Timing performances of a data acquisition system for time of flight PET

We are investigating the performances of a data acquisition system for Time of Flight PET, based on LYSO crystal slabs and 64 channels Silicon Photomultipliers matrices (1.2 cm2 of active area each). Measurements have been performed to test the timing capability of the detection system (SiPM matices coupled to a LYSO slab and the read-out electronics) with both test signal and radioactive source.

Hummingbird: Privacy at the time of Twitter

In the last several years, micro-blogging Online Social Networks (OSNs), such as Twitter, have taken the world by storm, now boasting over 100 million subscribers. As an unparalleled stage for an enormous audience, they offer fast and reliable centralized diffusion of pithy tweets to great multitudes of information-hungry and always-connected followers. At the same time, this information gathering and dissemination paradigm prompts some important privacy concerns about relationships between tweeters, followers and interests of the latter. In this paper, we assess privacy in today?s Twitter-like OSNs and describe an architecture and a trial implementation of a privacy-preserving service called Hummingbird. It is essentially a variant of Twitter that protects tweet contents, hashtags and follower interests from the (potentially) prying eyes of the centralized server. We argue that, although inherently limited by Twitter?s mission of scalable information-sharing, this degree of privacy is valuable. We demonstrate, via a working prototype, that Hummingbird?s additional costs are tolerably low. We also sketch out some viable enhancements that might offer better privacy in the long term.

Energy payback time of grid connected pv systems: comparison between tracking and fixed systems

A review of existing studies about LCA of PV systems has been carried out. The data from this review have been completed with our own figures in order to calculate the Energy Payback Time of double and horizontal axis tracking and fixed systems. The results of this metric span from 2 to 5 years for the latitude and global irradiation ranges of the geographical area comprised between −10◦ to 10◦ of longitude, and 30◦ to 45◦ of latitude. With the caution due to the uncertainty of the sources of information, these results mean that a GCPVS is able to produce back the energy required for its existence from 6 to 15 times during a life cycle of 30 years. When comparing tracking and fixed systems, the great importance of the PV generator makes advisable to dedicate more energy to some components of the system in order to increase the productivity and to obtain a higher performance of the component with the highest energy requirement. Both double axis and horizontal axis trackers follow this way, requiring more energy in metallic structure, foundations and wiring, but this higher contribution is widely compensated by the improved productivity of the system.

Effects of irrigation and time of application on the yield and quality of cv. Cabernet sauvignon in a warm climate

Mediterranean climate is characterized by hot summer, high evapotranspiration rates, and scarce precipitations (400 mm per year) during grapevine cycle. These extremely dry conditions affect vineyard productivity and sustainability. Supplementary irrigation is a needed practice in order to maintain yield and quality. Almost all Spanish grape growing regions are characterized by these within this context, especially in the center region, where this study was performed. The main objective of this work was to study the influence of irrigation on yield and quality. For this aim, we applied different levels of irrigation (mm of water applied) during different stages of growth and berry maturity. Four experimental treatments were applied considering the amount of water and the moment of the application: T1: Water irrigation (420 mm) applied from bloom to maturity. T2: Corresponded to the traditional irrigation scheduling, from preveraison to maturity (154 mm). T3: Water irrigation from bloom to preveraison, and water deficit from veraison to maturity (312 mm). T4: Irrigation applied from preveraison to maturity (230 mm) Experimental vineyard, cv. Cabernet Sauvignon, was located in a commercial vineyard (Bodegas Licinia S.L.) in the hot region of Morata de Tajuña (Madrid). The trial was performed during 2010 and 2011 seasons. Our results showed that yield increased from 2010 to 2011 in the treatments with a higher amount of water appli ed, T1 and T3 (24 and 10 % of yield increase respectively). This was mainly due to an increase in bud fertility (nº of bunches per shoot). Furthermore, sugar content was higher in T3 (27.3 ºBrix), followed by T2 (27 ºBrix). By contrast, T4 (irrigation from veraison) presented the lowest solid soluble concentration and the highest acidity. These results suggest that grapevine has an intrinsic capacity to adapt to its environment. However, this adaptation capacity should be evaluated considering the sensibility of quality parameters during the maturity period (acidity, pH, aroma, color...) and its impact on yield. Here, we demonstrated that a higher amount of water irrigation applied was no linked to a negative effect on quality.

Controlled time of arrival feasibility analysis

Previous research studies and operational trials have shown that using the airborne Required Time of Arrival (RTA) function, an aircraft can individually achieve an assigned time to a metering or merge point accurately. This study goes a step further and investigates the application of RTA to a real sequence of arriving aircraft into Melbourne Australia. Assuming that the actual arrival times were Controlled Time of Arrivals (CTAs) assigned to each aircraft, the study examines if the airborne RTA solution would work. Three scenarios were compared: a baseline scenario being the actual flown trajectories in a two hour time-span into Melbourne, a scenario in which the sequential landing slot times of the baseline scenario were assigned as CTAs and a third scenario in which the landing slots could be freely redistributed to the inbound traffic as CTAs. The research found that pressure on the terminal area would sometimes require aircraft to lose more time than possible through the RTA capability. Using linear holding as an additional measure to absorb extensive delays, up to 500NM (5%) of total track reduction and 1300kg (3%) of total fuel consumption could be saved in the scenario with landing slots freely distributed as CTAs, compared to the baseline scenario. Assigning CTAs in an arrival sequence requires the ground system to have an accurate trajectory predictor to propose additional delay measures (path stretching, linear holding) if necessary. Reducing the achievable time window of the aircraft to add control margin to the RTA function, had a negative impact and increased the amount of intervention other than speed control required to solve the sequence. It was concluded that the RTA capability is not a complete solution but merely a tool to assist in managing the increasing complexity of air traffic.

Evolution over time of heavy vehicle volume in toll roads: A dynamic panel data to identify key explanatory variables in Spain

Improving the knowledge of demand evolution over time is a key aspect in the evaluation of transport policies and in forecasting future investment needs. It becomes even more critical for the case of toll roads, which in recent decades has become an increasingly common device to fund road projects. However, literature regarding demand elasticity estimates in toll roads is sparse and leaves some important aspects to be analyzed in greater detail. In particular, previous research on traffic analysis does not often disaggregate heavy vehicle demand from the total volume, so that the specific behavioral patternsof this traffic segment are not taken into account. Furthermore, GDP is the main socioeconomic variable most commonly chosen to explain road freight traffic growth over time. This paper seeks to determine the variables that better explain the evolution of heavy vehicle demand in toll roads over time. To that end, we present a dynamic panel data methodology aimed at identifying the key socioeconomic variables that explain the behavior of road freight traffic throughout the years. The results show that, despite the usual practice, GDP may not constitute a suitable explanatory variable for heavy vehicle demand. Rather, considering only the GDP of those sectors with a high impact on transport demand, such as construction or industry, leads to more consistent results. The methodology is applied to Spanish toll roads for the 1990?2011 period. This is an interesting case in the international context, as road freight demand has experienced an even greater reduction in Spain than elsewhere, since the beginning of the economic crisis in 2008.

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.