Development of improved semi-organic structural adhesives for elevated temperature applications Technical summary report, 1 ~JUL. 1964 - 29 ~FEB. 1968

Titanium chelate polymer adhesive formulation for aluminum joint curing in high temperature application

Selective oxidation of methane over vycor glass, quartz glass and various silica, magnesia and alumina surfaces

The reaction between methane and oxygen was investigated in empty Vycor glass and quartz tubes and over various silica compounds in powder form. In the temperature range of 893-993 K and with methane-to-oxygen ratios close to unity, formaldehyde, ethane and ethene were produced with a combined 53-96% selectivity over Vycor glass reactor surfaces. Quartz reactor surfaces were less active, but gave the same products. Silica compounds in powder form such as Cab-O-Sil, Ludox gels and silicic acid were investigated at temperatures lower than 893 K where the blank activity of the quartz reactor became negligible. These silica compounds followed similar trends of activity as the Vycor or quartz reactor tubes, although at much lower temperatures. High oxygen-to-methane ratios improved the rates of overall methane reaction and C2 formation. Short residence times enhanced the formaldehyde over the carbon monoxide and carbon dioxide selectivity. The reaction rates increased with pressure. However, in contrast to the results on empty reactor surfaces, no ethane was produced over the silica compounds, the ethene yields were lower, and the carbon dioxide production was higher. While the apparent activation energies for the overall methane reaction and for the production of carbon monoxide, carbon dioxide, ethene and ethane were dependent on the nature of the catalytic surface, the apparent activation energy for the formaldehyde formation appeared to be independent of the catalyst and remained constant at about 130 kJ/mol. This might imply that formaldehyde is generated in the gas phase and that carbon monoxide and carbon dioxide can be formed in secondary reactions of formaldehyde involving surface interactions. The effect of the acid/base character of the catalyst was explored by comparing the activities of the silica compounds with those of MgO and [gamma]-Al2O3. MgO and [gamma]-Al2O3 were more active than the silicas, but produced only carbon monoxide and carbon dioxide.Peer Reviewedhttp://deepblue.lib.umich.edu/bitstream/2027.42/27449/1/0000489.pd

Connected and Autonomous Vehicles and Infrastructure Needs:Exploring Road Network Changes and Policy Interventions

Connected and autonomous vehicles. (CAVs) are a paradigm-changing transport technology that has the potential to revolutionize road ecosystems, build environments and cities as a whole, by reshaping their very form. This is a transformation with critical space and culture dimensions that may be complicated and could be responsible for a plethora of unprecedented opportunities and challenges. Physical and digital infrastructure enhancement packages and reclassification of road networks will be necessary and should be proactively identified, designed, regulated, and delivered for CAVs to be effectively utilized going forward. Risks from handling mixed traffic situations to technology shortcomings and from lack of legislative frameworks and CAV-specific education to combating CAV deception are all points of reference for this chapter. Through a narrative literature review study, we offer suggestions for a new road classification framework that welcomes CAVs and then policy recommendations for improving CAV pro-people character

Incorporating land use and transport interaction models to evaluate active mobility measures and interventions in urban areas: a case study in Southampton, UK

New transport strategies, which aspire to create sustainable and resilient cities, prioritize active and public transport modes. This paper investigates the differences in accessibility, mobility and activity patterns as a result of radical road space allocation changes. To do so, the TRANUS Land Use and Transport Interaction model is utilized. Also, the city of Southampton is selected as a case study and four scenarios inspired by the city's ongoing or planned active travel initiatives are the “Business as Usual” (BAU) scenario, the “Southampton Cycling Network” (SCN) scenario, the “Traffic Calming” (TC) scenario, and the “Combined” scenario, which involves the simultaneous deployment of both test scenarios. In the SCN scenario, the proportion of bicycle trips has noticeably risen, whereas in the TC scenario, public transport usage is maintained. Meanwhile, the Combined scenario significantly diminishes the appeal of private motorized transport over the long term. Regarding the impacts on activities, urban sprawl and the creation of new urban centres are observed in all scenarios. Interestingly, the SCN and combined scenarios have similarities in land use effects, but this happens because accessibility increases in peripheral zones in the former, whereas it reduces in central zones in the latter

Determining Electric Vehicle Charging Station Location Suitability:A Qualitative Study of Greek Stakeholders Employing Thematic Analysis and Analytical Hierarchy Process

Shifting from a fossil-fueled to an eco-friendly vehicle fleet in cities could pave the way towards a more sustainable future. Electric Vehicles (EVs) should thus be prioritized, so that they could replace conventional vehicles gradually. In this context, an EV-accommodating infrastructure, which ensures the functionality of the entire system, is essential. This study aims to develop a methodological framework to identify suitable locations for the deployment of EV charging points in urban environments. To meet this objective, we acquired a mixed method approach including a systematic literature review, 12 semistructured stakeholder interviews which were thematically analyzed, and an Analytical Hierarchy Process (AHP). The outcome is a spatial model function, which consists of parameters and weights for estimating the suitability of each urban road link that will allow the establishment of EV charging points. Results show that the key location selection factors are: transport hubs, marked or controlled parking spaces, and points of interest. The less significant factor is public services. Therefore, there is a preference, in stakeholder level, for transport features over the land use ones (69% over 31%). Although this research is conducted in Greece, we intend to suggest methods and generate valuable findings that may be valid and generalizable for a more global context

Exploring the social acceptance of transforming urban arterials to multimodal corridors. The case of Panepistimiou Avenue in Athens

Urban communities should now build in specific measures, addressing multimodality and fair distribution of public space. The transformation of arterials into multimodal corridors can be a key strategy that will shape new futures. The social acceptance of “push” measure that aim to modify road space allocation have never been examined following quantitative research methods. This study aspires to fill this gap now, as it is inspired by the great debate opened in Athens, Greece about “pop-up” interventions implemented in Panepistimiou Avenue. To explore the social acceptance factors, a rating experiment is designed by developing hypothetical scenarios, which are evaluated by different road users, daily car drivers, motorcycle riders, public transport (PT) users, cyclists, and walkers. A 5-point Likert Scale is utilized, and the collected observations are processed using ordinal logistic regression methods. The main findings suggest that the majority of the participants opted for solutions that ensured a rather equal or balanced space distribution, regardless of their preferred transport mode. Car users were willing to exchange their space, and consequently experience higher travel times for the greater benefit of the city, while public transport users, daily cyclists and walkers recognize the importance to maintain a good level of service for car users too. A surprising finding from this study case is that any increase in a pedestrian area, which is already sufficiently wide, influences negatively social acceptance, while the installation of a cycle lane reports considerably high probability to be accepted from all user groups