Miracle-dz/UniFAR-FTUs huggingface dataset:
Active Back‐Arc Thrust in North West Java, Indonesia

The Java Back‐arc Thrust scars the entire back‐arc area of Java Island, but the faults' nature, timing, and activity remain partly elusive. Characterizing the structure and activity of the seismogenic Java Back‐arc Thrust (historical earthquakes up to 7 Mw) is a cornerstone to evaluate associated geohazards. We focus on the western part of Java Back‐arc Thrust that reaches the megalopolis of Jakarta. We combine morphotectonic data, seismic reflection, electric resistivity profiles, kinematic, structural field measurements, paleoseismological trenching, and sediment dating (optically stimulated luminescence and 14C). Our results suggest that the interplay between the faults, volcanoes, and sedimentary basin modulates the propagation of the fault system across and along‐strike. The West Java Back‐arc Thrust has been active from Pliocene to Recent, but with a laterally variable tempo and tectonic regime. While tectonic activity was sustained for longer times in the eastern part, the West Java Back‐arc Thrust broke through the Jakarta Basin in the west, possibly only since the Late Pleistocene, and partitions into a network of immature transpressive structures. We conclude that the West Java Back‐arc Thrust has a high seismic hazard that requires a careful risk evaluation along its trace, as it threatens the numerous infrastructures of the densely populated West Java.
Failure Modes and Effects Analysis: An Evaluation of Group versus Individual Performance

Failure modes and effects analysis (FMEA) is one of the most frequently used tools in process and product design: it is used in quality and reliability planning, and event and failure mode analysis. It has a long history of use and is a formally prescribed procedure by a number of prominent standards organizations. In addition, it's popular use has evolved as a less formal and widely interpreted tool in the area of Lean/Six Sigma (LSS) process improvement. This paper investigates one of the most important issues related to FMEA practice—the quality of individual vs. group performance in ranking failure modes. In particular, we compare FMEA rankings generated by: (i) individuals, (ii) group consensus, and (iii) non‐collaborative aggregation of group input (a synthesized group ranking). We find that groups outperform individuals and that synthetic groups perform as well as group consensus. We explain the implications of this result on the coordination of the design of products and processes amongst distributed organizations. The increasing distribution of product design efforts, both in terms of geography and different organizations, presents an opportunity to improve coordination using distributed synthetic group‐based FMEA.
A COMPARISON OF PEDESTRIAN SIGNAL HEADS

Prior research has shown that a significant amount of the public does not fully understand the standard pedestrian signal. This current research effort built upon past research to determine if alternative signal displays now possible with ITS technologies can increase pedestrian comprehension. Six alternative pedestrian crossing signals were evaluated by 24 younger and 24 older subjects for comprehension through simulation and written comprehension sessions. Results correspond to prior research regarding color, number of lenses, and symbolic messages. Overall, subjects selected the pedestrian countdown signal as their favorite. The 2nd most popular signal was a variation of the standard pedestrian signal, but with the addition of a clearance lens to inform the pedestrian not to leave the curb. Additionally, no significant differences between younger and older subjects were noted. A follow-up study will evaluate alternative timing strategies of the countdown signal.
The Impact of Adopting Time-of-Day Tolling

This report summarizes how motorists would respond to time-of-day pricing on the 183A Turnpike in Austin, Texas. It was hoped that time-of-day pricing would encourage off-peak time departures and reduce congestion. A travel survey, stated preference survey, traffic and revenue model estimation and scenario testing were conducted. A tool was developed to predict departure and route choice changes in response to 183A tolling changes. Findings suggest that lower off-peak toll rates will not result in shifting departure times, will reduce revenue, and ultimately will have little effect on peak-period traffic.
Bridging the Digital Divide and Enhancing the Quality of Engineering Research in Libyan Universities

This paper aims to identify the factors enabling the bridging of digital divide and enhancing the quality of engineering research at Alfateh University through an effective ICT implementation. The authors study the global digital divide with emphasis on the Info-tech disparities between developed and African countries (including Libya) in relation to generalised rates of social and technological development. Also, investigate the relationship between the digital divide and Higher Education (HE) teaching and the current status of digital divide in Libya. It is obvious that an effective ICT implementation should focus on understanding individual faculty needs. Then a thorough investigation of the importance of implementation of electronic education at Libyan universities and the challenges and solutions of ICT implementation is performed. Stakeholders are advised to include faculty members in every step of the planning and implementation of up-to-date technologies. This paper presents the factors that affect the Internet use by the staff members from Engineering Faculty at Alfateh Universit. A questionnaire is designed to find answers to the following research questions: a. What are the patterns of internet use of faculty members? b. What are the main purposes for using internet resources? c. How does the internet affect research and teaching?
Neural Networks Involved in Spatial and Temporal Pattern Separation

Critical to episodic memory is pattern separation (PS), the storage of similar inputs as distinct and nonoverlapping. Spatial and temporal PS have been shown to be related to disparate subfields of the hippocampus (HC) in rodents. Extra-HC structures involved have not yet been elucidated. The current work provides an exploratory investigation into the neural correlates of spatial and temporal PS, employing functional magnetic resonance imaging and univariate and multivariate analysis techniques. In Experiment 1, behavioural spatial and temporal memory tasks were developed that assess varying PS demands. Objectives for the experiment were met, in that accuracy was lower and reaction time higher for conditions requiring more engagement of PS. In Experiment 2, whole-brain regions as well as the neural networks involved in spatial and temporal PS were examined, and functional connectivity of the HC was observed. Univariate data revealed unique areas of activation based on information type being encoded (i.e., spatial vs. temporal). The cuneus and HC were uniquely involved in the spatial task, while a wider area of regions including middle occipital and medial frontal areas were activated in the temporal task. Multivariate analyses were convergent with the spatial and temporal context memory literature. The HC, parahippocampal gyri, prefrontal cortices, and precuneus were part of a correlated network in the spatial task. Bilateral prefrontal cortices, including the orbitofrontal cortex were involved in the temporal task. Further, the multivariate analysis revealed qualitatively distinct networks based on memory processing stage (i.e., encoding vs. retrieval). Interestingly, the network included anterior HC in spatial encoding, and posterior HC in spatial and temporal retrieval, consistent with an influential theory positing a rostrocaudal gradient along the HC for encoding and retrieval. Functional connectivity analyses revealed connectivity of the posterior HC seed with temporal and superior parietal areas in the spatial task, and with frontal areas in the temporal task, suggesting the right posterior HC interacts with regions differently based on information type. Results confirm and extend findings from previous literature demonstrating HC involvement in PS, and also suggest HC and extra-HC involvement varies based on processing stage and information type.
Czech Preschool Children’s Conceptions about Nature

This study focused on young children’s understanding of nature, an issue observed to be a research gap in the scientific community. The question “What nature? ” is central to this research. Answers to this question were obtained from 342 children from 21 Czech kindergartens, and results showed 302 preschool and children (aged from 3 to 6.5 years) from the sample displayed a conceptual understanding of nature and expressed their ideas verbally. Qualitative content analysis and comparative analysis (nouns and verbs separately) were performed on the results. Most children interpreted nature through lists of objects or as a space or a concrete place, and most of the objects mentioned related to living nature. Children used verbs describing natural events more often than verbs describing their own or human activities in nature. The comparison between children’s, adults’, and pupils’ concepts of nature shows that children expressed their concepts in a similar, albeit not identical, manner to adults. They expressed the utilitarian and aesthetic value of nature, showed a scientific interest and an emotional connection to nature, and showed their joy in interacting with nature. Children understood nature more positively (no fear, aversion, or efforts to control nature) than adults. Czech children noticed more plants and mushrooms than Norwegian children. A similar percentage of Czech and Australian children included people on their lists of nature. Although certain similarities in children’s answers were noted, each child understands nature individually. Teachers should respect this fact and consider this in environmental and global education.
A LOCAL TRAFFIC CONTROL POLICY WHICH AUTOMATICALLY MAXIMISES THE OVERALL TRAVEL CAPACITY OF AN URBAN ROAD NETWORK

Traffic control strategy is proposed which causes the traffic to be distributed in the spare capacity available on the network so that the traffic uses junction space economically. The policy requires only local information such as traffic flows and queue lengths, which can be obtained from vehicle detectors. Origin-destination information is not required. Consequent changes in the traffic pattern are automatically taken into account. It is assumed that traffic signals control all substantially congested junctions, and that, at the most congested junctions, conflicting streams of traffic do not filter through one another. The signals must insulate a traffic stream from a conflicting stream by use of non-overlapping greens. It is assumed that queue-storage capacity is not limited. It is also assumed that a driver only changes his route to a quicker one, and will continue to do so if such a route becomes available.
Cable Median Barrier: Reassessment and Recommendations Update

In February 2007, Governor Chris Gregoire requested that the Washington State Department of Transportation (WSDOT) and the Washington State Patrol conduct an independent review of cable median barriers following the fatal cross-median collision on Interstate 5 in Marysville on February 13, 2007. The evaluation included an examination of WSDOT’s cable median barrier policy and statewide cable median barrier performance, and it made recommendations for WSDOT’s research program. WSDOT hired Malcolm Ray, PE, Ph.D., to conduct an independent evaluation, the results of which were set forth in the June 2007 “Cable Median Barrier Reassessment and Recommendations” report. That report included a recommendation for WSDOT to continue monitoring the performance of all cable median barriers. This 2008 update provides another year of performance data for 135 miles of cable median barrier that were evaluated in the 2007 report, and includes data for the 43 miles of new cable median barrier that were installed during 2007. Dr. Ray was hired by WSDOT to review and comment on the 2008 update to the cable barrier performance report. His review comments are included in Appendix C of this report.
The Black Banners: The Inside Story of 9/11 and the War Against al-Qaeda

On September 11, 2001, FBI Special Agent Ali H. Soufan was handed a secret file. Had he received it months earlier-when it was requested-the attacks on New York and Washington could have been prevented. During his time on the front lines, Soufan helped thwart plots around the world and elicited some of the most important confessions from terrorists in the war against al-Qaeda-without laying so much as a hand on them. Most of these stories have never been reported before, and never by anyone with such intimate firsthand knowledge. This narrative account of America's successes and failures against al-Qaeda is essential to an understanding of the terrorist group. We are taken into hideouts and interrogation rooms. We have a ringside seat at bin Laden's personal celebration of the 9/11 bombings. Such riveting details show us not only how terrorists think and operate but also how they can be beaten and brought to justice.
EVALUATION OF PROTECTED/PERMITTED LEFT-TURN TRAFFIC SIGNAL DISPLAYS. FINAL REPORT

A comprehensive performance assessment of selected protected/permitted left-turn (PPLT) signal designs was performed that considered both safety and operational performance measures. The safety assessment included an examination of left-turn accident history, whereas the operational assessment included measures of driver recognition and comprehension of the PPLT design displays. The operational assessment consisted of three studies. One study measured left-turn driver response time to the protected indication. Another study observed left-turn driver response correctness to the permitted indication. A third study quantified driver comprehension of the PPLT signal design by using a questionnaire survey of drivers. The driver survey included a perspective view of an intersection approach and its signal display which was followed by a multiple-choice question as to the correct driving action. The results of the study were somewhat varied. The analysis of driver response time and response correctness indicated that there were no significant differences among the five PPLT designs. The analysis of accident frequency focussed on the two predominant types of left-turn accidents found at intersection approaches that have PPLT signal designs: (1) collisions between left-turning and opposing through vehicles, and (2) rear-end collisions between left-turn vehicles. Based on this analysis, no significant differences in accident frequency among the various PPLT design types were found to exist. The analysis of driver comprehension (or understanding) was based on a survey of 1,610 drivers. This survey examined comprehension of the correct driving action for four display indications and six PPLT designs. The display indications included: (1) the permitted left-turn indication, (2) the protected left-turn-only indication, (3) the overlap left-turn and through indication, and (4) a modified form of the protected left-turn-only indication. The modified indication displayed only the green arrow in the PPLT head rather than both a green arrow and red ball, as is used in conventional protected indications. The survey results indicated that significant differences in driver understanding of the PPLT designs exist. The data suggest that drivers are better able to understand PPLT designs with any of the following characteristics: a horizontal PPLT head (with only a green allow displayed during the protected phase), the PPLT head centered over the opposing left-turn lane, or no supplemental sign. The six PPLT designs were ranked according to their safety and operational performance measures. The combined rankings indicated that exclusive-horizontal and the exclusive-vertical PPLT designs offer slightly better overall performance. Of these two designs, the exclusive-vertical was associated with the lowest accident rate, whereas the exclusive-horizontal was associated with the shortest response time. Both designs rank high in terms of driver understanding, although there was a slightly higher proportion of correct responses for the exclusive-horizontal design.
Re-Examination of the Simplified Method (Henry's Method) of Distribution Factors for Live Load Moment and Shear

The Henry’s Equal Distribution Factor (EDF) method is a simplified method for calculating the distribution factor of live load moment and shear. The method has been in use in Tennessee since 1963. This method assumes that all beams, including interior and exterior beams, have equal distribution of live load effects. Parameters in this method are limited to only roadway width, number of girders, and a load intensity factor. Because Henry’s method is less restrictive, it can be applied to different types of superstructures without any difficulty. The main objective of this study was to carefully reexamine the simplified method (Henry’s method) for live load moment and shear distribution factors in highway bridge design. To pursue this objective, a comparison study was conducted to investigate the differences among the distribution factors in actual bridges calculated using Henry’s method, the American Association of State Highway and Transportation Officials (AASHTO) Standard, the AASHTO Load and Resistance Factor Design (LRFD), and finite element analysis (FEA). Twenty-four Tennessee bridges of six different types of superstructures were selected for detailed analysis and comparison. Finite element analysis was pursued to determine the moment and shear distribution factors for each of these bridges. Based on the comparison and evaluation, it was found that the Henry’s distribution factors were in a good agreement with the moment distribution factors obtained from FEA and the LRFD method and were consistently unconservative for shear distribution factors compared to the FEA results. Therefore, modifications to Henry’s method, especially for shear distribution factors, were necessary. Two sets of modification factors were proposed. In the first set, the original structure type multiplier in Henry’s method was expended to more types of superstructures and one single shear factor was introduced. The second set of modification factor included the structure type factors as well as skew angle and span length correction factors to account for the effects of skew angle for skewed bridges and span length for longer span bridges. It was found that, with proper modifications, Henry’s EDF method could produce very reasonable and reliable distribution factors of live load moment and shear. The modified Henry’s method would offer advantages in simplicity, flexibility, reliability and cost savings.
Best Practices In Quality Control And Assurance In Design

On Wednesday, August 1, 2007, at approximately 6:00 p.m. , the I-35W highway bridge over the Mississippi River in Minneapolis, Minnesota, experienced a catastrophic failure. As a result, 1,000 feet of the deck truss collapsed. The National Transportation Safety Board (NTSB) immediately began an investigation into the cause of the collapse. The investigation eventually determined that the collapse of the I-35W bridge initiated with the failure of the gusset plates at the U10 nodes on the truss. The following safety issue, among others, was identified in the investigation: Insufficient bridge design firm quality control procedures for designing bridges, and insufficient Federal and State procedures for reviewing and approving bridge design plans and calculations. (NTSB, Nov. 2008). This finding lead the NTSB to recommend to the Federal Highway Administration (FHWA) and the American Association of State Highway and Transportation Officials (AASHTO) that the two organizations work together to develop a more adequate program of quality control and assurance (QC/QA or QA/QC) in bridge design to be used by the states and other bridge owners. The NTSB recommended that this quality program include procedures to detect and correct bridge design errors before the design plans are made final. In response to this recommendation, AASHTO initiated a study to provide a synthesis of current state department of transportation (DOT) practices for QC/QA in the area of bridge design and plan review. This domestic scan was initiated following the NTSB recommendation to build on the initial AASHTO studies. The scope of this scan was expanded to incorporate aspects of quality programs in highway design, bridge design, overall project delivery, and QC/QA for special contract projects, such as design-build. The scan team believes that it is important to look at overall project quality, rather than just focus on bridge design, since there are farther-reaching quality issues, such as higher numbers and greater costs of change orders. Finally, the scan team also investigated the QC/QA practices encompassing project programming and planning stages, environmental permitting, and highway and bridge design. The team also examined lessons-learned feedback loops through construction.
THE ROLLING RESISTANCE OF COMMERCIAL VEHICLE TYRES

The principal factors likely to affect the rolling resistance of tyres were identified in TRRL supplementary report 192 uc as:- inflation pressure, load and deflection, tyre construction and material hysteresis, tread depth, slip and camber angles, temperature, speed and the road surface. The effect on commercial vehicle tyres of a majority of these factors has since been investigated. The results of the investigation are given and discussed in this report and broadly support the earlier conclusion, showing that tyre rolling resistance decreases significantly with change in construction (cross-ply to radial ply) and increases significantly with increase in slip angle. However, for a given construction tyre deflection has been determined as the principal factor controlling rolling resistance, indicating that the chief source of energy loss in a tyre is attributable to hysteresis. (Author/TRRL)
A Survey on Uncertainty Estimation in Deep Learning Classification Systems from a Bayesian Perspective

Decision-making based on machine learning systems, especially when this decision-making can affect human lives, is a subject of maximum interest in the Machine Learning community. It is, therefore, necessary to equip these systems with a means of estimating uncertainty in the predictions they emit in order to help practitioners make more informed decisions. In the present work, we introduce the topic of uncertainty estimation, and we analyze the peculiarities of such estimation when applied to classification systems. We analyze different methods that have been designed to provide classification systems based on deep learning with mechanisms for measuring the uncertainty of their predictions. We will take a look at how this uncertainty can be modeled and measured using different approaches, as well as practical considerations of different applications of uncertainty. Moreover, we review some of the properties that should be borne in mind when developing such metrics. All in all, the present survey aims at providing a pragmatic overview of the estimation of uncertainty in classification systems that can be very useful for both academic research and deep learning practitioners.