CompactRIO: advanced data acquisition systems integration in CODAC Core System

Las herramientas de configuraci��n basadas en lenguajes de alto nivel como LabVIEW permiten el desarrollo de sistemas de adquisici��n de datos basados en hardware reconfigurable FPGA muy complejos en un breve periodo de tiempo. La estandarizaci��n del ciclo de dise��o hardware/software y la utilizaci��n de herramientas como EPICS facilita su integraci��n con la plataforma de adquisici��n y control ITER CODAC CORE SYSTEM (CCS) basada en Linux. En este proyecto se propondr�� una metodolog��a que simplificar�� el ciclo completo de integraci��n de plataformas novedosas, como cRIO, en las que el funcionamiento del hardware de adquisici��n puede ser modificado por el usuario para que ��ste se amolde a sus requisitos espec��ficos. El objetivo principal de este proyecto fin de master es realizar la integraci��n de un sistema cRIO NI9159 y diferentes m��dulos de E/S anal��gica y digital en EPICS y en CODAC CORE SYSTEM (CCS). Este ��ltimo consiste en un conjunto de herramientas software que simplifican la integraci��n de los sistemas de instrumentaci��n y control del experimento ITER. Para cumplir el objetivo se realizar��n las siguientes tareas: ��� Desarrollo de un sistema de adquisici��n de datos basado en FPGA con la plataforma hardware CompactRIO. En esta tarea se realizar�� la configuraci��n del sistema y la implementaci��n en LabVIEW para FPGA del hardware necesario para comunicarse con los m��dulos: NI9205, NI9264, NI9401.NI9477, NI9426, NI9425 y NI9476 ��� Implementaci��n de un driver software utilizando la metodolog��a de AsynDriver para integraci��n del cRIO con EPICS. Esta tarea requiere definir todos los records necesarios que exige EPICS y crear las interfaces adecuadas que permitir��n comunicarse con el hardware. ��� Implementar la descripci��n del sistema cRIO y del driver EPICS en el sistema de descripci��n de plantas de ITER llamado SDD. Esto automatiza la creaci��n de las aplicaciones de EPICS que se denominan IOCs. SUMMARY The configuration tools based in high-level programing languages like LabVIEW allows the development of high complex data acquisition systems based on reconfigurable hardware FPGA in a short time period. The standardization of the hardware/software design cycle and the use of tools like EPICS ease the integration with the data acquisition and control platform of ITER, the CODAC Core System based on Linux. In this project a methodology is proposed in order to simplify the full integration cycle of new platforms like CompactRIO (cRIO), in which the data acquisition functionality can be reconfigured by the user to fits its concrete requirements. The main objective of this MSc final project is to develop the integration of a cRIO NI-9159 and its different analog and digital Input/Output modules with EPICS in a CCS. The CCS consists of a set of software tools that simplifies the integration of instrumentation and control systems in the International Thermonuclear Reactor (ITER) experiment. To achieve such goal the following tasks are carried out: ��� Development of a DAQ system based on FPGA using the cRIO hardware platform. This task comprehends the configuration of the system and the implementation of the mandatory hardware to communicate to the I/O adapter modules NI9205, NI9264, NI9401, NI9477, NI9426, NI9425 y NI9476 using LabVIEW for FPGA. ��� Implementation of a software driver using the asynDriver methodology to integrate such cRIO system with EPICS. This task requires the definition of the necessary EPICS records and the creation of the appropriate interfaces that allow the communication with the hardware. ��� Develop the cRIO system���s description and the EPICS driver in the ITER plant description tool named SDD. This development will automate the creation of EPICS applications, called IOCs.

Smart and sustainable public transport systems through improving level and quality of service

Buses are considered a slow, low comfort and low reliability transport system, thus its negative and por image. In the framework of the 3iBS project (2012), several examples of innovative and/or effective solutions regarding the Level of Service (LoS) were analysed aiming to provide operators, practitioners and policy makers with a set of Good Practice Guidelines to strengthen the competitiveness of the bus in the urban environment. The identification of the key indicators regarding vehicles, infrastructure and operation was possible through the analysis of a set of case studies -among which Barcelona (Spain), Cagliari (Italy), London (United Kingdom), Paris and Nantes (France). A cross comparison between the case studies was carried out for contrasting the level of achievement of the different criteria considered. The information provided on Regulatory, Financial and Technical issues allows the identification of a number of specific factors influencing the implementation of a high quality transport scheme, and set the basis for the elaboration of a set of Guidelines for the implementation of an intelligent, innovative and integrated bus system, including the main barriers to be tackled.

Real time passenger information systems and quality of bus services

One of the main problems in urban areas is the steady growth in car ownership and traffic levels. Therefore, the challenge of sustainability is focused on a shift of the demand for mobility from cars to collective means of transport. For this end, buses are a key element of the public transport systems. In this respect Real Time Passenger Information (RTPI) systems help citizens change their travel behaviour towards more sustainable transport modes. This paper provides an assessment methodology which evaluates how RTPI systems improve the quality of bus services in two European cities, Madrid and Bremerhaven. In the case of Madrid, bus punctuality has increased by 3%. Regarding the travellers perception, Madrid raised its quality of service by 6% while Bremerhaven increased by 13%. On the other hand, the users �� perception of Public Transport (PT) image increased by 14%.

New QR Survey Methodologies to Analyze User Perception of Service Quality in Public Transport: The Experience of Madrid

Customer Satisfaction Surveys (CSS) have become an important tool for public transport planners, as improvements in the perceived quality of service lead to greater use of public transport and lower traffic pollution. Until now, Intelligent Transportation System (ITS) enhancements in public transport have traditionally included fleet management systems based on Automatic Vehicle Location (AVL) technologies, which can be used to optimize routing and scheduling, and to feed real-time information into passenger information channels. However, surveys of public transport users could also benefit from the new information technologies. As most customers carry their smartphones when traveling, Quick Response (QR) codes open up the possibility of conducting these surveys at a lower cost.This paper contributes to the limited existing literature by developing the analysis of QR codes applied to CSS in public transport and highlighting their importance in reducing the cost of data collection and processing. The added value of this research is that it provides the first assessment of a real case study in Madrid (Spain) using QR codes for this purpose. This pilot experience was part of a research project analyzing bus service quality in the same case study, so the QR code survey (155 valid questionnaires) was validated using a conventional face-to-face survey (520 valid questionnaires). The results show clearly that, after overcoming a few teething troubles, this QR code application will ultimately provide transport management with a useful tool to reduce survey costs

Arquitectura de Control para la Conducci��n Aut��noma de Veh��culos en Entornos Urbanos y Autov��as

Hoy en d��a, el desarrollo tecnol��gico en el campo de los sistemas inteligentes de transporte (ITS por sus siglas en ingl��s) ha permitido dotar a los veh��culos con diversos sistemas de ayuda a la conducci��n (ADAS, del ingl��s advanced driver assistance system), mejorando la experiencia y seguridad de los pasajeros, en especial del conductor. La mayor parte de estos sistemas est��n pensados para advertir al conductor sobre ciertas situaciones de riesgo, como la salida involuntaria del carril o la proximidad de obst��culos en el camino. No obstante, tambi��n podemos encontrar sistemas que van un paso m��s all�� y son capaces de cooperar con el conductor en el control del veh��culo o incluso relegarlos de algunas tareas tediosas. Es en este ��ltimo grupo donde se encuentran los sistemas de control electr��nico de estabilidad (ESP - Electronic Stability Program), el antibloqueo de frenos (ABS - Anti-lock Braking System), el control de crucero (CC - Cruise Control) y los m��s recientes sistemas de aparcamiento asistido. Continuando con esta l��nea de desarrollo, el paso siguiente consiste en la supresi��n del conductor humano, desarrollando sistemas que sean capaces de conducir un veh��culo de forma aut��noma y con un rendimiento superior al del conductor. En este trabajo se presenta, en primer lugar, una arquitectura de control para la automatizaci��n de veh��culos. Esta se compone de distintos componentes de hardware y software, agrupados de acuerdo a su funci��n principal. El dise��o de la arquitectura parte del trabajo previo desarrollado por el Programa AUTOPIA, aunque introduce notables aportaciones en cuanto a la eficiencia, robustez y escalabilidad del sistema. Ahondando un poco m��s en detalle, debemos resaltar el desarrollo de un algoritmo de localizaci��n basado en enjambres de part��culas. Este est�� planteado como un m��todo de filtrado y fusi��n de la informaci��n obtenida a partir de los distintos sensores embarcados en el veh��culo, entre los que encontramos un receptor GPS (Global Positioning System), unidades de medici��n inercial (IMU ��� Inertial Measurement Unit) e informaci��n tomada directamente de los sensores embarcados por el fabricante, como la velocidad de las ruedas y posici��n del volante. Gracias a este m��todo se ha conseguido resolver el problema de la localizaci��n, indispensable para el desarrollo de sistemas de conducci��n aut��noma. Continuando con el trabajo de investigaci��n, se ha estudiado la viabilidad de la aplicaci��n de t��cnicas de aprendizaje y adaptaci��n al dise��o de controladores para el veh��culo. Como punto de partida se emplea el m��todo de Q-learning para la generaci��n de un controlador borroso lateral sin ning��n tipo de conocimiento previo. Posteriormente se presenta un m��todo de ajuste on-line para la adaptaci��n del control longitudinal ante perturbaciones impredecibles del entorno, como lo son los cambios en la inclinaci��n del camino, fricci��n de las ruedas o peso de los ocupantes. Para finalizar, se presentan los resultados obtenidos durante un experimento de conducci��n aut��noma en carreteras reales, el cual se llev�� a cabo en el mes de Junio de 2012 desde la poblaci��n de San Lorenzo de El Escorial hasta las instalaciones del Centro de Autom��tica y Rob��tica (CAR) en Arganda del Rey. El principal objetivo tras esta demostraci��n fue validar el funcionamiento, robustez y capacidad de la arquitectura propuesta para afrontar el problema de la conducci��n aut��noma, bajo condiciones mucho m��s reales a las que se pueden alcanzar en las instalaciones de prueba. ABSTRACT Nowadays, the technological advances in the Intelligent Transportation Systems (ITS) field have led the development of several driving assistance systems (ADAS). These solutions are designed to improve the experience and security of all the passengers, especially the driver. For most of these systems, the main goal is to warn drivers about unexpected circumstances leading to risk situations such as involuntary lane departure or proximity to other vehicles. However, other ADAS go a step further, being able to cooperate with the driver in the control of the vehicle, or even overriding it on some tasks. Examples of this kind of systems are the anti-lock braking system (ABS), cruise control (CC) and the recently commercialised assisted parking systems. Within this research line, the next step is the development of systems able to replace the human drivers, improving the control and therefore, the safety and reliability of the vehicles. First of all, this dissertation presents a control architecture design for autonomous driving. It is made up of several hardware and software components, grouped according to their main function. The design of this architecture is based on the previous works carried out by the AUTOPIA Program, although notable improvements have been made regarding the efficiency, robustness and scalability of the system. It is also remarkable the work made on the development of a location algorithm for vehicles. The proposal is based on the emulation of the behaviour of biological swarms and its performance is similar to the well-known particle filters. The developed method combines information obtained from different sensors, including GPS, inertial measurement unit (IMU), and data from the original vehicle���s sensors on-board. Through this filtering algorithm the localization problem is properly managed, which is critical for the development of autonomous driving systems. The work deals also with the fuzzy control tuning system, a very time consuming task when done manually. An analysis of learning and adaptation techniques for the development of different controllers has been made. First, the Q-learning ���a reinforcement learning method��� has been applied to the generation of a lateral fuzzy controller from scratch. Subsequently, the development of an adaptation method for longitudinal control is presented. With this proposal, a final cruise control controller is able to deal with unpredictable environment disturbances, such as road slope, wheel���s friction or even occupants��� weight. As a testbed for the system, an autonomous driving experiment on real roads is presented. This experiment was carried out on June 2012, driving from San Lorenzo de El Escorial up to the Center for Automation and Robotics (CAR) facilities in Arganda del Rey. The main goal of the demonstration was validating the performance, robustness and viability of the proposed architecture to deal with the problem of autonomous driving under more demanding conditions than those achieved on closed test tracks.

Quality of bus services performance: benefits of real time passenger information systems

One of the main problems in urban areas is the steady growth in car ownership and traffic levels. Therefore, the challenge of sustainability is focused on a shift of the demand for mobility from cars to collective means of transport. For this purpose, buses are a key element of the public transport systems. In this respect Real Time Passenger Information (RTPI) systems help people change their travel behaviour towards more sustainable transport modes. This paper provides an assessment methodology which evaluates how RTPI systems improve the quality of bus services performance in two European cities, Madrid and Bremerhaven. In the case of Madrid, bus punctuality has increased by 3%. Regarding the travellers perception, Madrid raised its quality of service by 6% while Bremerhaven increased by 13%. On the other hand, the users�� perception of Public Transport (PT) image increased by 14%.

Optimized HOG for on-road video based vehicle verification

Vision-based object detection from a moving platform becomes particularly challenging in the field of advanced driver assistance systems (ADAS). In this context, onboard vision-based vehicle verification strategies become critical, facing challenges derived from the variability of vehicles appearance, illumination, and vehicle speed. In this paper, an optimized HOG configuration for onboard vehicle verification is proposed which not only considers its spatial and orientation resolution, but descriptor processing strategies and classification. An in-depth analysis of the optimal settings for HOG for onboard vehicle verification is presented, in the context of SVM classification with different kernels. In contrast to many existing approaches, the evaluation is realized in a public and heterogeneous database of vehicle and non-vehicle images in different areas of the road, rendering excellent verification rates that outperform other similar approaches in the literature.

La Ordenaci��n del Territorio en las Ciudades Globales Europeas: El caso de Madrid

En la Comunidad de Madrid el modelo de ocupaci��n del territorio en las dos ��ltimas d��cadas ha obedecido a factores de oferta del mercado y no a las necesidades de la poblaci��n, ello provoca un consumo de suelo y de recursos que conducen a una sobrexplotaci��n insostenible. Las metr��polis globales est��n experimentando r��pidas e intensas transformaciones, basadas en los paradigmas emergentes de la globalizaci��n, la gobernanza, la metropolizacion y la dispersi��n de las actividades en el territorio y a trav��s de ellos se abordan los planes de Londres, Par��s y las tentativas de Madrid. La globalizaci��n provoca la p��rdida de soberan��a de las administraciones publicas y la competitividad entre las ciudades globales en Europa, Londres, Paris y Madrid, son centros de poder, de concentraci��n y crecimiento donde se produce la dualizaci��n del espacio y donde la desigualdad participa de la restructuraci��n urbana, concentraci��n de pobreza frente a espacios de la nueva clase emergente en donde dominan los sectores de servicios y las tecnolog��as de la informaci��n. Frente al desarrollo urbano neoliberal de regulaci��n a trav��s del mercado y basada en criterios de eficiencia de la Nueva Gesti��n P��blica, se vislumbra la posibilidad de que la sociedad se administre a si misma por medio de acciones voluntarias y responsables que promuevan los intereses colectivos mediante el reconocimiento de su propia identidad, introduciendo el concepto de gobernanza. Frente, a la explotaci��n del territorio por parte de la sociedad extractiva que genera corrupcion, se propone un modelo de cooperaci��n p��blico-privada basado en la confianza mutua, un marco regulador estable, la transparencia y la informaci��n a cuyo flujo m��s homog��neo contribuir��n sin duda las TICs. En todo este proceso, las regiones metropolitanas en Europa se erigen como motores del crecimiento, donde los l��mites administrativos son superados, en un territorio cada vez m��s extendido y donde los gobiernos locales tienen que organizarse mediante un proceso de cooperaci��n en la provisi��n de servicios que ayuden a evitar los desequilibrios territoriales. El fen��meno de la dispersi��n urbana en desarrollos de baja densidad, los centros comerciales perif��ricos, la expulsi��n hacia la periferia de las actividades de menor valor a��adido y la concentraci��n de funciones directivas en el centro, conducen a una fragmentaci��n del territorio en islas dependientes del autom��vil y a procesos de exclusi��n social por la huida de las rentas altas y la expulsi��n de las rentas bajas de los centros urbanos. Se crean fragmentos monofuncionales y discontinuos, apoyados en las autov��as, lugares carentes de identidad y generadores de despilfarro de recursos y una falta de sostenibilidad ambiental, econ��mica y social. El estudio de la cultura de la planificaci��n en Europa ayuda a comprender los diferentes enfoques en la ordenaci��n del territorio y el proceso de convergencia entre las diferentes regiones. Los documentos de la UE se basan en la necesidad de la competitividad para el crecimiento europeo y la cohesi��n social y en relaci��n al territorio en los desarrollos polic��ntricos, la resoluci��n del dualismo campo-ciudad, el acceso equilibrado a las infraestructuras, la gesti��n prudente de la naturaleza, el patrimonio y el fomento de la identidad. Se proponen dos niveles de estudio uno actual, los ��ltimos planes de Londres y Paris y el otro la evoluci��n de las tentativas de planes en la Regi��n madrile��a siempre en relaci��n a los paradigmas emergentes se��alados y su reflejo en los documentos. El Plan de Londres es estrat��gico, con una visi��n a largo plazo, donde se confiere un gran inter��s al proceso, al papel del alcalde como l��der y su adaptaci��n a las circunstancias cambiantes, sujeto a las incertidumbres de una ciudad global. El desarrollo del mismo se concibe a trav��s de la colaboraci��n y cooperaci��n entre las administraciones y actores. La estructura del documento es flexible, establece orientaciones y gu��as indicativas, para la redacci��n de los planes locales, no siendo las mismas vinculantes y con escasa representaci��n grafica. El Plan de Par��s es m��s un plan f��sico, similar al de otros centros europeos, trabaja sobre los sectores y sobre los territorios, con informaci��n extensa, con caracter��sticas de ���Plan Latino��� por la fuerza de la expresi��n gr��fica, pero al mismo tiempo contiene una visi��n estrat��gica. Es vinculante en sus determinaciones y normativas, se plantea fomentar, pero tambi��n prohibir. Ambos planes tratan la competitividad internacional de sus centros urbanos, la igualdad social, la inclusi��n de todos los grupos sociales y la vivienda como una cuesti��n de dignidad humana. Londres plantea la gobernanza como cooperaci��n entre sector p��blico-privado y la necesaria cooperaci��n con las regiones lim��trofes, en Par��s las relaciones est��n m��s institucionalizadas resaltando la colaboraci��n vertical entre administraciones. Ambos plantean la densificaci��n de nodos servidos por transporte p��blico, modos blandos y el uso los TODs y la preservaci��n de la infraestructura verde jerarquizada, la potenciaci��n de la red azul y la mejora del paisaje de las periferias. En las ���tentativas��� de planes territoriales de Madrid se constata que estuvieron sujetas a los ciclos econ��micos. El primer Documento las DOT del a��o 1984, no planteaba crecimiento, ni econ��mico ni demogr��fico, a medio plazo y por ello no propon��a una modificaci��n del modelo radio conc��ntrico. Se trataba de un Plan r��gido volcado en la recuperaci��n del medio rural, de la ciudad, el dimensionamiento de los crecimientos en funci��n de las dotaciones e infraestructuras existentes. Aboga por la intervenci��n de la administraci��n p��blica y la promoci��n del peque��o comercio. Destaca el desequilibrio social en funci��n de la renta, la marginaci��n de determinados grupos sociales, el desequilibrio residencia/empleo y la excesiva densidad. Incide en la necesidad de viviendas para los m��s desfavorecidos mediante el alquiler, la promoci��n suelo p��blico y la promoci��n del ferrocarril para dar accesibilidad al espacio central. Aboga por el equipamiento de proximidad y de peque��o tama��o, el tratamiento paisaj��stico de los l��mites urbanos de los n��cleos y el control de las actividades ilegales se��alando orientaciones para el planeamiento urbano. Las Estrategias (1989) contienen una visi��n: la modificaci��n del modelo territorial, mediante la intervenci��n p��blica a trav��s de proyectos. Plantea la reestructuraci��n econ��mica del territorio, la reconversi��n del aparato productivo, la deslocalizaci��n de actividades de escaso valor a��adido y una mayor ubicuidad de la actividad econ��mica. Incide en la difusi��n de la centralidad hacia el territorio del sur, equilibr��ndolo con el norte, tratando de recomponer empleo y residencia, integrando al desarrollo econ��mico las periferias entre s�� y con el centro. Las actuaciones de transporte consolidar��an las actuaciones, modificando el modelo radio conc��ntrico facilitando la movilidad mediante la red de cercan��as y la intermodalidad. El plan se basaba en el liderazgo del Consejero, no integrando sectores como el medio ambiente, ni estableciendo un documento de seguimiento de las actuaciones que evaluara los efectos de las pol��ticas y su aportaci��n al equilibrio territorial, a trav��s de los proyectos realizados. El Documento Preparatorio de las Bases (1995), es m��s de un compendio o plan de planes, recoge an��lisis y propuestas de los documentos anteriores y de planes sectoriales de otros departamentos. Presenta una doble estructura: un plan f��sico integrador cl��sico, que abarca los sectores y territorios, y recoge las Estrategias previas a��adiendo puntos fuertes, como el malestar urbano y la rehabilitaci��n el centro. Plantea la consecuci��n del equilibrio ambiental mediante el crecimiento de las ciudades existentes, la vertebraci��n territorial basada en la movilidad y en la potenciaci��n de nuevas centralidades, la mejora de la habitabilidad y rehabilitaci��n integral del Centro Urbano de Madrid, y la modernizaci��n del tejido productivo existente. No existe una idea-fuerza que aglutine todo el documento, parte del reconocimiento de un modelo existente concentrado y congestivo, un centro urbano dual y dos periferias al este y sur con un declive urbano y obsolescencia productiva y al oeste y norte con una dispersi��n que amenaza al equilibrio medioambiental. Se��ala como aspectos relevantes, la creciente polarizaci��n y segregaci��n social, la deslocalizaci��n industrial, la aparici��n de las actividades de servicios a las empresas instaladas en las ��reas metropolitanas, y la dispersi��n de las actividades econ��micas en el territorio por la banalizaci��n del uso del autom��vil. Se plantea el reto de hacer ciudad de la extensi��n suburbana y su conexi��n con el sistema metropolitano, mediante una red de ciudades integrada y complementaria, en b��squeda de un mayor equilibrio y solidaridad territorial. Las Bases del PRET (1997) ten��an como prop��sito iniciar el proceso de concertaci��n en que debe basarse la elaboraci��n del Plan. Parte de la ciudad mediterr��nea compacta, y diversa, y de la necesidad de que las actividades econ��micas, los servicios y la residencia est��n en proximidad, resolvi��ndolo mediante una potente red de transporte p��blico que permitiese una accesibilidad integrada al territorio. El flujo de residencia hacia la periferia, con un modelo ajeno de vivienda unifamiliar y la concentraci��n del empleo en el centro producen desequilibrio territorial. Madrid manifiesta siempre apost�� por la densificaci��n del espacio central urbanizado, produciendo su congesti��n, frente al desarrollo de nuevos suelos que permitieran su expansi��n territorial. Precisa que es necesario preservar los valores de centralidad de Madrid, como generador de riqueza, canalizando toda aquella demanda de centralidad, hacia espacios m��s perif��ricos. El problema de la vivienda no lo ve solo como social, sino como econ��mico, debido a la p��rdida de empleos que supone su paralizaci��n. Observa ya los crecimientos residenciales en el borde de la region por el menor valor del suelo. Plantea como la pol��tica de oferta ha dado lugar a un modelo de crecimiento fragmentado, desequilibrado, desestructurado, con fuertes d��ficits dotacionales y de equipamiento, que inciden en la segregaci��n espacial de las rentas, agravando el proceso de falta de identidad morfol��gica y de desarraigo de los valores urbanos. El plan se��alaba que la presi��n sobre el territorio creaba su densificaci��n por las limitaciones de espacio, Incid��a en limitar el peso de la intervenci��n p��blica, no planteando propuestas de cooperaci��n p��blico-privado. La mayor incoherencia estriba en que los objetivos eran innovadores y coinciden en su mayor��a con las propuestas estudiadas de Londres o Paris, pero se intentan implementar a trav��s de un cambio hacia un modelo reticulado homog��neo, expansivo sobre el territorio, que supone un consumo de suelo y de infraestructuras para solucionar un problema inexistente, la gesti��n de la densidad. Durante las dos ��ltimas d��cadas en ausencia de un plan regional, la postura neoliberal fue la de un exclusivo control de legalidad del planeamiento, los municipios entraron en un proceso de competencia para aprovechar las iniciales ventajas econ��micas de los crecimientos detectados, que proporcionaban una base econ��mica ���s��lida��� a unos municipios con escasos recursos en sus presupuestos municipales. La legislaci��n se modifica a requerimiento de grupos interesados, no existiendo un marco estable. Se pierde la figura del plan no solo a nivel regional, si no en los sectores y el planeamiento municipal donde los municipios tiende a basarse en modificaciones puntuales con la subsiguiente p��rdida del modelo urban��stico. La protecci��n ambiental se estructura mediante un extenso nivel de figuras, con diversidad de competencias que impide su efectiva protecci��n y control. Este proceso produce un despilfarro en la ocupaci��n del suelo, apoyada en las infraestructuras viarias, y un crecimiento disperso y de baja densidad, cada vez m��s perif��rico, produci��ndose una segmentaci��n social por dualizaci��n del espacio en funci��n de niveles de renta. Al amparo del boom inmobiliario, se produce una falta de pol��tica social de vivienda p��blica, m��s basada en la dinamizaci��n del mercado con producci��n de viviendas para rentas medias que en pol��ticas de alquiler para determinados grupos concentr��ndose estas en los barrios desfavorecidos y en la periferia sur. Se produce un incremento de la vivienda unifamiliar, muchas veces amparada en pol��ticas p��blicas, la misma se localiza en el oeste principalmente, en espacios de valor como el entorno del Guadarrama o con viviendas m��s baratas por la popularizaci��n de la tipolog��a en la frontera de la Regi��n. El territorio se especializa a modo de islas monofuncionales, las actividades financieras y de servicios avanzados a las empresas se localizan en el norte y oeste pr��ximo, se pierde actividad industrial que se dispersa m��s al sur, muchas veces fuera de la regi��n. Se incrementan los grandes centros comerciales colgados de las autov��as y sin poblaci��n en su entorno. Todo este proceso ha provocado una p��rdida de utilizaci��n del transporte p��blico y un aumento significativo del uso del veh��culo privado. En la dos ��ltimas d��cadas se ha producido en la regi��n de Madrid desequilibrio territorial y segmentaci��n social, falta de implicaci��n de la sociedad en el territorio, dispersi��n del crecimiento y un incremento de los costes ambientales, sociales y econ��micos, situaci��n, que solo, a trav��s del uso racional del territorio se puede reconducir, apoyado en una planificaci��n integrada sensible y participativa. ABSTRACT In Madrid the model of land occupation in the past two decades has been driven by market supply factors rather than the needs of the population. This results in a consumption of land and resources that leads to unsustainable overexploitation. Addressing this issue must be done through sensitive and participatory integrated planning. Global cities are experiencing rapid and intense change based on the emerging paradigms of globalization, governance, metropolization and the dispersion of activities in the territory. Through this context, a closer look will be taken at the London and Paris plans as well as the tentative plans of Madrid. Globalization causes the loss of state sovereignty and the competitiveness among global cities in Europe; London, Paris and Madrid. These are centres of power, concentration and growth where the duality of space is produced, and where inequality plays a part in urban restructuration. There are concentrated areas of poverty versus areas with a new emerging class where the services sector and information technologies are dominant. The introduction of ICTs contributes to a more homogeneous flow of information leading, us to the concept of governance. Against neoliberal urban development based on free market regulations and efficiency criteria as established by the ���New Public Management���, emerge new ways where society administers itself through voluntary and responsible actions to promote collective interests by recognizing their own identity. A new model of public-private partnerships surfaces that is based on mutual trust, transparency, information and a stable regulatory framework in light of territorial exploitation by the ���extractive society��� that generates corruption. Throughout this process, European metropolitan regions become motors of growth where administrative boundaries are overcome in an ever expanding territory where government is organized through cooperative processes to provide services that protect against regional imbalances. Urban sprawl or low-density development as seen in peripheral shopping centres, the off-shoring of low added-value activities to the periphery, and the concentration of business and top management functions in the centre, leads to a fragmentation of the territory in automobile dependent islands and a process of social exclusion brought on by the disappearance of high incomes. Another effect is the elimination of low income populations from urban centres. In consequence, discontinuous expansions and mono-functional places that lack identity materialize supported by a highway network and high resource consumption. Studying the culture of urban planning in Europe provides better insight into different approaches to spatial planning and the process of convergence between different regions. EU documents are based on the need of competitiveness for European growth and social cohesion. In relation to polycentric development territory they are based on a necessity to solve the dualism between field and city, balanced access to infrastructures, prudent management of nature and solidifying heritage and identity Two levels of study unfold, the first being the current plans of London and ��le-de-France and the second being the evolution of tentative plans for the Madrid region as related to emerging paradigms and how this is reflected in documents. The London Plan is strategic with a long-term vision that focuses on operation, the role of the mayor as a pivotal leader, and the adaptability to changing circumstances brought on by the uncertainties of a global city. Its development is conceived through collaboration and cooperation between governments and stakeholders. The document structure is flexible, providing guidance and indicative guidelines on how to draft local plans so they are not binding, and it contains scarce graphic representation. The Plan of Paris takes on a more physical form and is similar to plans of other European centres. It emphasizes sectors and territories, using extensive information, and is more characteristic of a ���Latin Plan��� as seen in its detailed graphic expression. However, it also contains a strategic vision. Binding in its determinations and policy, it proposes advancement but also prohibition. Both plans address the international competitiveness of urban centres, social equality, inclusion of all social groups and housing as issues of human dignity. London raises governance and cooperation between public and private sector and the need for cooperation with neighbouring regions. In Paris, the relations are more institutionalized highlighting vertical collaboration between administrations. Both propose nodes of densification served by public transportation, soft modes and the use of TOD, the preservation of a hierarchical green infrastructure, and enhancing the landscape in urban peripheries. The tentative territorial plans for the Madrid region provide evidence that they were subject to economic cycles. The first document of master guidelines (1984) does not address either economic or demographic growth in the mid term and therefore does not propose the modification of the radio-concentric model. It is a rigid plan focused on rural and urban recovery and the dimensioning of growth that depends on endowments and infrastructures. It advocates government intervention and promotes small business. The plan emphasizes social imbalance in terms of income, marginalization of certain social groups, the imbalance of residence/employment and excessive density. It stresses the need for social rent housing for the underprivileged, promotes public land, and the supports rail accessibility to the central area. It backs facilities of proximity and small size, enhancing the landscaping of city borders, controlling illegal activities and draws out guidelines for urban planning. The strategies (1989) contain a vision: Changing the territorial model through public intervention by means of projects. They bring to light economic restructuring of territory, the reconversion of the productive apparatus, relocation of low value-added activities, and greater ubiquity of economic activity. They also propose the diffusion of centrality towards southern territories, balancing it with the north in an attempt to reset employment and residence that integrates peripheral economic development both in the periphery and the centre. Transport would consolidate the project, changing the radius-concentric model and facilitating mobility through a commuter and inter-modality network. The plan derives itself from the leadership of the minister and does not integrate sectors such as environment. It also does not incorporate the existence of a written document that monitors performance to evaluate the effects of policies and their contribution to the territorial balance. The Preparatory Document of the Bases, (1995) is more a compendium, or plan of plans, that compiles analysis and proposals from previous documents and sectorial plans from other departments. It has a dual structure: An integrating physical plan covering the sectors and territories that includes the previous strategies while adding some strengths. One such point is the urban discomfort and the rehabilitation of the centre. It also poses the achievement of environmental balance through the growth of existing cities, the territorial linking based on mobility, strengthening new centres, improving the liveability and comprehensive rehabilitation of downtown Madrid, and the modernization of the existing production network. There is no one powerful idea that binds this document. This is due to the recognition of an existing concentrate and congestive model, a dual urban centre, two eastern and southern suburbs suffering from urban decay, and an obsolescent productive north and west whose dispersion threatens the environmental balance. Relevant aspects the document highlights are increasing polarization and social segregation, industrial relocation, the emergence of service activities to centralized companies in metropolitan areas and the dispersion of economic activities in the territory by the trivialization of car use. It proposes making the city from the suburban sprawl and its connection to the metropolitan system through a network of integrated and complementary cities in search of a better balance and territorial solidarity. The Bases of PRET (1997) aims to start the consultation process that must underpin the development of the plan. It stems from a compact and diverse Mediterranean city along with the need for economic activities, services and residences that are close. To resolve the issue, it presents a powerful network of public transport that allows integrated accessibility to the territory. The flow of residence to the periphery based on a foreign model of detached housing and an employment concentration in the centre produces territorial imbalance. Madrid always opted for the densification of the central space, producing its congestion, against the development of new land that would allow its territorial expansion. The document states that the necessity to preserve the values of the housing problem is not only viewed as social, but also economic due to the loss of jobs resulting from their paralysis. It notes the residential growth in the regional border due to the low price of land and argues that the policy of supply has led to a fragmented model of growth that is unbalanced, unstructured, with strong infrastructure and facility deficits that affect the spatial segregation of income and aggravate the lack of morphological identity, uprooting urban values. The pressure on the territory caused its densification due to space limitation; the proposed grid model causes land consumption and infrastructure to solve a non-problem, density. Focusing on limiting the weight of public intervention, it does not raise proposals for public-private cooperation. The biggest discrepancy is that the targets were innovative and mostly align with the proposals in London and Paris. However, it proposes to be implemented through a shift towards a uniform gridded model that is expansive over territory. During the last two decades, due to the absence of a regional plan, a neoliberal stance held exclusive control of the legality of urban planning. The municipalities entered a competition process to take advantage of initial economic benefits of such growth. This provided a ���solid��� economic base for some municipalities with limited resources in their municipal budgets. The law was amended without a legal stable framework at the request of stakeholders. The character of the plan is lost not only regionally, but also in the sectors and municipal planning. This tends to be based on specific changes with the loss of an urban model. Environmental protection is organized through an extensive number of protection figures with diverse competencies that prevent its effective protection. This process squanders the use of the land, backed by increasing road infrastructure, dispersed occupations with low-density growth causing a social segmentation due to space duality based on income levels. During the housing boom, there is a reduction in social public housing policy mostly due to a boost in the market of housing production for average incomes than in rental policies for needy social groups that focus on disadvantaged neighbourhoods and southern suburbs. As a result, there is an increase in single-family housing, often protected by public policy. This is located primarily in the west in areas of high environmental value such as Guadarrama. There is also cheaper housing due to the popularization of typology in the border region. There, territory works as a mono-functional islands. Financial activities and advanced services for companies are located to the north and west where industrial activity is lost as it migrates south, often outside the region. The number of large shopping centres hanging off the highway infrastructure with little to no surrounding population increases. This process leads to the loss of dependency on public transport and a significant increase in the use of private vehicles. The absence of regional planning has produced more imbalance, more social segmentation, more dispersed growth and a lot of environmental, social and economic costs that can only be redirected through rational territorial.

Road environment modeling using robust perspective analysis and recursive Bayesian segmentation

Recently, vision-based advanced driver-assistance systems (ADAS) have received a new increased interest to enhance driving safety. In particular, due to its high performance���cost ratio, mono-camera systems are arising as the main focus of this ���eld of work. In this paper we present a novel on-board road modeling and vehicle detection system, which is a part of the result of the European I-WAY project. The system relies on a robust estimation of the perspective of the scene, which adapts to the dynamics of the vehicle and generates a stabilized recti���ed image of the road plane. This recti���ed plane is used by a recursive Bayesian classi- ���er, which classi���es pixels as belonging to different classes corresponding to the elements of interest of the scenario. This stage works as an intermediate layer that isolates subsequent modules since it absorbs the inherent variability of the scene. The system has been tested on-road, in different scenarios, including varied illumination and adverse weather conditions, and the results have been proved to be remarkable even for such complex scenarios.

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 Am��rica 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.

Detection and Tracking of Traffic Signs Using a Recursive Bayesian Decision Framework

In this paper we propose a new method for the automatic detection and tracking of road traffic signs using an on-board single camera. This method aims to increase the reliability of the detections such that it can boost the performance of any traffic sign recognition scheme. The proposed approach exploits a combination of different features, such as color, appearance, and tracking information. This information is introduced into a recursive Bayesian decision framework, in which prior probabilities are dynamically adapted to tracking results. This decision scheme obtains a number of candidate regions in the image, according to their HS (Hue-Saturation). Finally, a Kalman filter with an adaptive noise tuning provides the required time and spatial coherence to the estimates. Results have shown that the proposed method achieves high detection rates in challenging scenarios, including illumination changes, rapid motion and significant perspective distortion

Driving assistance system applied in curves for real vehicles | Sistema de ayuda a la conducci��n en curvas para veh��culos reales

Decreasing the accidents on highway and urban environments is the main motivation for the research and developing of driving assistance systems, also called ADAS (Advanced Driver Assistance Systems). In recent years, there are many applications of these systems in commercial vehicles: ABS systems, Cruise Control (CC), parking assistance and warning systems (including GPS), among others. However, the implementation of driving assistance systems on the steering wheel is more limited, because of their complexity and sensitivity. This paper is focused in the development, test and implementation of a driver assistance system for controlling the steering wheel in curve zones. This system is divided in two levels: an inner control loop which permits to execute the position and speed target, softening the action over the steering wheel, and a second control outer loop (controlling for fuzzy logic) that sends the reference to the inner loop according the environment and vehicle conditions. The tests have been done in different curves and speeds. The system has been proved in a commercial vehicle with satisfactory results.

Making Transport Safer: V2V-Based Automated Emergency Braking System

An important goal in the field of intelligent transportation systems (ITS) is to provide driving aids aimed at preventing accidents and reducing the number of traffic victims. The commonest traffic accidents in urban areas are due to sudden braking that demands a very fast response on the part of drivers. Attempts to solve this problem have motivated many ITS advances including the detection of the intention of surrounding cars using lasers, radars or cameras. However, this might not be enough to increase safety when there is a danger of collision. Vehicle to vehicle communications are needed to ensure that the other intentions of cars are also available. The article describes the development of a controller to perform an emergency stop via an electro-hydraulic braking system employed on dry asphalt. An original V2V communication scheme based on WiFi cards has been used for broadcasting positioning information to other vehicles. The reliability of the scheme has been theoretically analyzed to estimate its performance when the number of vehicles involved is much higher. This controller has been incorporated into the AUTOPIA program control for automatic cars. The system has been implemented in Citro��n C3 Pluriel, and various tests were performed to evaluate its operation.

Propagation mechanism modelling in the near region of circular tunnels

Art��culo sobre comunicaciones ferroviarias. Abstract: Along with the increase in operating frequencies in advanced radio communication systems utilised inside tunnels, the location of the break point is further and further away from the transmitter. This means that the near region lengthens considerably and even occupies the whole propagation cell or the entire length of some short tunnels. To begin with, this study analyses the propagation loss resulting from the free-space mechanism and the multi-mode waveguide mechanism in the near region of circular tunnels, respectively. Then, by conjunctive employing the propagation theory and the three-dimensional solid geometry, a general analytical model of the dividing point between two propagation mechanisms is presented for the first time. Moreover, the model is validated by a wide range of measurement campaigns in different tunnels at different frequencies. Finally, discussions on the simplified formulae of the dividing point in some application situations are made. The results in this study can be helpful to grasp the essence of the propagation mechanism inside tunnels.

Propagation Mechanism modeling in the Near-Region of Arbitrary Cross-Sectional Tunnels.

Along with the increase of the use of working frequencies in advanced radio communication systems, the near-region inside tunnels lengthens considerably and even occupies the whole propagation cell or the entire length of some short tunnels. This paper analytically models the propagation mechanisms and their dividing point in the near-region of arbitrary cross-sectional tunnels for the first time. To begin with, the propagation losses owing to the free space mechanism and the multimode waveguide mechanism are modeled, respectively. Then, by conjunctively employing the propagation theory and the three-dimensional solid geometry, the paper presents a general model for the dividing point between two propagation mechanisms. It is worthy to mention that this model can be applied in arbitrary cross-sectional tunnels. Furthermore, the general dividing point model is specified in rectangular, circular, and arched tunnels, respectively. Five groups of measurements are used to justify the model in different tunnels at different frequencies. Finally, in order to facilitate the use of the model, simplified analytical solutions for the dividing point in five specific application situations are derived. The results in this paper could help deepen the insight into the propagation mechanisms in tunnels.