst. J. 2(3), 427-434 (2017); View Description Principal Component Analysis Application on Flavonoids Characterization Che Hafizah Che Noh, Nor Fadhillah Mohamed Azmin, Azura Amid Adv. Sci. Technol. Eng. Syst. J. 2(3), 435-440 (2017); View Description A Reconfigurable Metal-Plasma Yagi-Yuda Antenna for Microwave Applications Giulia Mansutti, Davide Melazzi, Antonio-Daniele Capobianco Adv. Sci. Technol. Eng. Syst. J. 2(3), 441-448 (2017); View Description Verifying the Detection Results of Impersonation Attacks in Service Clouds." Advances in Science, Technology and Engineering Systems Journal 2, no. 3 (May 2017): 449–59. http://dx.doi.org/10.25046/aj020358.

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27

Abdelhedi, Fatma, and Nabil Derbel. "Volume 2, Issue 3, Special issue on Recent Advances in Engineering Systems (Published Papers) Articles Transmit / Received Beamforming for Frequency Diverse Array with Symmetrical frequency offsets Shaddrack Yaw Nusenu Adv. Sci. Technol. Eng. Syst. J. 2(3), 1-6 (2017); View Description Detailed Analysis of Amplitude and Slope Diffraction Coefficients for knife-edge structure in S-UTD-CH Model Eray Arik, Mehmet Baris Tabakcioglu Adv. Sci. Technol. Eng. Syst. J. 2(3), 7-11 (2017); View Description Applications of Case Based Organizational Memory Supported by the PAbMM Architecture Martín, María de los Ángeles, Diván, Mario José Adv. Sci. Technol. Eng. Syst. J. 2(3), 12-23 (2017); View Description Low Probability of Interception Beampattern Using Frequency Diverse Array Antenna Shaddrack Yaw Nusenu Adv. Sci. Technol. Eng. Syst. J. 2(3), 24-29 (2017); View Description Zero Trust Cloud Networks using Transport Access Control and High Availability Optical Bypass Switching Casimer DeCusatis, Piradon Liengtiraphan, Anthony Sager Adv. Sci. Technol. Eng. Syst. J. 2(3), 30-35 (2017); View Description A Derived Metrics as a Measurement to Support Efficient Requirements Analysis and Release Management Indranil Nath Adv. Sci. Technol. Eng. Syst. J. 2(3), 36-40 (2017); View Description Feedback device of temperature sensation for a myoelectric prosthetic hand Yuki Ueda, Chiharu Ishii Adv. Sci. Technol. Eng. Syst. J. 2(3), 41-40 (2017); View Description Deep venous thrombus characterization: ultrasonography, elastography and scattering operator Thibaud Berthomier, Ali Mansour, Luc Bressollette, Frédéric Le Roy, Dominique Mottier Adv. Sci. Technol. Eng. Syst. J. 2(3), 48-59 (2017); View Description Improving customs’ border control by creating a reference database of cargo inspection X-ray images Selina Kolokytha, Alexander Flisch, Thomas Lüthi, Mathieu Plamondon, Adrian Schwaninger, Wicher Vasser, Diana Hardmeier, Marius Costin, Caroline Vienne, Frank Sukowski, Ulf Hassler, Irène Dorion, Najib Gadi, Serge Maitrejean, Abraham Marciano, Andrea Canonica, Eric Rochat, Ger Koomen, Micha Slegt Adv. Sci. Technol. Eng. Syst. J. 2(3), 60-66 (2017); View Description Aviation Navigation with Use of Polarimetric Technologies Arsen Klochan, Ali Al-Ammouri, Viktor Romanenko, Vladimir Tronko Adv. Sci. Technol. Eng. Syst. J. 2(3), 67-72 (2017); View Description Optimization of Multi-standard Transmitter Architecture Using Single-Double Conversion Technique Used for Rescue Operations Riadh Essaadali, Said Aliouane, Chokri Jebali and Ammar Kouki Adv. Sci. Technol. Eng. Syst. J. 2(3), 73-81 (2017); View Description Singular Integral Equations in Electromagnetic Waves Reflection Modeling A. S. Ilinskiy, T. N. Galishnikova Adv. Sci. Technol. Eng. Syst. J. 2(3), 82-87 (2017); View Description Methodology for Management of Information Security in Industrial Control Systems: A Proof of Concept aligned with Enterprise Objectives. Fabian Bustamante, Walter Fuertes, Paul Diaz, Theofilos Toulqueridis Adv. Sci. Technol. Eng. Syst. J. 2(3), 88-99 (2017); View Description Dependence-Based Segmentation Approach for Detecting Morpheme Boundaries Ahmed Khorsi, Abeer Alsheddi Adv. Sci. Technol. Eng. Syst. J. 2(3), 100-110 (2017); View Description Paper Improving Rule Based Stemmers to Solve Some Special Cases of Arabic Language Soufiane Farrah, Hanane El Manssouri, Ziyati Elhoussaine, Mohamed Ouzzif Adv. Sci. Technol. Eng. Syst. J. 2(3), 111-115 (2017); View Description Medical imbalanced data classification Sara Belarouci, Mohammed Amine Chikh Adv. Sci. Technol. Eng. Syst. J. 2(3), 116-124 (2017); View Description ADOxx Modelling Method Conceptualization Environment Nesat Efendioglu, Robert Woitsch, Wilfrid Utz, Damiano Falcioni Adv. Sci. Technol. Eng. Syst. J. 2(3), 125-136 (2017); View Description GPSR+Predict: An Enhancement for GPSR to Make Smart Routing Decision by Anticipating Movement of Vehicles in VANETs Zineb Squalli Houssaini, Imane Zaimi, Mohammed Oumsis, Saïd El Alaoui Ouatik Adv. Sci. Technol. Eng. Syst. J. 2(3), 137-146 (2017); View Description Optimal Synthesis of Universal Space Vector Digital Algorithm for Matrix Converters Adrian Popovici, Mircea Băbăiţă, Petru Papazian Adv. Sci. Technol. Eng. Syst. J. 2(3), 147-152 (2017); View Description Control design for axial flux permanent magnet synchronous motor which operates above the nominal speed Xuan Minh Tran, Nhu Hien Nguyen, Quoc Tuan Duong Adv. Sci. Technol. Eng. Syst. J. 2(3), 153-159 (2017); View Description A synchronizing second order sliding mode control applied to decentralized time delayed multi−agent robotic systems: Stability Proof Marwa Fathallah, Fatma Abdelhedi, Nabil Derbel Adv. Sci. Technol. Eng. Syst. J. 2(3), 160-170 (2017); View Description Fault Diagnosis and Tolerant Control Using Observer Banks Applied to Continuous Stirred Tank Reactor Martin F. Pico, Eduardo J. Adam Adv. Sci. Technol. Eng. Syst. J. 2(3), 171-181 (2017); View Description Development and Validation of a Heat Pump System Model Using Artificial Neural Network Nabil Nassif, Jordan Gooden Adv. Sci. Technol. Eng. Syst. J. 2(3), 182-185 (2017); View Description Assessment of the usefulness and appeal of stigma-stop by psychology students: a serious game designed to reduce the stigma of mental illness Adolfo J. Cangas, Noelia Navarro, Juan J. Ojeda, Diego Cangas, Jose A. Piedra, José Gallego Adv. Sci. Technol. Eng. Syst. J. 2(3), 186-190 (2017); View Description Kinect-Based Moving Human Tracking System with Obstacle Avoidance Abdel Mehsen Ahmad, Zouhair Bazzal, Hiba Al Youssef Adv. Sci. Technol. Eng. Syst. J. 2(3), 191-197 (2017); View Description A security approach based on honeypots: Protecting Online Social network from malicious profiles Fatna Elmendili, Nisrine Maqran, Younes El Bouzekri El Idrissi, Habiba Chaoui Adv. Sci. Technol. Eng. Syst. J. 2(3), 198-204 (2017); View Description Pulse Generator for Ultrasonic Piezoelectric Transducer Arrays Based on a Programmable System-on-Chip (PSoC) Pedro Acevedo, Martín Fuentes, Joel Durán, Mónica Vázquez, Carlos Díaz Adv. Sci. Technol. Eng. Syst. J. 2(3), 205-209 (2017); View Description Enabling Toy Vehicles Interaction With Visible Light Communication (VLC) M. A. Ilyas, M. B. Othman, S. M. Shah, Mas Fawzi Adv. Sci. Technol. Eng. Syst. J. 2(3), 210-216 (2017); View Description Analysis of Fractional-Order 2xn RLC Networks by Transmission Matrices Mahmut Ün, Manolya Ün Adv. Sci. Technol. Eng. Syst. J. 2(3), 217-220 (2017); View Description Fire extinguishing system in large underground garages Ivan Antonov, Rositsa Velichkova, Svetlin Antonov, Kamen Grozdanov, Milka Uzunova, Ikram El Abbassi Adv. Sci. Technol. Eng. Syst. J. 2(3), 221-226 (2017); View Description Directional Antenna Modulation Technique using A Two-Element Frequency Diverse Array Shaddrack Yaw Nusenu Adv. Sci. Technol. Eng. Syst. J. 2(3), 227-232 (2017); View Description Classifying region of interests from mammograms with breast cancer into BIRADS using Artificial Neural Networks Estefanía D. Avalos-Rivera, Alberto de J. Pastrana-Palma Adv. Sci. Technol. Eng. Syst. J. 2(3), 233-240 (2017); View Description Magnetically Levitated and Guided Systems Florian Puci, Miroslav Husak Adv. Sci. Technol. Eng. Syst. J. 2(3), 241-244 (2017); View Description Energy-Efficient Mobile Sensing in Distributed Multi-Agent Sensor Networks Minh T. Nguyen Adv. Sci. Technol. Eng. Syst. J. 2(3), 245-253 (2017); View Description Validity and efficiency of conformal anomaly detection on big distributed data Ilia Nouretdinov Adv. Sci. Technol. Eng. Syst. J. 2(3), 254-267 (2017); View Description S-Parameters Optimization in both Segmented and Unsegmented Insulated TSV upto 40GHz Frequency Juma Mary Atieno, Xuliang Zhang, HE Song Bai Adv. Sci. Technol. Eng. Syst. J. 2(3), 268-276 (2017); View Description Synthesis of Important Design Criteria for Future Vehicle Electric System Lisa Braun, Eric Sax Adv. Sci. Technol. Eng. Syst. J. 2(3), 277-283 (2017); View Description Gestural Interaction for Virtual Reality Environments through Data Gloves G. Rodriguez, N. Jofre, Y. Alvarado, J. Fernández, R. Guerrero Adv. Sci. Technol. Eng. Syst. J. 2(3), 284-290 (2017); View Description Solving the Capacitated Network Design Problem in Two Steps Meriem Khelifi, Mohand Yazid Saidi, Saadi Boudjit Adv. Sci. Technol. Eng. Syst. J. 2(3), 291-301 (2017); View Description A Computationally Intelligent Approach to the Detection of Wormhole Attacks in Wireless Sensor Networks Mohammad Nurul Afsar Shaon, Ken Ferens Adv. Sci. Technol. Eng. Syst. J. 2(3), 302-320 (2017); View Description Real Time Advanced Clustering System Giuseppe Spampinato, Arcangelo Ranieri Bruna, Salvatore Curti, Viviana D’Alto Adv. Sci. Technol. Eng. Syst. J. 2(3), 321-326 (2017); View Description Indoor Mobile Robot Navigation in Unknown Environment Using Fuzzy Logic Based Behaviors Khalid Al-Mutib, Foudil Abdessemed Adv. Sci. Technol. Eng. Syst. J. 2(3), 327-337 (2017); View Description Validity of Mind Monitoring System as a Mental Health Indicator using Voice Naoki Hagiwara, Yasuhiro Omiya, Shuji Shinohara, Mitsuteru Nakamura, Masakazu Higuchi, Shunji Mitsuyoshi, Hideo Yasunaga, Shinichi Tokuno Adv. Sci. Technol. Eng. Syst. J. 2(3), 338-344 (2017); View Description The Model of Adaptive Learning Objects for virtual environments instanced by the competencies Carlos Guevara, Jose Aguilar, Alexandra González-Eras Adv. Sci. Technol. Eng. Syst. J. 2(3), 345-355 (2017); View Description An Overview of Traceability: Towards a general multi-domain model Kamal Souali, Othmane Rahmaoui, Mohammed Ouzzif Adv. Sci. Technol. Eng. Syst. J. 2(3), 356-361 (2017); View Description L-Band SiGe HBT Active Differential Equalizers with Variable, Positive or Negative Gain Slopes Using Dual-Resonant RLC Circuits Yasushi Itoh, Hiroaki Takagi Adv. Sci. Technol. Eng. Syst. J. 2(3), 362-368 (2017); View Description Moving Towards Reliability-Centred Management of Energy, Power and Transportation Assets Kang Seng Seow, Loc K. Nguyen, Kelvin Tan, Kees-Jan Van Oeveren Adv. Sci. Technol. Eng. Syst. J. 2(3), 369-375 (2017); View Description Secure Path Selection under Random Fading Furqan Jameel, Faisal, M Asif Ali Haider, Amir Aziz Butt Adv. Sci. Technol. Eng. Syst. J. 2(3), 376-383 (2017); View Description Security in SWIPT with Power Splitting Eavesdropper Furqan Jameel, Faisal, M Asif Ali Haider, Amir Aziz Butt Adv. Sci. Technol. Eng. Syst. J. 2(3), 384-388 (2017); View Description Performance Analysis of Phased Array and Frequency Diverse Array Radar Ambiguity Functions Shaddrack Yaw Nusenu Adv. Sci. Technol. Eng. Syst. J. 2(3), 389-394 (2017); View Description Adaptive Discrete-time Fuzzy Sliding Mode Control For a Class of Chaotic Systems Hanene Medhaffar, Moez Feki, Nabil Derbel Adv. Sci. Technol. Eng. Syst. J. 2(3), 395-400 (2017); View Description Fault Tolerant Inverter Topology for the Sustainable Drive of an Electrical Helicopter Igor Bolvashenkov, Jörg Kammermann, Taha Lahlou, Hans-Georg Herzog Adv. Sci. Technol. Eng. Syst. J. 2(3), 401-411 (2017); View Description Computational Intelligence Methods for Identifying Voltage Sag in Smart Grid Turgay Yalcin, Muammer Ozdemir Adv. Sci. Technol. Eng. Syst. J. 2(3), 412-419 (2017); View Description A Highly-Secured Arithmetic Hiding cum Look-Up Table (AHLUT) based S-Box for AES-128 Implementation Ali Akbar Pammu, Kwen-Siong Chong, Bah-Hwee Gwee Adv. Sci. Technol. Eng. Syst. J. 2(3), 420-426 (2017); View Description Service Productivity and Complexity in Medical Rescue Services Markus Harlacher, Andreas Petz, Philipp Przybysz, Olivia Chaillié, Susanne Mütze-Niewöhner Adv. Sci. Technol. Eng. Syst. J. 2(3), 427-434 (2017); View Description Principal Component Analysis Application on Flavonoids Characterization Che Hafizah Che Noh, Nor Fadhillah Mohamed Azmin, Azura Amid Adv. Sci. Technol. Eng. Syst. J. 2(3), 435-440 (2017); View Description A Reconfigurable Metal-Plasma Yagi-Yuda Antenna for Microwave Applications Giulia Mansutti, Davide Melazzi, Antonio-Daniele Capobianco Adv. Sci. Technol. Eng. Syst. J. 2(3), 441-448 (2017); View Description Verifying the Detection Results of Impersonation Attacks in Service Clouds Sarra Alqahtani, Rose Gamble Adv. Sci. Technol. Eng. Syst. J. 2(3), 449-459 (2017); View Description Image Segmentation Using Fuzzy Inference System on YCbCr Color Model Alvaro Anzueto-Rios, Jose Antonio Moreno-Cadenas, Felipe Gómez-Castañeda, Sergio Garduza-Gonzalez Adv. Sci. Technol. Eng. Syst. J. 2(3), 460-468 (2017); View Description Segmented and Detailed Visualization of Anatomical Structures based on Augmented Reality for Health Education and Knowledge Discovery Isabel Cristina Siqueira da Silva, Gerson Klein, Denise Munchen Brandão Adv. Sci. Technol. Eng. Syst. J. 2(3), 469-478 (2017); View Description Intrusion detection in cloud computing based attack patterns and risk assessment Ben Charhi Youssef, Mannane Nada, Bendriss Elmehdi, Regragui Boubker Adv. Sci. Technol. Eng. Syst. J. 2(3), 479-484 (2017); View Description Optimal Sizing and Control Strategy of renewable hybrid systems PV-Diesel Generator-Battery: application to the case of Djanet city of Algeria Adel Yahiaoui, Khelifa Benmansour, Mohamed Tadjine Adv. Sci. Technol. Eng. Syst. J. 2(3), 485-491 (2017); View Description RFID Antenna Near-field Characterization Using a New 3D Magnetic Field Probe Kassem Jomaa, Fabien Ndagijimana, Hussam Ayad, Majida Fadlallah, Jalal Jomaah Adv. Sci. Technol. Eng. Syst. J. 2(3), 492-497 (2017); View Description Design, Fabrication and Testing of a Dual-Range XY Micro-Motion Stage Driven by Voice Coil Actuators Xavier Herpe, Matthew Dunnigan, Xianwen Kong Adv. Sci. Technol. Eng. Syst. J. 2(3), 498-504 (2017); View Description Self-Organizing Map based Feature Learning in Bio-Signal Processing Marwa Farouk Ibrahim Ibrahim, Adel Ali Al-Jumaily Adv. Sci. Technol. Eng. Syst. J. 2(3), 505-512 (2017); View Description A delay-dependent distributed SMC for stabilization of a networked robotic system exposed to external disturbances." Advances in Science, Technology and Engineering Systems Journal 2, no. 3 (June 2016): 513–19. http://dx.doi.org/10.25046/aj020366.

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28

Pulungan, Windayani, Poningsih Poningsih, and Heru Satria. "PENGELOMPOKKAN PADA KENDARAAN BERMOTOR MENURUT KEGUNAANNYA MENGGUNAKAN METODE DATA MINING K-MEANS." KOMIK (Konferensi Nasional Teknologi Informasi dan Komputer) 3, no. 1 (December 2, 2019). http://dx.doi.org/10.30865/komik.v3i1.1687.

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This study aims to look for the grouping of data in motor vehicles according to their use. The types of motorized vehicles in this study are ranging from motorbikes, cars, public transportation, taxis, public transportation, buses, and pick ups. In this case we need a method that can classify vehicle data according to its use. This research was conducted in Pematangsiantar and used the K-Means Data Mining method. K-Means method tries to group existing data into several groups, where data in one group has the same characteristics with each other and has different characteristics from the data in other groups. The highest cluster with the number of motorized vehicle data according to its use is 7 vehicles, namely, 3 wheels, Taxi, public transportation, Bus (public transportation), Truck / Pick Up (public transportation), Car, Truck / Pick Up (private transportation).Keywords: Data Mining, K-Means Method, Grouping of Motorized Vehicles.
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Wang, Y. S., H. Guo, Tao Yuan, L. F. Ma, and Changcheng Wang. "Electromagnetic noise analysis and optimization for permanent magnet synchronous motor used on electric vehicles." Engineering Computations ahead-of-print, ahead-of-print (November 2, 2020). http://dx.doi.org/10.1108/ec-02-2020-0070.

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Purpose Electromagnetic noise of permanent magnet synchronous motor (PMSM) seriously affects the sound quality of electric vehicles (EVs). This paper aims to present a comprehensive process for the electromagnetic noise analysis and optimization of a water-cooled PMSM. Design/methodology/approach First, the noises of an eight-pole 48-slot PMSM in at speeds up to 10,000 rpm are measured. Furthermore, an electromagnetic-structural-acoustic model of the PMSM is established for multi-field coupling simulations of electromagnetic noises. Finally, the electromagnetic noise of the PMSM is optimized by using the multi-objective genetic algorithm, where a multi-objective function related to the slot width of PMSM stator is defined for radial electromagnetic force (REF) optimization. Findings The experimental results show that main electromagnetic noises are the 8n-order (n = 1, 2, 3, …) and 12-order noises. The simulated results show that the REFs are mainly generated by the 8n-order (n = 1, 2, 3, 4, 5, 6) vibrations, especially those of the 8th, 16th, 24th and 32th orders. The 12-order noise is a mechanical noise, which might be caused by the bearings and other structures of the PMSM. Comparing the simulated results before and after optimization, both the REFs and electromagnetic noises are effectively reduced, which suggests that an appropriate design of stator slot is important for reducing electromagnetic noise of the PMSM. Originality/value In view of applications, the methods proposed in this paper can be applied to other types of PMSM for generation mechanism analysis of electromagnetic noise, optimal design of PMSM and thereby noise improvement of EVs.
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Ibarra-Espinosa, Sergio, and Rita Ynoue. "REMI model: Bottom-up emissions inventories for cities with lack of data." Journal of Earth Sciences and Geotechnical Engineering, 2017, 277–88. http://dx.doi.org/10.47260/jesge/7119.

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Abstract Emissions inventorying is a complex task with regulatory and/or scientific environmental purposes. In South American cities, when the task is performed, the common denominator is lack of data and documentation, and vehicles are usually the main source of pollutant of emerging and consolidated megacities. Therefore, emissions inventories is becoming more important, especially for mobile sources. In this manuscript we present the model REMI (R-EMssions-Inventory) for developing bottom-up emissions inventory for vehicles in cities with lack of data (Ibarra & Ynoue, 2016). The program was written in R (R CORE TEAM 2016) using several libraries. The program consists in several R scripts organized in folders with Inputs& Outputs. For traffic inputs uses counts or simulations, and also, it can be as a top-down method with statistical traffic information. REMI classifies vehicule data by fuel, size of motor, use and gross weight anually up to 50 years, according to EEA/EMEP guidelines and Copert (Ntziachristos, 2014). REMI has several options for emission factors, 1) Emission factors from Ntziachristos (2014), 2) local emission factors or 3) mixed emission factors. In the future REMI will include HBEFA emission factors. REMI also incorporates deterioration factors. Currently REMI estimate hot-engine emissions of 27 pollutants. Keywords: REMI, vehicular, emissions inventory, R, bottom-up.
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Soshin, Aleksey, and Viktor Samsonov. "Features of Applying by Staff of Internal Affairs Bodies Separate Measures of Ensuring Procedures in Cases of Administrative Offenses." Baikal Research Journal 9, no. 3 (October 25, 2018). http://dx.doi.org/10.17150/2411-6262.2018.9(3).16.

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At the present time, an analysis of legal regulation and the practice of using administrative coercive measures by law enforcement agencies is gaining ground, as sound enforcement of the norms of administrative legislation is important in identifying the degrees of efficiency, implementation of goals and measures of ensuring the procedures in cases of administrative offences, as well as the general state of legality in the field of public administration. In spite of the fact that the police officers are authorized to apply various measures of ensuring the procedures in cases of administrative offences, the most high-demand ones are examination of motor vehicles, banishment from motor vehicle driving, alcohol testing, medical alcohol testing. Compliance with the procedural order of application of the specified measures, correct drawing up procedural documents, is a guarantee of an objective examination of the case of administrative offence and bringing the law-breaker to responsibility established by the law. At the same time, the sphere of application of the measures noted observes both certain drawbacks of the acting administrative legislation and imperfection of law enforcement practice, which hinders implementing the goal of maintaining legitimacy in the sphere of public administration.
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Talalay, Pavel, Youhong Sun, Xiaopeng Fan, Nan Zhang, Pinlu Cao, Rusheng Wang, Alexey Markov, et al. "Antarctic subglacial drilling rig: Part I. General concept and drilling shelter structure." Annals of Glaciology, June 29, 2020, 1–11. http://dx.doi.org/10.1017/aog.2020.37.

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Abstract Drilling to the bedrock of ice sheets and glaciers offers unique opportunities for examining the processes occurring in the bed. Basal and subglacial materials contain important paleoclimatic and paleoenvironmental records and provide a unique habitat for life; they offer significant information regarding the sediment deformation beneath glaciers and its effects on the subglacial hydraulic system and geology. The newly developed and tested Antarctic subglacial drilling rig (ASDR) is designed to recover ice and bedrock core samples from depths of up to 1400 m. All of the drilling equipment is installed inside a movable, sledge-mounted, temperature-controlled and wind-protected drilling shelter and workshop. To facilitate helicopter unloading of the research vessel, the shelter and workshop can be disassembled, with individual parts weighing <2–3 tons. The entire ASDR system weighs ~55 tons, including transport packaging. The ASDR is designed to be transported to the chosen site via snow vehicles and would be ready for drilling operations within 2–3 d after arrival. The ASDR was tested during the 2018–2019 summer season near Zhongshan Station, East Antarctica. At the test site, 2-week drilling operations resulted in a borehole that reached bedrock at a depth of 198 m.
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Al Husseini, Abdul Mohsen, Heon Ju Lee, Justin Negrete, Stephen Powelson, Amelia Tepper Servi, Alexander H. Slocum, and Jussi Saukkonen. "Design and Prototyping of a Low-Cost Portable Mechanical Ventilator." Journal of Medical Devices 4, no. 2 (June 1, 2010). http://dx.doi.org/10.1115/1.3442790.

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This paper describes the design and prototyping of a low-cost portable mechanical ventilator for use in mass casualty cases and resource-poor environments. The ventilator delivers breaths by compressing a conventional bag-valve mask (BVM) with a pivoting cam arm, eliminating the need for a human operator for the BVM. An initial prototype was built out of acrylic, measuring 11.25×6.7×8 in.3 and weighing 9 lbs. It is driven by an electric motor powered by a 14.8 VDC battery and features an adjustable tidal volume up to a maximum of 750 ml. Tidal volume and number of breaths per minute are set via user-friendly input knobs. The prototype also features an assist-control mode and an alarm to indicate overpressurization of the system. Future iterations of the device will include a controllable inspiration to expiration time ratio, a pressure relief valve, PEEP capabilities, and an LCD screen. With a prototyping cost of only $420, the bulk-manufacturing price for the ventilator is estimated to be less than $200. Through this prototype, the strategy of cam-actuated BVM compression is proven to be a viable option to achieve low-cost, low-power portable ventilator technology that provides essential ventilator features at a fraction of the cost of existing technology.
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Atmaja, Dadang Sanjaya, and Moch Aziz Kurniawan. "Prototipe Track Inspection Car Indonesian Railway Academy API-02." Jurnal Perkeretaapian Indonesia (Indonesian Railway Journal) 4, no. 1 (March 14, 2020). http://dx.doi.org/10.37367/jpi.v4i1.102.

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Inspection railway are a re-design of railway that have been made in the Indonesian Railway Polytechnic. Inspection lorry repairs are carried out on the wheels, chassis, drive and body.The new lorry wheels are made of structural iron to reduce the total weight from 148 kg to 119 kg. The size of the wheel conus is the difference between the outer and inner diameter of 30 mm to minimize wheel friction with rails in the curved region. The chassis uses the ledder frame model with emphasis on the strength of 44.29 MPa and 0.095 MPa deflection to get optimal and reliable results on the 1067 track. The material uses galvanized hollow type iron weighing 125 kg. The environmentally friendly drive used in the railway inspection is an BLDC electric motor (brushless direct current) with a capacity of 2000 watts of power, a current of 35A and a rotational speed of 4250 Rpm. The railway inspection body is made of 3 layers fiber reinforced polymers of plastics (FRP) using a hand lay-up method that has a tensile stress value of 40.18 MPa and a strain value of 0.89%. The inspection body focuses on the aesthetics and ergonomics aspects in the form of a more attractive appearance, smoothness of design, passenger comfort and color harmony so that they have high selling.
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Khare, Peeyush, and Drew R. Gentner. "Considering the future of anthropogenic gas-phase organic compound emissions and the increasing influence of non-combustion sources on urban air quality." Atmospheric Chemistry and Physics Discussions, August 23, 2017, 1–69. http://dx.doi.org/10.5194/acp-2017-761.

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Decades of policy in developed regions has successfully reduced total anthropogenic emissions of gas-phase organic compounds, especially volatile organic compounds (VOCs), with an intentional, sustained focus on motor vehicles and other combustion-related sources. We examine potential secondary organic aerosol (SOA) and ozone formation in our case study megacity (Los Angeles), and demonstrate that non-combustion-related sources now contribute a major fraction of SOA and ozone precursors. Thus, they warrant greater attention beyond indoor environments to resolve large uncertainties in their emissions, oxidation chemistry, and outdoor air quality impacts in cities worldwide. We constrain the magnitude and chemical composition of emissions via several bottom-up approaches using: chemical analyses of products, emissions inventory assessments, theoretical calculations of emission timescales, and a survey of consumer product material safety datasheets. We demonstrate that the chemical composition of emissions from consumer products, and commercial/industrial products, processes, and materials is diverse across and within product/material-types with a wide range of SOA and ozone formation potentials that rivals other prominent sources, such as motor vehicles. With emission timescales from minutes to years, emission rates and source profiles need to be included, updated, and/or validated in emissions inventories, with expected regional/national variability. In particular, intermediate-volatility and semivolatile organic compounds (IVOCs and SVOCs) are key precursors to SOA but are excluded or poorly represented in emissions inventories, and exempt from emissions targets. We present an expanded framework for classifying VOC, IVOC, and SVOC emissions from this diverse array of sources that emphasizes a lifecycle approach over longer timescales and three emission pathways that extend beyond the short-term evaporation of VOCs: (1) solvent evaporation, (2) solute off-gassing, and (3) volatilization of degradation by-products. Furthermore, we find that ambient SOA formed from these non-combustion-related emissions could be misattributed to fossil fuel combustion due to the isotopic signature of their petroleum-based feedstocks.
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Sazonova, O. V., T. K. Ryazanova, D. S. Tupikova, T. V. Sudakova, N. M. Toropova, and L. N. Vistyak. "COMPARATIVE CHARACTERISTICS FOR ANTHROPOGENOUS POLLUTION OF SNOW COVER ON THE TERRITORY OF A MAJOR INDUSTRIAL CENTER UNDER THE INFLUENCE OF POLLUTION’S VARIOUS SOURCES." Здоровье населения и среда обитания - ЗНиСО, March 2019, 36–42. http://dx.doi.org/10.35627/2219-5238-2019-312-3-36-42.

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The paper presents the comparative studies’ results of the snow cover quality in the intracity districts of Samara and its surrounding areas at a distance of up to 1000 m from the oil refinery during 2017–2018. We have identified a high extent of pollution on a set of indicators caused by anthropo-technogenic influence (the content of hydrocarbons, suspended solids, difficult-to-oxidize organic matter (by chemical oxygen demand), some metals, etc.). Many important sanitary and hygienic indicators (a significant part of hydrocarbons, benzo[a]pyrene) were not found in filtered snow water, but ones were determined in suspended solids. Comparative analysis for the chemical composition of snow cover on the territory close to the oil refinery and on the streets in Samara revealed no significant differences. In this regard, it is possible to assume a significant contribution of motor vehicles to anthropo-technogenic environmental pollution. It is important to take into account that when snow is melting it can be a source of secondary pollution of soil, waste- and groundwater, therefore it is necessary to periodically monitor the snow cover quality as an integral part of monitoring environment state and take measures to prevent adverse effects of human activities (redistribution of traffic flow of transit heavy vehicle, notification of industrial enterprises in order to reduce noxious emissions for the period of forecasting adverse weather conditions).
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"SERVICEABILITIES AND IDENTIFICATION OF CARBOXYL-CONTAINING ANTIFREEZING AGENTS." Criminalistics and Forensics, no. 64 (May 7, 2019): 510–21. http://dx.doi.org/10.33994/kndise.2019.64.46.

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All major types of cooling liquids for motor vehicles are describes herein. Various liquids are used to cool internal-combustion engines. Water is the best cooling liquid in the warm season, when the air temperature is above 00С. Liquids with a low freezing point, namely antifreeze agents are used at temperatures below 00С. Low-freezing coolants – antifreeze agents are prepared by mixing water with one or more components that have the ability to lower the freezing point of the solution. The best low-freezing coolants are mixtures of water with glycols – ethylene glycol and propylene glycol. An additive package is added to the antifreeze compound to improve performance. Depending on the nature of the additives, modern antifreeze agents are divided into three types: traditional, carboxylate and hybrid. Traditional antifreeze agents (”tosol cooling agent” and modifications) contain inorganic additives and have a small (no more than 2 years) service life, while they do not stand high (more than 1080C) temperatures. According to the classification of the Volkswagen Audi Group proposed by the group of companies, traditional antifreezes with inorganic additives are designated with symbol G11. Hybrid antifreeze agents (G11+) contain organic and inorganic inhibitors (usually silicates or phosphates). Their service life is up to 3 years. Carboxylate antifreeze agents (G12) contains corrosion inhibitors based on salts of higher carboxylic acids (carboxylates). Carboxylate antifreezes obtain the longest operating life of up to 5 years. When conducting operational tests of various types of antifreeze agents for compliance with the requirements of National State Standard 28084-89 (СТ СЭВ 2130-80), “Low-freezing cooling liquids. General technical specifications” it was found that carboxylate antifreezes are inert to products (automobile radiators) made of aluminum and aluminum alloys, while traditional and hybrid antifreezes have a corrosive effect on aluminum and its alloys. An urgent task in the study of cooling fluids for motor vehicles is the establishment of the nature of additives. For the identification of carboxylate additives in antifreeze agents, it has been proposed to use the method of molecular spectroscopy in the infrared region of the spectrum. For the study, evaporated samples of antifreeze agents are used. Carboxylate additives are characterized by the presence of absorption bands caused by vibrations of carboxyl groups (COOH) at 1560 cm-1 to 1580 cm-1. The abovementioned absorption bands are not typical for traditional (G11) and hybrid (G11+) antifreeze agents and can be used to identify carboxylate additives in the composition of cooling liquids. This makes it possible to differentiate antifreeze agents by species. Key words: automobile antifreeze, operational properties, identification, spectral method.
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"Improving the organism's resistance to the stress “time deficiency” by iodine-containing thyroid hormones." Actual problems of modern medicine, no. 4 (2019). http://dx.doi.org/10.26565/2617-409x-2019-4-05.

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The high prevalence of diseases of stressful etiology and insufficient knowledge of the mechanisms of their pathogenesis, as well as factors limiting the intensity of the stress reaction, among which iodine-containing thyroid hormones have recently been studied, determine the relevance of the study. The purpose of the work is to study the effect of thyroid status on the organism's resistance to emotional stress. The experiment was performed on 180 white male rats weighing 220–240 g. Stress was modeled according to the “time deficiency” method, when the animal, trying to avoid contact with water quickly filling the spiral tunnel, was forced to move up. Statistical processing of the obtained results was carried out using generally accepted medical statistics methods using program “Statistica 10.0”. The introduction of mercazolyl (25 mg / kg for 20 days), which determines a lower concentration of iodine-containing thyroid hormones in the blood under stress, prevents an increase in the relative weight of the adrenal glands and the corticosteroids level in the blood, an increase in physical endurance and horizontal motor activity of animals, inhibits their research behavior, and aggravates damage gastric mucosa in these conditions. The introduction of L-thyroxine in small doses (1.5-3 μg / kg 28 days) provides a higher level of iodine-containing thyroid hormones and increases the body's resistance to stress (limits the changes in the relative weight of the adrenal glands, spleen and thymus, corticosteroids and insulin levels in the blood , behavior and physical endurance of animals, damage to the gastric mucosa). Iodine-containing thyroid hormones increase the body's resistance to stress of the “time deficiency”, which proves their important role in the body's anti-stress system.
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39

Meakins, Felicity. "Reknowing the Bicycle;." M/C Journal 3, no. 6 (December 1, 2000). http://dx.doi.org/10.5204/mcj.1884.

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Different forms of transport have always had different effects on the cityscape, landscape, nationscape and airscape. Modes of moving from A to B have consumed, manipulated and divided this space, often requiring other activities to operate around it. This division is seen most obviously in roads and their effect on community (see for example The Castle), but also in other scapes such as the control of airspace through flight paths which has had a marked effect on, for example, the migratory flight paths of birds. With the adoption of new transport technologies, scapes are manipulated to accommodate the needs of this technology. The bicycle is an interesting example of a technology, which in its popularity last century began to affect the architecture of the landscape, before the automobile left its indelible imprint. With the disenchantment with cars in the Western world, it is interesting to ponder on the effect that bicycles are now having with the resurgence of their popularity. At this point, it must be noted that this is a purely Western orientated study and it would be worthwhile comparing these spatial effects to the scapes in a highly cycle-dominated country such as China. The popularity of bicycles peaked in the 1880-90s (Bardou et al. 7). This craze was partly due to the attraction of the technology, but also due to an associated sense of freedom and escape. This attitude to the bicycle is expressed in H.G. Wells's novella, Wheels of Chance (based in 1895) where the main character, a draper called Mr Hoopdriver, undertakes a cycling tour of the south coast of England. Freedom takes on two meanings -- firstly, Mr Hoopdriver finds a sense of freedom in being able to escape from his mundane life and travel the long distances solo and in a shorter time. He also observes another type of freedom in the form of the Young Lady in Grey who is also on a cycling tour. Mr Hoopdriver is shocked to see a woman exerting herself physically and wearing pants, yet realises that there is no question of women cycling side saddle wearing a skirt. It seems that in this form of transport, the emancipation of women progresses a little further. This freedom led to the enormous popularity of bicycles and as a result, bicycle organisations began to petition for the improvement and expansion of roads which were in a poor state due to the use of horses (Fink 8). And so bicycles began to impose their needs on the landscape and with the expansion of road networks, the landscape was altered markedly. Interestingly enough, these roadworks were one factor which led to the bicycle's demise in popularity and the accelerated manufacture of cars (Bardou et al. 9). At the time that roads were being improved, farmers in the United States were becoming distressed by the railway's monopolised power over mass transport. Due to the improved roads, the agricultural industry pushed towards using these roads for transporting produce. A number of automobiles had been designed and tested since Leonardo da Vinci first sketched the idea. 1860-90 had seen a number of reasonable size steam engines which had reasonable power/weight radio, and an electric car, invented by William Morrison (US) in 1890, had a running time of 13 hours at 14 mph (Fink 9). However, it was the internal combustion engine that revolutionised this form of transport, and it did not take long before the utopia was conceived. Not only could cars move faster than a horse and cart, they were originally deemed cleaner and healthier, according to an 1899 article from the Scientific American: The improvement in city conditions by the general adoption of the motorcar can hardly be overestimated. Streets clean, dustless and odourless, with light rubber tired vehicles moving swiftly and noiselessly over the smooth expanse, would eliminate a greater part of the nervousness, distraction, and strain of modern metropolitan life. (Conyngton 19660) There existed some initial resistance to the introduction of cars. Pedestrians, horse owners and cyclists began to feel that their road space was being impinged upon and speed laws were introduced to attempt to counteract the fanaticism (Flink 25). However, little could be done to dissuade the masses about the benefits of the car. Given the car's enormous popularity and the spatial needs of this vehicle, it is interesting to consider the architectural changes to the city and landscapes necessary to account for the requirements of the car. As the rail trucks needed tracks, so too the cars needed roads. Already existing roads in cities were altered significantly and in particular, enormous amounts of money were injected into building highways to link major cities. Examples of these projects are the now defunct Highway Trust Fund in the United States and the Pacific Highway system in Australia. These roads have always been built with great opposition from people whose homes or land were rezoned for use by governing bodies. The consumption and division of established city scapes to accommodate for the cars' needs has severely altered the spatial priorities. Leavitt (1970) suggests that previously cohesive neighbourhoods have become socially and spatially divided as a result. Small corner stores have closed down due to bypasses, neighbours cannot visit each other on foot due to uncrossable motorways, animals are killed as a result of normal routes being intersected by highways, and the airscape has become dominated by the engine fumes especially in places such as Mexico City. On a larger scale, it may be suggested that cars has had scape-altered effects on a national and transnational level. The rise of the use of motorised transport can be considered in conjunction with the growing popularity of communication systems, more specifically at this time, the telephone. Both the car and the telephone have changed the perception of space between previously distant neighbours. Travelling time and communication time have decreased as a result of the use of these devices, resulting in a greater unification of the nation state. The negative corollary to this is the disintegration of these nation states through war. The use of cars and the expanded and improved highway systems had devastating effects in World War II. The increased mobilisation of soldiers and weaponry increased the efficiency of destruction, resulting in razed city and landscapes and a shift in national borders and nation space. Thus the demands of cars have altered these scapes and subsequently dictate the use of this space. It may be suggested that the car no longer is a tool for humans, but tends to control human activity within the space it dominates. People must use a bypass to drive further for a loaf of bread which was previously bought from the corner shop now closed from a lack of business due to the same bypass. Commuters in Mexico City are forced back into cars to escape the hazardous chemicals now dominating this space. This almost master/servant relationship over space allocation in the land, city and airscapes led to the disenchantment with cars which began in the 70s. One of the results of this disenchantment was to reconsider the bicycle as an alternate, less impinging form of transport. It has taken a number of decades but, in terms of space and scapes, an interesting phenomenon is occurring with the resurgence of the popularity of bicycles in the Western world. Cycling advocate groups are highlighting the advantages of this mode of transport. Cycling is no longer discussed in the 1890 discourses of freedom and adventure, but in terms of the environment and health. The environmental rhetoric, in particular, can be framed in terms of space. For example, it may be suggested that bicycles do not tend to permeate the airscape to the degree that cars do. It is through these types of discourses that advocate groups have been arguing for the right to take back some of the space that cars have since subsumed. A struggle exists over this space. For example, in many European cities, bicycle lanes on the far left of the road (between the footpath and carlanes) have been drawn on many intra-urban roads. In Amsterdam, vehicle access is colour coded, with bikeways being marked by red bricks (Poindexter). The cityscape is not altered as a result, but challenges to the space already filled by cars are made. In Australian capital cities, these bikelanes are less successful. Many of these bike lanes exist where car parking is permitted and a line of parked cars potentially subsumes this designated space, such that it no longer exists. Thus many cyclists resort to using pathways, some specific to cyclists, others shared with pedestrians. Other innovations from the Netherlands, which have perpetuated this challenge to the car's control of space, are traffic lights with special signals for bicycles and right-of-way laws which include specific give way to cyclists rules (Poindexter). These practices question the dominion of cars in travelling spaces and go towards changing this transport paradigm. As natural resources are depleted further and little progress is made on green cars, bicycles may again find their niche. It will be interesting to see another architectural evolution of the city, land, air and nationscapes as this space changes to accommodate another shift in transport trends. References Bardou, Jean-Pierre, Jean-Jacques Chanaron, Patrick Fridenson and James Laux. The Automobile Revolution: The Impact of an Industry. Chapel Hill (US): North Carolina UP, 1982. Conyngton, Thomas. "Motor Carriages and Street Paving." Scientific American Supplement 48 (1899): 196660. Fink, James. The Car Culture. Cambridge: MIT Press, 1975. Leavitt, Helen. Superhighway -- Super Hoax. New York: Doubleday, 1970. Poindexter, Miles. "Are Bicycle Lanes the Answer?" Self-Propelled City 31 January 1999. 13 November 2000 <http://www.self-propelled-city.com>. Wells, H.G. The Wheels of Chance. London: Dent; New York: Dutton, 1935. Citation reference for this article MLA style: Felicity Meakins. "Reknowing the Bicycle; Renewing its Space." M/C: A Journal of Media and Culture 3.6 (2000). [your date of access] <http://www.api-network.com/mc/0012/bike.php>. Chicago style: Felicity Meakins, "Reknowing the Bicycle; Renewing its Space," M/C: A Journal of Media and Culture 3, no. 6 (2000), <http://www.api-network.com/mc/0012/bike.php> ([your date of access]). APA style: Felicity Meakins. (2000) Reknowing the bicycle; renewing its space. M/C: A Journal of Media and Culture 3(6). <http://www.api-network.com/mc/0012/bike.php> ([your date of access]).
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Brien, Donna Lee. "Forging Continuing Bonds from the Dead to the Living: Gothic Commemorative Practices along Australia’s Leichhardt Highway." M/C Journal 17, no. 4 (July 24, 2014). http://dx.doi.org/10.5204/mcj.858.

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The Leichhardt Highway is a six hundred-kilometre stretch of sealed inland road that joins the Australian Queensland border town of Goondiwindi with the Capricorn Highway, just south of the Tropic of Capricorn. Named after the young Prussian naturalist Ludwig Leichhardt, part of this roadway follows the route his party took as they crossed northern Australia from Morton Bay (Brisbane) to Port Essington (near Darwin). Ignoring the usual colonial practice of honouring the powerful and aristocratic, Leichhardt named the noteworthy features along this route after his supporters and fellow expeditioners. Many of these names are still in use and a series of public monuments have also been erected in the intervening century and a half to commemorate this journey. Unlike Leichhardt, who survived his epic trip, some contemporary travellers who navigate the remote roadway named in his honour do not arrive at their final destinations. Memorials to these violently interrupted lives line the highway, many enigmatically located in places where there is no obvious explanation for the lethal violence that occurred there. This examination profiles the memorials along Leichhardt’s highway as Gothic practice, in order to illuminate some of the uncanny paradoxes around public memorials, as well as the loaded emotional terrain such commemorative practices may inhabit. All humans know that death awaits them (Morell). Yet, despite this, and the unprecedented torrent of images of death and dying saturating news, television, and social media (Duwe; Sumiala; Bisceglio), Gorer’s mid-century ideas about the denial of death and Becker’s 1973 Pulitzer prize-winning description of the purpose of human civilization as a defence against this knowledge remains current in the contemporary trope that individuals (at least in the West) deny their mortality. Contributing to this enigmatic situation is how many deny the realities of aging and bodily decay—the promise of the “life extension” industries (Hall)—and are shielded from death by hospitals, palliative care providers, and the multimillion dollar funeral industry (Kiernan). Drawing on Piatti-Farnell’s concept of popular culture artefacts as “haunted/haunting” texts, the below describes how memorials to the dead can powerfully reconnect those who experience them with death’s reality, by providing an “encrypted passageway through which the dead re-join the living in a responsive cycle of exchange and experience” (Piatti-Farnell). While certainly very different to the “sublime” iconic Gothic structure, the Gothic ruin that Summers argued could be seen as “a sacred relic, a memorial, a symbol of infinite sadness, of tenderest sensibility and regret” (407), these memorials do function in both this way as melancholy/regret-inducing relics as well as in Piatti-Farnell’s sense of bringing the dead into everyday consciousness. Such memorialising activity also evokes one of Spooner’s features of the Gothic, by acknowledging “the legacies of the past and its burdens on the present” (8).Ludwig Leichhardt and His HighwayWhen Leichhardt returned to Sydney in 1846 from his 18-month journey across northern Australia, he was greeted with surprise and then acclaim. Having mounted his expedition without any backing from influential figures in the colony, his party was presumed lost only weeks after its departure. Yet, once Leichhardt and almost all his expedition returned, he was hailed “Prince of Explorers” (Erdos). When awarding him a significant purse raised by public subscription, then Speaker of the Legislative Council voiced what he believed would be the explorer’s lasting memorial —the public memory of his achievement: “the undying glory of having your name enrolled amongst those of the great men whose genius and enterprise have impelled them to seek for fame in the prosecution of geographical science” (ctd. Leichhardt 539). Despite this acclaim, Leichhardt was a controversial figure in his day; his future prestige not enhanced by his Prussian/Germanic background or his disappearance two years later attempting to cross the continent. What troubled the colonial political class, however, was his transgressive act of naming features along his route after commoners rather than the colony’s aristocrats. Today, the Leichhardt Highway closely follows Leichhardt’s 1844-45 route for some 130 kilometres from Miles, north through Wandoan to Taroom. In the first weeks of his journey, Leichhardt named 16 features in this area: 6 of the more major of these after the men in his party—including the Aboriginal man ‘Charley’ and boy John Murphy—4 more after the tradesmen and other non-aristocratic sponsors of his venture, and the remainder either in memory of the journey’s quotidian events or natural features there found. What we now accept as traditional memorialising practice could in this case be termed as Gothic, in that it upset the rational, normal order of its day, and by honouring humble shopkeepers, blacksmiths and Indigenous individuals, revealed the “disturbance and ambivalence” (Botting 4) that underlay colonial class relations (Macintyre). On 1 December 1844, Leichhardt also memorialised his own past, referencing the Gothic in naming a watercourse The Creek of the Ruined Castles due to the “high sandstone rocks, fissured and broken like pillars and walls and the high gates of the ruined castles of Germany” (57). Leichhardt also disturbed and disfigured the nature he so admired, famously carving his initials deep into trees along his route—a number of which still exist, including the so-called Leichhardt Tree, a large coolibah in Taroom’s main street. Leichhardt also wrote his own memorial, keeping detailed records of his experiences—both good and more regretful—in the form of field books, notebooks and letters, with his major volume about this expedition published in London in 1847. Leichhardt’s journey has since been memorialised in various ways along the route. The Leichhardt Tree has been further defaced with numerous plaques nailed into its ancient bark, and the town’s federal government-funded Bicentennial project raised a formal memorial—a large sandstone slab laid with three bronze plaques—in the newly-named Ludwig Leichhardt Park. Leichhardt’s name also adorns many sites both along, and outside, the routes of his expeditions. While these fittingly include natural features such as the Leichhardt River in north-west Queensland (named in 1856 by Augustus Gregory who crossed it by searching for traces of the explorer’s ill-fated 1848 expedition), there are also many businesses across Queensland and the Northern Territory less appropriately carrying his name. More somber monuments to Leichhardt’s legacy also resulted from this journey. The first of these was the white settlement that followed his declaration that the countryside he moved through was well endowed with fertile soils. With squatters and settlers moving in and land taken up before Leichhardt had even arrived back in Sydney, the local Yeeman people were displaced, mistreated and completely eradicated within a decade (Elder). Mid-twentieth century, Patrick White’s literary reincarnation, Voss of the eponymous novel, and paintings by Sidney Nolan and Albert Tucker have enshrined in popular memory not only the difficult (and often described as Gothic) nature of the landscape through which Leichhardt travelled (Adams; Mollinson, and Bonham), but also the distinctive and contrary blend of intelligence, spiritual mysticism, recklessness, and stoicism Leichhardt brought to his task. Roadside Memorials Today, the Leichhardt Highway is also lined with a series of roadside shrines to those who have died much more recently. While, like centotaphs, tombstones, and cemeteries, these memorialise the dead, they differ in usually marking the exact location that death occurred. In 43 BC, Cicero articulated the idea of the dead living in memory, “The life of the dead consists in the recollection cherished of them by the living” (93), yet Nelson is one of very few contemporary writers to link roadside memorials to elements of Gothic sensibility. Such constructions can, however, be described as Gothic, in that they make the roadway unfamiliar by inscribing onto it the memory of corporeal trauma and, in the process, re-creating their locations as vivid sites of pain and suffering. These are also enigmatic sites. Traffic levels are generally low along the flat or gently undulating terrain and many of these memorials are located in locations where there is no obvious explanation for the violence that occurred there. They are loci of contradictions, in that they are both more private than other memorials, in being designed, and often made and erected, by family and friends of the deceased, and yet more public, visible to all who pass by (Campbell). Cemeteries are set apart from their surroundings; the roadside memorial is, in contrast, usually in open view along a thoroughfare. In further contrast to cemeteries, which contain many relatively standardised gravesites, individual roadside memorials encapsulate and express not only the vivid grief of family and friends but also—when they include vehicle wreckage or personal artefacts from the fatal incident—provide concrete evidence of the trauma that occurred. While the majority of individuals interned in cemeteries are long dead, roadside memorials mark relatively contemporary deaths, some so recent that there may still be tyre marks, debris and bloodstains marking the scene. In 2008, when I was regularly travelling this roadway, I documented, and researched, the six then extant memorial sites that marked the locations of ten fatalities from 1999 to 2006. (These were all still in place in mid-2014.) The fatal incidents are very diverse. While half involved trucks and/or road trains, at least three were single vehicle incidents, and the deceased ranged from 13 to 84 years of age. Excell argues that scholarship on roadside memorials should focus on “addressing the diversity of the material culture” (‘Contemporary Deathscapes’) and, in these terms, the Leichhardt Highway memorials vary from simple crosses to complex installations. All include crosses (mostly, but not exclusively, white), and almost all are inscribed with the name and birth/death dates of the deceased. Most include flowers or other plants (sometimes fresh but more often plastic), but sometimes also a range of relics from the crash and/or personal artefacts. These are, thus, unsettling sights, not least in the striking contrast they provide with the highway and surrounding road reserve. The specific location is a key component of their ability to re-sensitise viewers to the dangers of the route they are travelling. The first memorial travelling northwards, for instance, is situated at the very point at which the highway begins, some 18 kilometres from Goondiwindi. Two small white crosses decorated with plastic flowers are set poignantly close together. The inscriptions can also function as a means of mobilising connection with these dead strangers—a way of building Secomb’s “haunted community”, whereby community in the post-colonial age can only be built once past “murderous death” (131) is acknowledged. This memorial is inscribed with “Cec Hann 06 / A Good Bloke / A Good hoarseman [sic]” and “Pat Hann / A Good Woman” to tragically commemorate the deaths of an 84-year-old man and his 79-year-old wife from South Australia who died in the early afternoon of 5 June 2006 when their Ford Falcon, towing a caravan, pulled onto the highway and was hit by a prime mover pulling two trailers (Queensland Police, ‘Double Fatality’; Jones, and McColl). Further north along the highway are two memorials marking the most inexplicable of road deaths: the single vehicle fatality (Connolly, Cullen, and McTigue). Darren Ammenhauser, aged 29, is remembered with a single white cross with flowers and plaque attached to a post, inscribed hopefully, “Darren Ammenhauser 1971-2000 At Rest.” Further again, at Billa Billa Creek, a beautifully crafted metal cross attached to a fence is inscribed with the text, “Kenneth J. Forrester / RIP Jack / 21.10.25 – 27.4.05” marking the death of the 79-year-old driver whose vehicle veered off the highway to collide with a culvert on the creek. It was reported that the vehicle rolled over several times before coming to rest on its wheels and that Forrester was dead when the police arrived (Queensland Police, ‘Fatal Traffic Incident’). More complex memorials recollect both single and multiple deaths. One, set on both sides of the road, maps the physical trajectory of the fatal smash. This memorial comprises white crosses on both sides of road, attached to a tree on one side, and a number of ancillary sites including damaged tyres with crosses placed inside them on both sides of the road. Simple inscriptions relay the inability of such words to express real grief: “Gary (Gazza) Stevens / Sadly missed” and “Gary (Gazza) Stevens / Sadly missed / Forever in our hearts.” The oldest and most complex memorial on the route, commemorating the death of four individuals on 18 June 1999, is also situated on both sides of the road, marking the collision of two vehicles travelling in opposite directions. One memorial to a 62-year-old man comprises a cross with flowers, personal and automotive relics, and a plaque set inside a wooden fence and simply inscribed “John Henry Keenan / 23-11-1936–18-06-1999”. The second memorial contains three white crosses set side-by-side, together with flowers and relics, and reveals that members of three generations of the same family died at this location: “Raymond Campbell ‘Butch’ / 26-3-67–18-6-99” (32 years of age), “Lorraine Margaret Campbell ‘Lloydie’ / 29-11-46–18-6-99” (53 years), and “Raymond Jon Campbell RJ / 28-1-86–18-6-99” (13 years). The final memorial on this stretch of highway is dedicated to Jason John Zupp of Toowoomba who died two weeks before Christmas 2005. This consists of a white cross, decorated with flowers and inscribed: “Jason John Zupp / Loved & missed by all”—a phrase echoed in his newspaper obituary. The police media statement noted that, “at 11.24pm a prime mover carrying four empty trailers [stacked two high] has rolled on the Leichhardt Highway 17km north of Taroom” (Queensland Police, ‘Fatal Truck Accident’). The roadside memorial was placed alongside a ditch on a straight stretch of road where the body was found. The coroner’s report adds the following chilling information: “Mr Zupp was thrown out of the cabin and his body was found near the cabin. There is no evidence whatsoever that he had applied the brakes or in any way tried to prevent the crash … Jason was not wearing his seatbelt” (Cornack 5, 6). Cornack also remarked the truck was over length, the brakes had not been properly adjusted, and the trip that Zupp had undertaken could not been lawfully completed according to fatigue management regulations then in place (8). Although poignant and highly visible due to these memorials, these deaths form a small part of Australia’s road toll, and underscore our ambivalent relationship with the automobile, where road death is accepted as a necessary side-effect of the freedom of movement the technology offers (Ladd). These memorials thus animate highways as Gothic landscapes due to the “multifaceted” (Haider 56) nature of the fear, terror and horror their acknowledgement can bring. Since 1981, there have been, for instance, between some 1,600 and 3,300 road deaths each year in Australia and, while there is evidence of a long term downward trend, the number of deaths per annum has not changed markedly since 1991 (DITRDLG 1, 2), and has risen in some years since then. The U.S.A. marked its millionth road death in 1951 (Ladd) along the way to over 3,000,000 during the 20th century (Advocates). These deaths are far reaching, with U.K. research suggesting that each death there leaves an average of 6 people significantly affected, and that there are some 10 to 20 per cent of mourners who experience more complicated grief and longer term negative affects during this difficult time (‘Pathways Through Grief’). As the placing of roadside memorials has become a common occurrence the world over (Klaassens, Groote, and Vanclay; Grider; Cohen), these are now considered, in MacConville’s opinion, not only “an appropriate, but also an expected response to tragedy”. Hockey and Draper have explored the therapeutic value of the maintenance of “‘continuing bonds’ between the living and the dead” (3). This is, however, only one explanation for the reasons that individuals erect roadside memorials with research suggesting roadside memorials perform two main purposes in their linking of the past with the present—as not only sites of grieving and remembrance, but also of warning (Hartig, and Dunn; Everett; Excell, Roadside Memorials; MacConville). Clark adds that by “localis[ing] and personalis[ing] the road dead,” roadside memorials raise the profile of road trauma by connecting the emotionless statistics of road death directly to individual tragedy. They, thus, transform the highway into not only into a site of past horror, but one in which pain and terror could still happen, and happen at any moment. Despite their increasing commonality and their recognition as cultural artefacts, these memorials thus occupy “an uncomfortable place” both in terms of public policy and for some individuals (Lowe). While in some states of the U.S.A. and in Ireland the erection of such memorials is facilitated by local authorities as components of road safety campaigns, in the U.K. there appears to be “a growing official opposition to the erection of memorials” (MacConville). Criticism has focused on the dangers (of distraction and obstruction) these structures pose to passing traffic and pedestrians, while others protest their erection on aesthetic grounds and even claim memorials can lower property values (Everett). While many ascertain a sense of hope and purpose in the physical act of creating such shrines (see, for instance, Grider; Davies), they form an uncanny presence along the highway and can provide dangerous psychological territory for the viewer (Brien). Alongside the townships, tourist sites, motels, and petrol stations vying to attract customers, they stain the roadway with the unmistakable sign that a violent death has happened—bringing death, and the dead, to the fore as a component of these journeys, and destabilising prominent cultural narratives of technological progress and safety (Richter, Barach, Ben-Michael, and Berman).Conclusion This investigation has followed Goddu who proposes that a Gothic text “registers its culture’s contradictions” (3) and, in profiling these memorials as “intimately connected to the culture that produces them” (Goddu 3) has proposed memorials as Gothic artefacts that can both disturb and reveal. Roadside memorials are, indeed, so loaded with emotional content that their close contemplation can be traumatising (Brien), yet they are inescapable while navigating the roadway. Part of their power resides in their ability to re-animate those persons killed in these violent in the minds of those viewing these memorials. In this way, these individuals are reincarnated as ghostly presences along the highway, forming channels via which the traveller can not only make human contact with the dead, but also come to recognise and ponder their own sense of mortality. While roadside memorials are thus like civic war memorials in bringing untimely death to the forefront of public view, roadside memorials provide a much more raw expression of the chaotic, anarchic and traumatic moment that separates the world of the living from that of the dead. While traditional memorials—such as those dedicated by, and to, Leichhardt—moreover, pay homage to the vitality of the lives of those they commemorate, roadside memorials not only acknowledge the alarming circumstances of unexpected death but also stand testament to the power of the paradox of the incontrovertibility of sudden death versus our lack of ability to postpone it. In this way, further research into these and other examples of Gothic memorialising practice has much to offer various areas of cultural study in Australia.ReferencesAdams, Brian. Sidney Nolan: Such Is Life. Hawthorn, Vic.: Hutchinson, 1987. Advocates for Highway and Auto Safety. “Motor Vehicle Traffic Fatalities & Fatality Rate: 1899-2003.” 2004. Becker, Ernest. The Denial of Death. New York: Simon & Schuster, 1973. Bisceglio, Paul. “How Social Media Is Changing the Way We Approach Death.” The Atlantic 20 Aug. 2013. Botting, Fred. Gothic: The New Critical Idiom. 2nd edition. Abingdon, UK: Routledge, 2014. Brien, Donna Lee. “Looking at Death with Writers’ Eyes: Developing Protocols for Utilising Roadside Memorials in Creative Writing Classes.” Roadside Memorials. Ed. Jennifer Clark. Armidale, NSW: EMU Press, 2006. 208–216. Campbell, Elaine. “Public Sphere as Assemblage: The Cultural Politics of Roadside Memorialization.” The British Journal of Sociology 64.3 (2013): 526–547. Cicero, Marcus Tullius. The Orations of Marcus Tullius Cicero. 43 BC. Trans. C. D. Yonge. London: George Bell & Sons, 1903. Clark, Jennifer. “But Statistics Don’t Ride Skateboards, They Don’t Have Nicknames Like ‘Champ’: Personalising the Road Dead with Roadside Memorials.” 7th International Conference on the Social Context of Death, Dying and Disposal. Bath, UK: University of Bath, 2005. Cohen, Erik. “Roadside Memorials in Northeastern Thailand.” OMEGA: Journal of Death and Dying 66.4 (2012–13): 343–363. Connolly, John F., Anne Cullen, and Orfhlaith McTigue. “Single Road Traffic Deaths: Accident or Suicide?” Crisis: The Journal of Crisis Intervention and Suicide Prevention 16.2 (1995): 85–89. Cornack [Coroner]. Transcript of Proceedings. In The Matter of an Inquest into the Cause and Circumstances Surrounding the Death of Jason John Zupp. Towoomba, Qld.: Coroners Court. 12 Oct. 2007. Davies, Douglas. “Locating Hope: The Dynamics of Memorial Sites.” 6th International Conference on the Social Context of Death, Dying and Disposal. York, UK: University of York, 2002. Department of Infrastructure, Transport, Regional Development and Local Government [DITRDLG]. Road Deaths Australia: 2007 Statistical Summary. Canberra: Commonwealth of Australia, 2008. Duwe, Grant. “Body-count Journalism: The Presentation of Mass Murder in the News Media.” Homicide Studies 4 (2000): 364–399. Elder, Bruce. Blood on the Wattle: Massacres and Maltreatment of Aboriginal Australians since 1788. Sydney: New Holland, 1998. Erdos, Renee. “Leichhardt, Friedrich Wilhelm Ludwig (1813-1848).” Australian Dictionary of Biography Online Edition. Melbourne: Melbourne UP, 1967. Everett, Holly. Roadside Crosses in Contemporary Memorial Culture. Austin: Texas UP, 2002. Excell, Gerri. “Roadside Memorials in the UK.” Unpublished MA thesis. Reading: University of Reading, 2004. ———. “Contemporary Deathscapes: A Comparative Analysis of the Material Culture of Roadside Memorials in the US, Australia and the UK.” 7th International Conference on the Social Context of Death, Dying and Disposal. Bath, UK: University of Bath, 2005. Goddu, Teresa A. Gothic America: Narrative, History, and Nation. New York: Columbia UP, 2007. Gorer, Geoffrey. “The Pornography of Death.” Encounter V.4 (1955): 49–52. Grider, Sylvia. “Spontaneous Shrines: A Modern Response to Tragedy and Disaster.” New Directions in Folklore (5 Oct. 2001). Haider, Amna. “War Trauma and Gothic Landscapes of Dispossession and Dislocation in Pat Barker’s Regeneration Trilogy.” Gothic Studies 14.2 (2012): 55–73. Hall, Stephen S. Merchants of Immortality: Chasing the Dream of Human Life Extension. Boston: Houghton, Mifflin, Harcourt, 2003. Hartig, Kate V., and Kevin M. Dunn. “Roadside Memorials: Interpreting New Deathscapes in Newcastle, New South Wales.” Australian Geographical Studies 36 (1998): 5–20. Hockey, Jenny, and Janet Draper. “Beyond the Womb and the Tomb: Identity, (Dis)embodiment and the Life Course.” Body & Society 11.2 (2005): 41–57. Online version: 1–25. Jones, Ian, and Kaye McColl. (2006) “Highway Tragedy.” Goondiwindi Argus 9 Jun. 2006. Kiernan, Stephen P. “The Transformation of Death in America.” Final Acts: Death, Dying, and the Choices We Make. Eds. Nan Bauer-Maglin, and Donna Perry. Rutgers University: Rutgers UP, 2010. 163–182. Klaassens, M., P.D. Groote, and F.M. Vanclay. “Expressions of Private Mourning in Public Space: The Evolving Structure of Spontaneous and Permanent Roadside Memorials in the Netherlands.” Death Studies 37.2 (2013): 145–171. Ladd, Brian. Autophobia: Love and Hate in the Automotive Age. Chicago: U of Chicago P, 2008. Leichhardt, Ludwig. Journal of an Overland Expedition of Australia from Moreton Bay to Port Essington, A Distance of Upwards of 3000 Miles during the Years 1844–1845. London, T & W Boone, 1847. Facsimile ed. Sydney: Macarthur Press, n.d. Lowe, Tim. “Roadside Memorials in South Eastern Australia.” 7th International Conference on the Social Context of Death, Dying and Disposal. Bath, UK: University of Bath, 2005. MacConville, Una. “Roadside Memorials.” Bath, UK: Centre for Death & Society, Department of Social and Policy Sciences, University of Bath, 2007. Macintyre, Stuart. “The Making of the Australian Working Class: An Historiographical Survey.” Historical Studies 18.71 (1978): 233–253. Mollinson, James, and Nicholas Bonham. Tucker. South Melbourne: Macmillan Company of Australia, and Australian National Gallery, 1982. Morell, Virginia. “Mournful Creatures.” Lapham’s Quarterly 6.4 (2013): 200–208. Nelson, Victoria. Gothicka: Vampire Heroes, Human Gods, and the New Supernatural. Harvard University: Harvard UP, 2012. “Pathways through Grief.” 1st National Conference on Bereavement in a Healthcare Setting. Dundee, 1–2 Sep. 2008. Piatti-Farnell, Lorna. “Words from the Culinary Crypt: Reading the Recipe as a Haunted/Haunting Text.” M/C Journal 16.3 (2013). Queensland Police. “Fatal Traffic Incident, Goondiwindi [Media Advisory].” 27 Apr. 2005. ———. “Fatal Truck Accident, Taroom.” Media release. 11 Dec. 2005. ———. “Double Fatality, Goondiwindi.” Media release. 5 Jun. 2006. Richter, E. D., P. Barach, E. Ben-Michael, and T. Berman. “Death and Injury from Motor Vehicle Crashes: A Public Health Failure, Not an Achievement.” Injury Prevention 7 (2001): 176–178. Secomb, Linnell. “Haunted Community.” The Politics of Community. Ed. Michael Strysick. Aurora, Co: Davies Group, 2002. 131–150. Spooner, Catherine. Contemporary Gothic. London: Reaktion, 2006.
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Admin, Admin, and Dr Mustafa Arslan. "Effect of dexmedetomidine on ischemia-reperfusion injury of liver and kidney tissues in experimental diabetes and hepatic ischemia-reperfusion injury induced rats." Anaesthesia, Pain & Intensive Care, May 9, 2019, 143–49. http://dx.doi.org/10.35975/apic.v0i0.641.

Full text
Abstract:
Background: Reperfusion following ischemia can lead to more injuries than ischemia itself especially in diabetic patients. The aim of this study was to evaluate the effect of dexmedetomidine on ischemia-reperfusion injury (IRI) in rats with have hepatic IRI and diabetes mellitus. Methodology: Twenty-eight Wistar Albino rats were randomised into four groups as control (C), diabetic (DC), diabetic with hepatic ischemia-reperfusion injury (DIR), and diabetic but administered dexmedetomidine followed by hepatic IRI (DIRD) groups. Hepatic tissue samples were evaluated histopathologically by semiquantitative methods. Malondialdehyde (MDA), superoxide dismutase (SOD), glutathion s-transpherase (GST), and catalase (CAT) enzyme levels were investigated in liver and kidney tissues as oxidative state parameters. Results: In Group DIR; hepatocyte degeneration, sinusoidal dilatation, pycnotic nucleus, and necrotic cells were found to be more in rat hepatic tissue; while mononuclear cell infiltration was higher in the parenchyme. MDA levels were significantly lower; but SOD levels were significantly higher in Group DIRD with regard to Group DIR. In the IRI induced diabetic rats’ hepatic and nephrotic tissues MDA levels, showing oxidative injury, were found to be lower. SOD levels, showing early antioxidant activity, were higher. Conclusion: The enzymatic findings of our study together with the hepatic histopathology indicate that dexmedetomidine has a potential role to decrease IRI. Key words: Hepatic ischemia reperfusion injury; Diabetes mellitus; Dexmedetomidine; Rat; MDA; SOD Citation: Sezen SC, Işık B, Bilge M, Arslan M, Çomu FM, Öztürk L, Kesimci E, Kavutçu M. Effect of dexmedetomidine on ischemia-reperfusion injury of liver and kidney tissues in experimental diabetes and hepatic ischemia-reperfusion injury induced rats. Anaesth Pain & Intensive Care 2016;20(2):143-149 Received: 21 November 2015; Reviewed: 10, 24 December 2015, 9, 10 June 2016; Corrected: 12 December 2015; Accepted: 10 June 2016 INTRODUCTİON Perioperative acute tissue injury induced by ischemia-reperfusion is a comman clinical event caused by reduced blood supply to the tissue being compromised during major surgery. Ischemia leads to cellular injury by depleting cellular energy deposits and resulting in accumulation of toxic metabolites. The reperfusion of tissues that have remained in ischemic conditions causes even more damage.1 Furthermore hepatic ischemia-reperfusion injury (IRI) demonstrates a strong relationship with peri-operative acute kidney injury.2 The etiology of diabetic complications is strongly associated with increased oxidative stress (OS). Diabetic patients are known to have a high risk of developing OS or IRI which results with tissue failure.3 The most important role in ischemia and reperfusion is played by free oxygen radicals.1 In diabetes, characterized by hyperglycemia, even more free oxygen radicals are produced due to oxidation of glucose and glycosylation of proteins.3 The structures which are most sensitive to free oxygen radicals in the cells are membrane lipids, proteins, nucleic acids and deoxyribonucleic acids.1 It has been reported that endogenous antioxidant enzymes [superoxide dismutase (SOD), glutathion s-transpherase (GST), catalase (CAT)] play an important role to alleviate IRI.4-8 Also some pharmacological agents have certain effects on IRI.1 The anesthetic agents influence endogenous antioxidant systems and free oxygen radical formation.9-12 Dexmedetomidine is a selective α-2 adrenoceptor agonist agent. It has been described as a useful and safe adjunct in many clinical applications. It has been found that it may increase urine output by considerably redistributing cardiac output, inhibiting vasopressin secretion and maintaining renal blood flow and glomerular filtration. Previous studies demonstrated that dexmedetomidine provides protection against renal, focal cerebral, cardiac, testicular, and tourniquet-induced IRI.13-18 Arslan et al observed that dexmedetomidine protected against lipid peroxidation and cellular membrane alterations in hepatic IRI, when given before induction of ischemia.17 Si et al18 demonstrated that dexmedetomidine treatment results in a partial but significant attenuation of renal demage induced by IRI through the inactivation of JAK/STAT signaling pathway in an in vivo model. The efficacy of the dexmedetomidine for IRI in diabetic patient is not resarched yet. The purpose of this experimental study was to evaluate the biochemical and histological effects of dexmedetomidine on hepatic IRI in diabetic rat’s hepatic and renal tissue. METHODOLOGY Animals and Experimental Protocol: This study was conducted in the Physiology Laboratory of Kirikkale University upon the consent of the Experimental Animals Ethics Committee of Kirikkale University. All of the procedures were performed according to the accepted standards of the Guide for the Care and Use of Laboratory Animals. In the study, 28 male Wistar Albino rats, weighing between 250 and 300 g, raised under the same environmental conditions, were used. The rats were kept under 20-21 oC at cycles of 12-hour daylight and 12-hour darkness and had free access to food until 2 hours before the anesthesia procedure. The animals were randomly separated into four groups, each containing 7 rats. Diabetes was induced by a single intraperitoneal injection of streptozotocin (Sigma Chemical, St. Louis, MO, USA) at a dose of 65 mg/kg body weight. The blood glucose levels were measured at 72 hrs following this injection. Rats were classified as diabetic if their fasting blood glucose (FBG) levels exceeded 250 mg/dl, and only animals with FBGs of > 250 mg/dl were included in the diabetic groups (dia­betes only, diabetes plus ischemia-reperfusion and diabetes plus dexmedetomidine-ischemia-reperfusion). The rats were kept alive 4 weeks after streptozotocin injection to allow development of chronic dia­betes before they were exposed to ischemia-reperfusion.(19) The rats were weighed before the study. Rats were anesthetized with intraperitoneal ketamine 100 mg/kg. The chest and abdomen were shaved and each animal was fixed in a supine position on the operating table. The abdomen was cleaned with 1% polyvinyl iodine and when dry, the operating field was covered with a sterile drape and median laparotomy was performed. There were four experimental groups (Group C (sham-control; n = 7), (Group DC (diabetes-sham-control; n = 7), Group DIR (diabetes-ischemia-reperfusion; n = 7), and Group DIRD (diabetes-ischemia-reperfusion-dexmedetomidine; n = 7). Sham operation was performed on the rats in Group C and Group DC. The sham operation consisted of mobilization of the hepatic pedicle only. The rats in this group were sacrificed 90 min after the procedure. Hepatic I/R injury was induced in Groups DIR and DIRD respectively with hepatic pedicle clamping using a vascular clamp as in the previous study of Arslan et al.(17) After an ischemic period of 45 min, the vascular clamp was removed. A reperfusion period was maintained for 45 min. In Group DIRD, dexmedetomidine hydrochloride 100 μg/kg, (Precedex 100 μg/2 ml, Abbott®, Abbott Laboratory, North Chicago, Illinois, USA) was administrated via intraperitoneal route 30 minutes before surgery. All the rats were given ketamine 100 mg/kg intraperitoneally and intracardiac blood samples were obtained. Preserving the tissue integrity by avoiding trauma, liver and renal biopsy samples were obtained. Biochemical Analysis: The liver and renal tissues were first washed with cold deionized water to discard blood contamination and then homogenized in a homogenizer. Measurements on cell contest require an initial preparation of the tissues. The preparation procedure may involve grinding of the tissue in a ground glass tissue blender using a rotor driven by a simple electric motor. The homogenizer as a tissue blender similar to the typical kitchen blender is used to emulsify and pulverize the tissue (Heidolph Instruments GMBH & CO KGDiax 900 Germany®) at 1000 U for about 3 min. After centrifugation at 10,000 g for about 60 min, the upper clear layer was taken. MDA levels were determined using the method of Van Ye et al,(20) based on the reaction of MDA with thiobarbituric acid (TBA). In the TBA test reaction, MDA and TBA react in acid pH to form a pink pigment with an absorption maximum at 532 nm. Arbitrary values obtained were compared with a series of standard solutions (1,1,3,3-tetraethoxypropane). Results were expressed as nmol/mg.protein. Part of the homogenate was extracted in ethanol/chloroform mixture (5/3 v/v) to discard the lipid fraction, which caused interferences in the activity measurements of T-SOD, CAT and GST activities. After centrifugation at 10.000 x g for 60 min, the upper clear layer was removed and used for the T-SOD, CAT, GST enzyme activity measurement by methods as described by Durak et al21, Aebi22 and Habig et al23 respectively. One unit of SOD activity was defined as the enzyme protein amount causing 50% inhibition in NBTH2 reduction rate and result were expressed in U/mg protein. The CAT activity method is based on the measurement of absorbance decrease due to H2O2 consumption at 240 nm. The GST activity method is based on the measurement of absorbance changes at 340 nm due to formation of GSH-CDNB complex. Histological determinations: Semiquantitative evaluation technique used by Abdel-Wahhab et al(24) was applied for interpreting the structural changes investigated in hepatic tissues of control and research groups. According to this, (-) (negative point) represents no structural change, while (+) (one positive point) represents mild, (++) (two positive points) medium and (+++) (three positive points) represents severe structural changes. Statistical analysis: The Statistical Package for the Social Sciences (SPSS, Chicago, IL, USA) 20.0 softwre was used for the statistical analysis. Variations in oxidative state parameters, and histopathological examination between study groups were assessed using the Kruskal-Wallis test. The Bonferroni-adjusted Mann-Whitney U-test was used after significant Kruskal-Wallis to determine which groups differed from the others. Results were expressed as mean ± standard deviation (Mean ± SD). Statistical significance was set at a p value < 0.05 for all analyses. RESULTS There was statistically significant difference observed between the groups with respect to findings from the histological changes in the rat liver tissue (hepatocyte degeneration, sinüsoidal dilatation, pycnotic nucleus, prenecrotic cell) determined by light microscopy according to semiquantitative evaluation techniques (p < 0.0001). In Group DIR, hepatocyte degeneration was significantly high compared to Group C, Group DC and Group DIRD (p < 0.0001, p < 0.0001, p = 0.002, respectively), (Table 1, Figure 1-4). Similarly, sinüsoidal dilatation was significantly higher in Group DIR (p < 0.0001, p = 0.004, p = 0.015, respectively). Although, pcynotic nucleus was decreased in Group DIRD, it did not make a significant difference in comparison to Group DIR (p = 0.053), (Table 1, Figure 1-4). The prenecrotic cells were significantly increased in Group DIR, with respect to Group C, Group DC and Group DIRD (p < 0.0001, p = 0.004, p < 0.0001, respectively), (Table 1, Figure 1-4). Table 1. The comparison of histological changes in rat hepatic tissue [Mean ± SD)] p**: Statistical significance was set at a p value < 0.05 for Kruskal-Wallis test *p < 0.05: When compared with Group DIR Figure 1: Light microscopic view of hepatic tissue of Group C (control). VC: vena centralis, *: sinusoids. ®: hepatocytes, k: Kupffer cells, G: glycogen granules, mc: minimal cellular changes, Hematoxilen & Eosin x 40 Figure 2: Light-microscopic view of hepatic tissue of Group DC (diabetes mellitus control) (G: Glycogen granules increased in number, (VC: vena centralis, *:sinusoids. ®:hepatocytes, k:Kupffer cells, G: glycogen granules, mc: minimal cellular changes; Hematoxylin & Eosin x 40) Figure 3: Light-microscopic view of hepatic tissue of Group DIR (Diabetes Mellitus and ischemia-reperfusion) (VC: vena centralis, (H) degenerative and hydrophic hepatocytes, (dej) vena centralis degeneration (centrolobar injury) (*): sinusoid dilatation. (←) pycnotic and hyperchromatic nuclei, MNL: mononuclear cell infiltration, (¯) congestion, K: Kupffer cell hyperplasia, (­) vacuolar degeneration (Hematoxylin & Eosin x 40) Figure 4: Light-microscopic view of hepatic tissue of Group DIRD (Diabetes Mellitus and ischemia-reperfusion together with dexmedetomidine applied group) (VC: vena centralis, (MNL) mononuclear cell infiltration, (dej) hydrophilic degeneration in hepatocytes around vena centralis, (conj) congestion, G: glycogen granules, (←) pycnotic and hyperchromatic nuclei, sinusoid dilatation (*) (Hematoxylin & Eosin x 40) Besides, in liver tissue parenchyma, MN cellular infiltration was a light microscopic finding; and showed significant changes among the groups (p < 0.0001). This was significantly higher in Group DIR, compared to Group C, DC, and DIRD (p < 0.0001, p=0.007, p = 0.007, respectively), (Table 1, Figure 1-4). The enzymatic activity of MDA, SOD and GST in hepatic tissues showed significant differences among the groups [(p = 0.019), (p = 0.034). (p = 0.008) respectively]. MDA enzyme activity was significantly incresed in Group DIR, according to Group C and Group DIRD (p = 0.011, p = 0.016, respectively), (Table 2). In Group DIR SOD enzyme activity was lower with respect to Group C and Group DIRD (p = 0.010, p = 0.038, respectively), (Table 2). The GST enzyme activity was significantly higher in Group DIR, when compared to Group C, DC and DIRD (p = 0.007, p = 0.038, p = 0.039, respectively), (Table 2). Table 2. Oxidative state parameters in rat hepatic tissue [Mean ± SD] p**: Statistical significance was set at a p value < 0.05 for Kruskal-Wallis test *p < 0.05: When compared with Group DIR The enzymatic activity of MDA, SOD in renal tissues, showed significant differences among the groups [(p < 0.0001), (p = 0.008) respectively ]. MDA enzyme activity was significantly incresed in Group DIR, according to Group C and Group DIRD (p < 0.0001, p < 0.0001, respectively). Also MDA enzyme activity level was significantly increased in Group DC, in comparison to Group C and Group DIRD (p = 0.003, p = 0.001, respectively), (Table 3). In Group DIR SOD enzyme activity was lower with respect to Group C and Group DIRD (p = 0.032, p = 0.013, respectively), (Table 3). The GST enzyme activity was significantly higher in Group DIR than the other three groups, however; CAT levels were similar among the groups (Table 3). Table 3: Oxidative state parameters in rat nephrotic tissue [Mean ± SD)] p**: Statistical significance was set at a p value < 0.05 for Kruskal-Wallis test *p < 0.05: When compared with Group DIR DISCUSSION In this study, we have reported the protective effect of dexmedetomidine in experimental hepatic and renal IRI model in the rat by investigating the MDA and SOD levels biochemically. Besides, hepatic histopathological findings also supported our report. Ischemic damage may occur with trauma, hemorrhagic shock, and some surgical interventions, mainly hepatic and renal resections. Reperfusion following ischemia results in even more injury than ischemia itself. IRI is an inflammatory response accompanied by free radical formation, leucocyte migration and activation, sinusoidal endothelial cellular damage, deteoriated microcirculation and coagulation and complement system activation.1 We also detected injury in hepatic and renal tissue caused by reperfusion following ischemia in liver. Experimental and clinical evidence indicates that OS is involved in both the pathogenesis and the complications of diabetes mellitus.25,26 Diabetes mellitus is a serious risk factor for the development of renal and cardiovascular disease. It is also related to fatty changes in the liver.27 Diabetes-related organ damage seems to be the result of multiple mechanisms. Diabetes has been associated with increased free radical reactions and oxidant tissue damage in STZ-induced diabetic rats and also in patients.26Oxidative stress has been implicated in the destruction of pancreatic β-cells28 and could largely contribute to the oxidant tissue damage associated with chronic hyperglycemia.29 A number of reports have shown that antioxidants can attenuate the complications of diabetes in patients30 and in experimental models.28,31 This study demonstrated that diabetes causes a tendency to increase the IRI. There is a lot of investigations related to the pharmacological agents or food supplements applied for decreasing OS and IRI. Antioxidant agents paly an important role in IRI by effecting antioxidant system or lessening the formation of ROS. It has been reported that anesthetic agents too, are effective in oxidative stress.1 During surgical interventions, it seems rational to get benefit from anesthetic agents in prevention of OS caused by IRI instead of using other agents. It has been declared that; dexmedetomidine; as an α-2 agonist with sedative, hypnotic properties; is important in prevention of renal, focal, cerebral, cardiac, testicular and tourniquet-induced IRI.13-18 On the other hand Bostankolu et al. concluded that dexmedetomidine did not have an additional protective role for tournique induced IRI during routine general anesthesia.32 In this study; we have shown that dexmedetomidine has a reducing effect in IRI in diabetic rats. Some biochemical tests and histopathological evaluations are applied for bringing up oxidative stress and IRI in the tissues. Reactive oxygen species (ROS) that appear with reperfusion injury damage cellular structures through the process of the lipid peroxidation of cellular membranes and yield toxic metabolites such as MDA.33 As an important intermidiate product in lipid peroxidation, MDA is used as a sensitive marker of IRI.34 ROS-induced tissue injury is triggered by various defense mechanisms.35 The first defence mechanisms include the antioxidant enzymes of SOD, CAT, and GPx. These endogenous antioxidants are the first lines of defence against oxidative stres and act by scavenging potentially damaging free radical moieties.36 There is a balance between ROS and the scavenging capacity of antioxidant enzymes.1-8 In this study, for evaluation of oxidative damage and antioxidant activity, MDS, SOD, GST and CAT levels were determined in liver and kidney tissues. MDA levels in hepatic and renal tissues were higher in Group DIR compared to Group C and Group DIRD. GST levels were higher in Group DIR compared to all the other three groups. When the groups were arranged from highest to lowest order, with respect to CAT levels, the order was; Group DIR, Group DIRD, Group DC and Group C. However, the difference was not significant. The acute phase reactant MDA, as a marker of OS, was found to be high in Group DIR and low in Group DIRD. This could be interpreted as the presence of protective effect of dexmedetomidine in IRI. IRI developing in splanchnic area causes injury also in the other organs.35 Leithead et al showed that clinically significant hepatic IRI demonstrates a strong relationship with peri-operative acute kidney injury.2 In our experimental research that showed correlation to that of research by Leithead et al. After hepatic IRI in diabetic rats renal OS marker MDA levels were significantly more in Group DIR than Group DIRD. In our study, we observed histopathological changes in the ischemic liver tissue and alterations in the level of MDA, SOD, GST and CAT levels which are OS markers. Histopathological changes of the liver tissues are hepatocyt degeneration, sinusoidal dilatation, nuclear picnosis, celluler necrosis, mononuclear cell infiltrationat paranchimal tissue. These histopathological injury scores were significantly lower in the Group DIRD than those in group DIR. LIMITATION Study limitation is there was no negative control group, as this type of surgical intervention is not possible in rats without anesthesia. CONCLUSION The enzymatic findings of our study together with the hepatic histopathology indicate that dexmedetomidine has a potential role to decrease ischemia-reperfusion injury. Conflict of interest and funding: The authors have not received any funding or benefits from industry or elsewhere to conduct this study. 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