Journal articles on the topic 'Airport Shuttle'

With the rapid development of China’s air transport industry, the airport shuttle bus has become an indispensable part of the airport special vehicles. At present, disabled passengers in civil aviation airports have difficulty in getting on and off the shuttle bus, therefore, this design takes this as a starting point to design an airport ferry with special functions to assist disabled passengers boarding and disembarking functions and to improve the service level of airport barrier-free facilities while solving problems.

Advanced air mobility (AAM) is a broad concept enabling consumers access to on-demand air mobility, cargo and package delivery, healthcare applications, and emergency services through an integrated and connected multimodal transportation network. However, a number of challenges could impact AAM’s growth potential, such as autonomous flight, the availability of take-off and landing infrastructure (i.e., vertiports), integration into airspace and other modes of transportation, and competition with shared automated vehicles. This article discusses the results of a demand analysis examining the market potential of two potential AAM passenger markets—airport shuttles and air taxis. The airport shuttle market envisions AAM passenger service to, from, or between airports along fixed routes. The air taxi market envisions a more mature and scaled service that provides on-demand point-to-point passenger services throughout urban areas. Using a multi-method approach comprised of AAM travel demand modeling, Monte Carlo simulations, and constraint analysis, this study estimates that the air taxi and airport shuttle markets could capture a 0.5% mode share. The analysis concludes that AAM could replace non-discretionary trips greater than 45 min; however, demand for discretionary trips would be limited by consumer willingness to pay. This study concludes that AAM passenger services could have a daily demand of 82,000 passengers served by approximately 4000 four- to five-seat aircraft in the U.S., under the most conservative scenario, representing an annual market valuation of the 2.5 billion USD.

An optimization model of airport shuttle bus routes is constructed by taking operational reliability maximization as a main goal in this paper. Also, a hybrid genetic algorithm is designed to solve this problem. Then the theoretical method is applied to the case of Nanjing Lukou International Airport. During the research, a travel time reliability estimation method is proposed based on back propagation (BP) neural network. Absolute error and regression fitting methods are used to test the measurement results. It is proved that this method has higher accuracy and is applicable to calculate airport bus routes reliability. In algorithm design, the hill-climbing algorithm with strong local search ability is integrated into genetic algorithm. Initial solution is determined by hill-climbing algorithm so as to avoid the search process falling into a local optimal solution, which makes the accuracy of calculation result improved. However, the calculation results show that the optimization process of hybrid genetic algorithm is greatly affected by both the crossover rate and mutation rate. A higher mutation rate or lower crossover rate will decrease the stability of the optimization process. Multiple trials are required to determine the optimal crossover rate and mutation rate. The proposed method provides a scientific basis for optimizing the airport bus routes and improving the efficiency of airport’s external transportation services.

The present paper deals with a more efficient way of transporting passengers to the Košice airport, which will result in an overall acceleration of traffic and a reduced transportation time. Based on the actual time of boarding at specific stops on the given route, a simulation was performed through the Extend Simulation Program. Through simulating further two suggested modifications in the placement of ticket validators in the vehicle and through using the same input data, the passenger boarding time has been reduced. The data in the models can be modified and altered according to various requirements and criteria. Based on the results of the simulation, it was possible to propose a more efficient solution to accelerating the public transport to the Košice airport.

Soekarno-Hatta International Airport as a gateway has supported facilities such as the availability of airport transportation service integrator modes, namely: Damri Bus, Taxi, Bus Primajasa, Cipaganti Shuttle, Shuttle Bus, Transport Charter, City transport, and Motor Vehicle/Ojek as an alternative option for passenger air transport to final destination in Soeakrno Hatta Airport. Based SKEP. Adbandara Number ADSH.03/HK.30/III/2000, concerning Rules and Procedures of activities at Soekarno Hatta Airport in Article 78 regarding the operation of public transportation (1) describedthe permission of the operation of public transport in Soekarno Hatta Airport by the Directorate General of Land Transportation. Airline flight schedules both domestic and international flights have been adapted to the schedule of available modes of transport integrator at Soekarno Hatta Airport for passengers who want to use a transportation mode integrator who will travel tmuards the final destination is not too long to wait in the waiting room Soekarno Hatta Airport.Keywords: Service, Performance Feeder Transportation

Abstract— Yogyakarta International Airport is a new airport in Yogyakarta, located in Temon, Kulonprogo Regency. Yogyakarta International Airport began operations on May 6, 2019. It was marked by the first landing of Citilink from Halim Perdanakusuma Jakarta. To support airport operations, the Transportation Department also prepares supporting transportation modes, such as airport trains, Damri Buses and, Shuttle Bus to get to the Airport. This mode of transportation connects cities around the airport, such as Purworejo, Magelang, Yogyakarta City, and even Surakarta City. However, because the airport is still relatively new, the information obtained by the public is still minimal. Therefore an informative application is needed for prospective passengers to go to or leave the airport. The application is made based on mobile, by utilizing GPS technology to monitor the position of the vehicle in real-time. This application will make it easier for visitors to travel to areas around YIA Airport.

In this article, we unveil determinants of guest satisfaction with urban hotel locations and disclose what types of locations are preferred by guests. Using data from 8,185 online reviews of 220 Los Angeles hotels checked in during a 1-year period, we apply a mixed-effect ordered logit model to investigate factors determining location evaluation scores. We classify all location-related factors into three categories: accessibility to points of interest, transport convenience, and surrounding environment. Our results suggest that a property’s accessibility to attractions, airports, universities and public transportation, as well as green spaces, bodies of water, and local businesses are significant determinants. Free parking and airport shuttle bus service could mitigate disadvantages related to inferior airport accessibility. Moreover, we underscore different hotel location satisfaction effects across travelers’ experiences and types of travel described in the online reviews. Lastly, different types of travelers demonstrate heterogeneous location preferences related to different tourist attractions.

<p>Most of the transportation in Indonesia still uses oil as their fuel, thus Indonesia is currently facing one of the Energy Security issues which are oil availability. Nowadays, Indonesia doesn’t have sufficient oil production, consequently, Indonesia must import oil to meet its daily demand. Furthermore, Indonesia also dealing with an environmental issue from the transportation sector, which is air pollution. Air pollution is one of the non-military threats that threaten the lives of many people in Indonesia. The non-military defense is an effort made to ward off non-military threats. One of the ways to fight air pollution is to reduce the use of oil in the transportation sector. Currently, the development of innovative technology in the field of transportation is increasingly oriented to electric vehicles (EV). This is due to EVs that do not produce gas emissions, increase energy efficiency, and reduce oil consumption. In August 2018, a one-week trial runs on an electric bus at Soekarno-Hatta Airport conducted to looking for responses from passengers when boarding an electric bus as an airport shuttle bus. Therefore, this study will be further determining the strategies of electric bus implementation at Soekarno-Hatta Airport. The method used is a qualitative method using a case study approach and Strength-Weakness-Opportunity-Threat Analysis with Quantitative Strategic Programming Matrix. This study concludes that the strategy that has to be implemented first for electric bus implementation in Soekarno-Hatta Airport is Strength-Opportunity 3 (SO3) strategy, which is collaborating with Bus Companies to become a pioneer in electric bus implementation in Indonesia’s Airport and improve the Eco Airports Status.</p>

Bandara Soekarno-Hatta melayani pelanggan sebanyak 54 Juta Penumpang pada tahun 2015. Pelayanan transportasi antar terminal menggunakan moda transportasi shuttle bus berbahan bakar solar. Di sisi lain, terdapat limbah minyak jelantah yang diproduksi oleh perusahaan restoran cepat saji & katering. Guna memanfaatkan limbah minyak jelantah dan mendukung program eco airport melalui program daur ulang yang ramah lingkungan, inovasi penggunaan minyak biodiesel dari limbah minyak jelantah dapat menjadi solusi untuk mengatasi permasalahan ini. Tulisan ini akan menjelaskan konsep inovasi pemanfaatan minyak jelantah menjadi minyak biodiesel untuk bahan bakar shuttle bus di bandara Soekarno-Hatta dan evaluasi terhadap keuntungan dan kerugiannya sebagai referensi untuk tahap implementasi.

Purpose This research aims to investigate how Chinese leisure travelers value hotel amenities when they book hotel rooms in Hong Kong. Design/methodology/approach The research method was based on a conjoint analysis approach. Conjoint models were developed to determine how people make decisions and what they really value in products or services. Findings Price had the highest average importance value, followed by airport/local area shuttles, wireless internet, breakfast and quality of coffee/tea. Price, airport/local area shuttles and wireless internet were rated as being relatively more important than breakfast and quality of coffee/tea. Research limitations/implications This research has some limitations in terms of the generalizability of its findings to all hotels and travelers. First, only four hotel amenities were considered. Second, the research focused on Chinese leisure travelers staying in hotels in Hong Kong. Finally, the sample only consisted of leisure travelers. Practical implications This research shows that providing complimentary breakfast and free access to quality coffee/tea when a hotel already provides a shuttle service and free wireless internet does not add much value to the overall hotel product from the customer’s point of view. Moreover, it provides insights into how hotel professionals can customize and select the amenities they provide to impress their customers. Originality/value This research has significant implications for hotel managers’ efforts to formulate and implement strategies or tactics in their daily operations or long-term plans through the selection of hotel amenities.

This study proposes a multiobjective mixed integer linear programming (MOMILP) model for a demand-responsive airport shuttle service. The approach aims to assign a set of alternative fuel vehicles (AFVs) located at different depots to visit each demand point within the specified time and transport all of them to the airport. The proposed model effectively captures the interactions between path selection and environmental protection. Moreover, users with flexible pick-up time windows, the time-varying speed of vehicles on the road network, and the limited fuel for the route duration are also fully considered in this model. The work aims at simultaneously minimizing the operating cost, vehicle fuel consumption, and CO2 emissions. Since this task is an NP-hard problem, a heuristic-based nondominated sorting genetic algorithm (NSGA-II) is also presented to find Pareto optimal solutions in a reasonable amount of time. Finally, a real-world example is provided to illustrate the proposed methodology. The results demonstrate that the model not only selects an optimal depot for each AFV but also determines its route and timetable plan. A sensitivity analysis is also given to assess the effect of early/late arrival penalty weights and the number of AFVs on the model performance, and the difference in quality between the proposed and traditional models is compared.

Like other developed countries, Australia is experiencing considerable growth in air travel demand. This growth is putting tremendous pressure on airports to improve the capacity and level of service of access and egress modes. The main goal of this study was to develop a robust mode choice model for passengers’ access to airports, in the context of Brisbane, Australia. The novelty of this study includes (1) the use of recent techniques to combine passengers’ revealed and stated preferences for mode of access to airports and (2) the development of both traditional multinomial logit (MNL) as well as mixed logit (MXL) models using these data. The data were collected from 1,435 passengers through an online survey of both revealed and stated preferences, with the stated preferences pivoting on their most recent trip to Brisbane Airport. With these data, access mode choice models were estimated. MNL and MXL models were estimated that directly considered the effects of passenger mode choice inertia as well as novel passenger-specific characteristics. These factors had a large, statistically significant effect on the estimated models. The benefit of the MXL model was shown in the results, as the passengers’ value of time from the MXL model was A$105.15/h, which was strikingly lower than the MNL-estimated value of time. In addition, there were notably high direct elasticities for bus and shuttle with respect to travel time, and for car and taxi with respect to travel cost.

The National Highway Traffic Safety Administration (NHTSA) recently published a final rule requiring lap/shoulder seat belts in all new large motorcoaches and buses manufactured on or after November 28, 2016 (NHTSA, 2013). Studies of vehicle belt use in passenger vehicles demonstrate that many factors other than availability influence whether a seat belt is used by an individual in a particular circumstance. The present observational study examined passenger seat belt use in airport shuttle buses traveling short distances over urban roads with frequent stops, in four U.S. cities. Seat belts were used very rarely when provided - only 1% (2 out of 156) of passengers buckled up. These findings are consistent with other studies of passenger seat belt use in motorcoach buses, and suggest that without concomitant legislation mandating and enforcing seat belt usage, the vast majority of bus passengers are unlikely to use seat belts even when provided.

Passenger satisfaction towards airport service quality is influenced by the level of service at the previous service quality. It causes the new facility is expected to exceed the previous service quality. Service quality improvement of people mover system in Grand Design of Soekarno Hatta International Airport (SHIA) expected to support increasing airport service quality management. People mover existing conditions that occur on a free shuttle bus has caused some customer complaint. The purpose of this thesis is providing strategic support as complaint handling on people mover system to enhancing SHIA service quality. The discussion involves a passenger's perspectives, passengers’ satisfaction, and airport service quality to get a purpose of research. This thesis utilizes Fodness and Murray (2007) theory regarding the accurate scale to measure SHIA service quality by using Servqual method and Kano Model approach. Airport Service Quality (ASQ) aims to give an airport more competitive in the relationship between business and operations. In this thesis offers support strategy in service quality attributes and considerations to assist airport management in improving airport service quality. This thesis finds the value gap between airport management and passengers’ perspectives that serve as accurate scale in each service attributes on people mover facility at SHIA that must be met to achieve satisfaction based on passengers’ perspectives. Also, this thesis finds several services attributes that must be met on people mover facility at SHIA as a basic service needs by passengers need. Airport management at SHIA should focus on the improved operating system of people mover system related to attributes punctuality, free of charge, information about the schedule, headway, and safety. This thesis presents the relationship between the value gap with service attributes that must be met by passengers’ perspectives, passengers’ satisfaction, and airport service quality. This thesis shows how an airport service quality is decided based on gap scale between airport management with passenger perspectives and priority services as passengers’ guarantee.

As the world's biggest energy consumer and the world's first car production and marketing country, car exhaust emissions have become an important cause of serious environmental pollution. The paper calculates the life cycle costs of HEB, BEB, and CDB by the life cycle cost model considering the environmental benefits in the case of small public transportation system being the big scenarios. The paper takes the capital airport shuttle bus system as an example, analyzing applications of alternative energy in the system, thus providing evidence for applications of alternative energy in a small public transportation system, improving continuously the proportion of electric energy in the consumption of end-use energy, promoting social energy conservation and mitigating environmental pollution problems.

There are increasing interests in improving public transportation systems. One of the proposed strategies for this improvement is the use of Battery Electric Vehicles (BEVs). This approach leads to a new challenge as the BEVs’ routing is exposed to the traditional routing problems of conventional vehicles, as well as the particular requirements of the electrical technologies of BEVs. Examples of BEVs’ routing problems include the autonomy, battery degradation, and charge process. This work presents a differential evolution algorithm for solving an electric vehicle routing problem (EVRP). The formulation of the EVRP to be solved is based on a scheme to coordinate the BEVs’ routing and recharge scheduling, considering operation and battery degradation costs. A model based on the longitudinal dynamics equation of motion estimates the energy consumption of each BEV. A case study, consisting of an airport shuttle service scenario, is used to illustrate the proposed methodology. For this transport service, the BEV energy consumption is estimated based on experimentally measured driving patterns.

A general problem in large cities is mobility. Every day, there are incidents (accidents, construction, or meteorological events) that increase the duration of the journeys in a city and exert negative effects on the lives of citizens. A particular case of this situation is communications with airports. Shuttles are a type of private transport service that operates in airports. The number of passengers carried by shuttles is small. Moreover, shuttles transport passengers to their final destinations and their prices are more competitive than those other private services. However, shuttle services have a limitation with respect to their routes due to the many different destinations of passengers. For this reason, it is important to be able to calculate the best route to optimize the journey. This work presents an Android application that implements a value-added service to plan the route of a shuttle and manage its service (passengers, journeys, routes, etc.). This application combines information from different sources, such as geolocation information from the shuttle driver’s mobile phone, information on the passengers, and results obtained from the service offered by MapBox to calculate the optimized route between several destinations.

How does the growth of transportation network companies (TNCs) at airports affect the use of shared modes and congestion? Using data from the 2015 passenger survey from Los Angeles International Airport (LAX), San Francisco International Airport (SFO), and Oakland International Airport (OAK), this research analyzes TNCs’ relationship with shared modes (modes that typically have higher vehicle-occupancy and include public transit such as buses and light rail, shared vans or shuttles) and the demand for their shared vs. standard service at the airport. Because TNCs both replace shared rides and make them possible, the research also measured the net effects at these airports. The results suggest that in 2015, TNCs caused 215,000 and 25,000 passengers to switch from shared to private modes at SFO and OAK, respectively. By 2020, the increase is expected to be about 840,000 and 107,000 passengers per year, respectively.

Traditionally vehicles act only as servers in transporting passengers and goods. With increasing sensor equipment in vehicles, including automated vehicles, there is a need to test algorithms that consider the dual role of vehicles as both servers and sensors. The paper formulates a sequential route selection problem as a shortest path problem with on-time arrival reliability under a multi-armed bandit setting, a type of reinforcement learning model. A decision-maker has to make a finite set of decisions sequentially on departure time and path between a fixed origin-destination pair such that on-time reliability is maximized while travel time is minimized. The upper confidence bound algorithm is extended to handle this problem. Several tests are conducted. First, simulated data successfully verifies the method, then a real-data scenario is constructed of a hotel shuttle service from midtown Manhattan in New York City providing hourly access to John F. Kennedy International Airport. Results suggest that route selection with multi-armed bandit learning algorithms can be effective but neglecting passenger scheduling constraints can have negative effects on on-time arrival reliability by as much as 4.8% and combined reliability and travel time by 66.1%.

In this case study, an active runway of a civilian airport in Zonguldak, Turkey was used to assess the suitability of spaceborne digital elevation models (DEMs) to model an anthropogenic structure. The tested DEMs include the Advanced Spaceborne Thermal Emission and Reflection Radiometer (ASTER), the Advanced Land Observing Satellite (ALOS) World 3D 30 m (AW3D30), the Shuttle Radar Topography Mission (SRTM)-1”, the SRTM-3”, the SRTM-X, the TanDEM-3”, and the WorldDEMTM. A photogrammetric high accuracy DEM was also available for the tests. As a reference dataset, a line-leveling survey of the runway using a Leica Sprinter 150/150M instrument was performed. The selection of a runway as a testbed for this type of investigation is justified by its unique characteristics, including its flat surface, homogenous surface material, and availability for a ground survey. These characteristics are significant because DEMs over similar structures are free from environment- and target-induced error sources. For our test area, the most accurate DEM was the WorldDEMTM followed by the SRTM-3” and TanDEM-3”, with vertical errors (LE90) equal to 1.291 m, 1.542 m, and 1.56 m, respectively. This investigation uses a method, known as the runway method, for identifying the vertical errors in DEMs.

Vehicle activity is an integral component in the estimation of mobile source emissions and the study of emission inventories. In the Environmental Protection Agency’s (EPA’s) Motor Vehicle Emission Simulator (MOVES) model and the California Air Resources Board’s (CARB’s) Emission Factor (EMFAC) model, vehicle activity is defined for source types, in which vehicles within a source type are assumed to have the same activity. In both of these models, source types for heavy-duty vehicles are limited in number and the assumption that the activity within these source types is similar may be inaccurate. The focus of this paper is to improve vehicle emission estimates by improving characterization of heavy-duty vehicle activity using vehicle vocation. This paper presents results and analysis from the collection of real-world activity data of 90 vehicles from 19 vehicle categories made up from a combination of vehicle vocation, gross vehicle weight, and geographical area— namely, line haul—out of state; line haul—in state; drayage—Northern California; drayage—Southern California; agricultural—Southern Central Valley; heavy construction; concrete mixers; food distribution; beverage distribution; local moving; airport shuttle; refuse; urban buses; express buses; freeway work; sweeping; municipal work; towing; and utility repair. Results show that real-world activity patterns of heavy-duty vehicles vary greatly by vocation and in some cases by geographic region. Vocation-specific activity information can be used to update assumptions in EPA’s MOVES model or CARB’s EMFAC model to address this variability in emission inventory development.

ABSTRAKInformasi mengenai debit puncak sangat penting dalam perencanaan pembangunan infrastruktur. Debit puncak dapat diprediksi menggunakan data dari alat pengukur tinggi muka air yang di pasang di outlet Daerah Aliran Sungai (DAS). Namun demikian, tidak semua DAS memiliki alat tersebut, terutama yang berada pada daerah dengan tingkat aksesibilitas rendah. Teknologi penginderaan jauh dapat menggantikan cara tersebut dalam menyediakan data dan informasi sumberdaya alam maupun pemantauan lingkungan. Tujuan dari penelitian ini adalah untuk mengetahui pengaruh perubahan penutupan lahan terhadap debit puncak di Sub DAS Jelap. Sub DAS Jelap merupakan bagian dari DAS Kapuas yang berada di Kabupaten Sintang, Propinsi Kalimantan Barat. Data curah hujan diperoleh dari stasiun pengamatan curah hujan Bandara Susilo. Debit puncak dihitung menggunakan metode Rational dengan memanfaatkan data satelit penginderaan jauh berupa Digital Elevation Model/ Shuttle Radar Topography Mission (DEM/ SRTM). Selama 1990-2016, hutan lahan kering sekunder dan hutan rawa sekunder mengalami penurunan seluas 1298 ha dan 338 ha, sedangkan semak belukar, semak belukar rawa, pertanian lahan kering campur semak, perkebunan dan area pertambangan mengalami peningkatan sebesar 78 ha, 102 ha, 814 ha, 640 ha, dan 2 ha. Perubahan penutupan lahan tersebut telah meningkatkan koefisien runoff dengan rata-rata peningkatan sebesar 0,14%. Dengan luas daerah terbangun kurang dari 1%, debit puncak yang dihasilkan berdasarkan analisis spasial memiliki pola yang hampir sama dengan fluktuasi curah hujan maksimum. Hal ini menunjukkan bahwa dibandingkan faktor lainnya, curah hujan maksimum merupakan faktor yang sangat menentukan nilai debit puncak di Sub DAS Jelap.Kata kunci: Penutupan lahan, curah hujan, debit puncak, Jelap, SintangEnglish title: Analysis of land cover change and its impact on peak discharge in Jelap Sub-Watershed, Sintang DistrictABSTRACTInformation on peak discharge is crucial in infrastructure development planning. Peak discharge could be predicted using data from water level gauges which installed at the watershed outlet. However, not all of the watersheds have such tools, especially those in areas with low accessibility levels. Remote sensing technology could replace such tools in providing data and information of natural resources as well as environmental monitoring. The objective of this research was to analyze the land cover change and its impact on peak discharge at Jelap Sub-Watershed. Jelap Sub-Watershed is part of Kapuas Watershed located in Sintang District, West Kalimantan Province. The rainfall data were collected from Susilo Airport Rainfall Station. Peak discharge was calculated using a rational method by utilizing remote sensing satellite data in the form of Digital Elevation Model/ Shuttle Radar Topography Mission (DEM/ SRTM). Throughout 1990-2016, the area of secondary dry land forest and secondary swamp forest declined by 1298 ha and 338 ha, while shrubs, swamp shrubs, mixed dry land agriculture, plantations, and mining areas increased by 78 ha, 102 ha, 814 ha, 640 ha, and 2 ha. The change in land cover has increased the runoff coefficient with 0,14% average increment. With built area less than 1%, the peak discharge generated spatially had a similar pattern with the fluctuation of maximum rainfall. Compared to other factors, the maximum rainfall was the most decisive factor to determine peak discharge in Jelap Sub-Watershed.Keywords: Landcover, Rainfall, Peak discharge, Jelap, SintangCitation: Auliyani, D. (2018). Analisis perubahan penutupan lahan dan pengaruhnya terhadap debit puncak di Sub Daerah Aliran Sungai Jelap, Kabupaten Sintang. Jurnal Ilmu Lingkungan, 16(1),61-67, doi:10.14710/jil.16.1.61-67

Abstract. A new airborne tandem measurement platform for cloud-radiation interaction studies is introduced in this paper. It consists of a Learjet 35A research aircraft and the AIRcraft TOwed Sensor Shuttle (AIRTOSS), which is an instrumented drag-body towed by the Learjet. Currently, the AIRTOSS is instrumented with a Cloud Imaging Probe (CIP) for measuring cloud microphysical properties and an Inertial Navigation System (INS) for measurements of flight attitudes. The cable dragging AIRTOSS can be as long as four kilometres. Thus, truly collocated measurements in two altitudes above, in, and below clouds can be obtained. Results from first test flights with Learjet and AIRTOSS are reported here. The flights were performed from Hohn Airport, Germany. Specific manoeuvres were flown to test the aerodynamic behaviour of the drag-body and to investigate the suitability of AIRTOSS for high-precision irradiance measurements which require a stable flight attitude of AIRTOSS. The flight attitude data show that AIRTOSS is sensitive to several flight manoeuvres such as turns, altitude and airspeed changes, and also to changes of towing cable length. The effects of these manoeuvres on the attitude angles of AIRTOSS have been quantified. Maximum roll angle deviations were observed during turns. Even small changes in heading can lead to high roll angles (one degree change in heading causes a change in roll angle of about eight degrees). The pitch angle varies during climb or dive periods, extending or retracting of towing cable, acceleration or deceleration, and even when flying at too low or too high true airspeed depending on altitude. Values of pitch angle between −5° (dive) and 8° (climb and retracting towing cable) have been observed. While change in attitude is not problematic for cloud particle property measurements it is for radiation measurements. Here, the deviation from the horizontal should be no more than 3° to avoid large errors. When keeping the above mentioned flight parameters constant, sufficiently stable flight conditions can be maintained to perform high-quality irradiance measurements with AIRTOSS in future experiments. During this test campaign also observations of cloud microphysical data as for example droplet number concentrations and size distributions with the AIRTOSS in stratocumulus clouds were performed to prove the compliance with scientific needs. Simultaneous spectral cloud radiation measurements have been made. The measurements of internal operational data of AIRTOSS as well as the first atmospheric data demonstrate the suitability of this tandem platform for detailed cloud microphysics and radiation interaction studies.

Abstract. A new airborne tandem measurement platform for cloud-radiation interaction studies is introduced in this paper. It consists of a Learjet 35A research aircraft and the AIRcraft TOwed Sensor Shuttle (AIRTOSS), which is an instrumented drag-body towed by the Learjet. Currently, the AIRTOSS is instrumented with a Cloud Imaging Probe (CIP) for measuring cloud microphysical properties and an Inertial Navigation System (INS) for measurements of flight attitudes. The cable dragging AIRTOSS can be as long as four kilometres. Thus, truly collocated measurements in two altitudes above, in, and below clouds can be obtained. Results from first test flights with Learjet and AIRTOSS are reported here. The flights were performed from Hohn Airport, Germany. Specific manoeuvres were flown to test the aerodynamic behaviour of the drag-body and to investigate the suitability of AIRTOSS for high-precision irradiance measurements which require a stable flight attitude of AIRTOSS. The flight attitude data show that AIRTOSS is sensitive to several flight manoeuvres such as curves, altitude and airspeed changes, and also to changes of towing cable length. The effects of these manoeuvres on the attitude angles of AIRTOSS have been quantified. Maximum roll angle deviations were observed during curve flight. Even small changes in heading can lead to high roll angles (one degree change in heading causes a change in roll angle of about eight degrees). The pitch angle varies during climb or dive periods, extending or retracting of towing cable, acceleration or deceleration, and even when flying at too low or too high true airspeed depending on altitude. Values of pitch angle between −5° (dive) and 8° (climb and retracting towing cable) have been observed. While change in attitude is not problematic for cloud particle property measurements it is for radiation measurements. Here, the deviation from the horizontal should be no more than 3° to avoid large errors. When keeping the above mentioned flight parameters constant, sufficiently stable flight conditions can be maintained to perform high-quality irradiance measurements with AIRTOSS in future experiments. During this test campaign also observations of cloud microphysical data as for example droplet number concentrations and size distributions with the AIRTOSS in stratocumulus clouds were performed to prove the compliance with scientific needs. Simultaneous radiation measurements of the clouds have been made. The measurements of internal operational data of AIRTOSS as well as the first atmospheric data demonstrate the suitability of this tandem platform for detailed cloud microphysics and radiation interaction studies.

The rapid evolution of autonomous technology in the field of automotive and information technology (IT) has made it possible to implement autonomous vehicles (AVs) for public passenger transport. Although the shuttle bus transport capacities currently in use are low (maximum 15 people), the use of these transport units in large urban agglomerations is beneficial for society. The current paper is written to review the current AV implementation with respect to shuttle buses with its direct implications in their scientific evolution, with direct links to the legal and social aspects of public transportation all over the world. A critical aspect that is presented in the paper is the legal framework of autonomous driving, which is extremely uneven around the globe, with the direct impact of autonomous shuttle bus exploitation. As the legislation on AVs presents some shortcomings in the approval, registration, and public road implementation of these vehicles, many of the world’s major cities have found ways to integrate them into testing programs, establishing the basis for future comprehensive legislative measures in this highly dynamic scientific domain. The current technological solutions adopted by several autonomous shuttle bus producers will be presented with an exhaustive overview of each major component. The aspects of the control algorithm, with its complicated layers of security and perturbance factors, will be explained in detail. Thus, in some countries/cities, autonomous shuttle buses have been implemented on less-traveled routes where they can travel at speeds up to 25 km/h without hindering the public’s circulation, such as university campuses, industrial areas, airports, and sports bases. Some countries/cities use autonomous shuttle buses for pilot programs related to passenger transport, while others use them in postal transport and others for scientific purposes. In all of these situations, the first step in autonomous driving has been taken. The paper also makes an evaluation of the social factors that are a consequence of the mass introduction of autonomous driving as a means of public transportation. Autonomous shuttle buses are becoming a part of everyday life in big cities. Their acceptance as a strategic means of transport depends on their efficiency in daily services; through its efficiency, this means of transport will become a game-changer once its benefits become not only known but experienced by a large number of users.

Abstract This article provides the fatigue life estimation of the frame of a new electrically powered shuttle used in airports and resorts. The frame and components of the electrically powered shuttle were designed by expert employers of the OSCAR Co. using a CATIA computer program. Accelerometers were mounted under and above the prototype electric vehicle frame and external load path interaction data were collected by road tests. By means of five varied degrees of road roughness and three different conditions for vehicle loading, the raw road data were recorded via accelerometers on the vehicle frame. The recorded raw data was made available by processing with the FDesign program. After the external load was determined, a 3D drawing of the frame of the vehicle was transferred to the ANSYS program as a step file. In the chassis model transferred to the ANSYS program; material assignment, meshing of the frame structure, defining the boundary conditions of the structure and static analysis were determined according to the most critical road load, following which fatigue analyses were performed for five different roads. The fatigue life and damage amount of each road on the vehicle frame were calculated separately by considering Miner’s rule according to the S-N high cycle method. Experiments showed that no fatigue damage occurred within the predicted 200,000 km.

The increase in air transportation demand implies challenges on airport ground access. Using private transportation mode to reach the airport is a typical practice which results in the vast demand for parking facilities. These facilities are located farther from the terminal, increasing the access time. This research aimed to develop the concept of an advance airport Personal Rapid Transit (PRT) that connects parking facilities to the terminal as a shuttle service, and provides on-board integrated flight-related services, such as check-in and baggage handling. The system architecture and operational models were developed, thus all relevant components and functions were identified, especially focusing on information management tasks. A questionnaire survey was performed and conducted at Budapest Airport to reveal the user expectations towards an advanced PRT service at the airport. Moreover, a layout selection method was developed which was applied to Budapest Airport as a case study. The proposed PRT service provides a seamless transit by access to airport terminals from remote parking facilities conveniently and the time consumption of flight-related activities is significantly reduced too.

<p>Tujuan penelitian ini adalah untuk mengetahui faktor kepuasan dan faktor ketidakpuasan konsumen terhadap <em>International Airport Hotel</em> di Bandara Soekarno Hatta Tangerang berdasarkan situs TripAdvisor dan Expedia.Penelitian ini menggunakan pendekatan kualitatif deskriptif dengan teknik analisis isi. Terdapat empat hotel yang menjadi objek penelitian, yaitu Bandara International Hotel, Swiss-Belhotel Airport Jakarta, Ibis Style Jakarta Airport, Ibis Budget Jakarta Airport. Teknik analisis isi dilakukan dengan menganalisis 534 ulasan yang mewakili kepuasan konsumen dan 112 ulasan yang mewakili ketidakpuasan konsumen, yang didapatkan dari dua platform hotel yaitu TripAdvisor dan Expedia. Hasil penelitian menjabarkan bahwa terdapat 12 faktor yang menentukan kepuasan konsumen yaitu fasilitas, lokasi, kualitas kamar, produk makanan dan minuman, kebersihan, kualitas pelayanan, nilai, desain, internet, suasana dan program keanggotaan. Faktor utama penentu kepuasan yaitu fasilitas terdiri dari layanan antar jemput gratis ke bandara, layanan antar ke pusat perbelanjaan, kolam renang dan restoran yang sesuai harapan.Sedangkan faktor yang menentukan ketidakpuasan konsumen terdiri dari 11 faktor yaitu kualitas kamar, kebersihan, karyawan, produk makanan dan minuman, masalah operasional, kualitas pelayana, fasilitas, nilai, penagihan, harga dan kegunaan produk. Faktor utama penentu ketidakpuasan yaitu kualitas kamar terdiri dari <em>amenities</em>yangtidak lengkap, fasilitas dan ukuran kamar tidak sesuai harapan dan kamar yang tidak kedap suara.Penelitian ini memberikan kontribusi bahwa ulasan pada media online dapat memberikan informasi bagi pihak manajemen hotel untuk mengenai faktor yang menyebabkan tamu puas dan tidak puas, sehingga dapat menjadi kajian untuk meningkatkan kinerja hotel.</p><p> </p><p><strong>Kata Kunci: </strong>Faktor Kepuasan, Faktor Ketidakpuasan, Airport Hotel, Atribut Hotel</p><p> </p><p> </p><p align="center"><strong><em>ABSTRACT</em></strong><strong><em>:</em></strong><em></em></p><h5><em>The purpose of this study is to determine the consumer satisfaction factors and dissatisfaction factors for International Airport Hotel in Soekarno Hatta Airport Tangerang based on TripAdvisor and Expedia sites. This research uses descriptive qualitative approach with content analysis. There are four hotels as research objects; International Airport Hotel, Swiss-Belhotel Airport Jakarta, Ibis Style Jakarta Airport, Ibis Budget Jakarta Airport. Content analysis techniques were conduct by analyzing 534 ulasan representing consumer satisfaction and 112 ulasan representing consumer dissatisfaction, obtained from two hotel platforms; TripAdvisor and Expedia. Plagiarsm checking is also done using TurnItIn software. The result of research shows that there are 12 factors that determine consumer satisfaction; facility, location, room quality, food and beverage product, hygiene, service quality, value, design, internet, atmosphere and membership program. The main factors determining the satisfaction of the facility consists of free shuttle service to the airport, shuttle service to the shopping center, swimming pool and restaurant. While, the factors that determine consumer dissatisfaction consists of 11 factors; room quality, cleanliness, employees, food products and beverages, operational issues, service quality, facilities, value, billing, pricing and product usability. The main factor determining the dissatisfaction of room quality consists of incomplete amenities, facilities and room size is not as expected and rooms are not soundproof. This study contributes that ulasan on online media can provide valuable information for the hotel management to determine the consumer satisfiers and dissatisfies factors, in order to improve hotel performance.</em></h5><h5><em> </em></h5><p><strong><em>Keywords</em></strong><strong><em>: </em></strong><em>Satisfaction Factors, Dissatisfaction Factors, Airport Hotel, Hotel Attributes</em></p>

IntroductionI have been studying the creation of Metro style train travel in Sydney for over a decade. My focus has been on the impact that media has had on the process (see Richardson, “Curatorial”; “Upheaval”; “Making”). Through extensive expert, public, and media research, I have investigated the coalitions and alliances that have formed (and disintegrated) between political, bureaucratic, news media, and public actors and the influences at work within these actor-networks. As part of this project, I visited an underground Métro turning fifty in Montreal, Canada. After many years studying the development of a train that wasn’t yet tangible, I wanted to ask a functional train the simple ethnomethodological/Latourian style question, “what do you do for a city and its people?” (de Vries). Therefore, in addition to research conducted in Montreal, I spent ten days wandering through many of the entrances, tunnels, staircases, escalators, mezzanines, platforms, doorways, and carriages of which the Métro system consists. The purpose was to observe the train in situ in order to broaden potential conceptualisations of what a train does for a city such as Montreal, with a view of improving the ideas and messages that would be used to “sell” future rapid rail projects in other cities such as Sydney. This article outlines a selection of the pathways wandered, not only to illustrate the power of social research based on physical wandering, but also the potential power the metaphorical and conceptual wandering an Actor-Network Theory (ANT) assemblage affords social research for media communications.Context, Purpose, and ApproachANT is a hybrid theory/method for studying an arena of the social, such as the significance of a train to a city like Montreal. This type of study is undertaken by following the actors (Latour, Reassembling 12). In ANT, actors do something, as the term suggests. These actions have affects and effects. These might be contrived and deliberate influences or completely circumstantial and accidental impacts. Actors can be people as we are most commonly used to understanding them, and they can also be texts, technological devices, software programs, natural phenomena, or random occurrences. Most significantly though, actors are their “relations” (Harman 17). This means that they are only present if they are relating to others. These relations and the resulting influences and impacts are called networks. A network in the ANT sense is not as simple as the lines that connect train stations on a rail map. Without actions, relations, influences, and impacts, there are no actors. Hence the hyphen in actor-network; the actor and the network are symbiotic. The network, rendered visible through actor associations, consists of the tenuous connections that “shuttle back and forth” between actors even in spite of the fact their areas of knowledge and reality may be completely separate (Latour Modern 3). ANT, therefore, may be considered an empirical practice of tracing the actors and the network of influences and impacts that they both help to shape and are themselves shaped by. To do this, central ANT theorist Bruno Latour employs a simple research question: “what do you do?” This is because in the process of doing, somebody or something is observed to be affecting other people or things and an actor-network becomes identifiable. Latour later learned that his approach shared many parallels with ethnomethodology. This was a discovery that more concretely set the trajectory of his work away from a social science that sought explanations “about why something happens, to ontological ones, that is, questions about what is going on” (de Vries). So, in order to make sense of people’s actions and relations, the focus of research became asking the deceptively simple question while refraining as much as possible “from offering descriptions and explanations of actions in terms of schemes taught in social theory classes” (14).In answering this central ANT question, studies typically wander in a metaphorical sense through an array or assemblage (Law) of research methods such as formal and informal interviews, ethnographic style observation, as well as the content analysis of primary and secondary texts (see Latour, Aramis). These were the methods adopted for my Montreal research—in addition to fifteen in-depth expert and public interviews conducted in October 2017, ten days were spent physically wandering and observing the train in action. I hoped that in understanding what the train does for the city and its people, the actor-network within which the train is situated would be revealed. Of course, “what do you do?” is a very broad question. It requires context. In following the influence of news media in the circuitous development of rapid rail transit in Sydney, I have been struck by the limited tropes through which the potential for rapid rail is discussed. These tropes focus on technological, functional, and/or operational aspects (see Budd; Faruqi; Hasham), costs, funding and return on investment (see Martin and O’Sullivan; Saulwick), and the potential to alleviate peak hour congestion (see Clennell; West). As an expert respondent in my Sydney research, a leading Australian architect and planner, states, “How boring and unexciting […] I mean in Singapore it is the most exciting […] the trains are fantastic […] that wasn’t sold to the [Sydney] public.” So, the purpose of the Montreal research is to expand conceptualisations of the potential for rapid rail infrastructure to influence a city and improve communications used to sell projects in the future, as well as to test the role of both physical and metaphorical ANT style wanderings in doing so. Montreal was chosen for three reasons. First, the Métro had recently turned fifty, which made the comparison between the fledgling and mature systems topical. Second, the Métro was preceded by decades of media discussion (Gilbert and Poitras), which parallels the development of rapid transit in Sydney. Finally, a different architect designed each station and most stations feature art installations (Magder). Therefore, the Métro appeared to have transcended the aforementioned functional and numerically focused tropes used to justify the Sydney system. Could such a train be considered a long-term success?Wandering and PathwaysIn ten days I rode the Montreal Métro from end to end. I stopped at all the stations. I wandered around. I treated wandering not just as a physical research activity, but also as an illustrative metaphor for an assemblage of research practices. This assemblage culminates in testimony, anecdotes, stories, and descriptions through which an actor-network may be glimpsed. Of course, it is incomplete—what I have outlined below represents only a few pathways. However, to think that an actor-network can ever be traversed in its entirety is to miss the point. Completion is a fallacy. Wandering doesn’t end at a finish line. There are always pathways left untrodden. I have attempted not to overanalyse. I have left contradictions unresolved. I have avoided the temptation to link paths through tenuous byways. Some might consider that I have meandered, but an actor-network is never linear. I can only hope that my wanderings, as curtailed as they may be, prove nuanced, colourful, and rich—if not compelling. ANT encourages us to rethink social research (Latour, Reassembling). Central to this is acknowledging (and becoming comfortable with) our own role as researcher in the illumination of the actor-network itself.Here are some of the Montreal pathways wandered:First Impressions I arrive at Montreal airport late afternoon. The apartment I have rented is conveniently located between two Métro stations—Mont Royal and Sherbrooke. I use my phone and seek directions by public transport. To my surprise, the only option is the bus. Too tired to work out connections, I decide instead to follow the signs to the taxi rank. Here, I queue. We are underway twenty minutes later. Travelling around peak traffic, we move from one traffic jam to the next. The trip is slow. Finally ensconced in the apartment, I reflect on how different the trip into Montreal had been, from what I had envisaged. The Métro I had travelled to visit was conspicuous in its total absence.FloatingIt is a feeling of floating that first strikes me when riding the Métro. It runs on rubber tyres. The explanation for the choice of this technology differs. There are reports that it was the brainchild of strong-willed mayor, Jean Drapeau, who believed the new technology would showcase Montreal as a modern world-scale metropolis (Gilbert and Poitras). However, John Martins-Manteiga provides a less romantic account, stating that the decision was made because tyres were cheaper (47). I assume the rubber tyres create the floating sensation. Add to this the famous warmth of the system (Magder; Hazan, Hot) and it has a thoroughly calming, even lulling, effect.Originally, I am planning to spend two whole days riding the Métro in its entirety. I make handwritten notes. On the first day, at mid-morning, nausea develops. I am suffering motion sickness. This is a surprise. I have always been fine to read and write on trains, unlike in a car or bus. It causes a moment of realisation. I am effectively riding a bus. This is an unexpected side-effect. My research program changes—I ride for a maximum of two hours at a time and my note taking becomes more circumspect. The train as actor is influencing the research program and the data being recorded in unexpected ways. ArtThe stained-glass collage at Berri-Uquam, by Pierre Gaboriau and Pierre Osterrath, is grand in scale, intricately detailed and beautiful. It sits above the tunnel from which the trains enter and leave the platform. It somehow seems wholly connected to the train as a result—it frames and announces arrivals and departures. Other striking pieces include the colourful, tiled circles from the mezzanine above the platform at station Peel and the beautiful stained-glass panels on the escalator at station Charlevoix. As a public respondent visiting from Chicago contends, “I just got a sense of exploration—that I wanted to have a look around”.Urban FormAn urban planner asserts that the Métro is responsible for the identity and diversity of urban culture that Montreal is famous for. As everyone cannot live right above a Métro station, there are streets around stations where people walk to the train. As there is less need for cars, these streets are made friendlier for walkers, precipitating a cycle. Furthermore, pedestrian-friendly streets promote local village style commerce such as shops, cafes, bars, and restaurants. So, there is not only more access on foot, but also more incentive to access. The walking that the Métro induces improves the dynamism and social aspects of neighbourhoods, a by-product of which is a distinct urban form and culture for different pockets of the city. The actor-network broadens. In following the actors, I now have to wander beyond the physical limits of the system itself. The streets I walk around station Mont Royal are shopping and restaurant strips, rich with foot traffic at all times of day; it is a vibrant and enticing place to wander.Find DiningThe popular MTL blog published a map of the best restaurants the Métro provides access to (Hazan, Restaurant).ArchitectureStation De La Savane resembles a retro medieval dungeon. It evokes thoughts of the television series Game of Thrones. Art and architecture work in perfect harmony. The sculpture in the foyer by Maurice Lemieux resembles a deconstructed metal mace hanging on a brutalist concrete wall. It towers above a grand staircase and abuts a fence that might ring a medieval keep. Up close I realise it is polished, precisely cut cylindrical steel. A modern fence referencing another time and place. Descending to the platform, craggy concrete walls are pitted with holes. I get the sense of peering through these into the hidden chambers of a crypt. Overlaying all of this is a strikingly modern series of regular and irregular, bold vertical striations cut deeply into the concrete. They run from floor to ceiling to add to a cathedral-like sense of scale. It’s warming to think that such a whimsical train station exists anywhere in the world. Time WarpA public respondent describes the Métro:It’s a little bit like a time machine. It’s a piece of the past and piece of history […] still alive now. I think that it brings art or form or beauty into everyday life. […] You’re going from one place to the next, but because of the history and the story of it you could stop and breathe and take it in a little bit more.Hold ups and HostagesA frustrated General Manager of a transport advocacy group states in an interview:Two minutes of stopping in the Métro is like Armageddon in Montreal—you see it on every media, on every smartphone [...] We are so captive in the Métro [there is a] loss of control.Further, a transport modelling expert asserts:You’re a hostage when you’re in transportation. If the Métro goes out, then you really are stuck. Unfortunately, it does go out often enough. If you lose faith in a mode of transportation, it’s going to be very hard to get you back.CommutingIt took me a good week before I started to notice how tired some of the Métro stations had grown. I felt my enthusiasm dip when I saw the estimated arrival time lengthen on the electronic noticeboard. Anger rose as a young man pushed past me from behind to get out of a train before I had a chance to exit. These tendrils of the actor-network were not evident to me in the first few days. Most interview respondents state that after a period of time passengers take less notice of the interesting and artistic aspects of the Métro. They become commuters. Timeliness and consistency become the most important aspects of the system.FinaleI deliberately visit station Champ-de-Mars last. Photos convince me that I am going to end my Métro exploration with an experience to savour. The station entry and gallery is iconic. Martins-Manteiga writes, “The stained-glass artwork by Marcelle Ferron is almost a religious experience; it floods in and splashes down below” (306). My timing is off though. On this day, the soaring stained-glass windows are mostly hidden behind protective wadding. The station is undergoing restoration. Travelling for the last time back towards station Mont Royal, my mood lightens. Although I had been anticipating this station for some time, in many respects this is a revealing conclusion to my Métro wanderings.What Do You Do?When asked what the train does, many respondents took a while to answer or began with common tropes around moving people. As a transport project manager asserts, “in the world of public transport, the perfect trip is the one you don’t notice”. A journalist gives the most considered and interesting answer. He contends:I think it would say, “I hold the city together culturally, economically, physically, logistically—that’s what I do […] I’m the connective tissue of this city”. […] How else do you describe infrastructure that connects poor neighbourhoods to rich neighbourhoods, downtown to outlying areas, that supports all sorts of businesses both inside it and immediately adjacent to it and has created these axes around the city that pull in almost everybody [...] And of course, everyone takes it for granted […] We get pissed off when it’s late.ConclusionNo matter how real a transportation system may be, it can always be made a little less real. Today, for example, the Paris metro is on strike for the third week in a row. Millions of Parisians are learning to get along without it, by taking their cars or walking […] You see? These enormous hundred-year-old technological monsters are no more real than the four-year-old Aramis is unreal: They all need allies, friends […] There’s no inertia, no irreversibility; there’s no autonomy to keep them alive. (Latour, Aramis 86)Through ANT-based physical and metaphorical wanderings, we find many pathways that illuminate what a train does. We learn from various actors in the actor-network through which the train exists. We seek out its “allies” and “friends”. We wander, piecing together as much of the network as we can. The Métro does lots of things. It has many influences and it influences many. It is undeniably an actor in an actor-network. Transport planners would like it to appear seamless—commuters entering and leaving without really noticing the in-between. And sometimes it appears this way. However, when the commuter is delayed, this appearance is shattered. If a signal fails or an engine falters, the Métro, through a process mediated by word of mouth and/or social and mainstream media, is suddenly rendered tired and obsolete. Or is it historic and quaint? Is the train a technical problem for the city of Montreal or is it characterful and integral to the city’s identity? It is all these things and many more. The actor-network is illusive and elusive. Pathways are extensive. The train floats. The train is late. The train makes us walk. The train has seeded many unique villages, much loved. The train is broken. The train is healthy for its age. The train is all that is right with Montreal. The train is all that is wrong with Montreal. The artwork and architecture mean nothing. The artwork and architecture mean everything. Is the train overly limited by the tyres that keep it underground? Of course, it is. Of course, it isn’t. Does 50 years of history matter? Of course, it does. Of course, it doesn’t. It thrives. It’s tired. It connects. It divides. It’s functional. It’s dirty. It’s beautiful. It’s something to be proud of. It’s embarrassing. A train offers many complex and fascinating pathways. It is never simply an object; it lives and breathes in the network because we live and breathe around it. It stops being effective. It starts becoming affective. Sydney must learn from this. My wanderings demonstrate that the Métro cannot be extricated from what Montreal has become over the last half century. In May 2019, Sydney finally opened its first Metro rail link. And yet, this link and other ongoing metro projects continue to be discussed through statistics and practicalities (Sydney Metro). This offers no affective sense of the pathways that are, and will one day be, created. By selecting and appropriating relevant pathways from cities such as Montreal, and through our own wanderings and imaginings, we can make projections of what a train will do for a city like Sydney. We can project a rich and vibrant actor-network through the media in more emotive and powerful ways. Or, can we not at least supplement the economic, functional, or technocratic accounts with other wanderings? Of course, we can’t. Of course, we can. 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