Towards execution time estimation in abstract machine-based languages

Abstract machines provide a certain separation between platformdependent and platform-independent concerns in compilation. Many of the differences between architectures are encapsulated in the speciflc abstract machine implementation and the bytecode is left largely architecture independent. Taking advantage of this fact, we present a framework for estimating upper and lower bounds on the execution times of logic programs running on a bytecode-based abstract machine. Our approach includes a one-time, programindependent proflling stage which calculates constants or functions bounding the execution time of each abstract machine instruction. Then, a compile-time cost estimation phase, using the instruction timing information, infers expressions giving platform-dependent upper and lower bounds on actual execution time as functions of input data sizes for each program. Working at the abstract machine level makes it possible to take into account low-level issues in new architectures and platforms by just reexecuting the calibration stage instead of having to tailor the analysis for each architecture and platform. Applications of such predicted execution times include debugging/veriflcation of time properties, certiflcation of time properties in mobile code, granularity control in parallel/distributed computing, and resource-oriented specialization.

Using combined static analysis and profiling for logic program execution time estimation

Predicting statically the running time of programs has many applications ranging from task scheduling in parallel execution to proving the ability of a program to meet strict time constraints. A starting point in order to attack this problem is to infer the computational complexity of such programs (or fragments thereof). This is one of the reasons why the development of static analysis techniques for inferring cost-related properties of programs (usually upper and/or lower bounds of actual costs) has received considerable attention.

Towards execution time estimation for logic programs via static analysis and profiling

Effective static analyses have been proposed which infer bounds on the number of resolutions or reductions. These have the advantage of being independent from the platform on which the programs are executed and have been shown to be useful in a number of applications, such as granularity control in parallel execution. On the other hand, in distributed computation scenarios where platforms with different capabilities come into play, it is necessary to express costs in metrics that include the characteristics of the platform. In particular, it is specially interesting to be able to infer upper and lower bounds on actual execution times. With this objective in mind, we propose an approach which combines compile-time analysis for cost bounds with a one-time profiling of the platform in order to determine the valúes of certain parameters for a given platform. These parameters calíbrate a cost model which, from then on, is able to compute statically time bound functions for procedures and to predict with a significant degree of accuracy the execution times of such procedures in the given platform. The approach has been implemented and integrated in the CiaoPP system.

Exploring the role of social capital influence variables on travel behaviour

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

Intermodal exchange stations in the city of Madrid

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

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

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

Vigilancia por análisis de ruido de los sensores de temperatura

En este proyecto se van a aplicar las técnicas de análisis de ruido para caracterizar la respuesta dinámica de varios sensores de temperatura, tanto termorresistencias de platino como de termopares. Estos sensores son imprescindibles para él correcto funcionamiento de las centrales nucleares y requieren vigilancia para garantizar la exactitud de las medidas. Las técnicas de análisis de ruido son técnicas pasivas, es decir, no afectan a la operación de la planta y permiten realizar una vigilancia in situ de los sensores. Para el caso de los sensores de temperatura, dado que se pueden asimilar a sistemas de primer orden, el parámetro fundamental a vigilar es el tiempo de respuesta. Éste puede obtenerse para cada una de las sondas por medio de técnicas en el dominio de la frecuencia (análisis espectral) o por medio de técnicas en el dominio del tiempo (modelos autorregresivos). Además de la estimación del tiempo de respuesta, se realizará una caracterización estadística de las sondas. El objetivo es conocer el comportamiento de los sensores y vigilarlos de manera que se puedan diagnosticar las averías aunque éstas estén en una etapa incipiente. ABSTRACT In this project we use noise analysis technique to study the dynamic response of RTDs (Resistant temperature detectors) and thermocouples. These sensors are essential for the proper functioning of nuclear power plants and therefore need to be monitored to guarantee accurate measurements. The noise analysis techniques do not affect plant operation and allow in situ monitoring of the sensors. Temperature sensors are equivalent to first order systems. In these systems the main parameter to monitor is the response time which can be obtained by means of techniques in the frequency domain (spectral analysis) as well as time domain (autoregressive models). Besides response time estimation the project will also include a statistical study of the probes. The goal is to understand the behavior of the sensors and monitor them in order to detect any anomalies or malfunctions even if they occur in an early stage.

Modeling and optimization of frequencies on congested bus lines

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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