A heavy ion beam probe diagnostic was installed on T-10 tokamak. Cs+ and Tl+ beams with the energy loo-280 keV and intensity about a few dozen ,uA were used. The diagnostic is able to make two-dimensional measurements of plasma parameters along the detector line, The detector grid covered the first quadrant of the plasma cross section. The measurements are possible with r/a=0.3-1, and o=O"-90" for B=lS T and Cs+ ions. High-voltage stabilizers keep the analyzer and accelerator voltage drift on the level A U/U-10m5. An absolute in situ calibration of the energy analyzer, using He target will allow to make a more accurate absolute referencing of the potential. The time dependence of the local plasma parameters was obtained. A scan along the detector line by variation of injection angle and obtaining the whole profile during one pulse is possible. The diagnostic is also sensitive to poloidal magnetic field. 0 1995 American Institute of Physics.
We discuss the specific features of the application of heavy ion beam probe ͑HIBP͒ systems to tight aspect ratio tokamaks. We present and compare the HIBP projects for the TUMAN-3, GLOBUS, and COMPASS, where the inner part of the plasma is not available for regular chord diagnostics, so the HIBP becomes very desirable. All existing tight aspect ratio facilities and projects have a low ͑less than 1.9 T͒ toroidal field that requires a comparatively low beam energy range. The natural elongation and triangularity in tight aspect ratio tokamaks require an accurate calculation of the three-dimensional magnetic field for probing optimization. In comparison with traditional tokamaks, the detector grids have a wider energy interval. In general, the trajectories and detector grids for tight aspect ratio tokamaks become similar to the stellarator ones. Traditional and new probing schemes are suggested and discussed.
A three-level model for estimating greenhouse gas (GHG) emissions by mobile and stationary road transport facilities of a state or region, proposed in this article, takes account into GHG emissions from a vehicle fleet (mobile objects) and road transport infrastructure (network of car services, road network of various categories). Additionally, it has been developed the intellectual system which evaluates the reliability of the array of initial data, by increasing the range and adjusting (if necessary) the values of individual indicators, as the result we achieving the convergence of the calculating GHG emissions from motor vehicles according to the models of all three levels of assessment. This ensures verification of the obtained gross GHG emissions. Evaluation of greenhouse gas emissions using three-level model was carried out for St. Petersburg and the Leningrad Region (Russian Federation), they shown the possibility of reducing by 2030 by 3.2 ... 12.4% of gross GHG emissions by motor transport of the Russian Federation in comparison with 2015. For St. Petersburg and the Leningrad Region, both the reduction of gross GHG emissions by road transport (12.7% innovative scenario) and their growth (4.8% inertial scenario) are expected during the forecast period. At the same time, both for the St. Petersburg and the Leningrad Region and for the state as a whole, a significant reduction in gross GHG emissions by road transport is expected in the period after 2025 due to the intensive replacement of cars on oil fuel by electric vehicles and hybrids, changes in the transport behavior of the population, the development of public passenger transport and cycling, the introduction of autonomous vehicles, etc.
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