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[tektronixtechnology]

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[furiousstarfishphilosopher]

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[tinydreamerphilosopher]

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Evolution of Fleet Management Systems

A few decades back, no one could have imagined a mechanism that can offer real-time monitoring of vehicles. It seemed to be a farfetched idea until GPS trackers came along. The GPS tracking revolutionized the operations of various fleet businesses including logistics, supply chain and delivery etc. and their productivity skyrocketed.

When the conventional mechanism proved to be insufficient for the growing demands of the market, an innovative mechanism was introduced called Fleet Management System. This technology provided a GPS tracking software where all operations of fleet-related businesses can be managed and monitored. The businesses welcomed this innovative system with open arms as it offered them both convenience and efficiency. With time, new advancements have been made to the technology to meet the changing market requirements, and this blog will cater to them. The History of Fleet Management Systems: Concept of fleet management has been around for over fifty years now. The businesses used to employ conventional technologies like relying on fleet managers to perform all the tasks back in the day. Let us have a detailed look at the embryonic stages of the fleet telematics technology. Inception: The idea of managing fleets was conceived by the U.S. automobile industry before the invention of GPS back in 1974. It employed the basic functionalities of fleet telematics like order processing, status reporting, and automated communication etc. The mega automobile manufacturers like Ford, General Motors and Chrysler made use of the electronically processed management mechanism for their fleets. At that time, mainframe computers were used to manage fleet operations. In the latter half of the 1970s, the concept of telematics was introduced to the world. Alain Minc and Simon Nora of France defined it using telecommunications to transfer information. After this groundbreaking discovery, more research was conducted to ensure that this technology is made eco-friendly and viable for businesses. Introduction of GPS: In 1978, an experimental satellite Block-I GPS manufactured by Rockwell International was sent into space. Following the footsteps of this launch, another ten Block-I satellites were sent into space in 1985 to enhance the validity of GPS technology. As the number of satellites orbiting the earth increased, the probability of GPS tracking becoming functional also rose. Finally, on Jan 17 1994, a total of 24 satellites were launched in space, making the GPS technology fully operational. Post Fully Functional GPS Technology: The invention of GPS Technology brought a revolution in the scope of fleet telematics with infinite possibilities ahead. It not only changed the method of leading organizations to manage their fleet but also provided researchers with a defining stepping stone to produce clutter-breaking ideas. Addition of New Features: Once GPS technology became functional, many other features were also included in the telematics systems to enhance their efficiency. For example, staff performance management and weather forecast systems were integrated with the fleet telematics technology in a few years after GPS was made functional. One of the most significant benefits of GPS technology was accuracy which became better with time. With the use of GPS, businesses can strictly monitor every vehicle in their fleet resulting in more efficiency and productivity. Automation: Post GPS vehicle tracking, the main emphasis of research has been on making the mechanism more seamless. The integration of different apps and systems with a centralized telematics system allowed businesses to get better automation during daily operations. Various features like fleet maintenance, notification alerts and reporting were introduced to broaden the scope of the telematics system and make it potentially viable for businesses. Geofencing: Geo-fencing is a revolutionary technique introduced using GPS technology as its basis. It has served the purpose of businesses around the world in many ways by strengthening security, preventing route deviation, enhancing productivity etc. With geofencing, companies can strictly monitor the activity of every vehicle in their fleet and take quick measures in case of an emergency. Future Potential: The fleet telematics is a booming industry with constant induction of new functionalities in the technology. Limitless possibilities are lying ahead for the researchers and innovators related to this field. Induction of AR (Augmented Reality) Technology: When AR first appeared to the scene, everyone was amazed by it. It provided a more optimized and refined appearance of reality to the viewers. Keeping its visual benefits in mind, the fleet telematics industry is looking to use it to improve the safety of the drivers. The modern research shows prospects of AR’s assistance in identifying the presence of obstacles in the path while driving. The idea of using the windshield as a screen to detect hurdles is in the pipeline, whereas AR’s integration with a telematics system is also probable. The goal is to assist the drivers in the best possible way by using AR technology. Self-Driving Vehicles: The concept of self-drive is not new anymore as it is under process from quite some time now. Many giant car producers have worked on this technology and provided some features that fall under this category. However, the goal of achieving a fully autonomous vehicle is on the cards and soon to be achieved. Once autonomous vehicles are designed, the telematics systems will be reshaped. The self-driving vehicles will open up many possibilities for AI(Artificial intelligence) that can add to the efficiency and interactivity of the telematics systems. Keeping the start of fleet management in view, it is evident that this technology has come a long way. Despite all the advancements, still, there is a lot of room for improvement and innovation. The research and development process of the telematics seems to be on the right track to becoming more efficient and convenient.

[jodyedgarus]

Who’s The Best Formula One Driver Of All Time?

The greatest drivers in the world are assembling in Monte Carlo this weekend for Formula One’s flagship race, the Monaco Grand Prix. So we thought it was the right time to dive into the history of road racing’s fastest sport — and this being FiveThirtyEight, what better way to investigate that history than to use our favorite benchmark, the Elo rating system, to rate every driver of all time?

Elo is a simple way to grade competitors based on a series of head-to-head results. Longtime FiveThirtyEight readers will know that we’ve put it to work before in ranking NFL, NBA, MLB, college basketball and football, and women’s and men’s club soccer teams. Here, we’re using it to rate F1 drivers going back to 1950, the first season in which the FIA World Championship of Drivers was staged.

Rating each contestant in fields of more than 20 drivers is a bit different from rating teams that play one-on-one games, so we had to make a few tweaks to our usual Elo formula. (Skip to the bottom for all the details.) The short version, though, is that all drivers are assigned Elo ratings going into each qualifying session and race, which represent their form — along with that of their engine manufacturer, mechanics, pit crew and so forth — at that particular moment. The average is around 1500, with the best racers soaring into the 2000s. After each event, the driver’s rating will change based on the result: In general, finishing high helps you gain Elo points, while finishing low costs you Elo points. (Duh.) If a driver doesn’t finish a race, Elo acts as though that driver never entered the race. That avoids the question of fault for a crash or a mechanical failure, though it may reward drivers who take more risks to finish higher. It may also reward drivers who qualify well but do poorly on Sundays. But the best racers will consistently outduel the highest-rated of their peers.

Most racers, of course, aren’t in that category. But a few drivers In F1’s history have managed to dominate for long stretches of time; sometimes they even came along at the right time to have an epic rivalry with another all-time great. You can see these legendary racers highlighted in the chart above, which you can also search and click to isolate other individual drivers’ ratings over time.

So … who’s the best ever?

To judge the best-ever racers according to Elo, we wanted to strike a balance between career performance and peak form. So we made a compromise: We averaged a driver’s Elo across the five best consecutive seasons of his or her career, provided the driver participated in a minimum percentage of that season’s races.1 According to the resulting metric, no driver in history was more dominant than the late Brazilian racer Ayrton Senna:

F1′s top racers (according to Elo)

Top Formula 1 drivers since 1950, by the highest average Elo rating over a racer’s best five-year span

Driver Best five years Avg. Elo Rating 1 Ayrton Senna 1988-92 2178 2 Michael Schumacher 2000-04 2106 3 Lewis Hamilton 2014-18 2060 4 Sebastian Vettel 2009-13 2056 5 Juan Manuel Fangio 1953-57 2053 6 Alain Prost 1987-91 2048 7 Mika Hakkinen 1997-01 2047 8 Niki Lauda 1974-78 2025 9 Damon Hill 1993-97 2000 10 David Coulthard 1998-02 1983 11 Nico Rosberg 2012-16 1981 12 Jim Clark 1963-67 1978 13 Nelson Piquet 1983-87 1946 14 Riccardo Patrese 1989-93 1936 15 Rubens Barrichello 2000-04 1935 16 Gerhard Berger 1990-94 1914 17 James Hunt 1974-78 1905 18 Mark Webber 2009-13 1899 19 Alberto Ascari 1950-54 1890 20 Jackie Stewart 1969-73 1877 21 Graham Hill 1961-65 1875 22 Fernando Alonso 2010-14 1870 23 Mario Andretti 1975-79 1865 24 Jean Alesi 1992-96 1864 25 Stirling Moss 1957-61 1863 26 Juan Pablo Montoya 2001-05 1860 27 Jacques Villeneuve 1996-00 1856 28 Carlos Reutemann 1977-81 1850 29 John Surtees 1963-67 1846 30 Nigel Mansell 1983-87 1846

* Includes the 2018 season, which is currently in progress.

To be eligible, drivers prior to 1970 needed to take part in 25 percent of the season’s races and qualifying sessions. Drivers since then needed to participate in 60 percent of the year’s races and qualifying sessions.

This should come as no surprise to racing fans — Senna is regarded by many other champions as F1’s greatest driver. Nor is it a shock to see Michael Schumacher, the seven-time World Champion, coming in at No. 2. But what’s striking is that Nos. 3 and 4 in the ranking above are current rivals: Lewis Hamilton and Sebastian Vettel. How lucky are modern F1 fans, that we get to see two names on the all-time short list of greatest drivers going head-to-head every few weeks?

Here are some of the racers and rivalries that defined entire eras of F1 history, according to our Elo rankings:

Argentine driver Juan Manuel Fangio (No. 5 in our all-time list) was F1’s first superstar, winning five of the first eight World Championships ever awarded, in 1951 and 1954-57. It would be 45 years before Michael Schumacher equaled (and then surpassed) Fangio’s title count. But Fangio did have a fierce contemporary challenger, in the form of Ferrari’s Alberto Ascari (No. 19). Ascari was the only racer to beat Fangio for the championship between 1951 and 1957 — even granting that Fangio sat out 1952. Ascari would die in a training accident in 1955, though, robbing Fangio of his greatest on-track rival. “I have lost my greatest opponent,” Fangio said. “Ascari was a driver of supreme skill and I felt my title (in 1955) lost some of its value because he was not there to fight me for it.”

Over the four-season stretch from 1962 to 1965, British rivals Jim Clark (No. 12) and Graham Hill (No. 21) represented the emergence of Britain as a force in the Formula One landscape, with Hill at British Racing Motors and Clark at the Lotus team founded by legendary designer Colin Chapman. During that time, the duo combined to claim 32 of F1’s 39 available pole positions — including every single pole of the 1965 season — and won 29 of 39 total races. They’d have been a perfect 4-for-4 on championships in that span, too, if not for bad luck in the last race of the 1964 season: Mechanical problems struck both Clark and Hill during the race, allowing John Surtees to claim the title by a single point over Hill. (Naturally, Clark and Hill bounced back to finish 1-2 in the standings the following year.)

Friends away from the track, Niki Lauda (No. 8) and James Hunt (No. 17) had a fierce rivalry behind the wheel that peaked during the 1976 season. Lauda went into the year as F1’s top-rated driver by Elo before suffering a fiery crash at the German Grand Prix that nearly took his life. Six weeks after being given last rites, Lauda somehow bounced back to finish fourth at the Italian Grand Prix. But in the end, Hunt ended up eking out the 1976 title by a single point over his Austrian rival. Hunt was quick again the following season, but he was unable to keep his car on the track; he took six poles to Lauda’s two but retired from eight of 17 races, six of which were due to mechanical failure. Lauda took advantage, claiming his second title in three years.

France’s Alain Prost (No. 6) won a grand total of four championships in his career, tied for the third most ever. But from 1988 to 1991, he would claim only a single title, thanks largely to the otherworldly skills of Ayrton Senna (No. 1), his one-time McLaren teammate. Senna won more than 40 percent of the races he entered during that span, peaking with one of the highest Elo ratings ever in 1989. Even Prost’s lone title in those seasons — in 1989 — was more about Senna’s bad luck than Prost outracing him; although Prost beat his teammate only once all year in races they both finished, Senna suffered six retirements2 to Prost’s three. Senna was so dominant that Prost ended up leaving McLaren for Ferrari in 1990; the rivalry would continue off and on for the next few seasons until Prost retired after his 1993 championship. Senna died the next year in a crash in San Marino. Prost was a once-in-a-generation driving talent, but he had the misfortune to race against Senna, a once-in-a-lifetime phenomenon.

While most of the rivalries on this list were fueled by emotion, this one was all about the driving. Michael Schumacher (No. 2) had captured back-to-back F1 crowns with Benetton in 1994 and 1995 but had experienced uneven results after leaving for Ferrari, including a disqualification for dangerous driving in 1997. Driving for McLaren, Mika Hakkinen (No. 7) captured back-to-back championships in 1998 (with Schumacher finishing second) and ’99. Then in 2000, Schumacher finally outdueled his Finnish rival with four straight wins to close the season. It was his third career title and the first in the set of five in a row Schumacher would win until he was unseated by up-and-coming phenom Fernando Alonso in 2005. Schumacher finished his career with the most total championships of any driver ever, and he would call Hakkinen his “best opponent.”

From 2008 to 2017, Lewis Hamilton (No. 3) and Sebastian Vettel (No. 4) won the F1 title every season except for two (2009 and 2016) — and one of them was runner-up in each of those years. And yet, we’re somehow only reaching the peak of this rivalry right now, since the dominant periods for Vettel’s former team, Red Bull (2010-13), and Hamilton’s Mercedes squad (2014-16) didn’t quite overlap. Starting last season, though, we’re finally getting some direct competition between these two four-time champions, and it’s given us moments like this deliberate collision at the 2017 Azerbaijan Grand Prix. According to Elo, Vettel has one of the best peak ratings of any driver ever, and Hamilton isn’t far behind, so if these two continue on their current trend, there’s plenty of room for the legend of this rivalry to grow.

Methodology

Unlike most other sports where FiveThirtyEight uses Elo, Formula One is not a head-to-head sport; multiple drivers take to the circuit at the same time or in the same session, and the result is a combination of both car and driver. In order to make this work, we’ve made some assumptions about how to view the results:

Driver and car are considered to be inseparable from Elo’s point of view. So when we say that Nigel Mansell’s peak Elo in 1992 was 2428, we really mean, “Nigel Mansell, driving the Williams-Renault FW14B, had a peak Elo of 2428.”

Each session or race is treated as if it were a round-robin 1-on-1 tournament. A driver who finishes second out of 15 cars is viewed as having gone 13-1 in this tournament, losing to the first place finisher and defeating the rest.

Elo includes each race that awards Formula One championship points3 and the primary qualifying session for that race.

If a driver fails to finish a race — whether because of mechanical failure or a crash — we treat that driver as if he or she didn’t compete in the race. This may reward drivers who are overly brave (or stupid) by not punishing them, or cars that were quick yet unreliable, but it avoids having to assign blame in controversial incidents or, even worse, clear cases where a crash was not a driver’s fault.

Like several other FiveThirtyEight Elo systems, the average driver has an Elo score around 1500, while new drivers start with 1300 points. The “K-factors” in this version of Elo — which are multipliers that determine the sensitivity and fluctuation of a driver’s rating — are more extreme in the beginning of a driver’s career. Drivers start with a K-factor of 24 for approximately the first year, then reduce as they gain experience. Qualifying results are predictive of race results, which makes sense considering that qualifying results both set the starting grid for the following race and allow for drivers to demonstrate their raw speed and talent on a level field. The minimum K-factor for qualifying sessions is 16, while the minimum K-factor for races is 12. Drivers always gain Elo points after “defeating” another driver and lose ground after “losing” to them.

The overall system is zero-sum, in that the total number of points remains constant before and after a session or race, but given that each session or race can include drivers with a range of K-factors, there can be asymmetric point gains and losses. We adjust for this by normalizing participants’ scores after each session. Without this normalization, it is possible in the short term both for Elo deflation to occur — a new driver does poorly and gives away more points than the opponents claim — and Elo inflation to occur — a new driver does well and gains more points than opponents lose. Given the rapid driver churn in Formula One — especially during the early years of the sport — these effects would be more noticeable than in other sports and would quickly lead to skewed rating scales across the seven decades of championships.

To build the Formula One Elo, we used the historical race results compiled at github.com/emkael/elof1. These were pulled from various sources: Data for the 1950 and 1951 seasons came from Wikipedia, for 1952 and 1953 from second-a-lap.blogspot.com, and for subsequent seasons from ergast.com/mrd. Data for qualifying races was also pulled from chicanef1.com.

Additional contributions by Gus Wezerek.

from News About Sports https://fivethirtyeight.com/features/formula-one-racing/

[newsintodays-blog]

Explainer: Plans to end cocoa deforestation face multiple hurdles

New Post has been published on http://newsintoday.info/2018/04/19/explainer-plans-to-end-cocoa-deforestation-face-multiple-hurdles/

Explainer: Plans to end cocoa deforestation face multiple hurdles

DUEKOUE, Ivory Coast (Reuters) – Faced with the prospect of losing all its forests, Ivory Coast has partnered with chocolate makers to try to halt the spread of cocoa plantations in protected national parks and reserves.

Freshly cut tree stumps are pictured near Kahin village at the edge of Scio forest reserve in Duekoue, Ivory Coast February 9, 2018. REUTERS/Luc Gnago

Ivory Coast, the world’s biggest cocoa producer, and major chocolate companies from Mars to Hershey to Barry Callebaut pledged last year to eliminate the production and sourcing of cocoa from protected forests.

Stamping out deforestation in the cocoa supply chain is just one of the commitments made by the world’s chocolate makers to make the industry more sustainable, along with finding ways to end child labor and boost farmers’ incomes.

If deforestation continues unabated, Ivory Coast risks losing all its forest cover by 2034, environmental campaigners say (See the Forest 500 Ivory Coast report here). The country’s rapidly disappearing forests are home to Western chimpanzees, classified as critically endangered since 2016, forest elephants and the rare pygmy hippopotamus.

Yet plans to end deforestation, a major threat to the long-term sustainability of the cocoa industry, face major hurdles.

Ivory Coast estimates 40 percent its cocoa comes from protected areas, providing livelihoods for hundreds of thousands of farmers and their families.

Ethical certification schemes and Ivory Coast’s laws have failed so far to stop forests being replaced by plantations while eco-friendly farming alternatives are typically difficult and costly to implement on a large scale.

WHAT’S THE ISSUE?

Ivory Coast’s forests have been cut down to make way for agricultural products such as cocoa, palm oil and rubber for decades since the country’s independence from France in 1960.

The decimation of its national parks and forests since the turn of the century, however, has shocked researchers and led to the agreement to end deforestation, which was signed at the U.N. Climate Change Conference (COP23) in November. (See the agreement here)

A study published in the journal Tropical Conservation Science in 2015 concluded that three-quarters of the land in five national parks and 18 forest reserves in Ivory Coast had been transformed for cocoa production. (See the study here)

In a 2017 Mighty Earth investigation (here), the director of Ivory Coast’s Forest Reserve protection agency (Sodefor) estimated that 40 percent of the country’s cocoa came from protected areas.

Almost half the 34,000-hectare Mont Peko National Park had been converted to cocoa by 2015, data from the environmental campaign group seen by Reuters shows. Marahoue National Park had lost 40 percent of its forest by the same year.

HOW DID IT HAPPEN?

One contributing factor was the outbreak of civil war in Ivory Coast in 2002. The country was split for a decade between a rebel-held north and government-controlled south, with the forest regions in the west home to several armed groups.

Many park rangers and forest officials abandoned their posts, allowing warlords to move in and parcel off fertile forest land ideal for cocoa production to locals and immigrants alike, accelerating the deforestation.

Men work on sacks of cocoa beans in Kahin village at the edge of Scio forest reserve in Duekoue, Ivory Coast February 9, 2018. REUTERS/Luc Gnago

Despite an end to the war in 2011, many of the lucrative fiefdoms carved out by former rebels remain in place.

Attractive world cocoa prices also encouraged farmers to move deeper into protected forests, helping Ivory Coast consolidate its position as the world’s biggest cocoa grower ahead of neighboring Ghana.

HOW WILL THE AGREEMENT WORK?

The deforestation agreement was signed by Ivory Coast and Ghana along with 24 trading firms and chocolate makers, including Ferrero, Nestle, Lindt, Mondelez, Ritter Sport, Olam, Cargill.

A number of chocolate makers have committed separately to ensuring none of the beans they buy come from deforested areas by 2030.

The details of the plan have yet to be worked out but cocoa exporters are pinning hopes on global positioning system (GPS) mapping and relationships with cooperatives producing beans under certified schemes such as the Rainforest Alliance.

The idea is to trace all cocoa back to the farm where it was produced to prevent beans grown illegally in national parks and protected forests getting into the chocolate supply chain.

“We believe cooperatives are the best driver,” said Lionel Soulard, Africa director for Cargill, the region’s top exporter.

“It starts with … GPS mapping the farmers, then making sure we can trace where (the cocoa) comes from and how we can prove it comes from there,” he told Reuters in an interview in Ivory Coast’s main city of Abidjan in February.

Ivory Coast’s government is due to publish up-to-date maps on forest cover and land use for different forests, along with data on cocoa farmers and communities that depend on the forests, by the end of the year.

The government has committed to beefing up surveillance of its forest reserves and applying sanctions for any new infringements by the middle of the year at the latest.

Ivory Coast is also coming up with a plan to restore its national forests and develop models for sustainable agro-forestry, a model that aims to restore forest cover while also allowing cocoa production to continue in protected areas.

“It’s a lot of work,” said Jean Claude Koya, a specialist on sustainable development for Ivory Coast’s government. “Some of these forests are so degraded there’s nothing we can do … but some can still be saved.”

Slideshow (2 Images)

WHAT ARE THE PROBLEMS?

To halt deforestation, Ivory Coast may be forced to kick out hundreds of thousands of farmers out of forests and find alternative livelihoods for them. To prove the provenance of all cocoa, every smallholder’s farm would need to be mapped and every cocoa bean tracked from farm to port.

But tracing where cocoa comes from is tricky and the supply chain is prone to manipulation. Reports by Mighty Earth and others have shown that cocoa farmed in national parks still ends being sold by cooperatives to large cocoa traders.

Certification schemes such as Rainforest Alliance are meant to ensure cocoa sold under the brand has not come from illegal farming in protected forests, but sustainability experts acknowledge the schemes are not foolproof.

In Duekoue, a town in west Ivory Coast surrounded by cocoa farms and thick bush, members of three cooperatives told Reuters that it was common for beans grown in protected forests to be mixed with cocoa from farms considered sustainable.

“There are weaknesses in the system. Companies may think they’re buying certified cocoa but there’s some jiggery-pokery going on,” Edward Millard, Rainforest Alliance director for Africa and South Asia, told Reuters. “You do the best you can, but there are risks in any system of verification.”

Attempts by the government to crack down on illegal cocoa farming since a second civil war in 2011 defused the country’s political crisis have also foundered, partly because of inertia and corruption.

In the past, Ivorian authorities tended to respond to encroachment on protected areas by sending agents to forcibly remove farmers and destroy their crops.

Park authorities evicted thousands of illegal cocoa farmers from Mont Peko in 2016, destroying cocoa trees and settlements. But no alternative livelihoods were on offer and many cocoa farmers returned afterwards. (See the story here)

Farmers interviewed by Reuters in the Scio reserve said agents from Sodefor often came to remove them from the forest, but always ended up accepting bribes instead to let them stay.

Ivory Coast’s Minister of Water and Forests Alain-Richard Donwahi declined a Reuters interview. A ministry spokeswoman did not respond to emailed questions.

ALTERNATIVES?

Cargill’s head of cocoa sustainability Taco Terheijden thinks kicking farmers out of forests is undesirable unless alternative livelihoods can be found.

“If hundreds of thousands of farmers are to be expelled, I would not want to be responsible for … a social disaster,” he said. “If we expel them out of their own source of cocoa, we need to make sure there’s an alternative available.”

Last year, the Ivorian government began drafting plans to legalize cocoa plantations in some forests and reserves, creating so-called protected agroforests where new trees are planted while farmers continue to grow cocoa.

Under this model, trees are threaded through crops, helping shade cocoa plants while also doing less harm to biodiversity and keeping the soil fertile for longer.

This strategy could help Ivory Coast curb deforestation without evicting farmers or slashing cocoa output, which provides more than half the country’s export revenue.

But Ivory Coast’s aim to roll out agro-forestry on 2 million hectares of protected reserves is likely to prove costly and neither the government nor the cocoa industry have yet committed to footing the bill.

“Rolling out agro-forestry in 6 million hectares, wow that’s expensive,” said Etelle Higonnet of conservation watchdog Mighty Earth, referring to the amount of land devoted to cocoa in West Africa as a whole. “You can’t ask farmers to foot the bill. The companies have to stump up”.

Additional reporting by Ana Ionova in London; editing by David Clarke

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[tektronixtechnology]

Vehicle GPS Tracking System UAE :

A Vehicle GPS Tracking System is a technology that uses Global Positioning System (GPS) and cellular communication to monitor the location and movements of vehicles in real-time. It is widely used for various purposes, including fleet management, vehicle security, and personal tracking. Here are some key components and functions of a typical Vehicle GPS Tracking System:

GPS Receiver: The core component of the system is the GPS receiver, which receives signals from multiple satellites to determine the precise location of the vehicle. This information includes latitude, longitude, altitude, and speed.

Cellular Communication: The GPS receiver sends the location data to a central server via a cellular network. This allows for real-time tracking and remote monitoring.

Central Server: The central server is responsible for receiving and storing the data from all the vehicles in the fleet. It also processes this information, making it accessible through various interfaces, such as web applications or mobile apps.

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[tektronixtechnology]

What is a Vehicle Tracking System?

At the core, a Vehicle Tracking System (VTS) is a technology that employs GPS and GSM to monitor, track, and manage vehicles in real-time. It provides a comprehensive solution for fleet owners to optimize their operations, enhance safety, and reduce costs.

How Does a Vehicle Tracking System Work?

A Vehicle Tracking System consists of a GPS unit installed in each vehicle and a central server. The GPS unit continuously sends location data to the server via GSM, allowing managers to track vehicle locations, routes, and speed. This data is then presented through user-friendly software.

Benefits of Vehicle Tracking System

Improved Fleet Efficiency: Vehicle Tracking System helps in optimizing routes, reducing idle time, and increasing productivity.

Enhanced Security: Real-time tracking and alerts deter theft and ensure a quick recovery of stolen vehicles.

Cost Reduction: Efficient fleet management leads to reduced fuel consumption and maintenance costs.

Customer Satisfaction: Accurate delivery and arrival time estimates lead to happier customers.

Compliance with Regulations: Vehicle Tracking System aids in adherence to transportation regulations and safety standards.

Understanding User Intent: What Users Want to Know

To address the user's intent effectively, let's explore the key questions and concerns users have about vehicle tracking systems

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[tektronixtechnology]

[tektronixtechnology]

Ensuring Student Safety

School bus cameras are primarily installed to ensure the safety of students during their bus rides. These cameras can capture various incidents, such as bullying, vandalism, or other disruptive behavior, which may go unnoticed by the driver. When parents know that these incidents can be recorded and reviewed, it encourages students to behave better and fosters a safer environment for all.

Deterrence of Inappropriate Behavior

Knowing that they are being monitored, students are less likely to engage in inappropriate or dangerous behavior on the school bus. This includes not only bullying but also activities like standing up, moving around the bus while it's in motion, or not wearing seat belts. The presence of cameras acts as a deterrent, leading to improved discipline and a more secure transportation environment.

Accountability for Drivers

In addition to monitoring student behavior, school bus cameras also hold drivers accountable for their actions. These cameras can help ensure that drivers are following safety protocols and driving responsibly. If a driver does not adhere to the rules, parents can rest assured knowing that there is a visual record of the incident that can be used for investigations and disciplinary actions.

Real-Time Access for Parents

One of the most significant advantages of school bus cameras is the ability for parents to access live video feeds from their children's bus routes. Many school districts have implemented apps or online platforms that allow parents to monitor their child's journey in real-time. This feature provides an added layer of security, as parents can ensure that their child has boarded the correct bus and arrived safely at their destination.

Peace of Mind for Parents

Parents often worry about their child's safety while they are away at school. School bus cameras help alleviate some of these concerns by providing parents with the ability to check in on their child during their commute. This peace of mind can improve the overall well-being of parents and students alike, knowing that they are connected even when physically separated.

Evidence in Case of Incidents

In unfortunate situations where an incident occurs on the bus or near the bus stop, the footage from school bus cameras can serve as valuable evidence. This evidence can be crucial for resolving disputes, ensuring justice is served, and holding accountable those responsible for any wrongdoing.

The implementation of cameras on school buses has transformed the way we approach student safety. These cameras not only promote better behavior among students but also empower parents to actively monitor their children's commute. As technology continues to advance, we can expect further improvements in school bus camera systems, making the journey to and from school even safer for our most precious passengers. In the end, it's a win-win situation that benefits both students and parents, ensuring that school bus rides are as safe and secure as possible.

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The size of commercial vehicles and machines mean vehicle Camera Monitor System blind spots are a major factor in collisions across all industries. Operator positions, bodywork, absent rear windows and bulkheads create further restrictions and can greatly limit driver visibility, making collisions even more likely.  The significant financial cost of vehicle and property damage is magnified by associated costs such as downtime, but even greater are the corporate and emotional costs when there is personal injury.

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For both educational institutions and parents, ensuring children' safety and security throughout their daily trip to and from school is of utmost importance. Traditional school bus systems frequently have problems like delays, communication breakdowns, and a lack of real-time tracking, making it challenging to ensure the safety of students. The combination of Radio Frequency Identification (RFID) and GPS monitoring devices, however, has emerged as a game-changer in the area of school transportation thanks to technological improvements. The management of school bus fleets and improvements to student safety are being revolutionized by RFID School Bus GPS Tracking Systems and Software.

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RFID School Bus GPS Tracking Systems and Software are transforming the way educational institutions manage their transportation systems. By combining RFID technology with GPS tracking, these systems provide accurate attendance tracking, real-time notifications, and improved student safety. Schools can optimize bus routes, monitor fleet efficiency, and ensure effective communication with parents. With these innovative systems in place, the worries associated with student transportation can be significantly reduced, allowing students, parents, and schools to focus on education and well-being.

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School Bus GPS Tracking System with RFID & Software :

For both educational institutions and parents, ensuring children' safety and security throughout their daily trip to and from school is of utmost importance. Traditional school bus systems frequently have problems like delays, communication breakdowns, and a lack of real-time tracking, making it challenging to ensure the safety of students. The combination of Radio Frequency Identification (RFID) and GPS monitoring devices, however, has emerged as a game-changer in the area of school transportation thanks to technological improvements. The management of school bus fleets and improvements to student safety are being revolutionized by RFID School Bus GPS Tracking Systems and Software.

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GPS tracking systems for vehicles are devices that use Global Positioning System (GPS) technology to track the location and movement of vehicles. These systems typically consist of a GPS receiver that is mounted on the vehicle and a software application that allows the user to view the location data in real-time.

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School Bus Student Tracking -How School Bus Tracking Software Can Track The School Bus

TEK Bus Tracking Software  helps to track route performance, actual time location & the position of affairs at a particular time of school bus drivers on the interactive live map & maintain absolute control over the improved fleet operations. School bus tracker parents to track their kids with the assistance of GPS connected in the school bus.

Our fleet management system is the perfect GPS tracking solution for many fleets, and it won't disappoint as a school bus GPS tracking system. School Bus GPS Tracking System will Monitor, plan and optimize bus routes to ensure on-time arrivals and departures.

Benefits of  TEK Bus

1. Route Optimization 2. Time and Cost Efficient 3. Automatic Trip & Route Allocation and Optimization 4. Attendance & Transportation Analytics 5. Two Step authentication & speech alerts. 6. Instant Alert Notification Mechanism

TEK Bus Tracking System based on android can track the technological school buses & it delivers closely connected information to their end-users.

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