Regression analysis of top of descent location for idle-thrust descents

In this paper, multiple regression analysis is used to model the top of descent (TOD) location of user-preferred descent trajectories computed by the flight management system (FMS) on over 1000 commercial flights into Melbourne, Australia. In addition to recording TOD, the cruise altitude, final altitude, cruise Mach, descent speed, wind, and engine type were also identified for use as the independent variables in the regression analysis. Both first-order and second-order models are considered, where cross-validation, hypothesis testing, and additional analysis are used to compare models. This identifies the models that should give the smallest errors if used to predict TOD location for new data in the future. A model that is linear in TOD altitude, final altitude, descent speed, and wind gives an estimated standard deviation of 3.9 nmi for TOD location given the trajectory parame- ters, which means about 80% of predictions would have error less than 5 nmi in absolute value. This accuracy is better than demonstrated by other ground automation predictions using kinetic models. Furthermore, this approach would enable online learning of the model. Additional data or further knowledge of algorithms is necessary to conclude definitively that no second-order terms are appropriate. Possible applications of the linear model are described, including enabling arriving aircraft to fly optimized descents computed by the FMS even in congested airspace.

Evaluation of the utilization of electric vehicles for building energy management in hotels

Governments are working in new policies to slow down total energy consumption and greenhouse gases (GHG) emissions, promoting the deployment of electric vehicles (EVs) in all countries. In order to facilitate this deployment and help to reduce the final costs of their batteries, additional utilization of EVs when those are parked has been proposed. EVs can be used to minimize the total electricity cost of buildings (named vehicle to building applications, V2B). In this paper an economic evaluation of EVs in the Building Energy Management System is shown. The optimal storage capacity and its equivalent number of EVs are determined. This value is then used for determining the optimal charging schedule to be applied to the batteries. From this schedule, the total expected profit is derived for the case of a real hotel in Spain.

Contributions to trajectory prediction theory and its application to arrival management for air traffic control

La gestión del tráfico aéreo (Air Traffic Management, ATM) está experimentando un cambio de paradigma hacia las denominadas operaciones basadas trayectoria. Bajo dicho paradigma se modifica el papel de los controladores de tráfico aéreo desde una operativa basada su intervención táctica continuada hacia una labor de supervisión a más largo plazo. Esto se apoya en la creciente confianza en las soluciones aportadas por las herramientas automatizadas de soporte a la decisión más modernas. Para dar soporte a este concepto, se precisa una importante inversión para el desarrollo, junto con la adquisición de nuevos equipos en tierra y embarcados, que permitan la sincronización precisa de la visión de la trayectoria, basada en el intercambio de información entre ambos actores. Durante los últimos 30 a 40 años las aerolíneas han generado uno de los menores retornos de la inversión de entre todas las industrias. Sin beneficios tangibles, la industria aérea tiene dificultades para atraer el capital requerido para su modernización, lo que retrasa la implantación de dichas mejoras. Esta tesis tiene como objetivo responder a la pregunta de si las capacidades actualmente instaladas en las aeronaves comerciales se pueden aplicar para lograr la sincronización de la trayectoria con el nivel de calidad requerido. Además, se analiza en ella si, conjuntamente con mejoras en las herramientas de predicción trayectorias instaladas en tierra en para facilitar la gestión de las arribadas, dichas capacidades permiten obtener los beneficios esperados en el marco de las operaciones basadas en trayectoria. Esto podría proporcionar un incentivo para futuras actualizaciones de la aviónica que podrían llevar a mejoras adicionales. El concepto operacional propuesto en esta tesis tiene como objetivo permitir que los aviones sean pilotados de una manera consistente con las técnicas actuales de vuelo optimizado. Se permite a las aeronaves que desciendan en el denominado “modo de ángulo de descenso gestionado” (path-managed mode), que es el preferido por la mayoría de las compañías aéreas, debido a que conlleva un reducido consumo de combustible. El problema de este modo es que en él no se controla de forma activa el tiempo de llegada al punto de interés. En nuestro concepto operacional, la incertidumbre temporal se gestiona en mediante de la medición del tiempo en puntos estratégicamente escogidos a lo largo de la trayectoria de la aeronave, y permitiendo la modificación por el control de tierra de la velocidad de la aeronave. Aunque la base del concepto es la gestión de las ordenes de velocidad que se proporcionan al piloto, para ser capaces de operar con los niveles de equipamiento típicos actualmente, dicho concepto también constituye un marco en el que la aviónica más avanzada (por ejemplo, que permita el control por el FMS del tiempo de llegada) puede integrarse de forma natural, una vez que esta tecnología este instalada. Además de gestionar la incertidumbre temporal a través de la medición en múltiples puntos, se intenta reducir dicha incertidumbre al mínimo mediante la mejora de las herramienta de predicción de la trayectoria en tierra. En esta tesis se presenta una novedosa descomposición del proceso de predicción de trayectorias en dos etapas. Dicha descomposición permite integrar adecuadamente los datos de la trayectoria de referencia calculada por el Flight Management System (FMS), disponibles usando Futuro Sistema de Navegación Aérea (FANS), en el sistema de predicción de trayectorias en tierra. FANS es un equipo presente en los aviones comerciales de fuselaje ancho actualmente en la producción, e incluso algunos aviones de fuselaje estrecho pueden tener instalada avionica FANS. Además de informar automáticamente de la posición de la aeronave, FANS permite proporcionar (parte de) la trayectoria de referencia en poder de los FMS, pero la explotación de esta capacidad para la mejora de la predicción de trayectorias no se ha estudiado en profundidad en el pasado. La predicción en dos etapas proporciona una solución adecuada al problema de sincronización de trayectorias aire-tierra dado que permite la sincronización de las dimensiones controladas por el sistema de guiado utilizando la información de la trayectoria de referencia proporcionada mediante FANS, y también facilita la mejora en la predicción de las dimensiones abiertas restantes usado un modelo del guiado que explota los modelos meteorológicos mejorados disponibles en tierra. Este proceso de predicción de la trayectoria de dos etapas se aplicó a una muestra de 438 vuelos reales que realizaron un descenso continuo (sin intervención del controlador) con destino Melbourne. Dichos vuelos son de aeronaves del modelo Boeing 737-800, si bien la metodología descrita es extrapolable a otros tipos de aeronave. El método propuesto de predicción de trayectorias permite una mejora en la desviación estándar del error de la estimación del tiempo de llegada al punto de interés, que es un 30% menor que la que obtiene el FMS. Dicha trayectoria prevista mejorada se puede utilizar para establecer la secuencia de arribadas y para la asignación de las franjas horarias para cada aterrizaje (slots). Sobre la base del slot asignado, se determina un perfil de velocidades que permita cumplir con dicho slot con un impacto mínimo en la eficiencia del vuelo. En la tesis se propone un nuevo algoritmo que determina las velocidades requeridas sin necesidad de un proceso iterativo de búsqueda sobre el sistema de predicción de trayectorias. El algoritmo se basa en una parametrización inteligente del proceso de predicción de la trayectoria, que permite relacionar el tiempo estimado de llegada con una función polinómica. Resolviendo dicho polinomio para el tiempo de llegada deseado, se obtiene de forma natural el perfil de velocidades optimo para cumplir con dicho tiempo de llegada sin comprometer la eficiencia. El diseño de los sistemas de gestión de arribadas propuesto en esta tesis aprovecha la aviónica y los sistemas de comunicación instalados de un modo mucho más eficiente, proporcionando valor añadido para la industria. Por tanto, la solución es compatible con la transición hacia los sistemas de aviónica avanzados que están desarrollándose actualmente. Los beneficios que se obtengan a lo largo de dicha transición son un incentivo para inversiones subsiguientes en la aviónica y en los sistemas de control de tráfico en tierra. ABSTRACT Air traffic management (ATM) is undergoing a paradigm shift towards trajectory based operations where the role of an air traffic controller evolves from that of continuous intervention towards supervision, as decision making is improved based on increased confidence in the solutions provided by advanced automation. To support this concept, significant investment for the development and acquisition of new equipment is required on the ground as well as in the air, to facilitate the high degree of trajectory synchronisation and information exchange required. Over the past 30-40 years the airline industry has generated one of the lowest returns on invested capital among all industries. Without tangible benefits realised, the airline industry may find it difficult to attract the required investment capital and delay acquiring equipment needed to realise the concept of trajectory based operations. In response to these challenges facing the modernisation of ATM, this thesis aims to answer the question whether existing aircraft capabilities can be applied to achieve sufficient trajectory synchronisation and improvements to ground-based trajectory prediction in support of the arrival management process, to realise some of the benefits envisioned under trajectory based operations, and to provide an incentive for further avionics upgrades. The proposed operational concept aims to permit aircraft to operate in a manner consistent with current optimal aircraft operating techniques. It allows aircraft to descend in the fuel efficient path managed mode as preferred by a majority of airlines, with arrival time not actively controlled by the airborne automation. The temporal uncertainty is managed through metering at strategically chosen points along the aircraft’s trajectory with primary use of speed advisories. While the focus is on speed advisories to support all aircraft and different levels of equipage, the concept also constitutes a framework in which advanced avionics as airborne time-of-arrival control can be integrated once this technology is widely available. In addition to managing temporal uncertainty through metering at multiple points, this temporal uncertainty is minimised by improving the supporting trajectory prediction capability. A novel two-stage trajectory prediction process is presented to adequately integrate aircraft trajectory data available through Future Air Navigation Systems (FANS) into the ground-based trajectory predictor. FANS is standard equipment on any wide-body aircraft in production today, and some single-aisle aircraft are easily capable of being fitted with FANS. In addition to automatic position reporting, FANS provides the ability to provide (part of) the reference trajectory held by the aircraft’s Flight Management System (FMS), but this capability has yet been widely overlooked. The two-stage process provides a ‘best of both world’s’ solution to the air-ground synchronisation problem by synchronising with the FMS reference trajectory those dimensions controlled by the guidance mode, and improving on the prediction of the remaining open dimensions by exploiting the high resolution meteorological forecast available to a ground-based system. The two-stage trajectory prediction process was applied to a sample of 438 FANS-equipped Boeing 737-800 flights into Melbourne conducting a continuous descent free from ATC intervention, and can be extrapolated to other types of aircraft. Trajectories predicted through the two-stage approach provided estimated time of arrivals with a 30% reduction in standard deviation of the error compared to estimated time of arrival calculated by the FMS. This improved predicted trajectory can subsequently be used to set the sequence and allocate landing slots. Based on the allocated landing slot, the proposed system calculates a speed schedule for the aircraft to meet this landing slot at minimal flight efficiency impact. A novel algorithm is presented that determines this speed schedule without requiring an iterative process in which multiple calls to a trajectory predictor need to be made. The algorithm is based on parameterisation of the trajectory prediction process, allowing the estimate time of arrival to be represented by a polynomial function of the speed schedule, providing an analytical solution to the speed schedule required to meet a set arrival time. The arrival management solution proposed in this thesis leverages the use of existing avionics and communications systems resulting in new value for industry for current investment. The solution therefore supports a transition concept from mixed equipage towards advanced avionics currently under development. Benefits realised under this transition may provide an incentive for ongoing investment in avionics.

Optimizing PV use through active demand side management

With recent technological developments within the field of power conditioning and the progressive decrease of incentives for PV electricity in grid-connected markets, new operation modes for PV systems should be explored beyond the traditional maximization of PV electri city feed-in. An example can be found in the domestic sector, where the use of modern PV hybrid systems combin ed with efficient electrical appliances and demand side management strategies can significantly enhance the PV value for the user. This paper presents an active demand side management system able to displace the consumer’s load curve in response to local (PV hybrid system, user) and external conditions (external grid). In this way, th e consumer becomes an “active consumer” that can also cooperate with others and the grid, increasing even more the PV value for the electrical system.

A proposal for enhancing the motivation in students of computer programming

Computer programming is known to be one of the most difficult courses for students in the first year of engineering. They are faced with the challenge of abstract thinking and gaining programming skills for the first time. These skills are acquired by continuous practicing from the start of the course. In order to enhance the motivation and dynamism of the learning and assessment processes, we have proposed the use of three educational resources namely screencasts, self-assessment questionnaires and automated grading of assignments. These resources have been made available in Moodle which is a Learning Management System widely used in education environments and adopted by the Telecommunications Engineering School at the Universidad Politécnica de Madrid (UPM). Both teachers and students can enhance the learning and assessment processes through the use of new educational activities such as self-assessment questionnaires and automated grading of assignments. On the other hand, multimedia resources such as screencasts can guide students in complex topics. The resources proposed allow teachers to improve their tutorial actions since they provide immediate feedback and comments to students without the enormous effort of manual correction and evaluation by teachers specially taking into account the large number of students enrolled in the course. In this paper we present the case study where three proposed educational resources were applied. We describe the special features of the course and explain why the use of these resources can both enhance the students? motivation and improve the teaching and learning processes. Our research work was carried out on students attending the "Computer programming" course offered in the first year of a Telecommunications Engineering degree at UPM. This course is mandatory and has more than 450 enrolled students. Our purpose is to encourage the motivation and dynamism of the learning and assessment processes.

Análisis de algoritmos para posicionamiento de aeronaves mediante respuestas SSR utilizando recepción omnidireccional

El transporte aéreo constituye un sector estratégico para el crecimiento económico de cualquier país. El sistema de gestión de tráfico aéreo ATM tiene como objetivo el movimiento seguro y eficiente de las aeronaves dentro del espacio aéreo y de los aeropuertos, siendo la seguridad, en la fase táctica, gestionada por el servicio de control de la circulación aérea. Mediante los procesos de control el tráfico aéreo es vigilado a través de sensores, regulado y guiado de forma organizada y segura. Es precisamente sobre la vigilancia donde se enfoca el contenido de la tesis, en el desarrollo de nuevos conceptos que proporcionen información de vigilancia de ‘bajo coste’ basados en las señales existentes proporcionadas por la infraestructura actual de radar secundario y por los sistemas de posicionamiento basados en satélite que utiliza la ADS-B. El conocimiento y acceso en tiempo real a las trayectorias de las aeronaves es un elemento de valor añadido no sólo para la provisión de los servicios de control de tránsito aéreo, sino para todos los actores del transporte aéreo o de la investigación, siendo uno de los elementos clave en el concepto operacional de los dos grandes proyectos tecnológicos, SESAR en Europa y NextGen en EE.UU.. En las últimas décadas el control de la circulación aérea en espacios aéreos de media y alta densidad de tráfico se ha basado en tecnologías complejas que requieren importantes infraestructuras como son el radar primario de vigilancia (PSR) y el radar secundario de vigilancia (SSR). La filosofía de los programas SESAR y NextGen siguiendo las directrices de la OACI es la de alejarse de las tecnologías basadas en tierra para evolucionar hacia nuevas tecnologías más dinámicas basadas en satélite como la ADS-B. Pero hasta que la implementación y operación de la ADS-B sea completa, existirá un período de transición que implica la coexistencia de aeronaves equipadas o no con ADS-B. El objetivo de la presente Tesis es determinar las metodologías y algoritmos más adecuados para poder hibridar las dos tecnologías descritas anteriormente, utilizando para ello un receptor de bajo coste con antena estática omnidireccional, que analice todas las señales presentes en el canal que comparten el SSR y ADS-B. Mediante esta hibridación se podrá obtener la posición de cualquier aeronave que transmita respuestas a interrogaciones SSR, en cualquiera de sus modos de trabajo, o directamente mensajes de posición ADS-B. Para desarrollar los algoritmos propuestos, además del hardware correspondiente, se han utilizado las aplicaciones LabVIEW para funciones de adquisición de datos reales, y el software MATLAB® para el desarrollo de algoritmos y análisis de datos. La validación de resultados se ha realizado mediante los propios mensajes de posición ADS-B y a través de las trazas radar proporcionadas por la entidad pública empresarial ENAIRE. La técnica desarrollada es autónoma, y no ha requerido de ninguna otra entrada que no sea la recepción omnidireccional de las señales. Sin embargo para la validación de resultados se ha utilizado información pública de las ubicaciones de la red de estaciones SSR desplegadas sobre territorio español y portugués y trazas radar. Los resultados obtenidos demuestran, que con técnicas basadas en superficies de situación definidas por los tiempos de llegada de las respuestas, es posible determinar con una precisión aceptable la posición de las estaciones SSR y la posición de cualquier aeronave que responda mediante el Modo A a éstas. ABSTRACT Air transport is a strategic sector for the economic growth of any country. The air traffic management system (ATM) aims at the safe and efficient movement of aircraft while operating within the airspace and airports, where safety, in the tactical phase, is managed by the air traffic control services. Through the air traffic control processes, aircraft are monitored by sensors, regulated and guided in an organized and safe manner. It is precisely on surveillance where this thesis is focused, developing new concepts that provide a 'low cost' surveillance information based on existing signals provided by currently secondary radar infrastructure and satellite-based positioning systems used by ADS-B. Having a deeper knowledge and a real-time access to the trajectories of the aircraft, is an element of added value not only for the provision of air traffic control services, but also for all air transport or research actors. This is one of the key elements in the operational concept proposed by the two large scale existing technological projects, SESAR in Europe and NextGen in the US. In recent decades, air traffic control in medium and high traffic density areas has been based on complex technologies requiring major infrastructures, such as the primary surveillance radar (PSR) and secondary surveillance radar (SSR). The philosophy of SESAR and NextGen programs, both following the guidelines of ICAO, is to move away from land-based technologies and evolving into some new and more dynamic satellite-based technologies such as ADS-B. Nevertheless, until the ADS-B implementation and operation is fully achieved, there will be a transitional period where aircraft with and without ADS-B equipment will have to coexist. The main objective of this thesis is to determine those methodologies and algorithms which are considered more appropriate to hybridize those two technologies, by using a low cost omnidirectional receiver, which analyzes all signals on the SSR and ADS-B shared channel. Through this hybridization, it is possible to obtain the position of any aircraft answering the SSR interrogations, in any of its modes of operation, or through the emission of ADS-B messages. To develop the proposed algorithms, LabVIEW application has been used for real-time data acquisition, as well as MATLAB software for algorithm development and data analysis, together with the corresponding hardware. The validation of results was performed using the ADS-B position messages and radar tracks provided by the Public Corporate Entity ENAIRE The developed technique is autonomous, and it does not require any other input other than the omnidirectional signal reception. However, for the validation of results, not only radar records have been used, but also public information regarding the position of SSR stations spread throughout the Spanish and Portuguese territory. The results show that using techniques based in the definition of positioning surfaces defined by the responses’ times of arrival, it is possible to determine with an acceptable level of accuracy both the position of the SSR stations as well as the position of any aircraft which transmits Mode A responses.

Análise de incerteza de um sistema automatizado para ensaios de aspersores de irrigação

Ensaios de distribuição de água de aspersores são convencionalmente realizados manualmente, requerendo tempo e mão de obra treinada. A automação desses ensaios proporciona redução da demanda por esses recursos e apresenta potencial para minimizar falhas e/ou desvios de procedimento. Atualmente, laboratórios de ensaio e calibração acreditados junto a organismos legais devem apresentar em seus relatórios a incerteza de medição de seus instrumentos e sistemas de medição. Além disso, normas de ensaio e calibração apresentam especificação de incerteza aceitável, como a norma de ensaios de distribuição de água por aspersores, ISO 15886-3 (2012), a qual exige uma incerteza expandida de até 3% em 80% dos coletores. Os objetivos deste trabalho foram desenvolver um sistema automatizado para os ensaios de aspersores em laboratório e realizar a análise de incerteza de medição, para sua quantificação nos resultados de ensaio e para dar suporte ao dimensionamento dos tubos de coleta. O sistema automático foi constituído por um subsistema de gerenciamento, por meio de um aplicativo supervisório, um de pressurização e um de coleta, por meio de módulos eletrônicos microprocessados desenvolvidos. De acordo com instruções do sistema de gerenciamento o sistema de pressurização ajustava a pressão no aspersor por meio do controle da rotação da motobomba, e o sistema de coleta realizava a medição da intensidade de precipitação de água ao longo do raio de alcance do aspersor. A água captada por cada coletor drenava para um tubo de coleta, que estava conectado a uma das válvulas solenoides de um conjunto, onde havia um transmissor de pressão. Cada válvula era acionada individualmente numa sequência para a medição do nível de água em cada tubo de coleta, por meio do transmissor. Por meio das análises realizadas, as menores incertezas foram obtidas para os menores diâmetros de tubo de coleta, sendo que se deve utilizar o menor diâmetro possível. Quanto ao tempo de coleta, houve redução da incerteza de medição ao se aumentar a duração, devendo haver um tempo mínimo para se atingir a incerteza-alvo. Apesar de cada intensidade requer um tempo mínimo para garantir a incerteza, a diferença mínima de nível a ser medida foi a mesma. Portanto, para os ensaios visando atender a incerteza, realizou-se o monitoramento da diferença de nível nos tubos, ou diferença de nível, facilitando a realização do ensaio. Outra condição de ensaio considerou um tempo de coleta para 30 voltas do aspersor, também exigido pela norma ISO 15886-3 (2012). A terceira condição considerou 1 h de coleta, como tradicionalmente realizado. As curvas de distribuição de água obtidas por meio do sistema desenvolvido foram semelhantes às obtidas em ensaios convencionais, para as três situações avaliadas. Para tempos de coleta de 1 h ou 30 voltas do aspersor o sistema automático requereu menos tempo total de ensaio que o ensaio convencional. Entretanto, o sistema desenvolvido demandou mais tempo para atingir a incerteza-alvo, o que é uma limitação, mesmo sendo automatizado. De qualquer forma, o sistema necessitava apenas que um técnico informasse os parâmetros de ensaio e o acionasse, possibilitando que o mesmo alocasse seu tempo em outras atividades.

Conceptual Modelling of Complex Network Management Systems

Society, as we know it today, is completely dependent on computer networks, Internet and distributed systems, which place at our disposal the necessary services to perform our daily tasks. Moreover, and unconsciously, all services and distributed systems require network management systems. These systems allow us to, in general, maintain, manage, configure, scale, adapt, modify, edit, protect or improve the main distributed systems. Their role is secondary and is unknown and transparent to the users. They provide the necessary support to maintain the distributed systems whose services we use every day. If we don’t consider network management systems during the development stage of main distributed systems, then there could be serious consequences or even total failures in the development of the distributed systems. It is necessary, therefore, to consider the management of the systems within the design of distributed systems and systematize their conception to minimize the impact of the management of networks within the project of distributed systems. In this paper, we present a formalization method of the conceptual modelling for design of a network management system through the use of formal modelling tools, thus allowing from the definition of processes to identify those responsible for these. Finally we will propose a use case to design a conceptual model intrusion detection system in network.

Benefits of management systems integration: a literature review

The purpose of this paper is to identify the benefits of integrated management systems by comparing them with the benefits obtained through the individual implementation of ISO 9001 and ISO 14001 standards. The methodology used is a literature review based on an electronic search in the Web of Science, ScienceDirect, Scopus and Emerald databases. Findings show that although some benefits are common regardless the system management type, the benefits obtained with integration are greater than considering management systems separately because of the wider scope considered in integration. This is one of the first papers, to the best of our knowledge, to compare benefits from the two management systems standards when implemented separately and when integrated. In addition, some ideas are proposed for consideration in future research on the internalization of management systems and selection effect.

Hardware/software compatibility for traffic management/IVHS systems.

Texas Department of Transportation, Austin

Action research to explore perceptions of risk in project management

Uses research in a major UK company on the introduction of an electronic document management system to explore perceptions of, and attitudes to, risk. Phenomenological methods were used; with subsequent dialogue transcripts evaluated with Winmax dialogue software, using an adapted theoretical framework based upon an analysis of the literature. The paper identifies a number of factors, and builds a framework, that should support a greater understanding of risk assessment and project management by the academic community and practitioners.

Fragmented coherence: Solid waste management in Colombo

Notwithstanding the increasingly fragmented organizational relationships within Colombo's urban governance system, the cooperative nature of stakeholder relationships lends a high level of coherence to the overall system. Since 1995, Colombo's solid waste management system has been characterized by the increased role of the private sector, community-based organizations and NGOs. Whilst the increasingly fragmented nature of this system exhibits some deeply ingrained problems, there are also a number of positives associated with the increased role of civil society actors and, in particular, the informal sector. Reforming regulatory frameworks so as to integrate some of the social norms that are integral to the lives of the majority of urban residents will contribute to regulatory frameworks being considerably more enforceable than is currently the case. Such reform requires that institutional and regulatory frameworks need to be flexible enough to adapt to the changing social, political and economic context. In the Colombo case, effective cooperation between public sector and civil society stakeholders illustrates that adaptive institutional arrangements grounded in pragmatism are feasible. The challenge that arises is to translate these institutional arrangements into adaptive regulatory frameworks - something that would require a significant mind shift on the part of planners and urban managers.

Scalable location management for context-aware systems

Location information is commonly used in context-aware applications and pervasive systems. These applications and systems may require knowledge, of the location of users, devices and services. This paper presents a location management system able to gather, process and manage location information from a variety of physical and virtual location sensors. The system scales to the complexity of context-aware applications, to a variety of types and large number of location sensors and clients, and to geographical size of the system. The proposed location management system provides conflict resolution of location information and mechanisms to ensure privacy.

Knowledge management applied to enterprise risk management

Risk and knowledge are two concepts and components of business management which have so far been studied almost independently. This is especially true where risk management (RM) is conceived mainly in financial terms, as for example, in the financial institutions sector. Financial institutions are affected by internal and external changes with the consequent accommodation to new business models, new regulations and new global competition that includes new big players. These changes induce financial institutions to develop different methodologies for managing risk, such as the enterprise risk management (ERM) approach, in order to adopt a holistic view of risk management and, consequently, to deal with different types of risk, levels of risk appetite, and policies in risk management. However, the methodologies for analysing risk do not explicitly include knowledge management (KM). This research examines the potential relationships between KM and two RM concepts: perceived quality of risk control and perceived value of ERM. To fulfill the objective of identifying how KM concepts can have a positive influence on some RM concepts, a literature review of KM and its processes and RM and its processes was performed. From this literature review eight hypotheses were analysed using a classification into people, process and technology variables. The data for this research was gathered from a survey applied to risk management employees in financial institutions and 121 answers were analysed. The analysis of the data was based on multivariate techniques, more specifically stepwise regression analysis. The results showed that the perceived quality of risk control is significantly associated with the variables: perceived quality of risk knowledge sharing, perceived quality of communication among people, web channel functionality, and risk management information system functionality. However, the relationships of the KM variables to the perceived value of ERM are not identified because of the low performance of the models describing these relationships. The analysis reveals important insights into the potential KM support to RM such as: the better adoption of KM people and technology actions, the better the perceived quality of risk control. Equally, the results suggest that the quality of risk control and the benefits of ERM follow different patterns given that there is no correlation between both concepts and the distinct influence of the KM variables in each concept. The ERM scenario is different from that of risk control because ERM, as an answer to RM failures and adaptation to new regulation in financial institutions, has led organizations to adopt new processes, technologies, and governance models. Thus, the search for factors influencing the perceived value of ERM implementation needs additional analysis because what is improved in RM processes individually is not having the same effect on the perceived value of ERM. Based on these model results and the literature review the basis of the ERKMAS (Enterprise Risk Knowledge Management System) is presented.

IT support for managing aircraft spares in a closed-loop supply chain

This paper reports on the development of elements of an e-supply chain management system for managing maintenance, repair and overhaul (MRO) relationships in the aerospace industry. A standard systems development methodology has been followed to produce a process model (i.e. the AMSCR model); an information model (i.e. business rules) and a computerised information management capability (i.e. automated optimisation). The proof of concept for this web-based MRO supply chain system has been established through the collaboration with a sample of the different types of supply chain members. The proven benefit is a reduction in the stock-holding costs for the whole supply chain whilst also minimising non-flying time of the aircraft that the supply chain supports. This type of system is now vital in an industry that has continuously decreasing profit margins, which in turn means pressure to reduce servicing times and increase the interval between maintenance actions.