The Characteristic of Light Vehicles Emissions at Urban Roads in Makassar City

This study aims to analyze the characteristics of HC, NOx, SO2, CO, and CO2 emissions, originating from motor vehicle against vehicle travel time and average speed of vehicles on the main road networks, with heterogeneous traffic situation in the city of Makassar. Location studies conducted on eleven (11) roads, starting from 06:00 am until 20:00 pm. The survey data consists of the vehicle operational characteristics, including engine type, engine size and vehicle life-cycle, where derived from the secondary data. The primary data consists of travel time, vehicle emissions and vehicle speed. The emissions measurements performed with the emissions test equipment (portable measurement system), that is attached to the tool exhaust vehicle condition, moving on a highway with traffic flow heterogeneous situation. The results of the compilation data on vehicle operating characteristics obtained, 51 light vehicle categories with a percentage of 88.14% MPFI and Carburator engine types of 11.86%. The result shows that the amount of CO and CO2 emissions fluctuated over travel time and vehicle speed, while emissions of HC, NOx, and SO2 tends to be constant. The Lowest emissions of CO2 and CO on vehicle speeds ranging between 25-65 km/h and 35-65 km/h. The study results provide be a reference to the next research that is emission factor analysis for 51 light vehicle categories in operation in Makassar City

Superconducting Quantum Point contacts and Maxwell Potential

The quantization of the current in a superconducting quantum point contact is reviewed and the critical current is discussed at different temperatures depending on the carrier concentration as well by suggesting a constant potential in the semiconductor and then a Maxwell potential. When the Fermi wave length is comparable with the constriction width we showed that the critical current has a step-like variation as a function of the constriction width and the carrier concentration.Comment: 13 pages, 8 figures, some figures are clarified; scheduled to appear in an issue in MPLB Vo.21, (2007

Penggunaan Pasir Besi Sebagai Agregat Halus Pada Beton Aspal Lapisan Aus

Indonesia has the potential of natural resources of iron sand that can be used as pavement materials. Iron sand in South Sulawesi can be found in Takalar, Jeneponto, and Selayar with as many as 3.4 million tons of potential deposit. The purpose of this study is to analyze the characteristics of iron sand in a mixture of fine aggregate used as a wearing course of asphalt concrete mixtures. The characteristics of iron sand meet the specifications of asphalt concrete wearing course. The use of iron sand in the asphalt concrete mixture lowers the value of stability and increase the value of flow. The results of volumetric analysis showed that the use of sand iron reduces the voids in mixture and the voids in mineral aggregates, but increase the voids filled with bitumen. The Residual Strength Index, after immersion in water for 24 hours at a temperature of 60 ° C, indicates that the mixture with iron sand has a lower resistance to changes in weather, temperature, and water

Development of a novel clinical scoring system for on-farm diagnosis of bovine respiratory disease in pre-weaned dairy calves.

Several clinical scoring systems for diagnosis of bovine respiratory disease (BRD) in calves have been proposed. However, such systems were based on subjective judgment, rather than statistical methods, to weight scores. Data from a pair-matched case-control study on a California calf raising facility was used to develop three novel scoring systems to diagnose BRD in preweaned dairy calves. Disease status was assigned using both clinical signs and diagnostic test results for BRD-associated pathogens. Regression coefficients were used to weight score values. The systems presented use nasal and ocular discharge, rectal temperature, ear and head carriage, coughing, and respiratory quality as predictors. The systems developed in this research utilize fewer severity categories of clinical signs, require less calf handling, and had excellent agreement (Kappa > 0.8) when compared to an earlier scoring system. The first scoring system dichotomized all clinical predictors but required inducing a cough. The second scoring system removed induced cough as a clinical abnormality but required distinguishing between three levels of nasal discharge severity. The third system removed induced cough and forced a dichotomized variable for nasal discharge. The first system presented in this study used the following predictors and assigned values: coughing (induced or spontaneous coughing, 2 points), nasal discharge (any discharge, 3 points), ocular discharge (any discharge, 2 points), ear and head carriage (ear droop or head tilt, 5 points), fever (≥39.2°C or 102.5°F, 2 points), and respiratory quality (abnormal respiration, 2 points). Calves were categorized "BRD positive" if their total score was ≥4. This system correctly classified 95.4% cases and 88.6% controls. The second presented system categorized the predictors and assigned weights as follows: coughing (spontaneous only, 2 points), mild nasal discharge (unilateral, serous, or watery discharge, 3 points), moderate to severe nasal discharge (bilateral, cloudy, mucoid, mucopurlent, or copious discharge, 5 points), ocular discharge (any discharge, 1 point), ear and head carriage (ear droop or head tilt, 5 points), fever (≥39.2°C, 2 points), and respiratory quality (abnormal respiration, 2 points). Calves were categorized "BRD positive" if their total score was ≥4. This system correctly classified 89.3% cases and 92.8% controls. The third presented system used the following predictors and scores: coughing (spontaneous only, 2 points), nasal discharge (any, 4 points), ocular discharge (any, 2 points), ear and head carriage (ear droop or head tilt, 5 points), fever (≥39.2°C, 2 points), and respiratory quality (abnormal respiration, 2 points). Calves were categorized "BRD positive" if their total score was ≥5. This system correctly classified 89.4% cases and 90.8% controls. Each of the proposed systems offer few levels of clinical signs and data-based weights for on-farm diagnosis of BRD in dairy calves

Minimal-memory realization of pearl-necklace encoders of general quantum convolutional codes

Quantum convolutional codes, like their classical counterparts, promise to offer higher error correction performance than block codes of equivalent encoding complexity, and are expected to find important applications in reliable quantum communication where a continuous stream of qubits is transmitted. Grassl and Roetteler devised an algorithm to encode a quantum convolutional code with a "pearl-necklace encoder." Despite their theoretical significance as a neat way of representing quantum convolutional codes, they are not well-suited to practical realization. In fact, there is no straightforward way to implement any given pearl-necklace structure. This paper closes the gap between theoretical representation and practical implementation. In our previous work, we presented an efficient algorithm for finding a minimal-memory realization of a pearl-necklace encoder for Calderbank-Shor-Steane (CSS) convolutional codes. This work extends our previous work and presents an algorithm for turning a pearl-necklace encoder for a general (non-CSS) quantum convolutional code into a realizable quantum convolutional encoder. We show that a minimal-memory realization depends on the commutativity relations between the gate strings in the pearl-necklace encoder. We find a realization by means of a weighted graph which details the non-commutative paths through the pearl-necklace. The weight of the longest path in this graph is equal to the minimal amount of memory needed to implement the encoder. The algorithm has a polynomial-time complexity in the number of gate strings in the pearl-necklace encoder.Comment: 16 pages, 5 figures; extends paper arXiv:1004.5179v

A Relationship Model between Accident Factors and the Traffic Accident Severity Using Logistic Regression Model

The present paper purposes to develop the relationship model between the factors of accidents and severity level of traffic accidents by using multinomial logistic regression model approach, for a case study the traffic accident in Makassar City, Indonesia. In further, the study evaluates the traffic accident factors which significantly influence the traffic accident severity level. In this regard, the outcome variable is the severity level of the traffic accident which has three attributes, i.e., death, serious injury, and minor injury. The explanatory variables involve victim characteristics and traffic accident characteristics. The present study used the traffic accident database during 2012 – 2015 which recorded by the traffic police agency in the city. The model calibration results show that the relationship model has a good accuracy level. The victim position and the collision types significantly influence the severity accident level. The results provide basic information for efforts in reducing traffic accidents.

The Optimization of Microbus-Based Public Transportation Facilities in Jayapura City

Public transport services will work well if there is a balance between supply and demand. The research aimed to analyze the performance and the needs for the number of public transportation facilities based on the microbuses in Jayapura City. The types of the public transports, which would be discussed, were the microbuses which operated in 12 routes of the total routes of 26 in Jayapura city; those were B1, B2, B3, B4, J1, J2, K, I1, E, G, IA and I. The analyses of the performance and the demand for number of public transports were analyzed based on the load factor and the break event in accordance with the value of the vehicles operating costs (BOK) in setting tariffs. The research results indicated that the standard performance value of the public transport route code of K, I1, G, IA were categorized as less, while the routes of B1, B2, B3, B4, J1, J2, E and IB were categorized as medium. The microbuses demand was only 50% of the total microbuses now operating in Jayapura city