Articoli di riviste sul tema "Electric Railway Company of the United States"

Stocks and bonds issued by industrial companies listed and traded on the stock exchange belong to industrial stocks. For example: electric power, steel, automobile, food, beverage, wine, textile, pharmaceutical, and other enterprises engaged in product manufacturing stocks, bonds and other securities. In the United States, industrial stocks make up a large proportion of the economy. In the process, investors can make a lot of profits. Despite more than a century of growth in such industries, there is still a lot of potential. Industrial stocks are among the areas with the longest shelf life in the United States and the world. This paper analyses the selected three companies in industrial sector the three aspects of risk, profitability and market ratio to predict basic trend in this area. Three companies are Canadian National Railway Company (CNI), Caterpillar Inc. (CAT), FedEx Corporation (FDX). The results show Canadian National Railway Company is less risky and FedEx Corporation is least profitable. The findings in this paper may benefit the different investors in financial markets on investment decisions.

In this issue of Journal of Disaster Research, we introduce nine papers on societal responses to recent catastrophic disasters with special focus on long-term recovery processes in Japan and the United States. As disaster impacts increase, we also find that recovery times take longer and the processes for recovery become more complicated. On January 17th of 1995, a magnitude 7.2 earthquake hit the Hanshin and Awaji regions of Japan, resulting in the largest disaster in Japan in 50 years. In this disaster which we call the Kobe earthquake hereafter, over 6,000 people were killed and the damage and losses totaled more than 100 billion US dollars. The long-term recovery from the Kobe earthquake disaster took more than ten years to complete. One of the most important responsibilities of disaster researchers has been to scientifically monitor and record the long-term recovery process following this unprecedented disaster and discern the lessons that can be applied to future disasters. The first seven papers in this issue present some of the key lessons our research team learned from the studying the long-term recovery following the Kobe earthquake disaster. We have two additional papers that deal with two recent disasters in the United States – the terrorist attacks on World Trade Center in New York on September 11 of 2001 and the devastation of New Orleans by the 2005 Hurricane Katrina and subsequent levee failures. These disasters have raised a number of new research questions about long-term recovery that US researchers are studying because of the unprecedented size and nature of these disasters’ impacts. Mr. Mammen’s paper reviews the long-term recovery processes observed at and around the World Trade Center site over the last six years. Ms. Johnson’s paper provides a detailed account of the protracted reconstruction planning efforts in the city of New Orleans to illustrate a set of sufficient and necessary conditions for successful recovery. All nine papers in this issue share a theoretical framework for long-term recovery processes which we developed based first upon the lessons learned from the Kobe earthquake and later expanded through observations made following other recent disasters in the world. The following sections provide a brief description of each paper as an introduction to this special issue. 1. The Need for Multiple Recovery Goals After the 1995 Kobe earthquake, the long-term recovery process began with the formulation of disaster recovery plans by the City of Kobe – the most severely impacted municipality – and an overarching plan by Hyogo Prefecture which coordinated 20 impacted municipalities; this planning effort took six months. Before the Kobe earthquake, as indicated in Mr. Maki’s paper in this issue, Japanese theories about, and approaches to, recovery focused mainly on physical recovery, particularly: the redevelopment plans for destroyed areas; the location and standards for housing and building reconstruction; and, the repair and rehabilitation of utility systems. But the lingering problems of some of the recent catastrophes in Japan and elsewhere indicate that there are multiple dimensions of recovery that must be considered. We propose that two other key dimensions are economic recovery and life recovery. The goal of economic recovery is the revitalization of the local disaster impacted economy, including both major industries and small businesses. The goal of life recovery is the restoration of the livelihoods of disaster victims. The recovery plans formulated following the 1995 Kobe earthquake, including the City of Kobe’s and Hyogo Prefecture’s plans, all stressed these two dimensions in addition to physical recovery. The basic structure of both the City of Kobe’s and Hyogo Prefecture’s recovery plans are summarized in Fig. 1. Each plan has three elements that work simultaneously. The first and most basic element of recovery is the restoration of damaged infrastructure. This helps both physical recovery and economic recovery. Once homes and work places are recovered, Life recovery of the impacted people can be achieved as the final goal of recovery. Figure 2 provides a “recovery report card” of the progress made by 2006 – 11 years into Kobe’s recovery. Infrastructure was restored in two years, which was probably the fastest infrastructure restoration ever, after such a major disaster; it astonished the world. Within five years, more than 140,000 housing units were constructed using a variety of financial means and ownership patterns, and exceeding the number of demolished housing units. Governments at all levels – municipal, prefectural, and national – provided affordable public rental apartments. Private developers, both local and national, also built condominiums and apartments. Disaster victims themselves also invested a lot to reconstruct their homes. Eleven major redevelopment projects were undertaken and all were completed in 10 years. In sum, the physical recovery following the 1995 Kobe earthquake was extensive and has been viewed as a major success. In contrast, economic recovery and life recovery are still underway more than 13 years later. Before the Kobe earthquake, Japan’s policy approaches to recovery assumed that economic recovery and life recovery would be achieved by infusing ample amounts of public funding for physical recovery into the disaster area. Even though the City of Kobe’s and Hyogo Prefecture’s recovery plans set economic recovery and life recovery as key goals, there was not clear policy guidance to accomplish them. Without a clear articulation of the desired end-state, economic recovery programs for both large and small businesses were ill-timed and ill-matched to the needs of these businesses trying to recover amidst a prolonged slump in the overall Japanese economy that began in 1997. “Life recovery” programs implemented as part of Kobe’s recovery were essentially social welfare programs for low-income and/or senior citizens. 2. Requirements for Successful Physical Recovery Why was the physical recovery following the 1995 Kobe earthquake so successful in terms of infrastructure restoration, the replacement of damaged housing units, and completion of urban redevelopment projects? There are at least three key success factors that can be applied to other disaster recovery efforts: 1) citizen participation in recovery planning efforts, 2) strong local leadership, and 3) the establishment of numerical targets for recovery. Citizen participation As pointed out in the three papers on recovery planning processes by Mr. Maki, Mr. Mammen, and Ms. Johnson, citizen participation is one of the indispensable factors for successful recovery plans. Thousands of citizens participated in planning workshops organized by America Speaks as part of both the World Trade Center and City of New Orleans recovery planning efforts. Although no such workshops were held as part of the City of Kobe’s recovery planning process, citizen participation had been part of the City of Kobe’s general plan update that had occurred shortly before the earthquake. The City of Kobe’s recovery plan is, in large part, an adaptation of the 1995-2005 general plan. On January 13 of 1995, the City of Kobe formally approved its new, 1995-2005 general plan which had been developed over the course of three years with full of citizen participation. City officials, responsible for drafting the City of Kobe’s recovery plan, have later admitted that they were able to prepare the city’s recovery plan in six months because they had the preceding three years of planning for the new general plan with citizen participation. Based on this lesson, Odiya City compiled its recovery plan based on the recommendations obtained from a series of five stakeholder workshops after the 2004 Niigata Chuetsu earthquake. <strong>Fig. 1. </strong> Basic structure of recovery plans from the 1995 Kobe earthquake. <strong>Fig. 2. </strong> “Disaster recovery report card” of the progress made by 2006. Strong leadership In the aftermath of the Kobe earthquake, local leadership had a defining role in the recovery process. Kobe’s former Mayor, Mr. Yukitoshi Sasayama, was hired to work in Kobe City government as an urban planner, rebuilding Kobe following World War II. He knew the city intimately. When he saw damage in one area on his way to the City Hall right after the earthquake, he knew what levels of damage to expect in other parts of the city. It was he who called for the two-month moratorium on rebuilding in Kobe city on the day of the earthquake. The moratorium provided time for the city to formulate a vision and policies to guide the various levels of government, private investors, and residents in rebuilding. It was a quite unpopular policy when Mayor Sasayama announced it. Citizens expected the city to be focusing on shelters and mass care, not a ban on reconstruction. Based on his experience in rebuilding Kobe following WWII, he was determined not to allow haphazard reconstruction in the city. It took several years before Kobe citizens appreciated the moratorium. Numerical targets Former Governor Mr. Toshitami Kaihara provided some key numerical targets for recovery which were announced in the prefecture and municipal recovery plans. They were: 1) Hyogo Prefecture would rebuild all the damaged housing units in three years, 2) all the temporary housing would be removed within five years, and 3) physical recovery would be completed in ten years. All of these numerical targets were achieved. Having numerical targets was critical to directing and motivating all the stakeholders including the national government’s investment, and it proved to be the foundation for Japan’s fundamental approach to recovery following the 1995 earthquake. 3. Economic Recovery as the Prime Goal of Disaster Recovery In Japan, it is the responsibility of the national government to supply the financial support to restore damaged infrastructure and public facilities in the impacted area as soon as possible. The long-term recovery following the Kobe earthquake is the first time, in Japan’s modern history, that a major rebuilding effort occurred during a time when there was not also strong national economic growth. In contrast, between 1945 and 1990, Japan enjoyed a high level of national economic growth which helped facilitate the recoveries following WWII and other large fires. In the first year after the Kobe earthquake, Japan’s national government invested more than US$ 80 billion in recovery. These funds went mainly towards the repair and reconstruction of infrastructure and public facilities. Now, looking back, we can also see that these investments also nearly crushed the local economy. Too much money flowed into the local economy over too short a period of time and it also did not have the “trickle-down” effect that might have been intended. To accomplish numerical targets for physical recovery, the national government awarded contracts to large companies from Osaka and Tokyo. But, these large out-of-town contractors also tended to have their own labor and supply chains already intact, and did not use local resources and labor, as might have been expected. Essentially, ten years of housing supply was completed in less than three years, which led to a significant local economic slump. Large amounts of public investment for recovery are not necessarily a panacea for local businesses, and local economic recovery, as shown in the following two examples from the Kobe earthquake. A significant national investment was made to rebuild the Port of Kobe to a higher seismic standard, but both its foreign export and import trade never recovered to pre-disaster levels. While the Kobe Port was out of business, both the Yokohama Port and the Osaka Port increased their business, even though many economists initially predicted that the Kaohsiung Port in Chinese Taipei or the Pusan Port in Korea would capture this business. Business stayed at all of these ports even after the reopening of the Kobe Port. Similarly, the Hanshin Railway was severely damaged and it took half a year to resume its operation, but it never regained its pre-disaster readership. In this case, two other local railway services, the JR and Hankyu lines, maintained their increased readership even after the Hanshin railway resumed operation. As illustrated by these examples, pre-disaster customers who relied on previous economic output could not necessarily afford to wait for local industries to recover and may have had to take their business elsewhere. Our research suggests that the significant recovery investment made by Japan’s national government may have been a disincentive for new economic development in the impacted area. Government may have been the only significant financial risk-taker in the impacted area during the national economic slow-down. But, its focus was on restoring what had been lost rather than promoting new or emerging economic development. Thus, there may have been a missed opportunity to provide incentives or put pressure on major businesses and industries to develop new businesses and attract new customers in return for the public investment. The significant recovery investment by Japan’s national government may have also created an over-reliance of individuals on public spending and government support. As indicated in Ms. Karatani’s paper, individual savings of Kobe’s residents has continued to rise since the earthquake and the number of individuals on social welfare has also decreased below pre-disaster levels. Based on our research on economic recovery from the Kobe earthquake, at least two lessons emerge: 1) Successful economic recovery requires coordination among all three recovery goals – Economic, Physical and Life Recovery, and 2) “Recovery indices” are needed to better chart recovery progress in real-time and help ensure that the recovery investments are being used effectively. Economic recovery as the prime goal of recovery Physical recovery, especially the restoration of infrastructure and public facilities, may be the most direct and socially accepted provision of outside financial assistance into an impacted area. However, lessons learned from the Kobe earthquake suggest that the sheer amount of such assistance may not be effective as it should be. Thus, as shown in Fig. 3, economic recovery should be the top priority goal for recovery among the three goals and serve as a guiding force for physical recovery and life recovery. Physical recovery can be a powerful facilitator of post-disaster economic development by upgrading social infrastructure and public facilities in compliance with economic recovery plans. In this way, it is possible to turn a disaster into an opportunity for future sustainable development. Life recovery may also be achieved with a healthy economic recovery that increases tax revenue in the impacted area. In order to achieve this coordination among all three recovery goals, municipalities in the impacted areas should have access to flexible forms of post-disaster financing. The community development block grant program that has been used after several large disasters in the United States, provide impacted municipalities with a more flexible form of funding and the ability to better determine what to do and when. The participation of key stakeholders is also an indispensable element of success that enables block grant programs to transform local needs into concrete businesses. In sum, an effective economic recovery combines good coordination of national support to restore infrastructure and public facilities and local initiatives that promote community recovery. Developing Recovery Indices Long-term recovery takes time. As Mr. Tatsuki’s paper explains, periodical social survey data indicates that it took ten years before the initial impacts of the Kobe earthquake were no longer affecting the well-being of disaster victims and the recovery was completed. In order to manage this long-term recovery process effectively, it is important to have some indices to visualize the recovery processes. In this issue, three papers by Mr. Takashima, Ms. Karatani, and Mr. Kimura define three different kinds of recovery indices that can be used to continually monitor the progress of the recovery. Mr. Takashima focuses on electric power consumption in the impacted area as an index for impact and recovery. Chronological change in electric power consumption can be obtained from the monthly reports of power company branches. Daily estimates can also be made by tracking changes in city lights using a satellite called DMSP. Changes in city lights can be a very useful recovery measure especially at the early stages since it can be updated daily for anywhere in the world. Ms. Karatani focuses on the chronological patterns of monthly macro-statistics that prefecture and city governments collect as part of their routine monitoring of services and operations. For researchers, it is extremely costly and virtually impossible to launch post-disaster projects that collect recovery data continuously for ten years. It is more practical for researchers to utilize data that is already being collected by local governments or other agencies and use this data to create disaster impact and recovery indices. Ms. Karatani found three basic patterns of disaster impact and recovery in the local government data that she studied: 1) Some activities increased soon after the disaster event and then slumped, such as housing construction; 2) Some activities reduced sharply for a period of time after the disaster and then rebounded to previous levels, such as grocery consumption; and 3) Some activities reduced sharply for a while and never returned to previous levels, such as the Kobe Port and Hanshin Railway. Mr. Kimura focuses on the psychology of disaster victims. He developed a “recovery and reconstruction calendar” that clarifies the process that disaster victims undergo in rebuilding their shattered lives. His work is based on the results of random surveys. Despite differences in disaster size and locality, survey data from the 1995 Kobe earthquake and the 2004 Niigata-ken Chuetsu earthquake indicate that the recovery and reconstruction calendar is highly reliable and stable in clarifying the recovery and reconstruction process. <strong>Fig. 3.</strong> Integrated plan of disaster recovery. 4. Life Recovery as the Ultimate Goal of Disaster Recovery Life recovery starts with the identification of the disaster victims. In Japan, local governments in the impacted area issue a “damage certificate” to disaster victims by household, recording the extent of each victim’s housing damage. After the Kobe earthquake, a total of 500,000 certificates were issued. These certificates, in turn, were used by both public and private organizations to determine victim’s eligibility for individual assistance programs. However, about 30% of those victims who received certificates after the Kobe earthquake were dissatisfied with the results of assessment. This caused long and severe disputes for more than three years. Based on the lessons learned from the Kobe earthquake, Mr. Horie’s paper presents (1) a standardized procedure for building damage assessment and (2) an inspector training system. This system has been adopted as the official building damage assessment system for issuing damage certificates to victims of the 2004 Niigata-ken Chuetsu earthquake, the 2007 Noto-Peninsula earthquake, and the 2007 Niigata-ken Chuetsu Oki earthquake. Personal and family recovery, which we term life recovery, was one of the explicit goals of the recovery plan from the Kobe earthquake, but it was unclear in both recovery theory and practice as to how this would be measured and accomplished. Now, after studying the recovery in Kobe and other regions, Ms. Tamura’s paper proposes that there are seven elements that define the meaning of life recovery for disaster victims. She recently tested this model in a workshop with Kobe disaster victims. The seven elements and victims’ rankings are shown in Fig. 4. Regaining housing and restoring social networks were, by far, the top recovery indicators for victims. Restoration of neighborhood character ranked third. Demographic shifts and redevelopment plans implemented following the Kobe earthquake forced significant neighborhood changes upon many victims. Next in line were: having a sense of being better prepared and reducing their vulnerability to future disasters; regaining their physical and mental health; and restoration of their income, job, and the economy. The provision of government assistance also provided victims with a sense of life recovery. Mr. Tatsuki’s paper summarizes the results of four random-sample surveys of residents within the most severely impacted areas of Hyogo Prefecture. These surveys were conducted biannually since 1999,. Based on the results of survey data from 1999, 2001, 2003, and 2005, it is our conclusion that life recovery took ten years for victims in the area impacted significantly by the Kobe earthquake. Fig. 5 shows that by comparing the two structural equation models of disaster recovery (from 2003 and 2005), damage caused by the Kobe earthquake was no longer a determinant of life recovery in the 2005 model. It was still one of the major determinants in the 2003 model as it was in 1999 and 2001. This is the first time in the history of disaster research that the entire recovery process has been scientifically described. It can be utilized as a resource and provide benchmarks for monitoring the recovery from future disasters. <strong>Fig. 4.</strong> Ethnographical meaning of “life recovery” obtained from the 5th year review of the Kobe earthquake by the City of Kobe. <strong>Fig. 5.</strong> Life recovery models of 2003 and 2005. 6. The Need for an Integrated Recovery Plan The recovery lessons from Kobe and other regions suggest that we need more integrated recovery plans that use physical recovery as a tool for economic recovery, which in turn helps disaster victims. Furthermore, we believe that economic recovery should be the top priority for recovery, and physical recovery should be regarded as a tool for stimulating economic recovery and upgrading social infrastructure (as shown in Fig. 6). With this approach, disaster recovery can help build the foundation for a long-lasting and sustainable community. Figure 6 proposes a more detailed model for a more holistic recovery process. The ultimate goal of any recovery process should be achieving life recovery for all disaster victims. We believe that to get there, both direct and indirect approaches must be taken. Direct approaches include: the provision of funds and goods for victims, for physical and mental health care, and for housing reconstruction. Indirect approaches for life recovery are those which facilitate economic recovery, which also has both direct and indirect approaches. Direct approaches to economic recovery include: subsidies, loans, and tax exemptions. Indirect approaches to economic recovery include, most significantly, the direct projects to restore infrastructure and public buildings. More subtle approaches include: setting new regulations or deregulations, providing technical support, and creating new businesses. A holistic recovery process needs to strategically combine all of these approaches, and there must be collaborative implementation by all the key stakeholders, including local governments, non-profit and non-governmental organizations (NPOs and NGOs), community-based organizations (CBOs), and the private sector. Therefore, community and stakeholder participation in the planning process is essential to achieve buy-in for the vision and desired outcomes of the recovery plan. Securing the required financial resources is also critical to successful implementation. In thinking of stakeholders, it is important to differentiate between supporting entities and operating agencies. Supporting entities are those organizations that supply the necessary funding for recovery. Both Japan’s national government and the federal government in the U.S. are the prime supporting entities in the recovery from the 1995 Kobe earthquake and the 2001 World Trade Center recovery. In Taiwan, the Buddhist organization and the national government of Taiwan were major supporting entities in the recovery from the 1999 Chi-Chi earthquake. Operating agencies are those organizations that implement various recovery measures. In Japan, local governments in the impacted area are operating agencies, while the national government is a supporting entity. In the United States, community development block grants provide an opportunity for many operating agencies to implement various recovery measures. As Mr. Mammen’ paper describes, many NPOs, NGOs, and/or CBOs in addition to local governments have had major roles in implementing various kinds programs funded by block grants as part of the World Trade Center recovery. No one, single organization can provide effective help for all kinds of disaster victims individually or collectively. The needs of disaster victims may be conflicting with each other because of their diversity. Their divergent needs can be successfully met by the diversity of operating agencies that have responsibility for implementing recovery measures. In a similar context, block grants made to individual households, such as microfinance, has been a vital recovery mechanism for victims in Thailand who suffered from the 2004 Sumatra earthquake and tsunami disaster. Both disaster victims and government officers at all levels strongly supported the microfinance so that disaster victims themselves would become operating agencies for recovery. Empowering individuals in sustainable life recovery is indeed the ultimate goal of recovery. <strong>Fig. 6.</strong> A holistic recovery policy model.

The debate about the comparative performance of the British and American economies around the turn of the century has involved most industrial sectors. In the case of the railways, the argument goes back at least to 1887, when a critical analysis of English railway operations compared to those of the United States was published. For British railway companies, the years after 1900 were a particularly difficult time especially in the capital market, and many new investment projects were abandoned, although not solely because of adverse conditions in the capital market. A substantial number of these projects were probably of a marginal nature but the eighteen-year period between 1890 and 1908 also saw the development of a new type of railway – the urban rapid transit system. This was in response to two very different factors – the continuing growth of cities and the application of electric power in a form suitable for railway use. The spread of these systems in Britain paralleled their expansion in the United States.

Social media utilizing the internet is increasingly needed in everyday life, socialization activities, transportation, education, business, and others. One of the most used social media is Instagram. Indonesian Railway Company also uses Instagram to convey information to the public and enhance the company's image. However, conveying messages from the Indonesian Railway Company to the public is often hampered by several problems, one of which is the long response to answering public questions. Because of this phenomenon, this study aims to find out how the @keretaapikita governance process managed by the Indonesian Railway Company is to improve information services and to find out the obstacles in its management. This research uses a qualitative approach based on case studies. The data collection technique of this research is; in-depth interviews, literature studies, book documentation, literature, documents, archives, journals, and the internet. The data-checking technique uses triangulation (source & method). The results of this study found that the governance process of @keretaapikita at the Indonesian Railway Company (applying the PDCA (Plan, Do, Check and Action) approach by Dr. Edward Deming, a quality expert from the United States.

Industrial stocks are stocks issued by industrial enterprises that produce non-consumer materials. Industries producing non-consumer data generally include extractive industry, manufacturing industry, electric power industry, gas industry and so on. The stocks issued by these industrial enterprises that produce non-consumer materials are called industrial stocks. Industrial stocks have a long history in United States. As early as 1900, industrial stocks became the majority of American stocks. In the same year that the United States overtook Britain as the country with the biggest economy in the world. Even today, more than a hundred years later, industrial stocks still play an important role in the U.S. economy and offer great investment value. In this article, three industrial stocks are selected and analyzed in different investing aspects, which can provide reference for the investors who are interested in industrial stocks. Three companies are the Boeing Company (BA), General Electric Company (GE), Ford Motor Company (F). The results show that BA is most risky and F is most profitable.

This article highlights that the creation of efficient electric appliances using cheap electricity has enabled us to enjoy healthier and more bountiful lives. Since electric power results from the conversion of energy resources in an electric power generating plant, those resources must be adequate and available at low cost at the plant site. Mechanical engineers developed the machinery for coal mining, for coal transportation, and for bulk coal handling. GE and Westinghouse made early contributions starting in electric generator and electric motor development. The US electric utility industry has been mandated by several states to sell all or a large portion of its generating plants. Independent power generators are building new combined-cycle units in selected market regions. Mergers and acquisitions of electric utilities are continuing to increase the size of parent company operations. Mechanical engineers have developed relatively low-cost electric power generation technology through the 20th century, enabling the United States to maintain its world economic leadership and standard of living.

This article presents details of a report on new and future trends in trucking. According to the report, fleet owners may quickly adopt electronic vehicles (EV) for medium-haul routes. In November 2017, Tesla CEO Elon Musk unveiled the design for a battery-powered semi that could travel 500 miles on a single charge. According to Musk, the company would begin producing the trucks in 2019. The report highlighted the regional light-duty delivery market in Europe, where fuel costs are higher than in the United States. Designing vehicles and business models around the capabilities of electric powertrains—capabilities that differ from those of diesel trucks—are expected to enable battery-electric trucks to penetrate the market more quickly.

Abstract The concept of autonomously operated ships is beginning to take hold in Europe, Japan and the United States, but primarily in Scandinavia. Some 1,300 kilometers north of Rotterdam, a Norwegian fertilizer company is building what will be the world’s first autonomously operated, zero-emission, all-electric container vessel to haul fertilizer to Norwegian ports for distribution. This article takes a closer look at the vessel’s development.

On April 13, 1982, the Duke Power Company energized an experimental pad-mount distribution transformer in Hickory, North Carolina. The transformer, manufactured by General Electric, provided electric power to a local residence. That same month, the Georgia Power Company installed a similar transformer, made by Westinghouse Electric, atop a utility pole in Athens, Georgia. It supplied electricity for the exterior lights at the Westinghouse Newton Bridge Road plant. These devices shown in Figure 1 were unique among the nearly 40 million distribution transformers in service in the United States because their magnetic cores were made from an Fe–B–Si amorphous-metal alloy. This new material, produced by Allied-Signal (formerly Allied Chemical), was capable of magnetizing more efficiently than any electrical steel. By replacing grain-oriented silicon steel in the transformer cores, the amorphous metal reduced the core losses of the transformers by 75%.Although distribution transformers are relatively efficient devices, often operating at efficiencies as high as 99% at full load, they lose a significant amount of energy in their use. Because of the number of units in service, coupled with the fact that the core material is continuously magnetized and demagnetized at line frequency, transformers account for the largest portion of the energy losses on electric power distribution systems. It is estimated that over 50 × 109 kWh are dissipated annually in the United States in the form of distribution transformer core losses. At today's average electricity generating cost of $0.035/kWh, that energy is worth over $1,500 million.

In the trend of global electrification and intelligence of automobiles, many large traditional fuel vehicle companies are facing huge transformation challenges, which may determine the fate of future car companies. This article selects Ford Motor Company, a large multinational enterprise in the United States, and uses methods such as macro analysis of the automotive industry, comparative analysis of indicators, DuPont analysis, strategic analysis, and risk analysis to study the current situation of Ford Motor Company. This article finds that Ford Motor Company's fuel vehicle market has performed well and stably, which can offset the significant research and development and losses of electric vehicles in recent years. Despite Ford's sluggish performance in the Chinese market in recent years and mediocre sales of electric vehicles, Ford has also made sustained strategic adjustments and actively responded. Finally, this article also proposes that Ford Motor Company should seize the hybrid vehicle market, seize the advantages accumulated by traditional popular models for a long time, and continuously promote localization adjustments in various regions.

China’s cross-border e-commerce companies are facing the problem of high logistics cost caused by excessive reliance on road transportation in domestic logistics link. In the long-term development, crossborder e-commerce companies in the United States have adopted the intermodal transportation logistics mode, which can reduced the domestic logistics costs. In order to study the impact of intermodal-transportation logistics mode on the scale of cross-border e-commerce companies, this paper selects the relevant data of Hub Group, the first intermodal marketing company in North America, makes multiple regression analysis, and draws the following conclusion: the intermodal-transportation logistics mode of highway and railway collaborative transportation is conducive to the expansion of cross-border e-commerce business scale.

This article discusses the technology used at the John W. Turk Jr. Power Plant in Fulton, Ark., to tackle the challenges of raising the pressure and temperature of the steam to new heights. The Turk plant is the first in the United States where the final steam conditions exceed both the critical pressure and a temperature of 1,100°F. Operating as an ultrasupercritical boiler, the Turk plant has the highest net plant efficiency of any solid fuel power plant in the United States. In this plant, Southwestern Electric Power Company tapped Babcock & Wilcox to design, supply, and erect the 600-MW advanced supercritical steam generator. To best optimize efficiency, the design team selected a single reheat cycle with elevated steam pressure and temperature. Babcock & Wilcox engineers also employed computational fluid dynamics modeling to place burners and overfire air ports to make the best use of low-sulfur coal.

In his 1974 testimony before the U.S. Senate Subcommittee on Antitrust and Monopoly, Bradford Snell lay partial blame for the decline of mass transit in the United States on a targeted program, spearheaded by General Motors (GM), with the goal of “substitution of buses for passenger trains, streetcars and trolley buses; monopolization of bus production; and diversion of riders to automobiles.” Snell argued that General Motors and its subsidiary company National City Lines were responsible for “the destruction of more than 100 electric surface rail systems in 45 cities including New York, Philadelphia, Baltimore, St. Louis, Oakland, Salt Lake City and Los Angeles.”

A company's eponymous character can help consumers remember it, highlight the company's worth to the public through the characters' backstories, and deepen the viewer's emotional stake in the brand. By means of his namesake company, Tesla is delivering messages about innovation, exploration, and progress. At the same time, the company has released products that can be used in any age, thus proving the quality of the brand. In addition, Tesla's vision is aligned with the company's "electric" components. The United States' significance for 2022 Tesla's brand value to achieve the third automobile category, and Tesla's corporate culture are intertwined. This paper uses a literature review and a case study to investigate the effect Tesla has on a company's stock price, and it finds that the company's namesake has a positive effect on the stock price and has helped foster a healthy corporate culture at Tesla.

This article reviews various changes and developments that the General Motors’ (GM) management has brought after going bankrupt. According to a study, GM began to make plants more standardized and flexible years before Ford. Yet, Ford progressed faster because its centralized management was better able to make and implement decisions. GM needs to improve the speed of its decision-making. It plans to invest billions in United States and European manufacturing. It continues to expand in China, where it makes more vehicles than in the United States. GM’s plants focused on differentiating those things that gave its brands their character: sheet metal, power train, and interiors. Most importantly, GM began assembling every vehicle in every plant in the same sequence. The company has placed a large bet on the Volt, a plug-in electric car with an internal combustion engine. The combination means that the car is not limited to its 40-mile battery range. GM is making profits and succeeding now these days because it is building vehicles that customers want to buy, not vehicles they have to buy.

At 10:00 AM on September 24, 1943, James F. Lincoln, the sixty-year-old president and owner of the Lincoln Electric Company of Cleveland, Ohio, entered a meeting with U.S. Navy officials who wanted to discuss his company's recent earnings. A former Ohio State University football team captain and active supporter of the Republican Party, the outspoken Lincoln had already made it clear that he objected to the whole proceeding. One of the nation's leading suppliers of welding equipment, Lincoln's company had seen its sales boom since the beginning of World War II, as shipbuilders, aircraft producers, and other prime contractors demanded more welding machines and electrodes. Now, after a year of correspondence and preparations, the U.S. Navy had asked Lincoln to come to Washington to discuss how much of the company's 1942 profits were fair, and how much should be returned to the United States.

Portland General Electric (PGE) is one of only a few electric utilities in the United States actively conducting evaluations of their pilots in support of transportation electrification (TE). This article offers insights into PGE’s efforts to provide EV-related outreach and education to its customers. The article also examines interest in and use of PGE’s public charging infrastructure, particularly among transportation network company (TNC) drivers. The authors conducted an analysis of utilization data from PGE’s public charging stations to examine usage and the effectiveness of a peak pricing surcharge during peak electricity demand periods. The research pulls from additional data sources including (1) online customer surveys, (2) ride-and-drive intercept surveys, (3) and an online focus group. Findings illuminate the utility’s experience after three years of implementation and provide concrete guidance for other utilities seeking to expand customer adoption of EVs, while also exploring how pricing mechanisms can be effective at managing increased system load associated with increased EV charging. Findings also highlight the barriers environmental justice communities face with EVs and provide insights into how utilities can address misconceptions and increase awareness of the benefits of EVs for these groups.

Nigeria as a nation has suffered a lot when it comes to the availability of electricity. A clear comparison between this nation’s electric power supply and other countries revealed the present incessant electric power supply in the country. The average power per capital (watts per person) in the United States is 1,377 Watts. In Canada, it is as high as 1,704 Watts per person and in South Africa; it is 445 Watts per person. The average power per capital in Australia is 1,112 Watts and in New Zealand it is 1,020 W per person. Whereas, the average power per capital (watts per person) in Nigeria is 14 W person. The power system structure is characterized with a lot of faults and outages. These electric power problem has destroyed the industrial processes in the country. As a result, unemployment has increased in the country. As at February, 2020, according to the Federal Government of Nigeria, the number of unemployed youths in the country is 23 million. Data from the International Transparency in the United State stated that there are 40 million unemployed youths in the country. This has increased crime rates among the youths. The country experience a high level of hardship, insecurity and socio-economic disorder as results. Therefore, there is an urgent need to solve this incessant supply of electric power in the country. Hence, a detail study of Akure132/33kV substation Network of the Benin Electricity Distribution Company under which there are 84,264 customers was carried out.

As the production and distribution costs of energy continue to rise, end-consumers are increasingly realizing the impact on their pocketbook. Moreover, with these climbing monthly utility bills, the natural monopoly structure of the energy industry deserves examination to determine best-practices. The vast majority, a full 69% of utility companies in the United States are structured in the form of an investor-owned utility. The remaining 31% of energy companies are publicly-owned, either as cooperatives or as publicly-owned utilities accountable to the cities and municipalities that own them. This case study presents CPS Energy, the Nation’s largest city-owned and publicly-operated energy company, which serves the Country’s seventh largest City. CPS has provided natural gas and electric service for more than a half century to the 1.5 million Texans who call the Alamo City home. With its impressive record of reliability, customer service, financial integrity, renewable energy policies, progressive environmental policies, community relations, and, perhaps, most important to consumers, low rates, CPS is the model of what a sustainable, 21st Century energy company can be.

This article focuses on gas turbines that were produced in 2001 spanning a wide range of capacities. As the engineer's most versatile energy converters, gas turbines producing thrust power continued in 2001 to propel most of the world's aircraft, both military and commercial. The largest commercial jet engines today can produce as much as 120,000 pounds thrust, or some 534,000 Newton. More natural gas pipeline capacity will be added to feed the surge in gas-driven electric power plants that have been corning online in the United States and other parts of the world. The gas turbine may come to be used in a new, commercially promising closed-cycle configuration. A South African company has been working on plans to build and test a prototype of a closed-cycle electric power gas turbine, which uses helium gas as the working fluid and a helium-cooled nuclear reactor to provide heat to power the cycle. If the gas turbine-nuclear reactor power plant is successful, the gas turbine may be the key to yet another energy conversion device, as it has been with record-setting numbers of combined-cycle plants installed worldwide.

The article is devoted to the so-called "war of currents", which unfolded in the United States in the late 19th-early 20th century. The winner of this "war" was a talented Serbian inventor Nikola Tesla. He professed the ideas of alternating current. He was opposed by the famous American businessman and scientist T. Edison. Enterprises of the latter produced machines running on direct current. It made a big profit. After a number of conflicts, Tesla, who worked for Edison, left his company and organized a business of his own jointly with an industrialist D. Westinghouse. Tesla's ideas and projects won a landslide victory. The development of direct current systems ended in the late 1920s, despite the efforts of T. Edison. N. Tesla was at the origins of alternating current systems, the appearance of electric motors, robotics, wireless charging devices and much more. Today, the ideas of the great Serbian inventor, even the most fantastic ones, are experiencing a rebirth.

In 1940, France, threatened with total annexation by Nazi Germany, signed an armistice agreement with Germany that placed the French government in Vichy France and divided the country into an occupied and unoccupied zone. The Armistice also requisitioned the rolling stock of the SNCF—French National Railways—which became a significant arm in the German effort, transporting soldiers, goods, and over 75,000 deportees crammed into merchandise wagons toward Nazi extermination camps. Between 3,000-5,000 survived. Of the roughly 400,000 SNCF employees, Nazis murdered a couple of thousand for resistance or alleged in subordination. Railway men who resisted the Germans also often has to resist their employer as well. After the liberation of French at the end of WWII, the company—not simply the brave individuals -- received France’s Medal of Honor for its alleged role in the ultimate defeat of the Germans. This medal, along with other postwar propaganda in the form of films and books, instilled a singular narrative about the company’s heroic wartime role. This narrative continued uninterrupted until the 1980s. Those who returned, along with the relatives of many who did not, increasingly challenge the company’s simplified wartime narrative. In the 1990s, lawsuits against the company began in France and continue through 2016 in the United States. In response, the SNCF made efforts to intertwine story of deportation with the company narrative of resistance. One key forum for this attempt was a colloquium held in 2000 at the Assemblée Nationale in Paris.That colloquium is examined here through the lenses of three forms of narrative analysis: structural, functional, and post-structural. Each analytic frame illuminates different challenges to that colloquium’s attempts at revising history through altering a mystified institutional narrative. Through the analysis of this case, the author establishes the power of these analytic frameworks when examining problematic discursive spaces that hold in place master narratives and limit moral work.

New energy vehicle enterprises have developed rapidly and their buildings of CSR images are in the spotlight. Tesla Incorporation (Tesla) in the United States and BYD Company Limited (BYD) in China are the top two worldwide electric car sellers, and their image constructions have attracted much attention. This paper adopts the corpus-based critical discourse analysis research method to analyse these two giant enterprises&rsquo; Corporate Social Responsibility Reports (CSR Reports) from 2018 to 2021 to examine how they construct their CSR images through the use of different linguistic features. It also discusses the influencing factors underlying them. This study finds that due to the differences in culture, tradition, and economy. BYD has created a pragmatic, innovative, management-oriented, law-abiding, people-centred, environmentally friendly and national-belonging CSR image, while Tesla has created an international CSR image that is confident, strong, powerful, product-oriented and highly skilled. It is hoped that this study may deepen the understanding of new energy vehicles&#39; CSR images and offer some CSR image-building advice for other companies.

Well X is located in the offshore Y field, where there are 7 production wells, all of which use an artificial lift in the form of a gas lift. In this field, oil is produced from the N oil layer while the gas layer comes from the K layer. Well X was drilled in May 2013 with a target of N oil formation at a depth of 9,007 ft MD, slope (450) and 4-1/2" Liner completion. The initial production of well X was 1,632 BOPD; 5.3 MMSCFD; 0% BSW. Well X is the only well in the Y offshore field that does not penetrate the K gas formation, so gas production from nearby wells is used to produce oil from the N formation. well-to-well gas lift. Along with production time, the reservoir pressure in the N oil layer and K gas layer has decreased, so that oil production in well X has also decreased. With changes in company policy that optimize and increase gas production to increase gas sales to the industry around the company's operational areas since early 2017, the outgoing pressure on the Y platform has increased from 210 psi to 450 psi, causing a total oil well X could not pass through and produce due to high outgoing pressure on platform Y. Well X's last production data was on January 31 2017 with oil production of 179 BOPD and 1.25 MMSCD for gas production and gas lift injection of 0.75 MMSCFD, before finally shutting down. The selection of another artificial lift as a substitute for the gas lift has been carried out to revive well X later. Based on the alloy table made by Weatherford for the selection of artificial lifts for conditions on the Y field platform, ESP has many advantages and appropriate flexibility compared to other types of artificial lifts. The ESP type D1050N which is a mix flow ESP has been selected and after installation in well X in August 2019 it has successfully revived with a production test of 885 BFPD, 681 BOPD, and 23% water content on September 3 2019. ESP in well X has been in production for 2 years, until finally experiencing a leaky tubing problem in September 2021 and requiring a new tubing replacement job along with a new ESP replacement to revive the X well. Reference: Brown, E., Kermit, (1977). The Technology of Artificial Lift Method”, Volume 2a, Oklahoma; Pennwell Publishing Company. Brown, E., Kermit (1980). The Technology of Artificial Lift Method”, Volume 3a, Oklahoma; Pennwell Publishing Company. Data-data Lapangan Sumur X Lapangan Offshore Y. (2019-2021). Gabor, Takack. (2009). Electric Submersible Pump Manual Desingn, Operations and Maintenance. United States of America: Gulf Publishing Company. Weatherford. (2005). Artificial Lift System.

Wireless charging schemes aim to counter some drawbacks of electric vehicles’ wired charging, such as the fact that it does not encourage mobility, leads to safety issues regarding high voltage cables, power adapters high cost, and has more battery waste by companies. In this paper, a comparative study of wireless power transfer multiple coil geometries is performed to analyze the efficiency, coupling coefficient, mutual inductance, and magnetic flux density production for each geometry. Results show that coil geometry, current excitation, and shielding techniques within the Wireless Electric Vehicle Charging (WEVC) system substantially influence magnetic flux leakage. In addition, the paper proposes an analytical framework for a WEVC scheme via electromagnetic resonance coupling. Safety considerations of the WEVC system, including the effects on humans, are investigated in several scenarios based on the relative location of the human while EV charging is conducted as the leading paper’s goal. The exposure measurements are performed across various radial distances from the coils using 3-D FEA ANSYS Maxwell Software (American technology company, Pennsylvania, United States). The analysis shows that WEVC systems can achieve high power transfer, resulting in increased magnetic flux leakage around the coils. The safe distance for humans and animals during the charging sequence is attained from research results. For instance, in the 120 mm spiral coil, 120 mm square coil, and 600 mm spiral coil operating at 1 A, excitation, the SAR levels are under the threshold of 700 mm away from the coils. For the 600 mm spiral coil excited at 8 A, the SAR levels fall under the threshold at 900 mm away from the coils. When shielding is utilized, the safe distance is improved by up to 350 mm. Considering the regulations of the Non-Ionizing Radiation Protection (ICNIRP) standards, 600 mm is a safe distance away from the coils, and, vertically, anywhere past 300 mm is safe for humans.

This paper presents a micromobility scooter policy comparison between 10 mid-sized peer cities with respect to 12 policy dimensions. Because of the evolutionary nature of the policy, a temporal analysis of policy dimensions is required, which we conduct and present in this work. The impact of these individual policies reaches across the city itself, the operating company, and the mobility user—all of which are assessed throughout this work. Many of these policy dimensions are acute pain points for cities, such as fleet caps, permitting fees, and equity requirements. In the temporal analysis, some dimensions show not just happenstance variability in attempts to manage forms of micromobility, but appreciable trends. Approximately 1 year after the deployment of dockless electric scooters in cities throughout the United States and the world, cities have made multiple attempts at regulations and legislation to handle the new mobility mode. Throughout this time, cities have agreed from the start in some aspects of policy such as device removal, safety, speed limit, and bonds. In other dimensions, such as fleet expansion plans, equity regulations, and parking requirements, cities see directed movement over time toward a convergence point.

Rail systems have been used for transportation and carriage purposes since the beginning of the 19th century and are still an important means of transportation today. This transportation method is actively used in densely populated Asian countries, especially in America and European countries. According to data from the National Safety Council (NSC) in the United States, rail travel is indeed one of the safest modes of transportation, second only to air travel. NSC reported that in 2019 rail fatality rates were 0.31 deaths per billion passenger miles, while the death rate for air travel was only 0.061 deaths per billion passenger miles. However, this does not mean that serious accidents do not occur. Moreover, the cause of the majority of these accidents is derailment caused by line deterioration and breaking of rails. According to technical data from the Federal Railroad Administration (FRA), in 2020 there were 1,601 accidents caused by track issues, including rail cracks and deterioration. These statistics highlight the importance of regular road maintenance and inspection to ensure the integrity of the railway and prevent accidents caused by road problems. To date, many studies have been carried out to control and ensure the integrity of the rails. In our study, the main aim is to provide a system that will verify that there is no crack in the rails, and otherwise inform the machinist. Furthermore, this study does this verification by dividing the rail structure into small blocks and checking whether the circuit is completed with the electric current it provides over the train. Thanks to this easy-to-apply system, the deformations on the rails can be easily detected pointwise and the number of fatal accidents can be reduced.

Recently, in the countries of the Cooperation Council for the Arab States of the Persian Gulf, much attention has been paid to improving railway transport using the latest technologies and achievements of science and technology. For economic, social and environmental reasons, the development of this type of transport is becoming one of the main tasks of the governments of these countries.A modern rail network will connect all GCC countries and provide another mobility option besides road, air and sea transport for both passengers and cargo in the region. The new national project is expected to make a significant contribution to the economy and prosperity of the countries in the region.The development of the transport system in this region, taking into account economic and climatic features, is justified by the state transport strategy to achieve global indicators not only of traditional safety, accessibility and quality of transportation, but also of environmental friendliness, multimodality and speed.As part of the long-term development of the transport system, among the priorities of the governments of Saudi Arabia, the United Arab Emirates and Qatar is the use of a vacuum maglev transport system to launch ultrahigh-speed train traffic by putting into operation the fastest train in the world with a speed of up to 1100 km/h, the project executor is an American company Hyperloop. The journey between Dubai and Riyadh will last only 48 minutes, the project becomes the main competitor to the highly developed air transport, and the train of the future will be the first means of transport between the Gulf countries.The relevance of the project lies in the integration of the economy and life of the people of the countries of the region, increasing the mobility of citizens and residents, creating an attractive platform for companies, manufacturers, resources and human capital, supporting joint investments between countries, as well as developing the tourism industry and environmental protection.

This study presents the prerequisites for the development of artificial hydrocarbons on the territory of the Republic of Bashkortostan. The reduction of proven oil reserves, the high cost of hydrocarbons in the market, as well as climate change contribute to the development of renewable energy sources. Thus, in the world, biodiesel production in the United States occupies a leading position after Europe. However, insufficient attention is paid to this production in the Russian Federation. The polarization of petrochemical and oil refining enterprises, especially the fuel sector, may face a short supply of traditional hydrocarbon raw materials – oil in the future, which may lead to a socio-economic decline in the life of the population of this territory. Such territories of the Russian Federation include the Republic of Bashkortostan. At the same time, a developed logistics transport network can contribute to the development of renewable energy sources, which contributes not only to the continuation of the life cycle of petrochemical and oil refining enterprises, but also to the activation of regions' economic growth points. The article provides a detailed analysis of motor transport and railway routes in the region, which shows that the uniformity of the growth of socio-economic development directly depends on the infrastructure, primarily cargo transportation along transport routes. In the article, the author suggests that for the rapid socio-economic development of the territory of the Republic of Bashkortostan, it is necessary to fully use not only roads and railways, but also the water transport system of the region. So, if examples of creating experimental polygons for the production of artificial hydrocarbons in Buraevsky, Mishkinsky, Baltachevsky, Tatyshlinsky, Yanaulsky, Kaltasinsky regions of the Republic of Bashkortostan were chosen, then the river route can be considered as an effective way for transporting finished products. In addition, in the Askinsky district of the republic, the operation of the oil processing plant of the Oleokemix company was successfully introduced, the goal of which is to become a leader in the republic in terms of crops, a high degree of sharpness of rapeseed oil in Russia. Therefore, the development of a transport network, experimental sites for the production of artificial hydrocarbons in the northwestern direction of the Republic of Bashkortostan, intensive development of industrial energy sources, including biofuels.

Background: to organize multimodal transportation and choose the best route option for fuel delivery, it is necessary to develop an algorithm for choosing the best solution from the considered ones. This is indicated in the Strategy of scientific and Technological Development of the Russian Railways Holding Company for the period up to 2025 and for the future of 2030 ("White Paper", where on pages 25-26 it is said about the need to develop new transport and logistics products and services in global transport chains in the development of multimodal transport and the need to develop and organize new multimodal freight transport). Federal Railway Administrations of the United States, page 127 of the White Paper, points to the need to improve the methodology of integrated multimodal transport planning at the global, national and regional levels, increase the demand for transport and logistics services, and transition to supply chain management. Aim: to develop a method for multi-criteria rationalization of the choice of multimodal transport routes with the possibility of considering hypothetical options. Materials and Methods: the fundamental works of leading scientists in the field of improving the efficiency of production in accordance with the needs of the economy in transportation A.V. Annenkov, P.B. Romanova were used. In the field of justification of decisions on cargo terminals, determining the volume of tank farms with the possibility of their expansion O.B. Malikov, V.N. Sapronov. The application of multi-criteria rationalization by comparing the criteria under consideration is given in the work of A.T. Osminin, which developed a scientifically based method aimed at creating analytical and control systems. In the field of risk analysis and assessment of the work of A.G. Kotenko. The works of A.Y. Akhriev, A.B. Egorov, A.A. Kalushin, V.N. Mirushkin, E.V. Pasyunin, and A.V. Savelyev were studied in the field of improving the optimization of the oil transshipment complex, and the works of M.A. Nazarov and O.M. Sergeeva in the segment of logistics of river and sea oil transportation. Results: it consists in improving the quality of solutions to problems in the transportation of liquid fuel by means of transport in multimodal communication based on the use of the developed method. The set of criteria considered in the method allows you to set and solve transport problems with almost no restrictions on complexity, which in each case allows you to get better results. Conclusion: Using the method in practice allows not only to objectively find the best solution from the considered ones, but also to study hypothetical transportation schemes with the possible construction of new tracks and their elements, and compare existing and new schemes by a set of criteria, including construction costs and payback time of new tracks, and as a result find the best solution to the task.

Abstract Introduction Electrical injuries represent 0.4–3.2% of admissions to burn units and are responsible for &gt;500 deaths per year in the United States. Approximately half occur in the workplace and are the fourth leading cause of work-related-traumatic death. The extent of injury can be drastically underestimated by total body surface area percentage (TBSA). Along with cutaneous burns, high voltage electrical injuries can lead to necrosis of muscle, bone, nervous tissue, and blood vessels. Aggressive management allows for patient survival, but at significant cost. Newer technologic advances help improve functional outcomes. Methods This case-report was conducted via retrospective chart review of the case presented. Results A 43-year-old male sustained a HVEI (&gt;10, 000 V) after contacting an active wire while working as a linesman for an electric company. He presented after less than 15-minute transport from an outside hospital with full thickness burns and auto-amputation to all fingers on both hands and the distal third of the left hand (Images 1 and 2). There were full thickness circumferential burns to the entire left and right upper extremities with contractures, with the burns extending into the axilla, and chest wall musculature. The patient had 4th degree burns and a large wound to the left shoulder with posterior extension to the scapula, flank and back with approximately 25% TBSA (Image 3). Compartments were tense in both upper extremities. Patient was sedated and intubated to protect the airway and placed on mechanical ventilation. A femoral central line was then placed, and the patient was given pain control, continued fluid resuscitation, and blood products. Dark red colored urine from a foley catheter that was immediately identified as rhabdomyolysis induced myoglobinuria. Labs drawn demonstrated elevated troponin I, CK &gt;40,000. BUN 18, creatinine 1.0, K+ 5.2 and phosphate 5.6. Decision was made immediately for operative intervention with emergent amputation of both upper extremities in the light of rhabdomyolysis secondary to tissue necrosis and oliguria. During the patient’s hospital course, he underwent multiple operations for further debridement with vacuum-assisted closure therapy and skin grafting of sites, as well as targeted muscle reinnervation (TMR) 6 months later at an outside hospital. Conclusions Although HVEI only account for a small percentage of burn admissions, they are associated with greater morbidity than low-voltage injuries. Patients with HVEI often incur multiple injuries, more surgical procedures, have higher rates of complications, and more long term psychological and rehabilitative difficulties. Despite the need for amputation in some of these critically ill patients, options exist that allow for them to obtain long term functional success.

The article deals with the relevance of more effective structural transformation through the introduction of new innovations using advanced world experience in the infrastructure complex of the energy sector of the Republic of Azerbaijan. In this regard, the study also reflects the analysis and research on the directions of formation of optimal infrastructure complex in the energy sector. For this purpose, new development targets have been identified in the first chain of the national energy sector infrastructure complex against the background of progressive world experience analysis. For this purpose, the experience of leading world countries in oil and gas industry, including the United States of America, people's Republic of China, Russian Federation, Great Britain, Japan, South African Republic, Norway and others has been studied. The learning spectrum also covered the experience of well-known transnational corporations, including “Statoil”, “Schlumberger”, “Rosneft”, “Gazprom”, “Lukoil” and others. The existing positive trends in this sphere were based on systematized for application in the first chain of infrastructure complex of the national energy sector. Based on this, based on the analysis, the following were identified as the directions of formation of optimal infrastructure complex in the first chain of the national energy sector: • creation of a broad spectrum of continuously renewing energy potential; • increasing efficiency of production and processing of oil, gas and other energy resources and strengthening innovative supply of their production; • technological renewal of the fuel and energy complex and transition to energy-efficient strategic development model in this sphere in order to meet the growing domestic demand of the economy and ensure exports; • formation of a new system of institutions for the broad liberalization of the fuel and energy market and improvement of the relevant regulatory and legal framework. In addition, the achievements of Turkey, the Russian Federation, the Federal Republic of Germany and Great Britain were analyzed and evaluated to determine the principles of transition to the liberal market model in the second chain of the national energy sector infrastructure complex. The main components of this advanced practice have also been unified for application. Also, based on the analysis and research carried out in accordance with the requirements of the law of the “Republic of Azerbaijan on efficient use of energy resources and energy efficiency”, the author has prepared a scheme reflecting the transition of the National Electric Power system to a liberal market model. Based on the analysis and assessments covering both links of the energy sector, the author has developed an oligopolistic market model of the national energy infrastructure complex. The classification composition of the transformation of the optimal infrastructure complex in the national energy sector includes the following: • deposits and gas supply organizations located in dry areas are excluded from the structure of SOCAR and he continues to work as a transnational company that exploits offshore oil fields. In its structure, it retains its assets outside the country, as well as oil refining, deep foundations production and other directly necessary service areas. At the same time, it is considered appropriate to include in its functions the production of renewable energy sources; • a separate oil and gas producer concern is being set up in public-private cooperation, which manages the oil and gas industry in onshore areas from exploration to filling stations. The concern also implements a strategy for renewable energy production by converting some of the mining areas into energy farms (solar, wind, hydrogen, fast-growing plants and ethanol production by planting trees). • a separate vertically integrated state gas company is established, which carries out the reception, treatment, processing, storage, transportation and supply of gas. It also includes carbamide and methanol plants operating directly on gas raw materials. The gas distribution area is fully or partially allocated for privatization or transferred to private companies in pilot form for management; • the independence of the oil and gas chemistry complex is also assessed separately. At the same time, it is expedient to join “SOCAR Polymer” Plant, which produces polymers, into this complex; • In line with the reforms carried out in the country, the electric power sector is moving to a liberal market Model. Power plants remain in the state's view at the initial stage. Taking into account the strategic goals of the state, starting with relatively small power plants, their transfer or full privatization to independent and mixed management on the basis of rigid investment agreements is considered. In this sphere “Transmission System Operator for electric power” is being created, which includes high voltage transmission lines under full control of the state. In addition, the organization “Market Operator for electric energy” is established, which carries out the processes of wholesale electricity in the energy system, and is also under the full control of the state. In the distribution network system of electricity, full or partial privatization is carried out. The final results of our analysis on the formation of an optimal infrastructure complex in the national energy sector show that a fundamental transition to a liberal market model should be made in the country, and an optimal infrastructure complex should be formed here. The new infrastructure complex should be formed in an oligopolic model, reflecting the achievements of the most progressive world experience. Natural, environmental, political and economic factors that optimally influence the Bur sphere should be taken into account, the tariff and tax system should be improved, and the next stage of development in the energy sector should find continuous stimulation within the framework of Public-Private Partnership. Keywords: energy infrastructure, oil and gas industry, electricity, innovations, oligopoly, digital twins.

Spiro Munayyer's account begins immediately after the United Nations General Assembly partition resolution of 29 November 1947 and culminates in the cataclysmic four days of Lydda's conquest by the Israeli army (10-14 July 1948) during which 49,000 of Lydda's 50,000 inhabitants ("swollen" with refugees) were forcefully expelled, the author himself being one of those few allowed to remain in his hometown. Although the author was not in a position of political or military responsibility, he was actively involved in Lydda's resistance movement both as the organizer of the telephone network linking up the various sectors of Lydda's front lines and as a volunteer paramedic, in which capacity he accompanied the city's defenders in most of the battles in which they took part. The result is one of the very few detailed eye-witness accounts that exists from the point of view of an ordinary Palestinian layman of one of the most important and tragic episodes of the 1948 war. The conquest of Lydda (and of its neighbor, Ramla, some five kilometers to the south) was the immediate objective of Operation Dani-the major offensive launched by the Israeli army at the order of Ben-Gurion during the so-called "Ten Days" of fighting (8-18 July 1948), between the First Truce (11 June-8 July) and the Second Truce (which started on 18 July and lasted, in theory, until the armistice agreements of 1949). The further objective of Operation Dani was to outflank the Transjordanian Arab Legion positions at Latrun (commanding the defile at Bab al-Wad, where the road from the coast starts climbing toward Jerusalem) in order to penetrate central Palestine and capture Rumallah and Nablus. Lydda and Ramla and the surrounding villages fell within the boundaries of the Arab state according to the UNGA partition resolution. Despite their proximity to Tel Aviv and the fall of many Palestinian towns since April (Tiberias, Haifa, Jaffa, Safad, Acre, and Baysan), they had held out until July even though little help had reached them from the Arab armies entering on 15 May. Their strategic importance was enormous because of their location at the intersection of the country's main north-south and west-east road and rail lines. Palestine's largest British army camp at Sarafand was a few kilometers west of Lydda, its main international airport an equal distance to the north, its central railway junction at Lydda itself. Ras al-Ayn, fifteen kilometers north of Lydda, was the main source of Jerusalem's water supply, while one of the largest British depots was at Bayt Nabala, seven kilometers to its northeast. The Israeli forces assembled for Operation Dani were put under the overall command of Yigal Allon, the Palmach commander. They consisted of the two Palmach brigades (Yiftach and Harel, the latter under the command of Yitzhak Rabin), the Eighth Armored Brigade composed of the Second Tank Battalion and the Ninth Commando Battalion (the former under the command of Yitzhak Sadeh, founder of the Palmach, the latter under that of Moshe Dayan), the Second Battalion Kiryati Brigade, the Third Battalion Alexandroni Brigade, and several units of the Kiryati Garrison Troops (Khayl Matzav). The Eighth Armored Brigade had a high proportion of World War II Jewish veterans volunteering from the United States, Britain, France, and South Africa (under the so-called MAHAL program), while its two battalions also included 700 members of the Irgun Zva'i Le'umi (IZL). The total strength of the Israeli attackers was about 8,000 men. The only regular Arab troops defending Lydda (and Ramla) was a minuscule force of 125 men-the Fifth Infantry Company of the Transjordanian Arab Legion. The defenders of Lydda (and Ramla) were volunteer civilian residents, like the author, under the command of a retired sergeant who had served in the Arab Legion. The reason for the virtual absence of Arab regular troops in the Lydda-Ramla sector was that the Arab armies closest to it (the Egyptian in the south, the Arab Legion in the east, and the Iraqi in the north) were already overstretched. The Egyptian northernmost post was at Isdud, thirty-two kilometers north of Gaza and a like distance southeast of Ramla-Lydda as the crow flies. The Iraqi southernmost post was at Ras al-Ayn, where they were weakest. And although the Arab Legion was in strength some fifteen kilometers due east at Latrun, the decision had been taken not to abandon its positions on the hills between Ras al-Ayn and Latrun for fear of being outflanked and cut off by the superior Israeli forces in the plains where Lydda and Ramla were situated. Indeed, as General Glubb, commander of the Arab Legion, informs us, he had told King Abdallah and the Transjordanian prime minister Tawfiq Abu Huda even before the end of the Mandate on 15 May that the Legion did not have the forces to hold and defend Lydda and Ramla against Israeli attacks despite the fact that these towns were in the area assigned to the Arabs by the UNGA partition resolution. This explains the token force of the Arab Legion-the Fifth Infantry Company. Thus, the fate of Lydda (and Ramla) was sealed the moment Operation Dani was launched. The Israeli forces did not attack Lydda from the west (where Lydda's defenses facing Tel Aviv were strongest), as the garrison commander Sergeant Hamza Subh expected. Instead, they split into two main forces, northern and southern, which were to rendezvous at the Jewish colony of Ben Shemen east of Lydda and then advance on Lydda from there. After capturing Lydda from the east they were to advance on Ramla, attacking it from the north while making feints against it from the west. Operation Dani began on the night of 9-10 July. Simultaneously with the advance of the ground troops, Lydda and Ramla were bombed from the air. In spite of the surprise factor, the defenders in the eastern sector of Lydda put up stout resistance throughout the 10th against vastly superior forces attacking from Ben Shemen in the north and the Arab village of Jimzu to the south. In the afternoon, Dayan rode with his Commando Battalion of jeeps and half-tracks through Lydda in a hit-and-run raid lasting under one hour "shooting up the town and creating confusion and a degree of terror among the population," as the Jewish brothers Jon and David Kimche put it. This discombobulated the defenders, some of whom surrendered. But the following morning (11 July) a small force of three Arab Legion armored cars entered Lydda, their mission being to help in the evacuation of the beleaguered Fifth Infantry Company. Their sudden appearance both panicked the Israeli troops and rallied the defenders who had not surrendered. The Israeli army put down what it subsequently described as the city's "uprising" with utmost brutality, leaving in a matter of hours in the city's streets about 250 civilian dead in an orgy of indiscriminate killing. Resistance continued sporadically during the 12th and 13th of July, its focus being Lydda's police station, which was finally overrun. As of 11 July, the Israeli army began the systematic expulsion of the residents of Lydda and Ramla (the latter having fallen on 12 July) toward the Arab Legion lines in the east. Also expelled were the populations of some twenty-five villages conquered during Operation Dani, making a total of some 80,000 expellees-the largest single instance of deliberate mass expulsion during the 1948 war. Most of the expellees were women, children, and elderly men, most of the able-bodied men having been taken prisoner. Memories of the trek of the Lydda and Ramla refugees is branded in the collective consciousness of the Palestinians. The Palestinian historian Aref al-Aref, who interviewed survivors at the time, estimates that 350 died of thirst and exhaustion in the blazing July sun, when the temperature was one hundred degrees in the shade. The reaction of public opinion in Ramallah and East Jerusalem at the sight of the new arrivals was to turn against the Arab Legion for its failure to help Lydda and Ramla. Arab Legion officers and men were stoned, loudly hissed at and cursed, a not unintended outcome by the person who gave the expulsion order, David Ben-Gurion, and the man who carried it out, Yitzhak Rabin, director of operations for Operation Dani.

In the new issue, our scientific journal offers you nine scientific articles. As always, we try to offer a wide variety of topics and areas and follow current trends in the history of science and technology. The issue of the journal opens with an article dedicated to the formation and development of natural history museology in Europe in the 15th–19th centuries. The development of scientific knowledge at that time affects the idea of the world order and the place of man in it, and the combination of knowledge with practical experience leads to the birth of true science. It is shown that one of the most important components of the development of natural sciences, in particular biological sciences, was the collection of naturalia (i.e. objects of natural origin), the rapid surge of interest in which contributed to the Great Geographical Discoveries. In chronological order, the further historical development of museum work from private collections in Italy to the formation of a prototype of a genuine museum, which performs the main museum functions such as amassment, storage and demonstration of collections, is considered. The article by Leonid Griffen and co-authors considers the object and subject of the history of science and technology, its place in the system of sciences. Today, more and more people are turning to the factors that determine the interaction of the society with the environment (productive forces of the society), to study which in the historical aspect and called a special scientific discipline the history of science and technology. The composition and development of the technosphere and noosphere are considered in the article. It is shown that the functioning of the technosphere is based on its interaction with the noosphere, which provides information about the environment and controls the effectiveness of interaction with it. It is formed by combining the mental structures of individuals through sign systems. The production process that ensures the functioning of the society begins with the noosphere, which through individual consciousness controls the actions of each individual, who through the means of production (technosphere) interacts with the natural environment. However, the gradual development of productive forces leads at some point to the fact that the information needed by the individual to perform all necessary actions for the benefit of the society, ceases to fit in his individual consciousness. As a result, there is a new social phenomenon the social division of labor. The cardinal solution to the problem is the prospect of humanity entering infinite space. The article by Jun-Young Oh and Hyesook Han is devoted to the study of what Understanding mathematical abstraction in the formularization of Galileo's law. Galileo's revolution in science introduced an analytical method to science that typifies the overall modern thinking of extracting, abstracting, and grasping only critical aspects of the target phenomena and focusing on “how”, which is a quantitative relationship between variables, instead of “why”. For example, to him, the question of 'why does an object fall' is of no significance; instead, only the quantitative relationship between distance from the falling object and time is important. Yet, the most fundamental aspect of his idea is that he introduced a quantified time t. Because, according to atomic theory, vacuum exists between an atom and an object composed of atoms or between objects – ignoring factors that interfere with motion, such as friction – the space for absolute time, which is a mathematical time, can be geometrically defined. In order to justify this mathematical abstraction strategy, thought experiments were conducted rather than laboratory experiments, which at that time were difficult to perform. The article by Vasyl Andriiashko and co-authors provides a thorough overview of the evolutionary process of the emergence, establishment, and development of the Kyiv school of artistic textiles. It reveals the influence of various factors (ideological, political, economic, and aesthetic) on this process. The historical and factual method allowed us to study socio-economic, as well as historical and cultural factors that contributed to the emergence, establishment, and development of the Kyiv textile school in a chronological sequence. It is established that the very fact of emergence of the Kyiv school of artistic textile, as a community of style, unity of forms, preservation, and continuity of traditions, had unbiased backgrounds since Ukrainian decorative weaving, a part of which is Kyiv weaving, inherited the abundant artistic traditions that were created over the centuries and most vividly manifested through the art of Kyivan Rus. In the next article, the authors Artemii Bernatskyi and Mykola Sokolovskyi is devoted to the study history of military laser technology development in military applications. For better understanding and systematization of knowledge about development of historical applications in the military field, an analysis of publicly known knowledge about their historical applications in the leading world countries was conducted. The study focuses on development that was carried out by the superpowers of the Cold War and the present era, namely the United States, the Soviet Union and the Peoples Republic of China, and were built in metal. Multiple avenues of various applications of laser technology in military applications were studied, namely: military laser rangefinders; ground and aviation target designators; precision ammunition guidance systems; non-lethal anti-personnel systems; systems, designed to disable optoelectronics of military vehicles; as well as strategic and tactical anti-air and missile defense systems. The issues of ethical use of laser weapons and the risks of their use in armed conflicts, which led to an international consensus in the form of conventions of the United Nations and the International Committee of the Red Cross, were also considered. As a result of the analysis, a systematic approach to the classification of applications of laser technology in military products by three main areas of development was proposed: ancillary applications, non-lethal direct action on the human body and optical devices of military equipment, and anti-aircraft and anti-missile defensive systems. The author of the following article considered the front line transporter as the embodiment of the USSR military doctrine in the middle of the 20th century. The paper based on a source analysis of the history of creation, design, and production of LuAZ-967, LuAZ-967M, against the background of the processes of implementing projects of small tactical high mobility wheeled vehicles for the armies of European countries, shows that the developing, testing, and commissioning a front line transporter became a deepening of the process of motorization of the Soviet army. The designs of similar vehicles have been analyzed. An attempt to assess the degree of uniqueness of the front line transporter design and its place in the history of technology, as well as its potential as a reminder of science and technology has been made. An analysis of the front line transporter design, its systems, compared with its foreign counterparts, suggests that it is a Soviet refinement of the concept of a small army vehicle, a more specific means directly for the battlefield. At the same time, it was developed taking into account foreign developments and similar designs, imitating individual designs, adapting to the capabilities of the USSR automotive industry. The next article is devoted to the study, generalization and systematization of scientific knowledge about the history of the establishment, development and operation of the regional railway system in Bukovyna in the second half of XIX – early XX centuries. The authors attempted to analyze the process of creation and operation of railways in Bukovyna during the reign of the Austro-Hungarian Empire based on a wide range of previously unpublished archival documents, periodicals, statistical literature and memoirs. The article studies the development of organizational bases for the construction of railways, the activity of the communication network management, lists a whole range of requirements and tasks set for railway transport in Bukovyna, the progress of their implementation, considers successes and difficulties in this work. The purpose of the article by authors Sana Simou, Khadija Baba and Abderrahman Nounah is to reveal, recreate as accurately as possible the characteristics of an archaeological site or part of it. The restoration and conservation of monuments and archaeological sites is a delicate operation. It requires fidelity, delicacy, precision and archaeological authenticity. Research during the last two decades has proved that 3D modeling, or the digital documentation and visualization of archaeological objects in 3D, is valuable for archaeological research. The study has opted for the technique of terrestrial and aerial photogrammetry by 3D surveys of architectural elements, to develop an archetype of the deteriorated Islamic Marinid site (a dynasty between the 13th and 15th centuries), and the Roman site (25 BC), located at the Chellah archaeological site in Rabat and Salé cities. The data acquired build an architectural database to archive and retrieve the entire existing architecture of monuments. This study has been completed by photogrammetrists, architects, and restorers. The issue of the journal ends with an article devoted to the analyzing the prerequisites and conditions for the foundation of an aircraft engine enterprise in Ukraine. Based on the retrospective analysis, the prerequisites and conditions of the foundation of the aircraft engine enterprise in Aleksandrovsk, Ukraine, were considered. There was a severe gap between the Russian Empire and European countries in the development pace of the aviation industry during World War I. This prompted the Russian Empire to raise foreign capital, as well as attract technologies and specialists to develop aircraft engineering and other industries. By 1917, the plant had gained the status of Russia’s largest engine-building enterprise in terms of building area and one of the best in equipment. It is evident that the beginning of aircraft engine production in Aleksandrovsk relates to the establishment of a branch of Petrograd Joint Stock Company of Electromechanical Structures and the plant’s purchase from the Moznaim brothers. We hope that everyone will find interesting useful information in the new issue. And, of course, we welcome your new submissions.

In the mid-1980s, Emerson Electric looked at possible two-year debt issues in three countries: the United States, Switzerland, and New Zealand. The $65 million to be raised is earmarked for general corporate expenses. Emerson has subsidiaries in 27 countries, including the three candidate countries. In this case, students act as Emerson's CFO and must evaluate the U.S., Swiss, and New Zealand economies to determine in which currency to secure the needed debt issues.

Westinghouse Electric Company established its Charitable Giving Program to support the communities throughout the United States where it does business. The company is currently accepting grant applications to support a wide array of projects and initiatives in the areas of education, the environment and the community. More specifically, the company will accept applications for projects in the following categories.

Returning monarch butterflies (Danaus plexippus) to sustainable levels of abundance will require an array of contributors to protect and restore habitat over broad areas. Due to the diversity and scale of land managed by electric power companies across the monarch range, plus an additional 32 million hectares needed for new solar arrays by 2050 to meet renewable energy goals, the industry may have potential to contribute to monarch conservation. However, it is challenging to clearly understand an individual company’s potential for monarch conservation because of the scale and distribution of their specific land assets (ranging from 4,800 to 240,000 hectares in this study alone), the complexity of monarch science, and the lack of a science-based approach for evaluating large land assets for monarch habitat. With monarchs potentially being protected under the United States Endangered Species Act in the future and thereby limiting land management approaches, there is interest from electric power companies to understand how their lands relate to monarchs. In collaboration with companies, we developed a GIS-based model to identify company landholdings that contain high-quality monarch habitat and applied the model to specific landholdings of eight power companies in the United States. We then facilitated discussions with company teams to balance conservation goals, corporate risk, and social opinion. This paper describes non-confidential results for developing a national GIS-based monarch habitat model and applying it to electric power companies who are considering monarch conservation while simultaneously transitioning to a new clean energy future. The model and applied experience may be useful for other organizations working across large landscapes to manage monarchs.

Cobalt is becoming the most important metal in the world due to its use in electric vehicles, phones and computers. This creates large competition between the United States and China for cobalt. China has dominated this commodity due to infrastructure policies in African countries; America’s political strategy to regain momentum has focused on hosting the U.S./African Leaders’ Summit. This study uses an event study methodology to analyze the U.S./African Leaders’ Summit and its effects on CMOC Group Limited and Zhejiang Huayou Cobalt on the Shanghai Stock Exchange, Nanjing Hanrui Cobalt and Guangdong Dowstone Tech on the Shenzhen Stock Exchange, and Jinchuan Group and China Railway Group Limited on the Hong Kong Stock Exchange. The summit was found to have a minimal effect on these stocks at the 95% confidence level, but not enough to imply cause.

Employees have the right to assert their federally-protected rights against their employers when they believe a violation of those rights has occurred. However, workplace retaliation poses challenges for employers reporting illegal or discriminatory acts. This study examines federal and common law to better identify the concept of retaliation and the legal protections against it. The cases analyzed in this study are Thompson v. North American Stainless, Burlington Northern and Santa Fe Railway Company v. White, Bragg v. Munster Medical Research Foundation, Inc., and Hutchinson v. City of Oklahoma City. These cases highlight instances of retaliation against employees exercising their legal rights, showcase circumstances where employees won, and look at affirmative defenses employers can raise. The goal is to deepen understanding around retaliation and the current laws surrounding it. Recommendations and possible remedies for workplace retaliation will be discussed in the latter part of the analysis to better understand the options available to future employees and employers regarding this issue.

Transportation structures had been considered as a catalyst to financial improvement the world over. In Zimbabwe, special sorts of delivery modes have contributed to the social and financial improvement of the country, just like in the United States of America. The railway stratagem has been one of the main drivers of commercial productiveness and this research paper sought to set up the connection of those variables, this is the overall performance of the railway area and the economic productiveness of the country. A countries railway network system plays a very significant role in commercialization and industrial proficiency of its economy. The National Railways of Zimbabwe (NRZ) is a wholly State-Owned Enterprise (SOE) is the solitary company in the rail carrier in Zimbabwe. A case of NRZ Mutare became used to perceive the jobs the rail stratagem has performed in using and increasing commercial productiveness. Through an interchange and use of sectional surveys of (four) 4 major special largest rail corporations in the city of Mutare which are Delta Beverages, Green Motor Services (GMS), Manica Timba Boards and Mega Market, these four largest countries in city of Mutare generate 80 % of the city revenue and employ 75 % of the operational workforce in Manicaland province , were targeted as research studies . Interviews and questionnaires had been used to accumulate information, and regression evaluation became used to perceive the shape of a courting among the 2 variables. The findings had been reviewed that rail device has performed a superb position in using Zimbabwe commercial productiveness. Recommendations had been made that the railway device infrastructure with inside the USA be stepped forward and the State-Owned Enterprise to accomplice personal gamers in order that the railway delivery may be completely utilized and run successfully and effectively.

As the need for breeder technology in the United States has receded into the more distant future, it has become clear that an alternative justification must be found for continued priority development of sodium-cooled fast-reactor technology. Both the modular high-temperature gas-cooled reactor and the liquid-metal-cooled reactor (LMR) have technical attributes that provide more simple and transparent solutions to some of the problems confronting the nuclear enterprise, in addition to their potential for greater market penetration, resource extension, and waste management improvements. For the past five years, the LMR development programme in the United States has attempted to use these technical attributes in more innovative ways to provide more elegant solutions for the practical commercial application of nuclear energy. This paper discusses the reasons and status of the technological approaches that have evolved to support these policy considerations. For the LMR, efforts are focused on four interrelated development thrusts: (1) increased use of standardization; (2) passive safety approaches; (3) modularity; and (4) improved fuel cycle approaches. The paper also discusses the status of related design activities being conducted by the General Electric Company and a team of U. S. vendors.

AbstractWeather is a key driving factor of power outages. In this article, a methodology to forecast weather‐related power distribution outages one day‐ahead on an hourly basis is presented. A solution to address the data imbalance issue is proposed, where only a small portion of the data represents the hours impacted by outages, in the form of a weighted logistic regression model. Data imbalance is a key modelling challenge for small and rural electric utilities. The weights for outage and non‐outage hours are determined by the reciprocals of their corresponding number of hours. To demonstrate the effectiveness of the proposed model, two case studies using data from a small electric utility company in the United States are presented. One case study analyses the weather‐related outages aggregated up to the city level. The other case study is based on the distribution substation level, which has rarely been tackled in the outage prediction literature. Compared with two variants of ordinary logistic regression with equal weights, the proposed model shows superior performance in terms of geometric mean.

The purpose of this paper is to examine the effects of vegetative growth on the reliability of electric power distribution system under normal (storm exclusion) operating conditions, and to determine an effective vegetation maintenance schedule. Generalized statistical linear regression models, including Poisson, Negative Binomial, Zero-Inflated, and their mixed model variants are developed and are applied into a 5-years outage data along with vegetation maintenance history from a power company in Midwestern United States. From the methodological point of view, advanced statistical models such as zero-inflated models and mixed models are utilized the first time on outage data and provided good fit to the occurrence of outages. In practice, numerical results from this study suggest that an optimal cycle length of every 6 years could be greatly helpful for power companies in devising a cost-effective schedule, improving system reliability, and maintaining customer satisfaction.

Research methodology This case is based on primary archival research. The original reports from MSCI, Sustainalytics and S&P 500 formed the foundation of the case in addition to the 144-page Tesla’s 2021 Impact Report. Secondary sources were used to provide contextual information. All sources are cited as endnotes. Case overview/synopsis In June 2022, Tesla, Inc., the Austin, Texas-based electric car company faced a number of challenges that called into question its environmental, social and governance (ESG) credentials. Questioning the company’s corporate governance practices, SOC Capital, a watchdog organization publicly released a letter that it had sent to the United States Securities and Exchange Commission where it had demanded that the agency sanction the company for not replacing an independent director at its next stockholder meeting. The State of California’s Department of Fair Housing and Employment filed a lawsuit alleging various counts of discrimination at Tesla’s manufacturing facility in Fremont, California. S&P Global removed the company from its index of ESG companies. This action had negative consequences for the company’s stock price. Tesla’s board of directors, led by Robyn M. Denholm, had to address Tesla’s overall approach to ESG in light of these challenges. Complexity academic level The case is suitable for an upper-level undergraduate or an MBA course on strategy or strategic management.The issues in the case involve the stakeholder perspective, corporate governance and the purpose of a firm. Instructors face two choices here: using this case early in the course introduces the broader stakeholder perspective early on without addressing it as an afterthought at the very end of the course. The other choice is to use it at the end because most strategy textbooks cover these topics at the back end.

ABSTRACTThermoelectric (TE) devices are solid state heat engines that directly convert thermal to electrical power (Seebeck Effect) and the reverse, electrical to thermal power (Peltier Effect). The phenomena were first discovered over 150 years ago and until recently have been more of a scientific curiosity than a practical technology of commercial interest. However, as governments impose regulations on greenhouse gas emissions and as the long-term availability of fossil fuels is questioned, alternative technologies, including thermoelectrics, are being explored to meet the challenges that arise from these new conditions.Amerigon, the parent of BSST, is the largest supplier of thermoelectric (TE) devices to the automotive market. Over the last ten years BSST has been developing TE technology for the transportation market. Recent advancements at the system level made by BSST and improvements in TE materials made by several organizations indicate a path to improved performance and economic feasibility. This report discusses development of TE Generator (TEG) technology and of a TEG system installed in the power train of internal combustion engines for the purpose of converting waste heat to electric power. Our work has been made possible, in part, through sponsorship by the United States Department of Energy Office of Vehicle Technologies. The BMW Group, Ford Motor Company and Faurecia are partners in the BSST-led program.

Walter Benjamin describes the concept of “presence of mind” as a way of thinking about and being in time that is at once, historical, prophetic, and actively engaged in the fullness of the moment. Its achievement is a bodily art as much as a mental one; it is the sort of understanding that comes from walking down the street.The street I want to walk along today is West Florissant Avenue, in Ferguson, Missouri. There on August 4, 2014, Emerson Electric announced third-quarter sales of $6.3 billion, down about 1 percent from the second quarter, but undergirded by a record backlog of orders. A quarter mile to the northeast, five days later, Officer Darren Wilson killed Michael Brown. While the distance between the spot on Canfield Drive where Michael Brown died and the corporate headquarters of Emerson Electric is so small that the shots fired by Officer Wilson must have been audible in the company lunchroom, I do not want to draw too direct a line between them. I do not want to suggest that Emerson Electric is responsible for the murder of Michael Brown, at least not according to any conventional understanding of responsibility in our society. I do, however, want to use the proximity of Emerson’s corporate headquarters and the shooting of Michael Brown to suggest something about the framing determinants of historical events: ways the relationship between the past and the future is hedged in, limited, perhaps even determined by past histories and the habits of mind they support. After explaining what I mean on a fairly abstract level, with reference to the long history of the United States, I narrow the aperture a bit to think about the history of racism and real estate, of white supremacy and wealth, of structural racism with particular attention to the history of twentieth-century Saint Louis. I then, finally, return to Ferguson, the recent past, and the notion of “presence of mind.”

The term “coffee palace” was primarily used in Australia to describe the temperance hotels that were built in the last decades of the 19th century, although there are references to the term also being used to a lesser extent in the United Kingdom (Denby 174). Built in response to the worldwide temperance movement, which reached its pinnacle in the 1880s in Australia, coffee palaces were hotels that did not serve alcohol. This was a unique time in Australia’s architectural development as the economic boom fuelled by the gold rush in the 1850s, and the demand for ostentatious display that gathered momentum during the following years, afforded the use of richly ornamental High Victorian architecture and resulted in very majestic structures; hence the term “palace” (Freeland 121). The often multi-storied coffee palaces were found in every capital city as well as regional areas such as Geelong and Broken Hill, and locales as remote as Maria Island on the east coast of Tasmania. Presented as upholding family values and discouraging drunkenness, the coffee palaces were most popular in seaside resorts such as Barwon Heads in Victoria, where they catered to families. Coffee palaces were also constructed on a grand scale to provide accommodation for international and interstate visitors attending the international exhibitions held in Sydney (1879) and Melbourne (1880 and 1888). While the temperance movement lasted well over 100 years, the life of coffee palaces was relatively short-lived. Nevertheless, coffee palaces were very much part of Australia’s cultural landscape. In this article, I examine the rise and demise of coffee palaces associated with the temperance movement and argue that coffee palaces established in the name of abstinence were modelled on the coffee houses that spread throughout Europe and North America in the 17th and 18th centuries during the Enlightenment—a time when the human mind could be said to have been liberated from inebriation and the dogmatic state of ignorance. The Temperance Movement At a time when newspapers are full of lurid stories about binge-drinking and the alleged ill-effects of the liberalisation of licensing laws, as well as concerns over the growing trend of marketing easy-to-drink products (such as the so-called “alcopops”) to teenagers, it is difficult to think of a period when the total suppression of the alcohol trade was seriously debated in Australia. The cause of temperance has almost completely vanished from view, yet for well over a century—from 1830 to the outbreak of the Second World War—the control or even total abolition of the liquor trade was a major political issue—one that split the country, brought thousands onto the streets in demonstrations, and influenced the outcome of elections. Between 1911 and 1925 referenda to either limit or prohibit the sale of alcohol were held in most States. While moves to bring about abolition failed, Fitzgerald notes that almost one in three Australian voters expressed their support for prohibition of alcohol in their State (145). Today, the temperance movement’s platform has largely been forgotten, killed off by the practical example of the United States, where prohibition of the legal sale of alcohol served only to hand control of the liquor traffic to organised crime. Coffee Houses and the Enlightenment Although tea has long been considered the beverage of sobriety, it was coffee that came to be regarded as the very antithesis of alcohol. When the first coffee house opened in London in the early 1650s, customers were bewildered by this strange new drink from the Middle East—hot, bitter, and black as soot. But those who tried coffee were, reports Ellis, soon won over, and coffee houses were opened across London, Oxford, and Cambridge and, in the following decades, Europe and North America. Tea, equally exotic, entered the English market slightly later than coffee (in 1664), but was more expensive and remained a rarity long after coffee had become ubiquitous in London (Ellis 123-24). The impact of the introduction of coffee into Europe during the seventeenth century was particularly noticeable since the most common beverages of the time, even at breakfast, were weak “small beer” and wine. Both were safer to drink than water, which was liable to be contaminated. Coffee, like beer, was made using boiled water and, therefore, provided a new and safe alternative to alcoholic drinks. There was also the added benefit that those who drank coffee instead of alcohol began the day alert rather than mildly inebriated (Standage 135). It was also thought that coffee had a stimulating effect upon the “nervous system,” so much so that the French called coffee une boisson intellectuelle (an intellectual beverage), because of its stimulating effect on the brain (Muskett 71). In Oxford, the British called their coffee houses “penny universities,” a penny then being the price of a cup of coffee (Standage 158). Coffee houses were, moreover, more than places that sold coffee. Unlike other institutions of the period, rank and birth had no place (Ellis 59). The coffee house became the centre of urban life, creating a distinctive social culture by treating all customers as equals. Egalitarianism, however, did not extend to women—at least not in London. Around its egalitarian (but male) tables, merchants discussed and conducted business, writers and poets held discussions, scientists demonstrated experiments, and philosophers deliberated ideas and reforms. For the price of a cup (or “dish” as it was then known) of coffee, a man could read the latest pamphlets and newsletters, chat with other patrons, strike business deals, keep up with the latest political gossip, find out what other people thought of a new book, or take part in literary or philosophical discussions. Like today’s Internet, Twitter, and Facebook, Europe’s coffee houses functioned as an information network where ideas circulated and spread from coffee house to coffee house. In this way, drinking coffee in the coffee house became a metaphor for people getting together to share ideas in a sober environment, a concept that remains today. According to Standage, this information network fuelled the Enlightenment (133), prompting an explosion of creativity. Coffee houses provided an entirely new environment for political, financial, scientific, and literary change, as people gathered, discussed, and debated issues within their walls. Entrepreneurs and scientists teamed up to form companies to exploit new inventions and discoveries in manufacturing and mining, paving the way for the Industrial Revolution (Standage 163). The stock market and insurance companies also had their birth in the coffee house. As a result, coffee was seen to be the epitome of modernity and progress and, as such, was the ideal beverage for the Age of Reason. By the 19th century, however, the era of coffee houses had passed. Most of them had evolved into exclusive men’s clubs, each geared towards a certain segment of society. Tea was now more affordable and fashionable, and teahouses, which drew clientele from both sexes, began to grow in popularity. Tea, however, had always been Australia’s most popular non-alcoholic drink. Tea (and coffee) along with other alien plants had been part of the cargo unloaded onto Australian shores with the First Fleet in 1788. Coffee, mainly from Brazil and Jamaica, remained a constant import but was taxed more heavily than tea and was, therefore, more expensive. Furthermore, tea was much easier to make than coffee. To brew tea, all that is needed is to add boiling water, coffee, in contrast, required roasting, grinding and brewing. According to Symons, until the 1930s, Australians were the largest consumers of tea in the world (19). In spite of this, and as coffee, since its introduction into Europe, was regarded as the antidote to alcohol, the temperance movement established coffee palaces. In the early 1870s in Britain, the temperance movement had revived the coffee house to provide an alternative to the gin taverns that were so attractive to the working classes of the Industrial Age (Clarke 5). Unlike the earlier coffee house, this revived incarnation provided accommodation and was open to men, women and children. “Cheap and wholesome food,” was available as well as reading rooms supplied with newspapers and periodicals, and games and smoking rooms (Clarke 20). In Australia, coffee palaces did not seek the working classes, as clientele: at least in the cities they were largely for the nouveau riche. Coffee Palaces The discovery of gold in 1851 changed the direction of the Australian economy. An investment boom followed, with an influx of foreign funds and English banks lending freely to colonial speculators. By the 1880s, the manufacturing and construction sectors of the economy boomed and land prices were highly inflated. Governments shared in the wealth and ploughed money into urban infrastructure, particularly railways. Spurred on by these positive economic conditions and the newly extended inter-colonial rail network, international exhibitions were held in both Sydney and Melbourne. To celebrate modern technology and design in an industrial age, international exhibitions were phenomena that had spread throughout Europe and much of the world from the mid-19th century. According to Davison, exhibitions were “integral to the culture of nineteenth century industrialising societies” (158). In particular, these exhibitions provided the colonies with an opportunity to demonstrate to the world their economic power and achievements in the sciences, the arts and education, as well as to promote their commerce and industry. Massive purpose-built buildings were constructed to house the exhibition halls. In Sydney, the Garden Palace was erected in the Botanic Gardens for the 1879 Exhibition (it burnt down in 1882). In Melbourne, the Royal Exhibition Building, now a World Heritage site, was built in the Carlton Gardens for the 1880 Exhibition and extended for the 1888 Centennial Exhibition. Accommodation was required for the some one million interstate and international visitors who were to pass through the gates of the Garden Palace in Sydney. To meet this need, the temperance movement, keen to provide alternative accommodation to licensed hotels, backed the establishment of Sydney’s coffee palaces. The Sydney Coffee Palace Hotel Company was formed in 1878 to operate and manage a number of coffee palaces constructed during the 1870s. These were designed to compete with hotels by “offering all the ordinary advantages of those establishments without the allurements of the drink” (Murdoch). Coffee palaces were much more than ordinary hotels—they were often multi-purpose or mixed-use buildings that included a large number of rooms for accommodation as well as ballrooms and other leisure facilities to attract people away from pubs. As the Australian Town and Country Journal reveals, their services included the supply of affordable, wholesome food, either in the form of regular meals or occasional refreshments, cooked in kitchens fitted with the latest in culinary accoutrements. These “culinary temples” also provided smoking rooms, chess and billiard rooms, and rooms where people could read books, periodicals and all the local and national papers for free (121). Similar to the coffee houses of the Enlightenment, the coffee palaces brought businessmen, artists, writers, engineers, and scientists attending the exhibitions together to eat and drink (non-alcoholic), socialise and conduct business. The Johnson’s Temperance Coffee Palace located in York Street in Sydney produced a practical guide for potential investors and businessmen titled International Exhibition Visitors Pocket Guide to Sydney. It included information on the location of government departments, educational institutions, hospitals, charitable organisations, and embassies, as well as a list of the tariffs on goods from food to opium (1–17). Women, particularly the Woman’s Christian Temperance Union (WCTU) were a formidable force in the temperance movement (intemperance was generally regarded as a male problem and, more specifically, a husband problem). Murdoch argues, however, that much of the success of the push to establish coffee palaces was due to male politicians with business interests, such as the one-time Victorian premiere James Munro. Considered a stern, moral church-going leader, Munro expanded the temperance movement into a fanatical force with extraordinary power, which is perhaps why the temperance movement had its greatest following in Victoria (Murdoch). Several prestigious hotels were constructed to provide accommodation for visitors to the international exhibitions in Melbourne. Munro was responsible for building many of the city’s coffee palaces, including the Victoria (1880) and the Federal Coffee Palace (1888) in Collins Street. After establishing the Grand Coffee Palace Company, Munro took over the Grand Hotel (now the Windsor) in 1886. Munro expanded the hotel to accommodate some of the two million visitors who were to attend the Centenary Exhibition, renamed it the Grand Coffee Palace, and ceremoniously burnt its liquor licence at the official opening (Murdoch). By 1888 there were more than 50 coffee palaces in the city of Melbourne alone and Munro held thousands of shares in coffee palaces, including those in Geelong and Broken Hill. With its opening planned to commemorate the centenary of the founding of Australia and the 1888 International Exhibition, the construction of the Federal Coffee Palace, one of the largest hotels in Australia, was perhaps the greatest monument to the temperance movement. Designed in the French Renaissance style, the façade was embellished with statues, griffins and Venus in a chariot drawn by four seahorses. The building was crowned with an iron-framed domed tower. New passenger elevators—first demonstrated at the Sydney Exhibition—allowed the building to soar to seven storeys. According to the Federal Coffee Palace Visitor’s Guide, which was presented to every visitor, there were three lifts for passengers and others for luggage. Bedrooms were located on the top five floors, while the stately ground and first floors contained majestic dining, lounge, sitting, smoking, writing, and billiard rooms. There were electric service bells, gaslights, and kitchens “fitted with the most approved inventions for aiding proficients [sic] in the culinary arts,” while the luxury brand Pears soap was used in the lavatories and bathrooms (16–17). In 1891, a spectacular financial crash brought the economic boom to an abrupt end. The British economy was in crisis and to meet the predicament, English banks withdrew their funds in Australia. There was a wholesale collapse of building companies, mortgage banks and other financial institutions during 1891 and 1892 and much of the banking system was halted during 1893 (Attard). Meanwhile, however, while the eastern States were in the economic doldrums, gold was discovered in 1892 at Coolgardie and Kalgoorlie in Western Australia and, within two years, the west of the continent was transformed. As gold poured back to the capital city of Perth, the long dormant settlement hurriedly caught up and began to emulate the rest of Australia, including the construction of ornately detailed coffee palaces (Freeman 130). By 1904, Perth had 20 coffee palaces. When the No. 2 Coffee Palace opened in Pitt Street, Sydney, in 1880, the Australian Town and Country Journal reported that coffee palaces were “not only fashionable, but appear to have acquired a permanent footing in Sydney” (121). The coffee palace era, however, was relatively short-lived. Driven more by reformist and economic zeal than by good business sense, many were in financial trouble when the 1890’s Depression hit. Leading figures in the temperance movement were also involved in land speculation and building societies and when these schemes collapsed, many, including Munro, were financially ruined. Many of the palaces closed or were forced to apply for liquor licences in order to stay afloat. Others developed another life after the temperance movement’s influence waned and the coffee palace fad faded, and many were later demolished to make way for more modern buildings. The Federal was licensed in 1923 and traded as the Federal Hotel until its demolition in 1973. The Victoria, however, did not succumb to a liquor licence until 1967. The Sydney Coffee Palace in Woolloomooloo became the Sydney Eye Hospital and, more recently, smart apartments. Some fine examples still survive as reminders of Australia’s social and cultural heritage. The Windsor in Melbourne’s Spring Street and the Broken Hill Hotel, a massive three-story iconic pub in the outback now called simply “The Palace,” are some examples. Tea remained the beverage of choice in Australia until the 1950s when the lifting of government controls on the importation of coffee and the influence of American foodways coincided with the arrival of espresso-loving immigrants. As Australians were introduced to the espresso machine, the short black, the cappuccino, and the café latte and (reminiscent of the Enlightenment), the post-war malaise was shed in favour of the energy and vigour of modernist thought and creativity, fuelled in at least a small part by caffeine and the emergent café culture (Teffer). Although the temperance movement’s attempt to provide an alternative to the ubiquitous pubs failed, coffee has now outstripped the consumption of tea and today’s café culture ensures that wherever coffee is consumed, there is the possibility of a continuation of the Enlightenment’s lively discussions, exchange of news, and dissemination of ideas and information in a sober environment. References Attard, Bernard. “The Economic History of Australia from 1788: An Introduction.” EH.net Encyclopedia. 5 Feb. (2012) ‹http://eh.net/encyclopedia/article/attard.australia›. Blainey, Anna. “The Prohibition and Total Abstinence Movement in Australia 1880–1910.” Food, Power and Community: Essays in the History of Food and Drink. Ed. Robert Dare. Adelaide: Wakefield Press, 1999. 142–52. Boyce, Francis Bertie. “Shall I Vote for No License?” An address delivered at the Convention of the Parramatta Branch of New South Wales Alliance, 3 September 1906. 3rd ed. Parramatta: New South Wales Alliance, 1907. Clarke, James Freeman. Coffee Houses and Coffee Palaces in England. Boston: George H. Ellis, 1882. “Coffee Palace, No. 2.” Australian Town and Country Journal. 17 Jul. 1880: 121. Davison, Graeme. “Festivals of Nationhood: The International Exhibitions.” Australian Cultural History. Eds. S. L. Goldberg and F. B. Smith. Cambridge: Cambridge UP, 1989. 158–77. Denby, Elaine. Grand Hotels: Reality and Illusion. London: Reaktion Books, 2002. Ellis, Markman. The Coffee House: A Cultural History. London: Weidenfeld & Nicolson, 2004. Federal Coffee Palace. The Federal Coffee Palace Visitors’ Guide to Melbourne, Its Suburbs, and Other Parts of the Colony of Victoria: Views of the Principal Public and Commercial Buildings in Melbourne, With a Bird’s Eye View of the City; and History of the Melbourne International Exhibition of 1880, etc. Melbourne: Federal Coffee House Company, 1888. Fitzgerald, Ross, and Trevor Jordan. Under the Influence: A History of Alcohol in Australia. Sydney: Harper Collins, 2009. Freeland, John. The Australian Pub. Melbourne: Sun Books, 1977. Johnson’s Temperance Coffee Palace. International Exhibition Visitors Pocket Guide to Sydney, Restaurant and Temperance Hotel. Sydney: Johnson’s Temperance Coffee Palace, 1879. Mitchell, Ann M. “Munro, James (1832–1908).” Australian Dictionary of Biography. Canberra: National Centre of Biography, Australian National U, 2006-12. 5 Feb. 2012 ‹http://adb.anu.edu.au/biography/munro-james-4271/text6905›. Murdoch, Sally. “Coffee Palaces.” Encyclopaedia of Melbourne. Eds. Andrew Brown-May and Shurlee Swain. 5 Feb. 2012 ‹http://www.emelbourne.net.au/biogs/EM00371b.htm›. Muskett, Philip E. The Art of Living in Australia. New South Wales: Kangaroo Press, 1987. Standage, Tom. A History of the World in 6 Glasses. New York: Walker & Company, 2005. Sydney Coffee Palace Hotel Company Limited. Memorandum of Association of the Sydney Coffee Palace Hotel Company, Ltd. Sydney: Samuel Edward Lees, 1879. Symons, Michael. One Continuous Picnic: A Gastronomic History of Australia. Melbourne: Melbourne UP, 2007. Teffer, Nicola. Coffee Customs. Exhibition Catalogue. Sydney: Customs House, 2005.

В настоящее время на мировом рынке предлагается широкий ассортимент компрессоров, предназначенных для использования в системах кондиционирования, тепловых насосах, промышленных холодильных установках разной мощности и коммерческом холодильном оборудовании. Поэтому немаловажным моментом является выбор наиболее подходящего варианта, отвечающего определенным условиям использования. Анализ мирового рынка компрессоров показал, что лидером производства компрессоров, использующихся в системах кондиционирования в тепловых насосах, можно считать Emerson (Copland), который занимает около половины рынка. Производственные мощности Copland размещены в США, Китае, Таиланде и ряде других стран. По объему реализуемой продукции за Copland следуют Danfoss, Panasonic (Dalian Sanyo), Hitachi, Mitsubishi Electric и Bristol. Наиболее широкий ассортимент компрессоров герметичного поршневого типа, предназначенных для использования в системах кондиционирования, тепловых насосах, промышленных холодильных установках разной мощности и коммерческом холодильном оборудовании, предлагает компания Bristol. В данной статье для выбора экономически эффективного компрессора, применяемого в режиме отопления строений теплонасосными системами, проведен критический анализ восьми моделей разных производителей и различных конструкций по десяти основным показателям, характеризующим его технико-экономические свойства, которые сведены в обобщающий (интегральный) показатель технико-экономический уровень энергоэффективности компрессора (ТЭУЭК). Выбор целесообразного компрессора для теплового насоса, применяемого для отопления в текстильном производстве, сделан на основе композиционной инфографической модели. Сравнительный анализ компрессоров, применяемых в тепловых насосах, выполнялся по следующим техническим характеристикам: версия электродвигателя, В/В-Ф-Гц тепловая производительность, кВт потребляемая мощность, кВт СОР объемная производительность, м3/ч количество масла, л вес, кг марка фреона тип компрессора стоимость, руб. По результатам выполненных расчетов выполнено ранжирование моделей по техническому уровню компрессоров. Сравнительный анализ моделей компрессоров позволил установить, что наиболее эффективным по техническому уровню и наиболее полезным для теплового насоса является модель Mitsubishi DC Inverter (Rotary Twin-Cylinder) SNB130FGBMT, наименее эффективным по интегральному показателю модель Bristol H29B30UABHA. The global market is currently offering a wide range of compressors designed for air conditioning systems, heat pumps, industrial refrigeration units of different capacities and commercial refrigeration equipment. Therefore, an important point is to choose the most appropriate option that meets certain requirements. The analysis of the market of compressors showed that Emerson (Copland) can be considered the leader in the production of compressors used in air conditioning systems in heat pumps. One half of the market is dominated by the brand. Copland production facilities are located in the United States, China, Thailand and several other countries. In terms of sales volume Copland is followed by Danfoss, Panasonic (Dalian Sanyo), Hitachi, Mitsubishi Electric and Bristol. The widest range of hermetic piston type compressors used in air conditioning systems, heat pumps, industrial refrigeration units of different capacities and commercial refrigeration equipment are offered by the Bristol Company. The paper critically analyses eight models of different producers and various designs by ten main indicators characterizing technical and economic properties which are then generalized to form an integral indicator technical and economic level of energy efficiency of a compressor. The choice of the appropriate compressor for the heat pump used for heating in textile production is made on the basis of a composite infographic model. Comparative analysis of compressors used in heat pumps has been carried out according to the following technical characteristics: motor version, V/V-f-Hz thermal performance, kW power consumption, kW COP volume capacity, m3/h amount of oil, l weight, kg. brand of Freon type of compressor cost. As a result of the performed calculations, the compressor models have been ranked according to their technical level. Based on the value of integrating indicator the comparative analysis revealed the most technically effective compressor model to be Mitsubishi DC Inverter (Rotary Twin-Cylinder) SNB130FGBMT, and the least technically effective compressor model to be Bristol H29B30UABHA.

The Rankine cycle is a conceptual arrangement of four processes as a closed vapor power thermodynamic cycle, where a working fluid (especially water as a liquid, as a vapor, and as a liquid-vapor mixture) can be used to convert heat into mechanical energy (shaft rotation). This cycle and its variants are widely used in electric power generation through utility-scale thermal power plants, such as coal-fired power plants and nuclear power plants. In the steam-based Rankine cycle, water should be pressurized and heated to be in the form of very hot high-pressure water vapor called “superheated steam,” before the useful process of expansion inside a steam turbine section occurs. If the absolute pressure and temperature of the superheated steam are both above the critical values for water (220.6 bara and 374.0°C), the cycle is classified as “supercritical.” Otherwise, the cycle is classified as “subcritical.” This study considers the impact of the temperature and pressure, independently, on the performance of a steam Rankine cycle. Starting from a representative condition for a subcritical cycle (600°C peak temperature and 50 bara peak absolute pressure), either the peak temperature or the peak absolute pressure of the cycle is increased with regular steps (up to 900°C, with a temperature step of 50°C, and up to 400 bara, with a pressure step of 50 bar). The variation of five scale-independent performance metrics is investigated in response to the elevated temperature and the elevated pressure. Thus, a total of 10 response curves are presented. When the temperature increased, all the five response variables were improved in a nearly linear profile. On the other hand, increasing the pressure did not give a monotonic linear improvement for each response variable. In particular, the cycle efficiency seemed to approach a limiting maximum value of 45% approximately, where further increases in the pressure cause diminishing improvements in the efficiency. When varying the peak pressure, an optimum minimum ratio of (water-mass-to-output-power) is found at 203 bara, although the cycle efficiency still increases beyond this value. In the present research work, the web-based tool for calculating steam properties by the British company Spirax Sarco Limited, and the software program mini-REFPROP by NIST (United States National Institute of Standards and Technology) were used for finding the necessary specific enthalpies (energy content) of water at different stages within the steam cycle. Both tools were found consistent with each other, as well as with the Python-based software package Cantera for simulating thermo-chemical-transport processes. The results showed that if the peak temperature reaches 900°C, a gain of about 5 percentage points (pp) in the thermal cycle efficiency becomes possible (compared to the case of having a base peak temperature of 600°C), as the predicted efficiency was found to increase from 38.60% (base case) to 43.67%. For the influence of the steam peak pressure, operating in the subcritical regime but close to the critical point appears to be a good choice given the gradual decline in efficiency gains at higher pressures. About 4.7 percentage point increase was found at the high subcritical peak pressure of 200 bara (compared to a base subcritical peak pressure of 50 bara). The results of this study also showed that the liquid water droplet mass fraction at the steam turbine exit diminishes from 11.00% at 600°C to only 1.48% at 900°C, which is favorable. This mass fraction grows from 11.00% at 50 bara to 27.89% at 400 bara, which is not acceptable. Every 100°C increase in the superheating temperature between 600°C and 900°C was found to cause aa increase in the cycle thermal efficiency by about 1.69 percentage points, and simultaneous a beneficial increase in the steam quality at the turbine exit by about 3.17 percentage points.