This research study explores the addition of chromium (Cr⁶⁺) ions as a nucleating agent in the alumino-silicate-glass (ASG) system (i.e., Al₂O₃-SiO₂-MgO-B₂O₃-K₂O-F). The important feature of this study is the induction of nucleation/crystallization in the base glass matrix on addition of Cr⁶⁺ content under annealing heat treatment (600 ± 10 °C) only. The melt-quenched glass is found to be amorphous, which in the presence of Cr⁶⁺ ions became crystalline with a predominant crystalline phase, Spinel (MgCr₂O₄). Microstructural experiment revealed the development of 200–500 nm crystallite particles in Cr⁶⁺-doped glass-ceramic matrix, and such type microstructure governed the mechanical properties. The machinability of the Cr-doped glass-ceramic was thereby higher compared to base alumino-silicate glass (ASG). From the nano-indentation experiment, the Young’s modulus was estimated 25(±10) GPa for base glass and increased to 894(±21) GPa for Cr-doped glass ceramics. Similarly, the microhardness for the base glass was 0.6(±0.5) GPa (nano-indentation measurements) and 3.63(±0.18) GPa (micro-indentation measurements). And that found increased to 8.4(±2.3) (nano-indentation measurements) and 3.94(±0.20) GPa (micro-indentation measurements) for Cr-containing glass ceramic.

The properties of the beta batteries are compared, which are made on the basis of the different β-isotopes with beta decay. Tritium and Ni-63 make it possible to make β-sources of high activity, without harmful associated emissions, with low self-absorption, emitting high-energy β-electrons that penetrate deep into the semiconductor and generate a large number of electron-hole pairs. The efficiency of beta batteries needs to be analyzed based on the real energy distribution of β-electrons. It makes possible to obtain the real value of the energy absorbed inside the β-source, correctly estimate the amount of self-absorption of the β-electrons and part of the β-electronsthere is a penetrate into the semiconductor, the number of electrons and holes that are generated in the semiconductor, and the magnitude of the idling voltage. Formulas for these quantities are calculated in this paper.

Marine geological maps of the Campania region have been constructed both to a 1:25.000 and to a 1:10.000 scale in the frame of the research projects financed by the Italian National Geological Survey, focusing, in particular, on the Gulf of Naples (Southern Tyrrhenian Sea), a complex volcanic area where volcanic and sedimentary processes strongly interacted during the Late Quaternary and on the Cilento Promontory offshore. In this paper, the examples of the geological sheets n. 464 “Isola di Ischia” and n. 502 “Agropoli” have been studied. The integration of the geological maps with the seismo-stratigraphic setting of the study areas has also been performed based on the realization of interpreted seismic profiles, providing interesting data on the geological setting of the subsurface. The coastal geological sedimentation in the Ischia and Agropoli offshore has been studied in detail. The mapped geological units are represented by: i) the rocky units of the acoustic basement (volcanic and/or sedimentary); ii) the deposits of the littoral environment, including the deposits of submerged beach and the deposits of toe of coastal cliff; iii) the deposits of the inner shelf environment, including the inner shelf deposits and the bioclastic deposits; iv) the deposits of the outer shelf environment, including the clastic deposits and the bioclastic deposits; v) the lowstand system tract; vi) the Pleistocene relict marine units; vii) different volcanic units in Pleistocene age. The seismo-stratigraphic data, coupled with the sedimentological and environmental data provided by the geological maps, provided us with new insights on the geologic evolution of this area during the Late Quaternary.

The purpose of this article is to determine the equitability of airport and university allocations throughout Ethiopian regional states based on the number of airports and institutions per 1 million people. According to the sample, the majority of respondents believed that university allocation in Ethiopia is equitable. In contrast, the majority of respondents who were asked about airports stated that there is an uneven distribution of airports across Ethiopia’s regional states. Hence, both interviewees and focus group discussants stated that there is a lack of equitable distribution of universities and airports across Ethiopia’s regional states. This paper contributes a lesson on how to create a comprehensive set of determining factors for equitable infrastructure allocation. It also provides a methodological improvement for assessing infrastructure equity and other broader implications across Ethiopian regional states.

With the development of social economy, the current urban traffic problem is more prominent. In order to solve this problem very well, the idea of establishing intelligent traffic management came into being. The establishment of intelligent traffic management, cannot do without the signal launch and reception. Therefore, how to set up some wireless signal transmitting device in time to travel on the road motor vehicles to send traffic information and how to achieve full coverage of the signal and signal stability is our article to discuss the issue. For the first question, we must separate the motorway and non-motorway from all roads. Motorway lanes are usually straight and long. While the bends are usually just sidewalks or bike lanes (non-motorized lanes). So the 121 road can be clustered analysis, clustering of the two indicators for each road length (the distance between the adjacent points) and the collection point of density (by drawing, you can observe the more curved the denser the road collection point, so the road curvature into the collection point of the intensity), the result of clustering can get 48 motor lanes. And then through regress function regression and data fitting to achieve an approximate description of each type of motor vehicle description model, so that each road in a given latitude (latitude) coordinates to determine the latitude (longitude) coordinates and the corresponding altitude. For the problem of two, according to the meaning of the road to know the signal strength is only related to the distance between the sampling point and the launch device, so you can 'the motor vehicle between the signal reception is relatively close to' this indicator into ' The average of the distance between all the sampling points and the transmitting device is close to '. By reading the data will be latitude and longitude conversion distance length, so that the maximum value as small as possible. The position of the launcher can be obtained by programming by MATLAB. When considering the altitude, only the position of the transmitting device can be changed. (9.7824,56.7720), and the position coordinates when considering the altitude are D (9.7459, 56.7586, 73.5645), and the position coordinate of the signal device is B (9.7824, 56.7720). For question three, note the effect of the original signal device A on the result. We still use the average of the distance between all the sampling points of the road and the launcher to characterize the stability of the signal reception. The average distance of all non-motorized trains to the original signal device A is first determined, and then the average distance of all non-motorized lanes from the new signal device B is set, and the signal acceptance strength of the non-motorized lane can be used to characterize. And then use the same method in question two to determine the location of the new signal transmitter. Finally, the coordinates of the position of the new signal device are E (9.7459,56.7586,73.5645).