Prior to that, there were several higher educational institutions such as the cour universitaire or the IST that offered one or two years of academic studies. Luxembourgish students had to go abroad in order to complete their studies at a university (usually to Belgium, France, Germany, Austria, and the United Kingdom). The new university makes it possible for these students to complete their studies in their own country, as well as attract foreign academic interest to Luxembourg.
The University is currently divided into three Campuses, namely:
- Campus Limpertsberg hosting the Faculty of Law, Economics and Finance and parts of the Faculty of Science, Technology and Communication as well as the central administration units of the University
- Campus Kirchberg hosting further parts of the Faculty of Science, Technology and Communications
- Campus Walferdange hosting the Faculty of Language and Literature, Humanities, Arts and Education
By the finalisation of the restructured campus in Esch-Belval, south of the capital, two of the three faculties will relocate there: The Faculty of Arts, Humanities, Arts and Education Sciences will first do so in summer 2014, followed by the Faculty of Sciences, Technology and Communication in 2015 and 2016. The Faculty of Law, Economics and Finance will remain on Campus Limpertsberg.
Like Luxembourg itself, the studies at the University of Luxembourg are characterised by their multilingualism. Courses are usually held in two languages: French/English, French/German, or English/German.
University of Luxembourg research articles from Innovation Toronto
- Understanding how to teach “intelligence” – February 13, 2015
- Bitcoin, virtual money: User’s identity can be revealed much easier than thought – November 26, 2014
- A potentially revolutionnary material
- Researcher demonstrates vulnerabilities of mobile phones
- Cheaper metal powders such as tantalum and titanium are about to become cheap and plentiful
A secondary campus operates in Marietta, Georgia which was the site of the previous Southern Polytechnic State University until 2015. KSU also holds classes at the Cobb Galleria Centre, Dalton State College, Appalachian Technical College and Dallas. Current enrollment is over 35,600 students, making it the third largest university in the state of Georgia and one of the top fifty largest universities in the United States.
KSU is part of the University System of Georgia. The university has academic programs in business, education, engineering, nursing, physical sciences, criminal justice and sports management. Both the Kennesaw and Marietta campuses are located in suburban areas on a combined 581 acres (235 ha) of land.
Atlanta is a booming metropolis with its own nemesis: traffic. With millions of daily commuters, and nearly 80 percent of them driving alone to work each day, suburbanites and city dwellers may soon have a new alternative to get them out from behind the steering wheel.
Bill Diong, associate professor of electrical engineering, Ying Wang, associate professor of mechatronics engineering, and Jidong Yang, assistant professor of civil engineering – all faculty in Kennesaw State’s Southern Polytechnic College of Engineering and Engineering Technology – are exploring a viable solution to make Bus Rapid Transit (BRT) more appealing to commuters and more cost-effective for communities.
BRT is a bus-based transit system used in high-volume metro areas to transport passengers quickly and on time to their destinations, and is one way to reduce highway congestion and the number of lone commuters. Their research is funded by a $175,000 grant from the Georgia Department of Transportation.
The concept to improve BRT being developed by Diong and his research team is centered on a new type of bus. The new bus design was devised to make BRT more attractive and affordable and lead to increased transit use and reduced car traffic.
“Our concept is aimed at making improvements that would convince more people to not use their cars for their work commutes and choose instead to take a BRT bus,” said Diong. He explained that more people want a transit option that provides speedy commutes, and convenient and on-time schedules, which is not guaranteed by conventional bus systems.
The team’s proposed bus, called the Slim Modular Flexible Electric Bus (SMFe-bus), however, has a slimmer frame that can travel in narrower dedicated lanes. With gull-wing doors and three-seat wide rows, the SMFe-bus has a lead module with a human driver and a few driverless modules, strung together without being physically attached to the lead vehicle or each other. Each module is self-propelled by in-wheel electric motors.
“It is a semi-autonomous vehicle, where each driverless module is programmed to follow the module preceding it,” said Diong. What makes their BRT concept different is that the modules are uncoupled, leaving a small gap of space between each self-driving unit. The modules are programmed to coordinate their spacing and alignment in a ‘virtually coupled’ fashion, which allows for flexible bus capacity, he added. Modules can be easily added or removed from the vehicle over the span of a day, in tune with varying passenger demand.
Sensors gauge the lead vehicle’s movements, and the principle, said Diong, is for them to stay fairly close, but far enough apart so if the lead module’s driver brakes suddenly, the autonomous modules can respond quickly to avoid colliding with each other. With safety features built into their system, the modules can quickly change speed and direction.
As part of the research, Wang is working on the autonomous vehicle technology, specifically the virtual coupling technology that blends the camera and sensor technologies with intelligent control technology.
“Our prototype explores the neural network and benefits from artificial intelligence technology, and how a machine, or robot, learns how to accept information from humans,” said Wang.
He explained that significant progress in computer vision technology, such as cameras to classify objects, and the speed of today’s graphics processing units are improving high-level decision-making for the autonomous vehicle industry.
BRTs already have signal priority – the ability to change traffic lights to favor their pathway as they approach intersections – which aid in on-time scheduling for the transit system, said Yang, who is working on the feasibility aspects of their concept and the infrastructure design components to support its operations. The feasibility study will look at two potential BRT corridors in the metro Atlanta area.
Although the semi-autonomous SMFe-bus will cost more than a traditional bus, the team’s new BRT concept, with its narrower dimensions and easily adjustable capacity, could result in substantial cost savings in land acquisition, roadway construction and service operation, according to the research team.
This could possibly mean as much as a 20 percent cost savings on a BRT project in cities with dense populations and pricey real estate, an estimate which the team is working to refine, according to Diong. He added that keeping BRT costs low is crucial since taxpayers are only interested in funding transportation projects that yield sufficient bang for their buck.
As part of the team’s research, four undergraduate and three graduate engineering students are also working to develop a prototype SMFe-bus, which is being designed to ultimately operate at a top speed of 65 miles per hour.
A provisional patent has been filed for the team’s SMFe-bus concept.
Learn more: Building a Better Bus