Flutter margin with non-linearities: real-time prediction of flutter onset speed

The present article shows a procedure to predict the flutter speed based on real-time tuning of a quasi non-linear aeroelastic model. A two-dimensional non-linear (freeplay) aeroeslastic model is implemented inMatLab/Simulink with incompressible aerodynamic conditions. A comparison with real compressible conditions is provided. Once the numerical validation is accomplished, a parametric aeroelastic model is built in order to describe the proposed procedure and contribute to reduce the number of flight hours needed to expand the flutter envelope.

Exploring the role of social capital influence variables on travel behaviour

This paper explores the potential role of individual trip characteristics and social capital network variables in the choice of transport mode. A sample of around 100 individuals living or working in one suburb of Madrid (i.e. Las Rosas district of Madrid) participated in a smartphone short panel survey, entering travel data for an entire working week. A Mixed Logit model was estimated with this data to analyze shifts to metro as a consequence of the opening of two new stations in the area. Apart from classical explanatory variables, such as travel time and cost, gender, license and car ownership, the model incorporated two “social capital network” variables: participation in voluntary activities and receiving help for various tasks (i.e. child care, housekeeping, etc.). Both variables improved the capacity of the model to explain transport mode shifts. Further, our results confirm that the shift towards metro was higher in the case of people “helped” and lower for those participating in some voluntary activities.

Intermodal exchange stations in the city of Madrid

The City of Madrid is putting into operation Intermodal Exchange Stations (IESs) to make connections between urban and suburban transportation modes easier for users of public transportation. The purpose of this article is to evaluate the actual effects that the implementation of IESs in the City of Madrid has on the affected stakeholders: users, public transportation operators, infrastructure managers, the government, the abutters and other citizens. We develop a methodology intended to help assess the welfare gains and losses for each stakeholder. Then we apply this methodology to the case study of the Avenida de América IES in the city of Madrid. We found that it is indeed possible to arrive at win–win solutions for the funding of urban transportation infrastructure, as long as the cost-benefit ratio of the project is high enough. Commuters save travel time. Bus companies diminish their costs of operation. The abutters gain in quality of life. The private operator of the infrastructure makes a fair profit. And the government is able to promote these infrastructure facilities without spending more of its scarce budgetary resources.

High-Speed Rail Versus Air Transportation: Case Study of Madrid–Barcelona, Spain.

Travel time savings, better quality of the supplied services, greater comfort for the users, and improved accessibility are the main factors of success of High Speed Rail(HSR)links. This paper presents the results from a revealed and stated preference survey conducted to both HSR and air transport users in the Madrid Barcelona corridor. The data gathered from the stated preference survey was used to calibrate a modal choice model aiming at explaining competition between HSR and air transportation in the corridor. From the model, the authors obtain that prices and service frequency are the most important variables to compete with the other mode. In addition, they found that check-in and security controls at the airport are a crucial variable for the users in their modal choice. Other policies, such as the improvement of parking facilities at the train stations, play a secondary role.

A constraint-based approach to quality assurance in service choreographies.

Knowledge about the quality characteristics (QoS) of service com- positions is crucial for determining their usability and economic value. Ser- vice quality is usually regulated using Service Level Agreements (SLA). While end-to-end SLAs are well suited for request-reply interactions, more complex, decentralized, multiparticipant compositions (service choreographies) typ- ically involve multiple message exchanges between stateful parties and the corresponding SLAs thus encompass several cooperating parties with interde- pendent QoS. The usual approaches to determining QoS ranges structurally (which are by construction easily composable) are not applicable in this sce- nario. Additionally, the intervening SLAs may depend on the exchanged data. We present an approach to data-aware QoS assurance in choreographies through the automatic derivation of composable QoS models from partici- pant descriptions. Such models are based on a message typing system with size constraints and are derived using abstract interpretation. The models ob- tained have multiple uses including run-time prediction, adaptive participant selection, or design-time compliance checking. We also present an experimen- tal evaluation and discuss the benefits of the proposed approach.

Modeling and optimization of frequencies on congested bus lines

In this paper some mathematical programming models are exposed in order to set the number of services on a specified system of bus lines, which are intended to assist high demand levels which may arise because of the disruption of Rapid Transit services or during the celebration of massive events. By means of this model two types of basic magnitudes can be determined, basically: a) the number of bus units assigned to each line and b) the number of services that should be assigned to those units. In these models, passenger flow assignment to lines can be considered of the system optimum type, in the sense that the assignment of units and of services is carried out minimizing a linear combination of operation costs and total travel time of users. The models consider delays experienced by buses as a consequence of the get in/out of the passengers, queueing at stations and the delays that passengers experience waiting at the stations. For the case of a congested strategy based user optimal passenger assignment model with strict capacities on the bus lines, the use of the method of successive averages is shown.

Propuesta de algoritmos de predicción de glucosa en pacientes diabéticos

La diabetes mellitus es el conjunto de alteraciones provocadas por un defecto en la cantidad de insulina secretada o por un aprovechamiento deficiente de la misma. Es causa directa de complicaciones a corto, medio y largo plazo que disminuyen la calidad y las expectativas de vida de las personas con diabetes. La diabetes mellitus es en la actualidad uno de los problemas más importantes de salud. Ha triplicado su prevalencia en los últimos 20 anos y para el año 2025 se espera que existan casi 300 millones de personas con diabetes. Este aumento de la prevalencia junto con la morbi-mortalidad asociada a sus complicaciones micro y macro-vasculares convierten la diabetes en una carga para los sistemas sanitarios, sus recursos económicos y sus profesionales, haciendo de la enfermedad un problema individual y de salud pública de enormes proporciones. De momento no existe cura a esta enfermedad, de modo que el objetivo terapéutico del tratamiento de la diabetes se centra en la normalización de la glucemia intentando minimizar los eventos de hiper e hipoglucemia y evitando la aparición o al menos retrasando la evolución de las complicaciones vasculares, que constituyen la principal causa de morbi-mortalidad de las personas con diabetes. Un adecuado control diabetológico implica un tratamiento individualizado que considere multitud de factores para cada paciente (edad, actividad física, hábitos alimentarios, presencia de complicaciones asociadas o no a la diabetes, factores culturales, etc.). Sin embargo, a corto plazo, las dos variables más influyentes que el paciente ha de manejar para intervenir sobre su nivel glucémico son la insulina administrada y la dieta. Ambas presentan un retardo entre el momento de su aplicación y el comienzo de su acción, asociado a la absorción de los mismos. Por este motivo la capacidad de predecir la evolución del perfil glucémico en un futuro cercano, ayudara al paciente a tomar las decisiones adecuadas para mantener un buen control de su enfermedad y evitar situaciones de riesgo. Este es el objetivo de la predicción en diabetes: adelantar la evolución del perfil glucémico en un futuro cercano para ayudar al paciente a adaptar su estilo de vida y sus acciones correctoras, con el propósito de que sus niveles de glucemia se aproximen a los de una persona sana, evitando así los síntomas y complicaciones de un mal control. La aparición reciente de los sistemas de monitorización continua de glucosa ha proporcionado nuevas alternativas. La disponibilidad de un registro exhaustivo de las variaciones del perfil glucémico, con un periodo de muestreo de entre uno y cinco minutos, ha favorecido el planteamiento de nuevos modelos que tratan de predecir la glucemia utilizando tan solo las medidas anteriores de glucemia o al menos reduciendo significativamente la información de entrada a los algoritmos. El hecho de requerir menor intervención por parte del paciente, abre nuevas posibilidades de aplicación de los predictores de glucemia, haciéndose viable su uso en tiempo real, como sistemas de ayuda a la decisión, como detectores de situaciones de riesgo o integrados en algoritmos automáticos de control. En esta tesis doctoral se proponen diferentes algoritmos de predicción de glucemia para pacientes con diabetes, basados en la información registrada por un sistema de monitorización continua de glucosa así como incorporando la información de la insulina administrada y la ingesta de carbohidratos. Los algoritmos propuestos han sido evaluados en simulación y utilizando datos de pacientes registrados en diferentes estudios clínicos. Para ello se ha desarrollado una amplia metodología, que trata de caracterizar las prestaciones de los modelos de predicción desde todos los puntos de vista: precisión, retardo, ruido y capacidad de detección de situaciones de riesgo. Se han desarrollado las herramientas de simulación necesarias y se han analizado y preparado las bases de datos de pacientes. También se ha probado uno de los algoritmos propuestos para comprobar la validez de la predicción en tiempo real en un escenario clínico. Se han desarrollado las herramientas que han permitido llevar a cabo el protocolo experimental definido, en el que el paciente consulta la predicción bajo demanda y tiene el control sobre las variables metabólicas. Este experimento ha permitido valorar el impacto sobre el control glucémico del uso de la predicción de glucosa. ABSTRACT Diabetes mellitus is the set of alterations caused by a defect in the amount of secreted insulin or a suboptimal use of insulin. It causes complications in the short, medium and long term that affect the quality of life and reduce the life expectancy of people with diabetes. Diabetes mellitus is currently one of the most important health problems. Prevalence has tripled in the past 20 years and estimations point out that it will affect almost 300 million people by 2025. Due to this increased prevalence, as well as to morbidity and mortality associated with micro- and macrovascular complications, diabetes has become a burden on health systems, their financial resources and their professionals, thus making the disease a major individual and a public health problem. There is currently no cure for this disease, so that the therapeutic goal of diabetes treatment focuses on normalizing blood glucose events. The aim is to minimize hyper- and hypoglycemia and to avoid, or at least to delay, the appearance and development of vascular complications, which are the main cause of morbidity and mortality among people with diabetes. A suitable, individualized and controlled treatment for diabetes involves many factors that need to be considered for each patient: age, physical activity, eating habits, presence of complications related or unrelated to diabetes, cultural factors, etc. However, in the short term, the two most influential variables that the patient has available in order to manage his/her glycemic levels are administered insulin doses and diet. Both suffer from a delay between their time of application and the onset of the action associated with their absorption. Therefore, the ability to predict the evolution of the glycemic profile in the near future could help the patient to make appropriate decisions on how to maintain good control of his/her disease and to avoid risky situations. Hence, the main goal of glucose prediction in diabetes consists of advancing the evolution of glycemic profiles in the near future. This would assist the patient in adapting his/her lifestyle and in taking corrective actions in a way that blood glucose levels approach those of a healthy person, consequently avoiding the symptoms and complications of a poor glucose control. The recent emergence of continuous glucose monitoring systems has provided new alternatives in this field. The availability of continuous records of changes in glycemic profiles (with a sampling period of one or five minutes) has enabled the design of new models which seek to predict blood glucose by using automatically read glucose measurements only (or at least, reducing significantly the data input manually to the algorithms). By requiring less intervention by the patient, new possibilities are open for the application of glucose predictors, making its use feasible in real-time applications, such as: decision support systems, hypo- and hyperglycemia detectors, integration into automated control algorithms, etc. In this thesis, different glucose prediction algorithms are proposed for patients with diabetes. These are based on information recorded by a continuous glucose monitoring system and incorporate information of the administered insulin and carbohydrate intakes. The proposed algorithms have been evaluated in-silico and using patients’ data recorded in different clinical trials. A complete methodology has been developed to characterize the performance of predictive models from all points of view: accuracy, delay, noise and ability to detect hypo- and hyperglycemia. In addition, simulation tools and patient databases have been deployed. One of the proposed algorithms has additionally been evaluated in terms of real-time prediction performance in a clinical scenario in which the patient checked his/her glucose predictions on demand and he/she had control on his/her metabolic variables. This has allowed assessing the impact of using glucose prediction on glycemic control. The tools to carry out the defined experimental protocols were also developed in this thesis.

Predicción de la velocidad crítica de flameo mediante el uso de modelos aeroelásticos extrapolados en tiempo real con datos de vuelo

La Aeroelasticidad fue definida por Arthur Collar en 1947 como "el estudio de la interacción mutua entre fuerzas inerciales, elásticas y aerodinámicas actuando sobre elementos estructurales expuestos a una corriente de aire". Actualmente, esta definición se ha extendido hasta abarcar la influencia del control („Aeroservoelasticidad‟) e, incluso, de la temperatura („Aerotermoelasticidad‟). En el ámbito de la Ingeniería Aeronáutica, los fenómenos aeroelásticos, tanto estáticos (divergencia, inversión de mando) como dinámicos (flameo, bataneo) son bien conocidos desde los inicios de la Aviación. Las lecciones aprendidas a lo largo de la Historia Aeronáutica han permitido establecer criterios de diseño destinados a mitigar la probabilidad de sufrir fenómenos aeroelásticos adversos durante la vida operativa de una aeronave. Adicionalmente, el gran avance experimentado durante esta última década en el campo de la Aerodinámica Computacional y en la modelización aeroelástica ha permitido mejorar la fiabilidad en el cálculo de las condiciones de flameo de una aeronave en su fase de diseño. Sin embargo, aún hoy, los ensayos en vuelo siguen siendo necesarios para validar modelos aeroelásticos, verificar que la aeronave está libre de inestabilidades aeroelásticas y certificar sus distintas envolventes. En particular, durante el proceso de expansión de la envolvente de una aeronave en altitud/velocidad, se requiere predecir en tiempo real las condiciones de flameo y, en consecuencia, evitarlas. A tal efecto, en el ámbito de los ensayos en vuelo, se han desarrollado diversas metodologías que predicen, en tiempo real, las condiciones de flameo en función de condiciones de vuelo ya verificadas como libres de inestabilidades aeroelásticas. De entre todas ellas, aquella que relaciona el amortiguamiento y la velocidad con un parámetro específico definido como „Margen de Flameo‟ (Flutter Margin), permanece como la técnica más común para proceder con la expansión de Envolventes en altitud/velocidad. No obstante, a pesar de su popularidad y facilidad de aplicación, dicha técnica no es adecuada cuando en la aeronave a ensayar se hallan presentes no-linealidades mecánicas como, por ejemplo, holguras. En particular, en vuelos de ensayo dedicados específicamente a expandir la envolvente en altitud/velocidad, las condiciones de „Oscilaciones de Ciclo Límite‟ (Limit Cycle Oscillations, LCOs) no pueden ser diferenciadas de manera precisa de las condiciones de flameo, llevando a una determinación excesivamente conservativa de la misma. La presente Tesis desarrolla una metodología novedosa, basada en el concepto de „Margen de Flameo‟, que permite predecir en tiempo real las condiciones de „Ciclo Límite‟, siempre que existan, distinguiéndolas de las de flameo. En una primera parte, se realiza una revisión bibliográfica de la literatura acerca de los diversos métodos de ensayo existentes para efectuar la expansión de la envolvente de una aeronave en altitud/velocidad, el efecto de las no-linealidades mecánicas en el comportamiento aeroelástico de dicha aeronave, así como una revisión de las Normas de Certificación civiles y militares respecto a este tema. En una segunda parte, se propone una metodología de expansión de envolvente en tiempo real, basada en el concepto de „Margen de Flameo‟, que tiene en cuenta la presencia de no-linealidades del tipo holgura en el sistema aeroelástico objeto de estudio. Adicionalmente, la metodología propuesta se valida contra un modelo aeroelástico bidimensional paramétrico e interactivo programado en Matlab. Para ello, se plantean las ecuaciones aeroelásticas no-estacionarias de un perfil bidimensional en la formulación espacio-estado y se incorpora la metodología anterior a través de un módulo de análisis de señal y otro módulo de predicción. En una tercera parte, se comparan las conclusiones obtenidas con las expuestas en la literatura actual y se aplica la metodología propuesta a resultados experimentales de ensayos en vuelo reales. En resumen, los principales resultados de esta Tesis son: 1. Resumen del estado del arte en los métodos de ensayo aplicados a la expansión de envolvente en altitud/velocidad y la influencia de no-linealidades mecánicas en la determinación de la misma. 2. Revisión de la normas de Certificación Civiles y las normas Militares en relación a la verificación aeroelástica de aeronaves y los límites permitidos en presencia de no-linealidades. 3. Desarrollo de una metodología de expansión de envolvente basada en el Margen de Flameo. 4. Validación de la metodología anterior contra un modelo aeroelástico bidimensional paramétrico e interactivo programado en Matlab/Simulink. 5. Análisis de los resultados obtenidos y comparación con resultados experimentales. ABSTRACT Aeroelasticity was defined by Arthur Collar in 1947 as “the study of the mutual interaction among inertia, elastic and aerodynamic forces when acting on structural elements surrounded by airflow”. Today, this definition has been updated to take into account the Controls („Aeroservoelasticity‟) and even the temperature („Aerothermoelasticity‟). Within the Aeronautical Engineering, aeroelastic phenomena, either static (divergence, aileron reversal) or dynamic (flutter, buzz), are well known since the early beginning of the Aviation. Lessons learned along the History of the Aeronautics have provided several design criteria in order to mitigate the probability of encountering adverse aeroelastic phenomena along the operational life of an aircraft. Additionally, last decade improvements experienced by the Computational Aerodynamics and aeroelastic modelization have refined the flutter onset speed calculations during the design phase of an aircraft. However, still today, flight test remains as a key tool to validate aeroelastic models, to verify flutter-free conditions and to certify the different envelopes of an aircraft. Specifically, during the envelope expansion in altitude/speed, real time prediction of flutter conditions is required in order to avoid them in flight. In that sense, within the flight test community, several methodologies have been developed to predict in real time flutter conditions based on free-flutter flight conditions. Among them, the damping versus velocity technique combined with a Flutter Margin implementation remains as the most common technique used to proceed with the envelope expansion in altitude/airspeed. However, although its popularity and „easy to implement‟ characteristics, several shortcomings can adversely affect to the identification of unstable conditions when mechanical non-linearties, as freeplay, are present. Specially, during test flights devoted to envelope expansion in altitude/airspeed, Limits Cycle Oscillations (LCOs) conditions can not be accurately distinguished from those of flutter and, in consequence, it leads to an excessively conservative envelope determination. The present Thesis develops a new methodology, based on the Flutter Margin concept, that enables in real time the prediction of the „Limit Cycle‟ conditions, whenever they exist, without degrading the capability of predicting the flutter onset speed. The first part of this Thesis presents a review of the state of the art regarding the test methods available to proceed with the envelope expansion of an aircraft in altitude/airspeed and the effect of mechanical non-linearities on the aeroelastic behavior. Also, both civil and military regulations are reviewed with respect aeroelastic investigation of air vehicles. The second part of this Thesis proposes a new methodology to perform envelope expansion in real time based on the Flutter Margin concept when non-linearities, as freeplay, are present. Additionally, this methodology is validated against a Matlab/Slimulink bidimensional aeroelastic model. This model, parametric and interactive, is formulated within the state-space field and it implements the proposed methodology through two main real time modules: A signal processing module and a prediction module. The third part of this Thesis compares the final conclusions derived from the proposed methodology with those stated by the flight test community and experimental results. In summary, the main results provided by this Thesis are: 1. State of the Art review of the test methods applied to envelope expansion in altitude/airspeed and the influence of mechanical non-linearities in its identification. 2. Review of the main civil and military regulations regarding the aeroelastic verification of air vehicles and the limits set when non-linearities are present. 3. Development of a methodology for envelope expansion based on the Flutter Margin concept. 4. A Matlab/Simulink 2D-[aeroelastic model], parametric and interactive, used as a tool to validate the proposed methodology. 5. Conclusions driven from the present Thesis and comparison with experimental results.

Optimización del peaje en autopistas interurbanas que compiten con carreteras convencionales libres de pago : una perspectiva de eficiencia y equidad

En algunos países, como por ejemplo España, es común que entre un origen y un destino existan dos carreteras paralelas en las que existen ciertas diferencias. La más importante es que una de las vías es una autopista que ofrece a los usuarios una mayor comodidad y un menor tiempo de viaje a cambio del pago de un peaje, el cual no es necesario abonar en la carretera convencional paralela. Así, el problema de la tarificación vial ha sido estudiado en diversas ocasiones. Existe un amplio consenso en que para lograr el máximo bienestar social, los usuarios deben internalizar las externalidades que producen y no perciben a través de un peaje. Sin embargo, dicho peaje puede perjudicar a los usuarios con bajos ingresos. Dependiendo del objetivo (por ejemplo, maximizar el bienestar, maximizar la equidad social, la amortización de la construcción de la carretera, etc) el peaje óptimo podría variar sustancialmente. La literatura académica acerca de los peajes, la eficiencia y la equidad es vasta y diversa. Sin embargo, hemos encontrado una deficiencia en dicha literatura sobre el peaje óptimo, en corredores donde una carretera y una autopista con diferentes características de calidad compiten para capturar el tráfico. Particularmente no se ha encontrado ninguna investigación acerca del establecimiento del peaje que maximice el bienestar social o la equidad para distintas distribuciones del valor del tiempo de viaje (VTT), caracterizadas por su media y varianza. Por ello, el principal objetivo de la investigación es estimar la influencia que tiene la distribución de la renta de una sociedad sobre el peaje óptimo. La presente tesis doctoral trata de obtener, por medio de una metodología robusta, las diferentes políticas de peajes que los planificadores de transporte deberían llevar a cabo según la riqueza y cohesión social de los potenciales usuarios del corredor, la demanda y el objetivo que se busque con dicha tarificación, esto es, maximizar el bienestar social o la equidad. Adicionalmente también se obtienen los peajes óptimos dependiendo de si el corredor se encuentra totalmente tarificado o únicamente se debe pagar un peaje por circular en la autopista. In some countries, such as Spain, it is very common that in the same corridor there are two roads with the same origin and destination but with some differences. The most important contrast is that one is a toll highway which offers a better quality than the parallel road in exchange of a price. The users decide if the price of the toll worth to pay for the advantages offered. The problem of road pricing has been largely studied. It is well acknowledged that in order to achieve the maximum social welfare, users must internalize the externalities they produce and do not perceive through a toll. However, that toll can harm users with low income. Depending on the objective (e.g. maximize welfare, maximize social equity, amortize the construction of the road, etc) the optimal toll might vary substantially. The academic literature about pricing, efficiency and equity is vast and diverse. However, as far as we have found, there is a gap in the literature regarding the optimal price where a road and a highway with different quality characteristics compete for capturing the traffic in a corridor. Particularly we did not find any research estimating the optimal welfare price or the optimal equity price for different Value of Travel Time (VTT) distributions characterized by different VTT average and variance. The objective of the research is to fill this gap. In this research a theoretical model in order to obtain the optimal price in a toll highway that competes for capturing the traffic with a conventional road is developed. This model is done from the welfare and equity perspective and for non‐usual users who decide over the expectation of free flow conditions. The model is finally applied to the variables we want to focus on: average value of travel time (VTT) which is strongly related with income, dispersion of this VTT, different kind of distributions of VTT and traffic levels, from free flow to congestion. Furthermore, we also obtain the optimal tolls with the corridor completely charged or with untolled alternative.

How varies optimal welfare pricing with income distribution? The case of the untolled alternative.

In some countries, such as Spain, it is very common that in the same corridor there are two roads with the same origin and destination but with some differences. The most important contrast is that one is a toll highway which offers a better quality than the parallel road in exchange of a price. The users decide if the price of the toll is worth to pay for the advantages offered. This problem is known as the untolled alternative and it has been largely studied in the academic literature, particularly related to economic efficiency and the optimal welfare toll. However, there is a gap in the literature academic regarding how it affects income distribution to the optimal toll. The main objective of the paper is to fill this gap. In this paper a theoretical model in order to obtain the optimal welfare price in a toll highway that competes for capturing the traffic with a conventional road is developed. This model is done for non-usual users who decide over the expectation of free flow conditions. This model is finally applied to the variables we want to focus on: average value of travel time (VTT) which is strongly related with income, dispersion of this VTT and traffic levels, from free flow to congestion. Derived from the results, we conclude that the higher the average VTT the higher the optimal price, the higher the dispersion of this VTT the lower the optimal price and finally, the more the traffic the higher the optimal toll.

Análisis de registros de aceleraciones verticales en caja de grasa y correlación con la infraestructura

El sector ferroviario ha experimentado en los últimos años un empuje espectacular acaparando las mayores inversiones en construcción de nuevas líneas de alta velocidad. Junto a esta inversión inicial no se debe perder de vista el coste de mantenimiento y gestión de las mismas y para ello es necesario avanzar en el conocimiento de los fenómenos de interacción de la vía y el material móvil. En los nuevos trazados ferroviarios, que hacen del ferrocarril un modo de transporte competitivo, se produce un notable aumento en la velocidad directamente relacionado con la disminución de los tiempos de viaje, provocando por ello elevados esfuerzos dinámicos, lo que exige una elevada calidad de vía para evitar el rápido deterioro de la infraestructura. Resulta primordial controlar y minimizar los costes de mantenimiento que vienen generados por las operaciones de conservación de los parámetros de calidad y seguridad de la vía férrea. Para reducir las cargas dinámicas que actúan sobre la vía deteriorando el estado de la misma, debido a este aumento progresivo de las velocidades, es necesario reducir la rigidez vertical de la vía, pero igualmente este aumento de velocidades hace necesarias elevadas resistecias del emparrillado de vía y mejoras en las plataformas, por lo que es necesario buscar este punto de equilibrio en la elasticidad de la vía y sus componentes. Se analizan las aceleraciones verticales medidas en caja de grasa, identificando la rigidez vertical de la vía a partir de las frecuencias de vibración vertical de las masas no suspendidas, correlacionándola con la infraestructura. Estas aceleraciones verticales se desprenden de dos campañas de medidas llevadas a cabo en la zona de estudio. En estas campañas se colocaron varios acelerómetros en caja de grasa obteniendo un registro de aceleraciones verticales a partir de las cuales se ha obteniendo la variación de la rigidez de vía de unas zonas a otras. Se analiza la rigidez de la vía correlacionándola con las distintas tipologías de vía y viendo la variación del valor de la rigidez a lo largo del trazado ferroviario. Estos cambios se manifiestan cuando se producen cambios en la infraestructura, de obras de tierra a obras de fábrica, ya sean viaductos o túneles. El objeto principal de este trabajo es profundizar en estos cambios de rigidez vertical que se producen, analizando su origen y las causas que los provocan, modelizando el comportamiento de los mismos, para desarrollar metodologías de análisis en cuanto al diseño de la infraestructura. Igualmente se analizan los elementos integrantes de la misma, ahondando en las características intrínsecas de la rigidez vertical global y la rigidez de cada uno de los elementos constituyentes de la sección tipo ferroviaria, en cada una de las secciones características del tramo en estudio. Se determina en este trabajo si se produce y en qué medida, variación longitudinal de la rigidez de vía en el tramo estudiado, en cada una de las secciones características de obra de tierra y obra de fábrica seleccionadas analizando las tendencias de estos cambios y su homogeneidad a lo largo del trazado. Se establece así una nueva metodología para la determinación de la rigidez vertical de la vía a partir de las mediciones de aceleraciones verticales en caja de grasa así como el desarrollo de una aplicación en el entorno de Labview para el análisis de los registros obtenidos. During the last years the railway sector has experienced a spectacular growth, focusing investments in the construction of new high-speed lines. Apart from the first investment the cost of maintaining and managing them has to be considered and this requires more knowledge of the process of interaction between track and rolling stock vehicles. In the new high-speed lines, that make of the railway a competitive mode of transport, there is a significant increase in speed directly related to the shorten in travel time, and that produces high dynamic forces. So, this requires a high quality of the track to avoid quickly deterioration of infrastructure. It is essential to control and minimize maintenance costs generated by maintenance operations to keep the quality and safety parameters of the railway track. Due to this gradual increase of speed, and to reduce the dynamic loads acting on the railway track causing its deterioration, it is necessary to reduce the vertical stiffness of the track, but on the other hand this speed increase requires high resistance of the railway track and improvements of the railway platform, so we must find the balance between the elasticity of the track and its components. Vertical accelerations in axle box are measured and analyzed, identifying the vertical stiffness of the railway track obtained from the vertical vibration frequency of the unsprung masses, correlating with the infrastructure. These vertical accelerations are the result of two measurement campaigns carried out in the study area with the placement of several accelerometers located in the axle box. From these vertical accelerations the variation of the vertical stiffness from one area to another is obtained. The track stiffness is analysed relating with the different types of infrastructure and the change in the value of the stiffness along the railway line. These changes are revealed when changes in infrastructure occurs, for instance; earthworks to bridges or tunnels. The main purpose of this paper is to examine these vertical stiffness changes, analysing its origins and causes, modelling their behaviour, developing analytical methodologies for the design of infrastructure. In this thesis it is also reviewed the different elements of the superstructure, paying special attention to the vertical stiffness of each one. In this study is determined, if it happens and to what extent, the longitudinal variation in the stiffness of track along the railway line studied in every selected section; earthwork, bridges and tunnels. They are also analyzed trends of these changes and homogeneity along the path. This establishes a new method for determining the vertical stiffness of the railway track from the vertical accelerations measured on axle box as well as an application developed in LabView to analyze the recordings obtained.

How varies optimal welfare pricing with income distribution? The case of the untolled alternative

In some countries, such as Spain, it is very common that in the same corridor there are two roads with the same origin and destination but with some differences. The most important contrast is that one is a toll highway which offers a better quality than the parallel road in exchange of a price. The users decide if the price of the toll is worth paying for the advantages offered. This problem is known as the untolled alternative and it has been largely studied in the academic literature, particularly related to economic efficiency and the optimal welfare toll. However, there is a gap in the academic literature regarding how income distribution affects the optimal toll. The main objective of the paper is to fill this gap. In this paper a theoretical model is developed in order to obtain the optimal welfare price in a toll highway that competes with a conventional road for capturing the traffic. This model is done for non-usual users who decide over the expectation of free flow conditions. This model is finally applied to the variables we want to focus on: average value of travel time (VTT) which is strongly related with income, dispersion of this VTT and traffic levels, from free flow to congestion. Derived from the results, we conclude that the higher the average VTT the higher the optimal price, the higher the dispersion of this VTT the lower the optimal price and finally, the more the traffic the higher the optimal toll

Transit Use by Young People in Times of Financial Austerity: A Cause of Equity Concern?

This study investigates the effect of price and travel time fairness and spatial equity in transit provision on the perceived transit service quality, willingness to pay, and habitual frequency of use. Based on the theory of planned behavior, we developed a web-based questionnaire for revealed preferences data collection. The survey was administered among young people in Copenhagen and Lisbon to explore the transit perceptions and use under different economic and transit provision conditions. The survey yielded 499 questionnaires, analyzed by means of structural equation models. Results show that higher perceived fairness relates positively to higher perceived quality of transit service and higher perceived ease of paying for transit use. Higher perceived spatial equity in service provision is associated with higher perceived service quality. Higher perceived service quality relates to higher perceived ease of payment, which links to higher frequency of transit use.

Analysis of the problems associated with dynamic interaction between train, track and structure at transition zones

El gran desarrollo experimentado por la alta velocidad en los principales países de la Unión Europea, en los últimos 30 años, hace que este campo haya sido y aún sea uno de los principales referentes en lo que a investigación se refiere. Por otra parte, la aparición del concepto super − alta velocidad hace que la investigación en el campo de la ingeniería ferroviaria siga adquiriendo importancia en los principales centros de investigación de los países en los que se desea implantar este modo de transporte, o en los que habiendo sido ya implantado, se pretenda mejorar. Las premisas de eficacia, eficiencia, seguridad y confort, que este medio de transporte tiene como razón de ser pueden verse comprometidas por diversos factores. Las zonas de transición, definidas en la ingeniería ferroviaria como aquellas secciones en las que se produce un cambio en las condiciones de soporte de la vía, pueden afectar al normal comportamiento para el que fue diseñada la infraestructura, comprometiendo seriamente los estándares de eficiencia en el tiempo de viaje, confort de los pasajeros y aumentando considerablemente los costes de mantenimiento de la vía, si no se toman las medidas oportunas. En esta tesis se realiza un estudio detallado de la zonas de transición, concretamente de aquellas en las que existe una cambio en la rigidez vertical de la vía debido a la presencia de un marco hidráulico. Para realizar dicho estudio se lleva a cabo un análisis numérico de interacción entre el vehículo y la estructura, con un modelo bidimensional de elemento finitos, calibrado experimentalmente, en estado de tensión plana. En este análisis se tiene en cuenta el efecto de las irregularidades de la vía y el comportamiento mecánico de la interfaz suelo-estructura, con el objetivo de reproducir de la forma más real posible el efecto de interacción entre el vehículo, la vía y la estructura. Otros efectos como la influencia de la velocidad del tren y los asientos diferenciales, debidos a deformaciones por consolidación de los terraplenes a ambos lados el marco hidráulico, son también analizados en este trabajo. En esta tesis, los cálculos de interacción se han llevado a cabo en dos fases diferentes. En la primera, se ha considerado una interacción sencilla debida al paso de un bogie de un tren Eurostar. Los cálculos derivados de esta fase se han denominado cálculos a corto plazo. En la segunda, se ha realizado un análisis considerando múltiples pasos de bogie del tren Eurostar, conformando un análisis de degradación en el que se tiene en cuenta, en cada ciclo, la deformación de la capa de balasto. Los cálculos derivados de esta fase, son denominados en el texto como cálculos a largo plazo. Los resultados analizados muestran que la utilización de los denominados elementos de contacto es fundamental cuando se desea estudiar la influencia de asientos diferenciales, especialmente en transiciones terraplén-estructura en las que la cuña de cimentación no llega hasta la base de cimentación de la estructura. Por otra parte, tener en cuenta los asientos del terraplén, es sumamente importante, cuando se desea realizar un análisis de degradación de la vía ya que su influencia en la interacción entre el vehículo y la vía es muy elevada, especialmente para valores altos de velocidad del tren. En cuanto a la influencia de las irregularidades de la vía, en los cálculos efectuados, se revela que su importancia es muy notable, siendo su influencia muy destacada cuanto mayor sea la velocidad del tren. En este punto cabe destacar la diferencia de resultados derivada de la consideración de perfiles de irregularidades de distinta naturaleza. Los resultados provenientes de considerar perfiles artificiales son en general muy elevados, siendo estos más apropiados para realizar estudios de otra índole, como por ejemplo de seguridad al descarrilamiento. Los resultados provenientes de perfiles reales, dados por diferentes Administradores ferroviarios, presentan resultados menos elevados y más propios del problema analizar. Su influencia en la interacción dinámica entre el vehículo y la vía es muy importante, especialmente para velocidades elevadas del tren. Además el fenómeno de degradación conocido como danza de traviesas, asociado a zonas de transición, es muy susceptible a la consideración de irregularidades de la vía, tal y como se desprende de los cálculos efectuados a largo plazo. The major development experienced by high speed in the main countries of the European Union, in the last 30 years, makes railway research one of the main references in the research field. It should also be mentioned that the emergence of the concept superhigh − speed makes research in the field of Railway Engineering continues to gain importance in major research centers in the countries in which this mode of transportation is already implemented or planned to be implemented. The characteristics that this transport has as rationale such as: effectiveness, efficiency, safety and comfort, may be compromised by several factors. The transition zones are defined in railway engineering as a region in which there is an abrupt change of track stiffness. This stiffness variation can affect the normal behavior for which the infrastructure has been designed, seriously compromising efficiency standards in the travel time, passenger comfort and significantly increasing the costs of track maintenance, if appropriate measures are not taken. In this thesis a detailed study of the transition zones has been performed, particularly of those in which there is a change in vertical stiffness of the track due to the presence of a reinforced concrete culvert. To perform such a study a numerical interaction analysis between the vehicle, the track and the structure has been developed. With this purpose a two-dimensional finite element model, experimentally calibrated, in a state of plane stress, has been used. The implemented numerical models have considered the effects of track irregularities and mechanical behavior of soil-structure interface, with the objective of reproducing as accurately as possible the dynamic interaction between the vehicle the track and the structure. Other effects such as the influence of train speed and differential settlement, due to secondary consolidation of the embankments on both sides of culvert, have also been analyzed. In this work, the interaction analysis has been carried out in two different phases. In the first part a simple interaction due to the passage of a bogie of a Eurostar train has been considered. Calculations derived from this phase have been named short-term analysis. In the second part, a multi-load assessment considering an Eurostar train bogie moving along the transition zone, has been performed. The objective here is to simulate a degradation process in which vertical deformation of the ballast layer was considered. Calculations derived from this phase have been named long-term analysis. The analyzed results show that the use of so-called contact elements is essential when one wants to analyze the influence of differential settlements, especially in embankment-structure transitions in which the wedge-shaped backfill does not reach the foundation base of the structure. Moreover, considering embankment settlement is extremely important when it is desired to perform an analysis of track degradation. In these cases the influence on the interaction behaviour between the vehicle and the track is very high, especially for higher values of speed train. Regarding the influence of the track irregularities, this study has proven that the track’s dynamic response is heavily influenced by the irregularity profile and that this influence is more important for higher train velocities. It should also be noted that the difference in results derived from consideration of irregularities profiles of different nature. The results coming from artificial profiles are generally very high, these might be more appropriate in order to study other effects, such as derailment safety. Results from real profiles, given by the monitoring works of different rail Managers, are softer and they fit better to the context of this thesis. The influence of irregularity profiles on the dynamic interaction between the train and the track is very important, especially for high-speeds of the train. Furthermore, the degradation phenomenon known as hanging sleepers, associated with transition zones, is very susceptible to the consideration of track irregularities, as it can be concluded from the long-term analysis.

Perfil antropométrico y respuesta psico-fisiológica en escalada deportiva en roca: Diferencias entre modalidades

En la literatura se ha descrito el perfil antropométrico y la respuesta psicofisiológica en escalada deportiva en roca, pero hasta la fecha, no se habían analizado las diferencias existentes entre sus principales modalidades. El objetivo de la presente tesis fue describir las características antropométricas del escalador de competición y comprobar la existencia de diferencias entre los participantes de distintas modalidades, así como analizar la respuesta psico-fisiológica durante la ejecución de un búlder y una vía, además de evaluar las diferencias entre su realización a vista o tras un ensayo. Para ello, efectuamos dos estudios diferentes: en el primero participaron voluntariamente 61 hombres y 18 mujeres, participantes en cuatro pruebas del circuito nacional de competición de escalada durante el año 2009, tres de ellas de la modalidad de dificultad a vista y una de búlder. Se realizaron mediciones antropométricas, prueba de fuerza de prensión manual antes y después de competir, y se cumplimentó un cuestionario donde se evaluaba la percepción del esfuerzo y la experiencia deportiva. En el segundo estudio, 23 escaladores, 15 hombres y 8 mujeres, divididos en tres grupos en función de su nivel de rendimiento, realizaron de manera voluntaria distintas pruebas durante tres días separados entre sí al menos 48 horas. El primer día rellenaron un cuestionario sobre su experiencia deportiva y nivel de rendimiento, fueron pesados, tallados y sometidos a un escáner de cuerpo completo en densitómetro con objeto de medir la composición corporal. El segundo día realizaron previo calentamiento, un búlder a vista y, tras un descanso de 15 minutos, escalaron una vía a vista acorde con su nivel. El tercer día, después de calentar y disponer de 20 minutos para ensayarlo, repitieron la escalada del búlder. Tras un descanso de 15 minutos y 20 minutos de ensayo, realizaron un segundo intento a la vía. Se registraron los valores en la respuesta cardiorrespiratoria, se obtuvieron muestras de lactato en sangre del lóbulo de la oreja y se realizaron pruebas de fuerza de prensión manual antes y después de la escalada. También se pasó un cuestionario para medir la ansiedad y autoconfianza así como el esfuerzo percibido. Los resultados no mostraron diferencias antropométricas significativas entre los participantes en competiciones de búlder y los que participaron en competiciones de escalada de dificultad a vista. Se dieron diferencias en la pérdida de fuerza antes y después de escalar entre dichos participantes. Las mujeres obtuvieron menor fuerza de prensión manual que los hombres pero la misma pérdida de fuerza entre el instante antes de competir y el posterior. La respuesta fisiológica durante la ejecución del búlder fue menor que la obtenida durante la ejecución de la vía. Hubo pérdida de fuerza de prensión manual entre el instante anterior y el posterior a ejecutar la vía, pero no al hacer el búlder. Sin embargo, no se dieron diferencias en la ansiedad y la autoestima provocada por ambas modalidades, por lo que deducimos que la ejecución de un búlder y una vía presentan una respuesta fisiológica distinta. Proponemos que la respuesta está relacionada, sobre todo, con las variables de ejecución, de tal manera que a mayor distancia y/o tiempo recorrido en la escalada, mayor será la contribución anaeróbica al esfuerzo y la fatiga manifestada como pérdida de fuerza que, en el caso del búlder, fue mínima o inexistente. En el segundo intento, tras un ensayo de 20 minutos en el búlder, se consiguió mejorar el rendimiento respecto al primer intento, que se manifestó con un aumento en la distancia recorrida. Sin embargo, en la vía no se dieron diferencias entre ambos intentos, ni en la ejecución, ni en la respuesta fisiológica, ni en la ansiedad, ni siquiera en la fuerza de prensión manual. ABSTRACT It has been described in the literature the anthropometric profile and psychophysiological response in rock climbing, but so far not been analyzed differences between its main modalities. The aim of this thesis was to describe the anthropometric characteristics of the climber competitor and check for differences between participants of different modalities and to analyze the psycho-physiological response during the execution of a boulder and a route also to assess differences between on sight and redpoint attempts. We made two different studies: in the first 61 men and 18 women who attended four competitions of national climbing circuit in 2009, three of them on-sight difficulty competitions and a boulder competition participated voluntarily. Anthropometric measurements, a hand grip strength test before and after competing were registered for each climber, and a questionnaire which assessed perception of effort and the climbing experience was fulfilled. In the second study, various tests were conducted on 23 volunteer climbers, 15 men and 8 women, during three days separated for, at least, 48 hours of resting, divided into three groups according to their performance. The first day, climbers completed a questionnaire on their experience and performance level. It was recorded weight, height and they underwent a full body scan densitometer in order to measure body composition. The second day, after previous warming-up, they climbed a boulder on sight and, after a break of 15 minutes, climbed a route on-sight according to their level. The third day, after warming-up and have 20 minutes to try it, they repeated the bouldering climbing. After a break of 15 minutes and 20 minutes of essaying, they made a second attempt at the route. Values in the cardiorespiratory response were recorded, blood lactate samples were obtained from earlobe, and hand grip strength was tested before and after the climb. They also filled a questionnaire to measure anxiety and self-confidence and perceived exertion. The results showed no significant anthropometric differences between participants in bouldering competitions and participants in competitions on-sight difficulty climbing. There were found differences in strength loss before and after climbing between those participants. Women had less hand grip strength than men but the same loss of strength between the records carried out before and after competing. The physiological response recorded for boulder climbing was lower than the obtained for the route. There was loss of hand grip strength between the time before and after running the route but not for bouldering. However, there were no differences in anxiety and self-esteem caused by both modalities, so we conclude that the implementation of a boulder and a route have different physiological responses. We think that this response is mainly related to performance variables, as a greater distance and/or travel time on the climb, the higher the anaerobic contribution to the effort and fatigue as manifested by loss of strength in the case of the boulder was minimal or nonexistent. In the second attempt after 20 minutes in the boulder better performance was achieved on the first attempt, which was manifested by an increment of climbing distance. However, there were the differences in the route between the two attempts, either in execution or in the physiological response, or anxiety, or even in hand grip strength.