Efficient methodologies for system matrix modelling in iterative image reconstruction for rotating high-resolution PET

A fully 3D iterative image reconstruction algorithm has been developed for high-resolution PET cameras composed of pixelated scintillator crystal arrays and rotating planar detectors, based on the ordered subsets approach. The associated system matrix is precalculated with Monte Carlo methods that incorporate physical effects not included in analytical models, such as positron range effects and interaction of the incident gammas with the scintillator material. Custom Monte Carlo methodologies have been developed and optimized for modelling of system matrices for fast iterative image reconstruction adapted to specific scanner geometries, without redundant calculations. According to the methodology proposed here, only one-eighth of the voxels within two central transaxial slices need to be modelled in detail. The rest of the system matrix elements can be obtained with the aid of axial symmetries and redundancies, as well as in-plane symmetries within transaxial slices. Sparse matrix techniques for the non-zero system matrix elements are employed, allowing for fast execution of the image reconstruction process. This 3D image reconstruction scheme has been compared in terms of image quality to a 2D fast implementation of the OSEM algorithm combined with Fourier rebinning approaches. This work confirms the superiority of fully 3D OSEM in terms of spatial resolution, contrast recovery and noise reduction as compared to conventional 2D approaches based on rebinning schemes. At the same time it demonstrates that fully 3D methodologies can be efficiently applied to the image reconstruction problem for high-resolution rotational PET cameras by applying accurate pre-calculated system models and taking advantage of the system's symmetries.

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

Co-simulation Methodologies for Hybrid and Electric Vehicle Dynamics

In recent decades, full electric and hybrid electric vehicles have emerged as an alternative to conventional cars due to a range of factors, including environmental and economic aspects. These vehicles are the result of considerable efforts to seek ways of reducing the use of fossil fuel for vehicle propulsion. Sophisticated technologies such as hybrid and electric powertrains require careful study and optimization. Mathematical models play a key role at this point. Currently, many advanced mathematical analysis tools, as well as computer applications have been built for vehicle simulation purposes. Given the great interest of hybrid and electric powertrains, along with the increasing importance of reliable computer-based models, the author decided to integrate both aspects in the research purpose of this work. Furthermore, this is one of the first final degree projects held at the ETSII (Higher Technical School of Industrial Engineers) that covers the study of hybrid and electric propulsion systems. The present project is based on MBS3D 2.0, a specialized software for the dynamic simulation of multibody systems developed at the UPM Institute of Automobile Research (INSIA). Automobiles are a clear example of complex multibody systems, which are present in nearly every field of engineering. The work presented here benefits from the availability of MBS3D software. This program has proven to be a very efficient tool, with a highly developed underlying mathematical formulation. On this basis, the focus of this project is the extension of MBS3D features in order to be able to perform dynamic simulations of hybrid and electric vehicle models. This requires the joint simulation of the mechanical model of the vehicle, together with the model of the hybrid or electric powertrain. These sub-models belong to completely different physical domains. In fact the powertrain consists of energy storage systems, electrical machines and power electronics, connected to purely mechanical components (wheels, suspension, transmission, clutch…). The challenge today is to create a global vehicle model that is valid for computer simulation. Therefore, the main goal of this project is to apply co-simulation methodologies to a comprehensive model of an electric vehicle, where sub-models from different areas of engineering are coupled. The created electric vehicle (EV) model consists of a separately excited DC electric motor, a Li-ion battery pack, a DC/DC chopper converter and a multibody vehicle model. Co-simulation techniques allow car designers to simulate complex vehicle architectures and behaviors, which are usually difficult to implement in a real environment due to safety and/or economic reasons. In addition, multi-domain computational models help to detect the effects of different driving patterns and parameters and improve the models in a fast and effective way. Automotive designers can greatly benefit from a multidisciplinary approach of new hybrid and electric vehicles. In this case, the global electric vehicle model includes an electrical subsystem and a mechanical subsystem. The electrical subsystem consists of three basic components: electric motor, battery pack and power converter. A modular representation is used for building the dynamic model of the vehicle drivetrain. This means that every component of the drivetrain (submodule) is modeled separately and has its own general dynamic model, with clearly defined inputs and outputs. Then, all the particular submodules are assembled according to the drivetrain configuration and, in this way, the power flow across the components is completely determined. Dynamic models of electrical components are often based on equivalent circuits, where Kirchhoff’s voltage and current laws are applied to draw the algebraic and differential equations. Here, Randles circuit is used for dynamic modeling of the battery and the electric motor is modeled through the analysis of the equivalent circuit of a separately excited DC motor, where the power converter is included. The mechanical subsystem is defined by MBS3D equations. These equations consider the position, velocity and acceleration of all the bodies comprising the vehicle multibody system. MBS3D 2.0 is entirely written in MATLAB and the structure of the program has been thoroughly studied and understood by the author. MBS3D software is adapted according to the requirements of the applied co-simulation method. Some of the core functions are modified, such as integrator and graphics, and several auxiliary functions are added in order to compute the mathematical model of the electrical components. By coupling and co-simulating both subsystems, it is possible to evaluate the dynamic interaction among all the components of the drivetrain. ‘Tight-coupling’ method is used to cosimulate the sub-models. This approach integrates all subsystems simultaneously and the results of the integration are exchanged by function-call. This means that the integration is done jointly for the mechanical and the electrical subsystem, under a single integrator and then, the speed of integration is determined by the slower subsystem. Simulations are then used to show the performance of the developed EV model. However, this project focuses more on the validation of the computational and mathematical tool for electric and hybrid vehicle simulation. For this purpose, a detailed study and comparison of different integrators within the MATLAB environment is done. Consequently, the main efforts are directed towards the implementation of co-simulation techniques in MBS3D software. In this regard, it is not intended to create an extremely precise EV model in terms of real vehicle performance, although an acceptable level of accuracy is achieved. The gap between the EV model and the real system is filled, in a way, by introducing the gas and brake pedals input, which reflects the actual driver behavior. This input is included directly in the differential equations of the model, and determines the amount of current provided to the electric motor. For a separately excited DC motor, the rotor current is proportional to the traction torque delivered to the car wheels. Therefore, as it occurs in the case of real vehicle models, the propulsion torque in the mathematical model is controlled through acceleration and brake pedal commands. The designed transmission system also includes a reduction gear that adapts the torque coming for the motor drive and transfers it. The main contribution of this project is, therefore, the implementation of a new calculation path for the wheel torques, based on performance characteristics and outputs of the electric powertrain model. Originally, the wheel traction and braking torques were input to MBS3D through a vector directly computed by the user in a MATLAB script. Now, they are calculated as a function of the motor current which, in turn, depends on the current provided by the battery pack across the DC/DC chopper converter. The motor and battery currents and voltages are the solutions of the electrical ODE (Ordinary Differential Equation) system coupled to the multibody system. Simultaneously, the outputs of MBS3D model are the position, velocity and acceleration of the vehicle at all times. The motor shaft speed is computed from the output vehicle speed considering the wheel radius, the gear reduction ratio and the transmission efficiency. This motor shaft speed, somehow available from MBS3D model, is then introduced in the differential equations corresponding to the electrical subsystem. In this way, MBS3D and the electrical powertrain model are interconnected and both subsystems exchange values resulting as expected with tight-coupling approach.When programming mathematical models of complex systems, code optimization is a key step in the process. A way to improve the overall performance of the integration, making use of C/C++ as an alternative programming language, is described and implemented. Although this entails a higher computational burden, it leads to important advantages regarding cosimulation speed and stability. In order to do this, it is necessary to integrate MATLAB with another integrated development environment (IDE), where C/C++ code can be generated and executed. In this project, C/C++ files are programmed in Microsoft Visual Studio and the interface between both IDEs is created by building C/C++ MEX file functions. These programs contain functions or subroutines that can be dynamically linked and executed from MATLAB. This process achieves reductions in simulation time up to two orders of magnitude. The tests performed with different integrators, also reveal the stiff character of the differential equations corresponding to the electrical subsystem, and allow the improvement of the cosimulation process. When varying the parameters of the integration and/or the initial conditions of the problem, the solutions of the system of equations show better dynamic response and stability, depending on the integrator used. Several integrators, with variable and non-variable step-size, and for stiff and non-stiff problems are applied to the coupled ODE system. Then, the results are analyzed, compared and discussed. From all the above, the project can be divided into four main parts: 1. Creation of the equation-based electric vehicle model; 2. Programming, simulation and adjustment of the electric vehicle model; 3. Application of co-simulation methodologies to MBS3D and the electric powertrain subsystem; and 4. Code optimization and study of different integrators. Additionally, in order to deeply understand the context of the project, the first chapters include an introduction to basic vehicle dynamics, current classification of hybrid and electric vehicles and an explanation of the involved technologies such as brake energy regeneration, electric and non-electric propulsion systems for EVs and HEVs (hybrid electric vehicles) and their control strategies. Later, the problem of dynamic modeling of hybrid and electric vehicles is discussed. The integrated development environment and the simulation tool are also briefly described. The core chapters include an explanation of the major co-simulation methodologies and how they have been programmed and applied to the electric powertrain model together with the multibody system dynamic model. Finally, the last chapters summarize the main results and conclusions of the project and propose further research topics. In conclusion, co-simulation methodologies are applicable within the integrated development environments MATLAB and Visual Studio, and the simulation tool MBS3D 2.0, where equation-based models of multidisciplinary subsystems, consisting of mechanical and electrical components, are coupled and integrated in a very efficient way.

Evaluación de la profundidad de la fisuración superficial descendente en pavimentos asfálticos mediante técnicas de ultrasonidos. Validación teórico-práctica y modelos

La fisuración iniciada en la superficie de los pavimentos asfálticos constituye uno de los más frecuentes e importantes modos de deterioro que tienen lugar en los firmes bituminosos, como han demostrado los estudios teóricos y experimentales llevados a cabo en la última década. Sin embargo, este mecanismo de fallo no ha sido considerado por los métodos tradicionales de diseño de estos firmes. El concepto de firmes de larga duración se fundamenta en un adecuado seguimiento del proceso de avance en profundidad de estos deterioros y la intervención en el momento más apropiado para conseguir mantenerlos confinados como fisuras de profundidad parcial en la capa superficial más fácilmente accesible y reparable, de manera que pueda prolongarse la durabilidad y funcionalidad del firme y reducir los costes generalizados de su ciclo de vida. Por lo tanto, para la selección de la estrategia óptima de conservación de los firmes resulta esencial disponer de metodologías que posibiliten la identificación precisa in situ de la fisuración descendente, su seguimiento y control, y que además permitan una determinación fiable y con alto rendimiento de su profundidad y extensión. En esta Tesis Doctoral se presentan los resultados obtenidos mediante la investigación sistemática de laboratorio e in situ llevada a cabo para la obtención de datos sobre fisuración descendente en firmes asfálticos y para el estudio de procedimientos de evaluación de la profundidad de este tipo de fisuras empleando técnicas de ultrasonidos. Dichos resultados han permitido comprobar que la metodología no destructiva propuesta, de rápida ejecución, bajo coste y sencilla implementación (principalmente empleada hasta el momento en estructuras metálicas y de hormigón, debido a las dificultades que introduce la naturaleza viscoelástica de los materiales bituminosos) puede ser aplicada con suficiente fiabilidad y repetibilidad sobre firmes asfálticos. Las medidas resultan asimismo independientes del espesor total del firme. Además, permite resolver algunos de los inconvenientes frecuentes que presentan otros métodos de diagnóstico de las fisuras de pavimentos, tales como la extracción de testigos (sistema destructivo, de alto coste y prolongados tiempos de interrupción del tráfico) o algunas otras técnicas no destructivas como las basadas en medidas de deflexiones o el georradar, las cuales no resultan suficientemente precisas para la investigación de fisuras superficiales. Para ello se han realizado varias campañas de ensayos sobre probetas de laboratorio en las que se han estudiado diferentes condiciones empíricas como, por ejemplo, distintos tipos de mezclas bituminosas en caliente (AC, SMA y PA), espesores de firme y adherencias entre capas, temperaturas, texturas superficiales, materiales de relleno y agua en el interior de las grietas, posición de los sensores y un amplio rango de posibles profundidades de fisura. Los métodos empleados se basan en la realización de varias medidas de velocidad o de tiempo de transmisión del pulso ultrasónico sobre una única cara o superficie accesible del material, de manera que resulte posible obtener un coeficiente de transmisión de la señal (mediciones relativas o autocompensadas). Las mediciones se han realizado a bajas frecuencias de excitación mediante dos equipos de ultrasonidos diferentes dotados, en un caso, de transductores de contacto puntual seco (DPC) y siendo en el otro instrumento de contacto plano a través de un material especialmente seleccionado para el acoplamiento (CPC). Ello ha permitido superar algunos de los tradicionales inconvenientes que presenta el uso de los transductores convencionales y no precisar preparación previa de las superficies. La técnica de autocalibración empleada elimina los errores sistemáticos y la necesidad de una calibración local previa, demostrando el potencial de esta tecnología. Los resultados experimentales han sido comparados con modelos teóricos simplificados que simulan la propagación de las ondas ultrasónicas en estos materiales bituminosos fisurados, los cuales han sido deducidos previamente mediante un planteamiento analítico y han permitido la correcta interpretación de dichos datos empíricos. Posteriormente, estos modelos se han calibrado mediante los resultados de laboratorio, proporcionándose sus expresiones matemáticas generalizadas y gráficas para su uso rutinario en las aplicaciones prácticas. Mediante los ensayos con ultrasonidos efectuados en campañas llevadas a cabo in situ, acompañados de la extracción de testigos del firme, se han podido evaluar los modelos propuestos. El máximo error relativo promedio en la estimación de la profundidad de las fisuras al aplicar dichos modelos no ha superado el 13%, con un nivel de confianza del 95%, en el conjunto de todos los ensayos realizados. La comprobación in situ de los modelos ha permitido establecer los criterios y las necesarias recomendaciones para su utilización sobre firmes en servicio. La experiencia obtenida posibilita la integración de esta metodología entre las técnicas de auscultación para la gestión de su conservación. Abstract Surface-initiated cracking of asphalt pavements constitutes one of the most frequent and important types of distress that occur in flexible bituminous pavements, as clearly has been demonstrated in the technical and experimental studies done over the past decade. However, this failure mechanism has not been taken into consideration for traditional methods of flexible pavement design. The concept of long-lasting pavements is based on adequate monitoring of the depth and extent of these deteriorations and on intervention at the most appropriate moment so as to contain them in the surface layer in the form of easily-accessible and repairable partial-depth topdown cracks, thereby prolonging the durability and serviceability of the pavement and reducing the overall cost of its life cycle. Therefore, to select the optimal maintenance strategy for perpetual pavements, it becomes essential to have access to methodologies that enable precise on-site identification, monitoring and control of top-down propagated cracks and that also permit a reliable, high-performance determination of the extent and depth of cracking. This PhD Thesis presents the results of systematic laboratory and in situ research carried out to obtain information about top-down cracking in asphalt pavements and to study methods of depth evaluation of this type of cracking using ultrasonic techniques. These results have demonstrated that the proposed non-destructive methodology –cost-effective, fast and easy-to-implement– (mainly used to date for concrete and metal structures, due to the difficulties caused by the viscoelastic nature of bituminous materials) can be applied with sufficient reliability and repeatability to asphalt pavements. Measurements are also independent of the asphalt thickness. Furthermore, it resolves some of the common inconveniences presented by other methods used to evaluate pavement cracking, such as core extraction (a destructive and expensive procedure that requires prolonged traffic interruptions) and other non-destructive techniques, such as those based on deflection measurements or ground-penetrating radar, which are not sufficiently precise to measure surface cracks. To obtain these results, extensive tests were performed on laboratory specimens. Different empirical conditions were studied, such as various types of hot bituminous mixtures (AC, SMA and PA), differing thicknesses of asphalt and adhesions between layers, varied temperatures, surface textures, filling materials and water within the crack, different sensor positions, as well as an ample range of possible crack depths. The methods employed in the study are based on a series of measurements of ultrasonic pulse velocities or transmission times over a single accessible side or surface of the material that make it possible to obtain a signal transmission coefficient (relative or auto-calibrated readings). Measurements were taken at low frequencies by two short-pulse ultrasonic devices: one equipped with dry point contact transducers (DPC) and the other with flat contact transducers that require a specially-selected coupling material (CPC). In this way, some of the traditional inconveniences presented by the use of conventional transducers were overcome and a prior preparation of the surfaces was not required. The auto-compensating technique eliminated systematic errors and the need for previous local calibration, demonstrating the potential for this technology. The experimental results have been compared with simplified theoretical models that simulate ultrasonic wave propagation in cracked bituminous materials, which had been previously deduced using an analytical approach and have permitted the correct interpretation of the aforementioned empirical results. These models were subsequently calibrated using the laboratory results, providing generalized mathematical expressions and graphics for routine use in practical applications. Through a series of on-site ultrasound test campaigns, accompanied by asphalt core extraction, it was possible to evaluate the proposed models, with differences between predicted crack depths and those measured in situ lower than 13% (with a confidence level of 95%). Thereby, the criteria and the necessary recommendations for their implementation on in-service asphalt pavements have been established. The experience obtained through this study makes it possible to integrate this methodology into the evaluation techniques for pavement management systems.

A Comparison of Sensitivity/Uncertainty Methodologies for the Tritium Production in the HFTM/IFMIF Specimen Cells and measurements in Tritium activity in HCLL TBM mock-up LiPb

The prediction of the tritium production is required for handling procedures of samples, safety&maintenance and licensing of the International Fusion Materials Irradiation Facility (IFMIF).

Uncertainty assessment methodologies applied to Tritium production in fusion lithium breeding blankets

- Need of Tritium production - Neutronic objectives - The Frascati experiment - Measurements of Tritium activity

Isotopic prediction calculation methodologies: application to Vandellos-II Reactor cycles 7-11

Determining as accurate as possible spent nuclear fuel isotopic content is gaining importance due to its safety and economic implications. Since nowadays higher burn ups are achievable through increasing initial enrichments, more efficient burn up strategies within the reactor cores and the extension of the irradiation periods, establishing and improving computation methodologies is mandatory in order to carry out reliable criticality and isotopic prediction calculations. Several codes (WIMSD5, SERPENT 1.1.7, SCALE 6.0, MONTEBURNS 2.0 and MCNP-ACAB) and methodologies are tested here and compared to consolidated benchmarks (OECD/NEA pin cell moderated with light water) with the purpose of validating them and reviewing the state of the isotopic prediction capabilities. These preliminary comparisons will suggest what can be generally expected of these codes when applied to real problems. In the present paper, SCALE 6.0 and MONTEBURNS 2.0 are used to model the same reported geometries, material compositions and burn up history of the Spanish Van de llós II reactor cycles 7-11 and to reproduce measured isotopies after irradiation and decay times. We analyze comparisons between measurements and each code results for several grades of geometrical modelization detail, using different libraries and cross-section treatment methodologies. The power and flux normalization method implemented in MONTEBURNS 2.0 is discussed and a new normalization strategy is developed to deal with the selected and similar problems, further options are included to reproduce temperature distributions of the materials within the fuel assemblies and it is introduced a new code to automate series of simulations and manage material information between them. In order to have a realistic confidence level in the prediction of spent fuel isotopic content, we have estimated uncertainties using our MCNP-ACAB system. This depletion code, which combines the neutron transport code MCNP and the inventory code ACAB, propagates the uncertainties in the nuclide inventory assessing the potential impact of uncertainties in the basic nuclear data: cross-section, decay data and fission yields

Essentials in Ontology Engineering: Methodologies, Languages, and Tools

In the beginning of the 90s, ontology development was similar to an art: ontology developers did not have clear guidelines on how to build ontologies but only some design criteria to be followed. Work on principles, methods and methodologies, together with supporting technologies and languages, made ontology development become an engineering discipline, the so-called Ontology Engineering. Ontology Engineering refers to the set of activities that concern the ontology development process and the ontology life cycle, the methods and methodologies for building ontologies, and the tool suites and languages that support them. Thanks to the work done in the Ontology Engineering field, the development of ontologies within and between teams has increased and improved, as well as the possibility of reusing ontologies in other developments and in final applications. Currently, ontologies are widely used in (a) Knowledge Engineering, Artificial Intelligence and Computer Science, (b) applications related to knowledge management, natural language processing, e-commerce, intelligent information integration, information retrieval, database design and integration, bio-informatics, education, and (c) the Semantic Web, the Semantic Grid, and the Linked Data initiative. In this paper, we provide an overview of Ontology Engineering, mentioning the most outstanding and used methodologies, languages, and tools for building ontologies. In addition, we include some words on how all these elements can be used in the Linked Data initiative.

Advanced methodologies for the dendrogeomorphic analysis of past floods and related risks

This communication presents an overview of their first results and innovate methodologies, focused in their possibilities and limitations for the reconstruction of recent floods and paleofloods over the World.

Viability study of sailing propulsion combined with a conventional system

For many years now, sails have been used as a propulsion system. At present, they are restricted to recreational/sport crafts since the appearance of the first steam vessels in the beginning of the 19 th century. But in the last years, due to the increase of fuel price and the pollution of the environment, it is being studied the possibility to introduce again the sail as a propulsive method combined with other conventional systems. In this paper, it is studied the viability of using a sail as a propellant with other conventional systems of propulsion. After considering the concept of apparent wind, the range of use of this complementary propulsion is presented. The calculation methodology, the numerical simulations and the wind inputs from a specific route are also included.

Methodologies for Designing and Developing New Concepts in Vertical Transportation

Escalator and moving walkway are multibody systems with a design of more than a century. Developed methodology allows studying and improving any subsystem of both systems. In addition, new concepts can be developed and tested without the necessity and cost of a real construction. CITEF (Railway Technologies Research Centre) has been modelling escalators for more than four years. Several complex and innovative models has been developed to characterize static, kinematic and dynamic escalator behaviour. The high number of mechanical elements that are part of escalators complicate modelling task. In this way, methodologies and tools have been developed in order to automate these task and saving computational and time costs. Developed methodologies have been validated with the results of comparing real measurements and simulated outputs from a dynamic model.

A survey of agent-oriented methodologies

This article introduces the current agent-oriented methodologies. It discusses what approaches have been followed (mainly extending existing object oriented and knowledge engineering methodologies), the suitability of these approaches for agent modelling, and some conclusions drawn from the survey.

Mechanical properties of self-consolidating concrete using conventional concrete models

The objective of this study is to analyze the applicability of current models used for estimating the mechanical properties of conventional concrete to self-consolidating concrete (SCC). The mechanical properties evaluated are modulus of elasticity, tensile strength,and modulus of rupture. As part of the study, it was necessary to build an extensive database that included the proportions and mechanical properties of 627 mixtures from 138 different references. The same models that are currently used for calculating the mechanical properties of conventional concrete were applied to SCC to evaluate their applicability to this type of concrete. The models considered are the ACI 318, ACI 363R, and EC2. These are the most commonly used models worldwide. In the first part of the study, the overall behavior and adaptability of the different models to SCC is evaluated. The specific characterization parameters for each concrete mixture are used to calculate the various mechanical properties applying the different estimation models. The second part of the analysis consists of comparing the experimental results of all the mixtures included in the database with the estimated results to evaluate the applicability of these models to SCC. Various statistical procedures, such as regression analysis and residual analysis, are used to compare the predicted and measured properties. It terms of general applicability, the evaluated models are suitable for estimating the modulus of elasticity, tensile strength, and modulus of rupture of SCC. These models have a rather low sensitivity, however, and adjust well only to mean values. This is because the models use the compressive strength as the main variable to characterize the concrete and do not consider other variables that affect these properties.

Implementation and management of private traffic limitation in urban areas: experiences and methodologies.

This paper shows the results of a research aimed to formulate a general model for supporting the implementation and management of an urban road pricing scheme. After a preliminary work, to define the state of the art in the field of sustainable urban mobility strategies, the problem has been theoretically set up in terms of transport economy, introducing the external costs’ concept duly translated into the principle of pricing for the use of public infrastructures. The research is based on the definition of a set of direct and indirect indicators to qualify the urban areas by land use, mobility, environmental and economic conditions. These indicators have been calculated for a selected set of typical urban areas in Europe on the basis of the results of a survey carried out by means of a specific questionnaire. Once identified the most typical and interesting applications of the road pricing concept in cities such as London (Congestion Charging), Milan (Ecopass), Stockholm (Congestion Tax) and Rome (ZTL), a large benchmarking exercise and the cross analysis of direct and indirect indicators, has allowed to define a simple general model, guidelines and key requirements for the implementation of a pricing scheme based traffic restriction in a generic urban area. The model has been finally applied to the design of a road pricing scheme for a particular area in Madrid, and to the quantification of the expected results of its implementation from a land use, mobility, environmental and economic perspective.

Modelización del registro y proceso de datos espectrales, referidos a superficies líticas, en un ámbito arqueológico.

La determinación del origen de un material utilizado por el hombre en la prehistoria es de suma importancia en el ámbito de la arqueología. En los últimos años, los estudios de procedencia han utilizado técnicas que suelen ser muy precisas pero con el inconveniente de ser metodologías de carácter destructivo. El fenómeno de la minería a gran escala es una de las características que acompaña al Neolítico, de ahí que la revolución correspondiente a este periodo sea una de las etapas más importantes para la humanidad. El yacimiento arqueológico de Casa Montero es una mina de sílex neolítica ubicada en la Península Ibérica, de gran importancia por su antigüedad y su escala productiva. Este sitio arqueológico corresponde a una cantera de explotación de rocas silícicas desarrollada en el periodo neolítico en la que solamente se han encontrado los desechos de la extracción minera, lo cual incrementa la variabilidad de las muestras analizadas, de las que se desconoce su contexto económico, social y cultural. Es de gran interés arqueológico saber por qué esos grupos neolíticos explotaban de forma tan intensiva determinados tipos de material y cuál era el destino de la cadena productiva del sílex. Además, por ser una excavación de rescate, que ha tenido que procesar varias toneladas de material, en un tiempo relativamente corto, requiere de métodos expeditivos de clasificación y manejo de dicho material. Sin embargo,la implementación de cualquier método de clasificación debe evitar la alteración o modificación de la muestra,ya que,estudios previos sobre caracterización de rocas silícicas tienen el inconveniente de alterar parcialmente el objeto de estudio. Por lo que el objetivo de esta investigación fue la modelización del registro y procesamiento de datos espectrales adquiridos de rocas silícicas del yacimiento arqueológico de Casa Montero. Se implementó la metodología para el registro y procesamiento de datos espectrales de materiales líticos dentro del contexto arqueológico. Lo anterior se ha conseguido con la aplicación de modelos de análisis espectral, algoritmos de suavizado de firmas espectrales, reducción de la dimensionalidad de las características y la aplicación de métodos de clasificación, tanto de carácter vectorial como raster. Para la mayoría de los procedimientos se ha desarrollado una aplicación informática validada tanto por los propios resultados obtenidos como comparativamente con otras aplicaciones. Los ensayos de evaluación de la metodología propuesta han permitido comprobar la eficacia de los métodos. Por lo que se concluye que la metodología propuesta no solo es útil para materiales silícicos, sino que se puede generalizar en aquellos procesos donde la caracterización espectral puede ser relevante para la clasificación de materiales que no deban ser alterados, además, permite aplicarla a gran escala, dado que los costes de ejecución son mínimos si se comparan con los de métodos convencionales. Así mismo, es de destacar que los métodos propuestos, representan la variabilidad del material y permiten relacionarla con el estado del yacimiento, según su contenido respecto de las tipologías de la cadena operativa. ABSTRACT: The determination of the origin of a material used by man in prehistory is very important in the field of archaeology. In recent years the provenance studies have used techniques that tend to be very precise but with the drawback of being destructive methodologies. The phenomenon of mining on a large scale is a feature that accompanies the Neolithic period; the Neolithic revolution is one of the most important periods of humanity. The archaeological site of Casa Montero is a Neolithic flint mine located in the Iberian Peninsula of great importance for its antiquity and its scale. This archaeological site corresponds to a quarry exploitation of silicic rocks developed in the Neolithic period, in which only found debris from mining, which increases the variability of the samples analyzed, including their economic, social and cultural context is unknown. It is of great archaeological interest to know why these Neolithic groups exploited as intensive certain types of material and what the final destination of flint was in the productive chain. In addition, being an excavation of rescue that had to process several tons of material in a relatively short time requires expeditious methods of classification and handling of the material. However, the implementation of any method of classification should avoid the alteration or modification of the sample, since previous studies on characterization of silicic rocks have the disadvantage of destroying or partially modify the object of study. So the objective of this research wasthe modeling of the registration and processing of acquired spectral data of silicic rocks of the archaeological site of Casa Montero. The methodology implemented for modeling the registration and processing of existing spectral data of lithic materials within the archaeological context, was presented as an alternative to the conventional classification methods (methods destructive and expensive) or subjective methods that depend on the experience of the expert. The above has been achieved with the implementation of spectral analysis models, smoothing of spectral signatures and the dimensionality reduction algorithms. Trials of validation of the proposed methodology allowed testing the effectiveness of the methods in what refers to the spectral characterization of siliceous materials of Casa Montero. Is remarkable the algorithmic contribution of the signal filtering, improve of quality and reduction of the dimensionality, as well the proposal of using raster structures for efficient storage and analysis of spectral information. For which it is concluded that the proposed methodology is not only useful for siliceous materials, but it can be generalized in those processes where spectral characterization may be relevant to the classification of materials that must not be altered, also allows to apply it on a large scale, given that the implementation costs are minimal when compared with conventional methods.