Using Different Approaches to Evaluate Individual Social Equity in Transport

Inequalities not only exist in the field of economics in relation to income and wealth, but also in other areas, such as the transport sector, where access to and use of different transport modes varies markedly across population groups, and which provides the means to access everyday living activities. A key concern within the transport sector is that inequality has extended beyond the traditional measures of travel, and now covers a wide range of effects relating to social exclusion, freedom, well-being and being able to access reasonable opportunities and resources. In order to address the aforementioned issues, an important question to resolve is what type of methods can be used to measure inequalities in transport most effectively. Therefore, this study aims to apply different approaches, including the Capabilities Approach (CA) and a further six inequality indices, namely the Gini coefficient, the Atkinson index, the Palma ratio, the Pietra ratio, the Schutz coefficient and the Theil index, to the case study using the relatively migrant-rich lower-income neighbourhood of Tuqiao, in Beijing, in order to assess individual transport-related social inequity issues. The findings suggest that the CA is useful in assessing transport-related inequalities where there are significant barriers to the take up of accessibility, for example where there are high levels of disadvantaged groups and disaggregated analysis can be undertaken. The Palma ratio appears to have a larger effect than the Gini coefficient and the other inequality indices when measuring transport-related social inequity. In addition, we also found that most income inequality methods adapted from econometrics may be better suited to measuring transport-related social inequity between different regions, cities or countries, or within the same area, but at different points in time, rather than to measuring a single neighbourhood as a whole. Finally, we argue that to what extent politicians or transport planners can use appropriate management tools to measure transport-related social inequalities may be significant in terms of the progress that can be made in the fight against social inequity in the transport field

Human environmental heat transfer simulation with CFD – the advances and challenges

The modelling and prediction of human thermoregulatory responses and comfort have gone a long way during the past decades. Sophisticated and detailed human models, i.e. the active multi-nodal thermal models with physiological regulatory responses, have been developed and widely adopted in both research and industrial practice. The recent trend is to integrate human models with environmental models in order to provide more insight into the thermal comfort issues, especially in the non-homogeneous and transient conditions. This paper reviews the logics and expectations of coupling human models with computational fluid dynamics (CFD) models. One of main objectives of such approaches is to take the advantage of the high resolution achievable with the CFD, to replace the empirical methods used in the human models. We aim to initiate debates on the validity of this objective, and to identify the technical requirements for achieving this goal. A simple experiment with 3D human models of different sizes and shapes is also reported. Initial results shows the presence of arms may be important. Further experiments are required to establish the impact of size and shape on simulation result

Propagating wave in active region-loops, located over the solar disk observed by the Interface Region Imaging Spectrograph

We aim to ascertain the physical parameters of a propagating wave over the solar disk detected by the Interface Region Imaging Spectrograph (IRIS). Using imaging data from the IRIS and the Solar Dynamic Observatory (SDO), we tracked bright spots to determine the parameters of a propagating transverse wave in active region (AR) loops triggered by activation of a filament. Deriving the Doppler velocity of Si IV line from spectral observations of IRIS, we have determined the rotating directions of active region loops which are relevant to the wave. On 2015 December 19, a filament was located on the polarity inversion line of the NOAA AR 12470. The filament was activated and then caused a C 1.1 two-ribbon flare. Between the flare ribbons, two rotation motions of a set of bright loops were observed to appear in turn with opposite directions. Following the end of the second rotation, a propagating wave and an associated transverse oscillation were detected in these bright loops. In 1400 A channel, there was bright material flowing along the loops in a wave-like manner, with a period of ~128 s and a mean amplitude of ~880 km. For the transverse oscillation, we tracked a given loop and determine the transverse positions of the tracking loop in a limited longitudinal range. In both of 1400 A and 171 A channels, approximately four periods are distinguished during the transverse oscillation. The mean period of the oscillation is estimated as ~143 s and the displacement amplitude as between ~1370 km and ~690 km. We interpret these oscillations as a propagating kink wave and obtain its speed of ~1400 km s-1. Our observations reveal that a flare associated with filament activation could trigger a kink propagating wave in active region loops over the solar disk.Comment: Accepted for publication in A&