Typically a portable travel safe folds flat so that you can pack it in your luggage for use at your destination. Most safes are made of puncture or cut-proof fabric and cinch closed with a steel cable. Some portable safe have wire mesh reinforced sides. It is these features that make breaching the portable safes extremely difficult.
What sounds a lot like the Microsoftskin patent, as well as the same techtested by NTT Docomo,a German startup, Ident Technology, is touting Skinplexfor human skin as transmission medium. While we thought Microsoft was pushing the envelope, IdentTechnology says (in that overly aggressive German-way), "Ident Technology already has the keypatents in hand." Skinplex operates at 195 kHk, a license-free frequency, and can be used forauthorization requirements, like unlocking car doors, anti-theft devices or protecting portable electronics. Theuser wears an identifier on his/her body and then touches a receiver which is connected to say the car door. Ident islooking to compete with the RFID market since they say Skinplex will be more convenient and lessexpensive.
The third type of derail is the portable derail, and is used by railroad mechanical forces, as well as some industries. This is often used in conjunction with blue flag rules (meaning equipment on the track must not be moved, as workers are on or near the equipment) and is temporary in nature. They are placed onto one side of the rail with the derail pointed to the outside of the track. Then there is a part of the derail that is able to be tightened down to the rail and then secured with a locking mechanism. If the derail is left unlocked for any reason or does not have a locking mechanism deployed then the owner of the derail can face substantial fines if found by an FRA inspector (49 CFR 218.109.)
Derails have failed on occasion, such as on April 1, 1987, at Burnham, Illinois, when an unsecured car in a siding defeated a derail and fouled the mainline. Due to rusty rails, the car then failed to shunt the track circuit that should have put block signals to "stop". On May 15, 2001, CSX 8888, pulling a train of 47 cars including some loaded with hazardous chemicals, ran uncontrolled for two hours at up to 82 kilometers per hour (51 mph). A portable derail was used but failed. On April 20, 2017, three workers were killed in an accident on the Englewood Railway in Woss, British Columbia when 11 runaway railcars full of logs crashed into them and their equipment while they were working on the line. The railcars had become uncoupled at the top of the hill and as they rolled out-of-control down the hill, they overpowered the derails which had been installed incorrectly and into rotting rail ties.
Li-ion battery, since its first commercialization in 1991, has drastically transformed and popularized portable electronic devices, and will continue to play a major role in the electrification of road transportation in the future1. However, for the realization of the latter, better energy storage materials are needed1,2,3,4,5,6,7,8,9,10,11,12,13. LiFePO4, an environmentally benign and relatively safe cathode material for rechargeable Li-ion batteries, has attracted a great deal of interest during the last few decades2,3,4. Considerable efforts have been devoted to overcoming the intrinsically low electrical conductivity of LiFePO4, a drawback that hinders its direct use in Li-ion cells5,6. Several strategies, such as doping with foreign metal ions, have been explored7,8,9. However, the most common approach remains coating with carbon8. Carbon coatings are usually formed during LiFePO4 synthesis, in which an organic precursor (the carbon source) and the inorganic raw materials are mixed together. The subsequent calcination of the mixture in an inert or reducing atmosphere produces conducting carbon and LiFePO4, simultaneously10,11,12. Similarly, carbon coatings can also be introduced after LiFePO4 synthesis, in which an organic precursor and preformed LiFePO4 are mixed and then calcined13,14. The calcination-based strategies are often energy intensive and can be environmentally unfriendly because of the emission of harmful volatile organic compounds from the thermal decomposition of organic precursors15. Moreover, carbon coatings on LiFePO4 produced by heat treatment tend to be irregular, which does not provide a good connectivity for the particles and hence the expected performance for battery applications16. To mitigate the negative environmental effects of calcination, conducting polymers have been employed to increase the electronic conductivity and thus improve the performance of LiFePO4 (refs 17, 18, 19, 20, 21, 22). Several methods have been used to produce polymer/LiFePO4 composites, including electrochemical19 and chemical20 polymerization in the presence of LiFePO4 particles; rapid mixing of conducting polymer colloidal and LiFePO4 suspensions21; and more recent spontaneous polymerization driven by the oxidation power of partially delithiated LiFePO4 (ref. 22). 2b1af7f3a8