Drought solutions

For the last 12 months we have been producing fresh water, our storage capacity is currently 1.2 million litres which is now full with a current production capacity of 24 000 litres per day, Currently suspended due to lack of storage.

We are currently seeking irrigation plans in Victoria for the release of that water, At this stage we plan to release it for free in drought affected area (if possible), we do not have a delivery system set up yet and for that reason are looking at dumping it into existing irrigation systems, Planned delivery system are on the drawing board but unless we get some kind of support it will not happen, but we will keep our storage facilities full Until we are in a possibility of selling our water, or obtaining some sort of subsidy .

But as stated previously we are happy to release the water into irrigation systems, all subject to location, and distance from storage point. We retain our discretion for such free release.

For more information contact Victor 0429 499906

Cloud making, legal or illegal?

2
Most important

We have been trying to create rain and we believe we can. Now to find the legalities of the operation would cost us thousands of dollars which we obviously don’t have. But if we sold our water it would be a different story. The concept was not designed to sell water to individuals or companies or states but purely to assist farmers with the existing drought, but creating rainfall could be illegal  Whats next? 

We are currently developing a cloud making system to increase in rainfalls in the eastern states, now the question is ?

2
drought

Climate change

Climate change is a change in the pattern of weather, and related changes in oceans, land surfaces and ice sheets, occurring over time scales of decades or longer
If water vapour is the most important greenhouse gas, why all the fuss about CO2?

Water vapour accounts for about half the natural greenhouse effect. Its concentrations in the atmosphere are controlled mainly by atmospheric temperatures and winds, in contrast with the concentrations of other greenhouse gases which are directly influenced by human-induced inputs of these gases to the atmosphere. When global average atmospheric temperatures rise, global water vapour concentrations increase, amplifying the initial warming through an enhanced greenhouse effect. In this way, human activity leads indirectly to increases in water vapour concentrations.

The reality of the water vapour feedback is supported by recent observations and analyses. Increased water vapour concentrations have been observed and attributed to warming, and this feedback approximately doubles the sensitivity of climate to human activities.

Some recent changes in Australia’s climate are linked to rising greenhouse gases

Modelling studies indicate that rising greenhouse gases have made a clear contribution to the recent observed warming across Australia. Depletion of the ozone layer in the upper atmosphere over Antarctica and rising greenhouse gas concentrations are also likely to have contributed significantly to climate trends that have been observed in the Australian region over the past two decades. These include stronger westerly winds over the Southern Ocean, strengthening of the high-pressure ridge over southern Australia, and a related southward shift of weather systems. These trends are consistent with climate model projections, and are likely to be largely human-induced through a combination of increases in greenhouse gases and thinning of the ozone layer.

Past decadal trends in Australian rainfall (Question 2) cannot yet be clearly separated from natural climate variations, except in southwest Western Australia where a significant observed decline in rainfall has been attributed to human influences on the climate system.

There has very likely been net uptake of CO2 by Australian vegetation, consistent with global uptake of CO2 by vegetation on land (Figure 3.2). This has been accompanied by increases in the greenness of Australian vegetation, which is also consistent with global trends.

Our Simplistic version over what has happened in Victoria with fires and now storms
  • Bushfires caused by nature
  • massive water usage to try to extinguish the fires
  • creating steam pushed NW towards the Australian desert
  • continuing north gaining height then coming back SE  on top of normal weather patterns, creating high density cloud and as such floods
  • Under that theory  water get spread on fires, evaporates towards the NW and comes back as rain towards the SW, helping to extinguish the fires then the cycle repeats itself, as the fire reduces the travelling of water vapor decreases NW until the fie\re is stopped.
  What did we learn here
  1. for us how to use weather to create rainwater
  2. How it could be done, and where it will be more effective
  3. Alas, consequences or benefits from our proposal have not been measured, we have not got the resources to calculate it.
  4. We have tested releasing 40 hl in some locations and tried to measure results, not enough to have an impact on rain, ( atm moment we are only able to release 40 Hl a day)  we believe what we do could be a solution to some drought-affected area or at least have an impact on rainfall.
  5. The calculation is 10000 HL would seriously have an impact.
  6. But as usual, there is no proactive action to try to resolve the drought issue in Australia, Rather a passive behavior, What we call passive, is purely data analysis, basing it all on climate change, that is correct towards temperatures, seasons, weather patterns. but when it comes to what can be done about it equals zero,

Our plan

  • Find the right locations for our process
  • Increase freshwater production
  • Storage and delivery
  • Marketing price
  • Currently, it is free and falls back to earth in locations that need it.

We have no intention of chasing anybody, to promote what we do, To us, it has become a waiting game, When someone is prepared to look into it, We are here. But at least we will always have fresh water 

We have tried to submit proposals regarding climate change issues, and for every statement that we made, the number of Academically rebuttals came out left right and center. “Sometimes the simplest answer is the correct one” evolution is guided by visionaries and not by past history

Where are we going from here

  • Fundraising for expansion
  • accepting donations , At one stage we intend to try to float a newly formed company onto the share market, Our initial idea should that evolve is to issue shares against donations received in recognition of your support, This is will be a tedious process for us since we have no idea about it, but we do need 100 shareholders in our newly formed company, and obviously a prospectus regarding the company activities futures and performance, Traffic safety Inc will retain the controlling interest  at that stage , things may change as time progress

Get involved Towards reducing drought in Australia
[email protected]

Automated vehicles 3.0

Preparing for the future of transportation

Automated vehicles 3.0

With the development of automated vehicles, creativity and innovation hold the potential to once again transform mobility.

  1. We will prioritize safety.
    • Automation offers the potential to improve safety for vehicle operators and occupants, pedestrians, bicyclists, motorcyclists, and other travelers sharing the road. However, these technologies may also introduce new safety risks. will lead efforts to address potential safety risks and advance the life-saving potential of automation, which will strengthen public confidence in these emerging technologies.
  2. We will remain technology-neutral
    • To respond to the dynamic and rapid development of automated vehicles, the Department will adopt flexible, technology-neutral policies that promote competition and innovation as a means to achieve safety, mobility, and economic goals. This approach will allow the public—not the Federal Government—to choose the most effective transportation and mobility solutions.
  3. We will modernize regulations
    • will modernize or eliminate outdated regulations that unnecessarily impede the development of automated vehicles or that do not address critical safety needs. Whenever possible, the Department will support the development of voluntary, consensus-based technical standards and approaches that are flexible and adaptable over time. When regulation is needed, it will seek rules that are as nonprescriptive and performance-based as possible. As a starting point and going forward, we will interpret and, consistent with all applicable notice and comment requirements, adapt the definitions of “driver” and “operator” to recognize that such terms do not refer exclusively to a human, but may, in fact, include an automated system.
  4. We will encourage a consistent regulatory and operational environment
    • Conflicting State and local laws and regulations surrounding automated vehicles create confusion, introduce barriers, and present compliance challenges. we will promote regulatory consistency so that automated vehicles can operate seamlessly across the Nation. we will build consensus among State and local transportation agencies and industry stakeholders on technical standards and advance policies to support the integration of automated vehicles throughout the transportation system.
  5. We will prepare proactively for automation
    • will provide guidance, best practices, pilot programs, and other assistance to help our partners plan and make the investments needed for a dynamic and flexible automated future. The Department also will prepare for complementary technologies that enhance the benefits of automation, such as communications between vehicles and the surrounding environment, but will not assume universal implementation of any particular approach.
  6. We will protect and enhance the freedoms enjoyed by Australians
    • embraces the freedom of the open road, which includes the freedom for Australians to drive their own vehicles. We envision an environment in which automated vehicles operate alongside conventional, manually-driven vehicles and other road users. We will protect the ability of consumers to make the mobility choices that best suit their needs. We will support automation technologies that enhance individual freedom by expanding access to safe and independent mobility to people with disabilities and older Australians.

Do your pavement markings pass the test Retroreflectivity

pavement marking, Retroreflectivity

Retroreflectivity Test Methods

Dry Method This test method measures the dry retroreflective (RL) properties of horizontal pavement marking materials—such as traffic stripes and road surface symbols. It’s performed using a portable or mobile retroreflectometer at the CEN-prescribed geometry in dry conditions.

pavement marking, Retroreflectivity

Wet-Continuous Method This test method measures the wet retroreflective (RL-2) properties of horizontal pavement marking materials—such as traffic stripes and road surface symbols. It’s performed using a portable or mobile retroreflectometer to measure the retroreflection at the prescribed geometry in a standard condition of wetness—which is achieved with a wetting apparatus that continuously wets the measurement area with a consistent spray of water during the measurement

pavement marking, Retroreflectivity

Wet Recovery Method This test method measures the wet retroreflective (RL) properties of horizontal pavement marking materials—such as traffic stripes and road surface symbols. It’s performed using a portable or mobile retroreflectometer to measure the retroreflection at the prescribed geometry in a standard condition of wetness, 45 seconds after the measurement area of a pavement marking has been wetted with 3 liters of water (applied to the measurement area).

How the optics are measured.

Pavement markings are viewed at extreme horizontal angles that are very different from what is seen with sign sheeting. Modern instruments measure reflectivity approximate to what is seen at 30 meters. Due to the extreme angles and optical systems, pavement marking retroreflectivity numbers are extremely low and measured in millicandelas, which are one-thousandth of the unit used to measure sign sheeting.

The deployment of autonomous vehicles in France

We must correct the autonomous part, to semi Autonomous for safety reasons, we can take over the vehicle driving from here in Australia, We will finally disclose the location in France, location Is Dijon Burgundy the reason for this, Dijon is the first smart city in Europe

The deployment of autonomous vehicles in France

Our 2 cars are available to be used as a taxi service to a selected few, We still have to work out how to make the car payment at a parking meter They can be seen traveling around dijon as far as s Autun safely, but must be monitored from here Australia sadly, We will get over that over time, I must admit that viewing the french countryside live is quite entertaining. One of the FAQ if the vehicle is automated why do you need connectivity: a) they can be pick up and deliver, but as far as finding a parking spot, well that s another issue. We have to help or send them to a carpark in the outskirt of dijon like a carrefour car park, and then call it back to come and get the passengers, We have put the issue to the relevant people for a designated Automated vehicle car space in the city center. We have instructed our associates in Dijon to request a donation From Bmw for a model I3, we will keep you updated on BMW reply to our proposal.

The deployment of autonomous vehicles in France

Advanced Driver Assistance Systems (ADAS) — What’s new?

ADAS

Today we are going to talk about ADAS most of you know what this stands for but let us remind you of the meaning of it. ADAS stands for Advanced Driver Assistance Systems. Anyone who has driven a car made in the last 30 years will have benefited from the technology. ADAS has a considerable history. In Europe, several types of research started around 1986. A series of projects were carried out aiming at practical solutions to urban traffic problems. Most road accidents occur due to human error. Advanced driver-assistance systems are systems developed to automate, adapt and enhance vehicle systems for safety and better driving. The goal is, on the one hand, this class of systems to aid the driver’s detection and assessment of road and traffic hazards, on the other to provide guidance on the driver’s ability to deal with specific hazards. In other words, the purpose of ADAS is that driver error will be reduced or even eliminated.

Advanced Driver Assistance Systems

ADAS technology relies on inputs from multiple data sources, including automotive imaging, LiDAR (a method that measures the distance to a target by illuminating the target with laser light and measuring the reflected light with a sensor), radar, image processing, computer vision, and in-car networking. Additional inputs are possible from other sources separate from the primary vehicle platform, such as other vehicles, referred to as Vehicle to vehicle (V2V), or Vehicle-to-Infrastructure (V2X), such as mobile telephony or Wi-Fi data network systems.ADAS is designed to make cars safer and easier to drive, from ABS brakes to ESP traction control systems. ADAS concepts include among other blind spot detectors, Adaptive Cruise Control, Autonomous Intelligent Cruise Control, platoon driving, etc., in general, Automated Vehicle Guidance. Some of the technology is available on the market, or ready to be marketed, some is developed but as a prototype still under test. But as technology evolves, so does the capability of ADAS systems and new features could revolutionize how we drive.To find out more about how ADAS is reshaping the future of driving take a look at the article, which you can find here.

The Beginning Of The Post Driver-less Era

Post Driver less Era: Not many have understood it, but starting October 2019 we officially entered from the pre-driver-less era into the post-driver-less era. We are not talking about autonomous cars as a theoretical thing for the future, which will start somewhere in 15 or 20 years. No, this era has begun.

Google sister company Waymo, which started 2009 under the leadership of Sebastian Thrun as an intern project aptly titled Project Chauffeur, then later as a Project X, and now as its entity, has officially started its robotaxi service Waymo One without drivers in the car. This was announced a few weeks ago in a message to the company’s customers in the Phoenix area in Arizona, and it became a reality a few days ago when the first reports of completely driverless vehicles being spotted were posted in expert forums.

And the number of sightings increases. Also, I was told that the first driver-less rides were performed in Mountain View in California. Look out for the next days and weeks, when we’ll certainly see more videos and pictures.

Oliver Cameron, CEO of robotaxi company Voyage. who also was the mastermind behind Udacity’s Self-Driving Engineering Nano-Degree and knows Sebastian Thrun very well, found himself in the need to make sure his team understands the significance of this moment. In an internal email, he emphasized that the world we live in now is different. After Waymo demonstrated that complete driver-less self-driving cars are possible to operate safely in the public, we will see a dramatically increased competition between the companies developing this technology. After all, there is a market worth trillions of dollars to conquer.

Post Driver-less Era:

The same has been observed in the past in different markets. When Orville and Wilbur Wright made the first public demonstrations of motorized flights in Le Mans and Washington D.C. in 1908 – i.e. the first year where the public became aware that motorized human flight is possible – the year after, 1909, at the Grand Aeronautic Week in Reims, already 38 airplanes were entered in the contest, and 23 of them really flew.

In November 2018, The Verge writer Andrew J. Hawkins got on a test ride in a Waymo. Not even one year later, in October 2019, TechCrunch writer Ed Niedermeyer hops on a test ride in a Waymo. The difference? In the latter test ride, there was no safety driver present.

As it was with motorized flight in 1908 and 9109, the same can be expected with self-driving cars. From now on it’s all about scaling. Raising the required funds, buying vehicles for the fleets, installing the technology, mapping cities for autonomous driving, and training the system for local peculiarities. The biggest hurdle today is local regulators.

Post Driver-less Era

And they are recommended to get to work. The savings for societies will be tremendous, both for costs of mobility and the damages that collisions today cause. It’s expected that miles driven in self-driving cars will be cheaper by 50% to 90% for passengers. As soon as we experience this safety of the car and gather accident data, we’ll see this technology coming faster than many imagined.

While we talk in Germany and Europe mainly from about the disruptions coming from electric vehicles, which we are already feeling, the real blow will come with autonomous vehicles. We’ll need fewer cars, drivers and driving schools will become a thing of the past, and our road and traffic infrastructure will completely change. Fewer lanes, fewer parking spots and garages, dramatically fewer traffic lights and signs, a strong decrease in traffic accidents and the damages included with that, all this will save us and our communities a lot of money. We will give backspace to humans, and the impact will be significant, thanks to Waymo’s technological breakthrough.

Welcome to the post-driver-less era!