How lowering speed limits in an urban highway affects traffics performance and emissions: the case of Madrid M-30 ring-road

The city of Madrid keeps not meeting the GHG and air pollutant limits set by the European legislation. A broad range of strategies have being taken into account to reduce both types of emissions; however traffic management meas ures are usually consigned to the sidelines. In 2004, Madrid City Council launched a plan to re-design its inner ring-road supported by a socioeconomic study that evaluated the environmental and operational benefits of the project. For safety reasons the planned speed limit for the tunnel section was finally reduced from 90km/h to 70km/h. Using a Macroscopic Traffic Model and the European Air Pollutant and Emissions Inventory Guidebook (EMEP/EEA), this paper examines the environmental and traffic performance consequences of this decision. Results support the thesis that reduced speed limits leads to GHG and air pollution reductions in the area affected by the measure without substantially altering traffic performance. The implementation of the new speed limit policy brings about a 15% and 16% reduction in both CO2 and NOx emissions respectively. Emissions’ reduction during off-peak hours is larger than during peak hours.

Real-time determination of airspace wind speed field based on FDR = Determinación en tiempo real del campo de velocidad del viento basado en registradores de datos de vuelo

El estudio del comportamiento de la atmósfera ha resultado de especial importancia tanto en el programa SESAR como en NextGen, en los que la gestión actual del tránsito aéreo (ATM) está experimentando una profunda transformación hacia nuevos paradigmas tanto en Europa como en los EE.UU., respectivamente, para el guiado y seguimiento de las aeronaves en la realización de rutas más eficientes y con mayor precisión. La incertidumbre es una característica fundamental de los fenómenos meteorológicos que se transfiere a la separación de las aeronaves, las trayectorias de vuelo libres de conflictos y a la planificación de vuelos. En este sentido, el viento es un factor clave en cuanto a la predicción de la futura posición de la aeronave, por lo que tener un conocimiento más profundo y preciso de campo de viento reducirá las incertidumbres del ATC. El objetivo de esta tesis es el desarrollo de una nueva técnica operativa y útil destinada a proporcionar de forma adecuada y directa el campo de viento atmosférico en tiempo real, basada en datos de a bordo de la aeronave, con el fin de mejorar la predicción de las trayectorias de las aeronaves. Para lograr este objetivo se ha realizado el siguiente trabajo. Se han descrito y analizado los diferentes sistemas de la aeronave que proporcionan las variables necesarias para obtener la velocidad del viento, así como de las capacidades que permiten la presentación de esta información para sus aplicaciones en la gestión del tráfico aéreo. Se ha explorado el uso de aeronaves como los sensores de viento en un área terminal para la estimación del viento en tiempo real con el fin de mejorar la predicción de las trayectorias de aeronaves. Se han desarrollado métodos computacionalmente eficientes para estimar las componentes horizontales de la velocidad del viento a partir de las velocidades de las aeronaves (VGS, VCAS/VTAS), la presión y datos de temperatura. Estos datos de viento se han utilizado para estimar el campo de viento en tiempo real utilizando un sistema de procesamiento de datos a través de un método de mínima varianza. Por último, se ha evaluado la exactitud de este procedimiento para que esta información sea útil para el control del tráfico aéreo. La información inicial proviene de una muestra de datos de Registradores de Datos de Vuelo (FDR) de aviones que aterrizaron en el aeropuerto Madrid-Barajas. Se dispuso de datos de ciertas aeronaves durante un periodo de más de tres meses que se emplearon para calcular el vector viento en cada punto del espacio aéreo. Se utilizó un modelo matemático basado en diferentes métodos de interpolación para obtener los vectores de viento en áreas sin datos disponibles. Se han utilizado tres escenarios concretos para validar dos métodos de interpolación: uno de dos dimensiones que trabaja con ambas componentes horizontales de forma independiente, y otro basado en el uso de una variable compleja que relaciona ambas componentes. Esos métodos se han probado en diferentes escenarios con resultados dispares. Esta metodología se ha aplicado en un prototipo de herramienta en MATLAB © para analizar automáticamente los datos de FDR y determinar el campo vectorial del viento que encuentra la aeronave al volar en el espacio aéreo en estudio. Finalmente se han obtenido las condiciones requeridas y la precisión de los resultados para este modelo. El método desarrollado podría utilizar los datos de los aviones comerciales como inputs utilizando los datos actualmente disponibles y la capacidad computacional, para proporcionárselos a los sistemas ATM donde se podría ejecutar el método propuesto. Estas velocidades del viento calculadas, o bien la velocidad respecto al suelo y la velocidad verdadera, se podrían difundir, por ejemplo, a través del sistema de direccionamiento e informe para comunicaciones de aeronaves (ACARS), mensajes de ADS-B o Modo S. Esta nueva fuente ayudaría a actualizar la información del viento suministrada en los productos aeronáuticos meteorológicos (PAM), informes meteorológicos de aeródromos (AIRMET), e información meteorológica significativa (SIGMET). ABSTRACT The study of the atmosphere behaviour is been of particular importance both in SESAR and NextGen programs, where the current air traffic management (ATM) system is undergoing a profound transformation to the new paradigms both in Europe and the USA, respectively, to guide and track aircraft more precisely on more efficient routes. Uncertainty is a fundamental characteristic of weather phenomena which is transferred to separation assurance, flight path de-confliction and flight planning applications. In this respect, the wind is a key factor regarding the prediction of the future position of the aircraft, so that having a deeper and accurate knowledge of wind field will reduce ATC uncertainties. The purpose of this thesis is to develop a new and operationally useful technique intended to provide adequate and direct real-time atmospheric winds fields based on on-board aircraft data, in order to improve aircraft trajectory prediction. In order to achieve this objective the following work has been accomplished. The different sources in the aircraft systems that provide the variables needed to derivate the wind velocity have been described and analysed, as well as the capabilities which allow presenting this information for air traffic management applications. The use of aircraft as wind sensors in a terminal area for real-time wind estimation in order to improve aircraft trajectory prediction has been explored. Computationally efficient methods have been developed to estimate horizontal wind components from aircraft velocities (VGS, VCAS/VTAS), pressure, and temperature data. These wind data were utilized to estimate a real-time wind field using a data processing approach through a minimum variance method. Finally, the accuracy of this procedure has been evaluated for this information to be useful to air traffic control. The initial information comes from a Flight Data Recorder (FDR) sample of aircraft landing in Madrid-Barajas Airport. Data available for more than three months were exploited in order to derive the wind vector field in each point of the airspace. Mathematical model based on different interpolation methods were used in order to obtain wind vectors in void areas. Three particular scenarios were employed to test two interpolation methods: a two-dimensional one that works with both horizontal components in an independent way, and also a complex variable formulation that links both components. Those methods were tested using various scenarios with dissimilar results. This methodology has been implemented in a prototype tool in MATLAB © in order to automatically analyse FDR and determine the wind vector field that aircraft encounter when flying in the studied airspace. Required conditions and accuracy of the results were derived for this model. The method developed could be fed by commercial aircraft utilizing their currently available data sources and computational capabilities, and providing them to ATM system where the proposed method could be run. Computed wind velocities, or ground and true airspeeds, would then be broadcasted, for example, via the Aircraft Communication Addressing and Reporting System (ACARS), ADS-B out messages, or Mode S. This new source would help updating the wind information furnished in meteorological aeronautical products (PAM), meteorological aerodrome reports (AIRMET), and significant meteorological information (SIGMET).

Speed-independent gait identification for mobile devices

Due to the intensive use of mobile phones for diferent purposes, these devices usually contain condential information which must not be accessed by another person apart from the owner of the device. Furthermore, the new generation phones commonly incorporate an accelerometer which may be used to capture the acceleration signals produced as a result of owner s gait. Nowadays, gait identication in basis of acceleration signals is being considered as a new biometric technique which allows blocking the device when another person is carrying it. Although distance based approaches as Euclidean distance or dynamic time warping have been applied to solve this identication problem, they show di±culties when dealing with gaits at diferent speeds. For this reason, in this paper, a method to extract an average template from instances of the gait at diferent velocities is presented. This method has been tested with the gait signals of 34 subjects while walking at diferent motion speeds (slow, normal and fast) and it has shown to improve the performance of Euclidean distance and classical dynamic time warping.

Influence of the Second Bending Mode on the Response of High-Speed Bridges at Resonance

This paper deals with the assessment of the contribution of the second bending mode to the dynamic behavior of simply supported railway bridges. Traditionally the contributions of modes higher than the fundamental have been considered of little importance for the computation of the magnitudes of interest to structural engineers (vertical deflections, bending moments, etc.). Starting from the dimensionless equations of motion of a simply supported beam subjected to moving loads, the key parameters governing the dynamic behavior are identified. Then, a parametric study over realistic ranges of values of those parameters is conducted, and the influence of the second mode examined in detail. The main purpose is to decide whether the second mode should be taken into account for the determination of the maximum displacement and acceleration in high-speed bridges. In addition, the reasons that cause the contribution of the second bending mode to be relevant in some situations are highlighted, particularly with regard to the computation of the maximum acceleration.

A new analog trigger system for the Cherenkov Telescope array

La astronomía de rayos γ estudia las partículas más energéticas que llegan a la Tierra desde el espacio. Estos rayos γ no se generan mediante procesos térmicos en simples estrellas, sino mediante mecanismos de aceleración de partículas en objetos celestes como núcleos de galaxias activos, púlsares, supernovas, o posibles procesos de aniquilación de materia oscura. Los rayos γ procedentes de estos objetos y sus características proporcionan una valiosa información con la que los científicos tratan de comprender los procesos físicos que ocurren en ellos y desarrollar modelos teóricos que describan su funcionamiento con fidelidad. El problema de observar rayos γ es que son absorbidos por las capas altas de la atmósfera y no llegan a la superficie (de lo contrario, la Tierra será inhabitable). De este modo, sólo hay dos formas de observar rayos γ embarcar detectores en satélites, u observar los efectos secundarios que los rayos γ producen en la atmósfera. Cuando un rayo γ llega a la atmósfera, interacciona con las partículas del aire y genera un par electrón - positrón, con mucha energía. Estas partículas secundarias generan a su vez más partículas secundarias cada vez menos energéticas. Estas partículas, mientras aún tienen energía suficiente para viajar más rápido que la velocidad de la luz en el aire, producen una radiación luminosa azulada conocida como radiación Cherenkov durante unos pocos nanosegundos. Desde la superficie de la Tierra, algunos telescopios especiales, conocidos como telescopios Cherenkov o IACTs (Imaging Atmospheric Cherenkov Telescopes), son capaces de detectar la radiación Cherenkov e incluso de tomar imágenes de la forma de la cascada Cherenkov. A partir de estas imágenes es posible conocer las principales características del rayo γ original, y con suficientes rayos se pueden deducir características importantes del objeto que los emitió, a cientos de años luz de distancia. Sin embargo, detectar cascadas Cherenkov procedentes de rayos γ no es nada fácil. Las cascadas generadas por fotones γ de bajas energías emiten pocos fotones, y durante pocos nanosegundos, y las correspondientes a rayos γ de alta energía, si bien producen más electrones y duran más, son más improbables conforme mayor es su energía. Esto produce dos líneas de desarrollo de telescopios Cherenkov: Para observar cascadas de bajas energías son necesarios grandes reflectores que recuperen muchos fotones de los pocos que tienen estas cascadas. Por el contrario, las cascadas de altas energías se pueden detectar con telescopios pequeños, pero conviene cubrir con ellos una superficie grande en el suelo para aumentar el número de eventos detectados. Con el objetivo de mejorar la sensibilidad de los telescopios Cherenkov actuales, en el rango de energía alto (> 10 TeV), medio (100 GeV - 10 TeV) y bajo (10 GeV - 100 GeV), nació el proyecto CTA (Cherenkov Telescope Array). Este proyecto en el que participan más de 27 países, pretende construir un observatorio en cada hemisferio, cada uno de los cuales contará con 4 telescopios grandes (LSTs), unos 30 medianos (MSTs) y hasta 70 pequeños (SSTs). Con un array así, se conseguirán dos objetivos. En primer lugar, al aumentar drásticamente el área de colección respecto a los IACTs actuales, se detectarán más rayos γ en todos los rangos de energía. En segundo lugar, cuando una misma cascada Cherenkov es observada por varios telescopios a la vez, es posible analizarla con mucha más precisión gracias a las técnicas estereoscópicas. La presente tesis recoge varios desarrollos técnicos realizados como aportación a los telescopios medianos y grandes de CTA, concretamente al sistema de trigger. Al ser las cascadas Cherenkov tan breves, los sistemas que digitalizan y leen los datos de cada píxel tienen que funcionar a frecuencias muy altas (≈1 GHz), lo que hace inviable que funcionen de forma continua, ya que la cantidad de datos guardada será inmanejable. En su lugar, las señales analógicas se muestrean, guardando las muestras analógicas en un buffer circular de unos pocos µs. Mientras las señales se mantienen en el buffer, el sistema de trigger hace un análisis rápido de las señales recibidas, y decide si la imagen que hay en el buér corresponde a una cascada Cherenkov y merece ser guardada, o por el contrario puede ignorarse permitiendo que el buffer se sobreescriba. La decisión de si la imagen merece ser guardada o no, se basa en que las cascadas Cherenkov producen detecciones de fotones en píxeles cercanos y en tiempos muy próximos, a diferencia de los fotones de NSB (night sky background), que llegan aleatoriamente. Para detectar cascadas grandes es suficiente con comprobar que más de un cierto número de píxeles en una región hayan detectado más de un cierto número de fotones en una ventana de tiempo de algunos nanosegundos. Sin embargo, para detectar cascadas pequeñas es más conveniente tener en cuenta cuántos fotones han sido detectados en cada píxel (técnica conocida como sumtrigger). El sistema de trigger desarrollado en esta tesis pretende optimizar la sensibilidad a bajas energías, por lo que suma analógicamente las señales recibidas en cada píxel en una región de trigger y compara el resultado con un umbral directamente expresable en fotones detectados (fotoelectrones). El sistema diseñado permite utilizar regiones de trigger de tamaño seleccionable entre 14, 21 o 28 píxeles (2, 3, o 4 clusters de 7 píxeles cada uno), y con un alto grado de solapamiento entre ellas. De este modo, cualquier exceso de luz en una región compacta de 14, 21 o 28 píxeles es detectado y genera un pulso de trigger. En la versión más básica del sistema de trigger, este pulso se distribuye por toda la cámara de forma que todos los clusters sean leídos al mismo tiempo, independientemente de su posición en la cámara, a través de un delicado sistema de distribución. De este modo, el sistema de trigger guarda una imagen completa de la cámara cada vez que se supera el número de fotones establecido como umbral en una región de trigger. Sin embargo, esta forma de operar tiene dos inconvenientes principales. En primer lugar, la cascada casi siempre ocupa sólo una pequeña zona de la cámara, por lo que se guardan muchos píxeles sin información alguna. Cuando se tienen muchos telescopios como será el caso de CTA, la cantidad de información inútil almacenada por este motivo puede ser muy considerable. Por otro lado, cada trigger supone guardar unos pocos nanosegundos alrededor del instante de disparo. Sin embargo, en el caso de cascadas grandes la duración de las mismas puede ser bastante mayor, perdiéndose parte de la información debido al truncamiento temporal. Para resolver ambos problemas se ha propuesto un esquema de trigger y lectura basado en dos umbrales. El umbral alto decide si hay un evento en la cámara y, en caso positivo, sólo las regiones de trigger que superan el nivel bajo son leídas, durante un tiempo más largo. De este modo se evita guardar información de píxeles vacíos y las imágenes fijas de las cascadas se pueden convertir en pequeños \vídeos" que representen el desarrollo temporal de la cascada. Este nuevo esquema recibe el nombre de COLIBRI (Concept for an Optimized Local Image Building and Readout Infrastructure), y se ha descrito detalladamente en el capítulo 5. Un problema importante que afecta a los esquemas de sumtrigger como el que se presenta en esta tesis es que para sumar adecuadamente las señales provenientes de cada píxel, estas deben tardar lo mismo en llegar al sumador. Los fotomultiplicadores utilizados en cada píxel introducen diferentes retardos que deben compensarse para realizar las sumas adecuadamente. El efecto de estos retardos ha sido estudiado, y se ha desarrollado un sistema para compensarlos. Por último, el siguiente nivel de los sistemas de trigger para distinguir efectivamente las cascadas Cherenkov del NSB consiste en buscar triggers simultáneos (o en tiempos muy próximos) en telescopios vecinos. Con esta función, junto con otras de interfaz entre sistemas, se ha desarrollado un sistema denominado Trigger Interface Board (TIB). Este sistema consta de un módulo que irá montado en la cámara de cada LST o MST, y que estará conectado mediante fibras ópticas a los telescopios vecinos. Cuando un telescopio tiene un trigger local, este se envía a todos los vecinos conectados y viceversa, de modo que cada telescopio sabe si sus vecinos han dado trigger. Una vez compensadas las diferencias de retardo debidas a la propagación en las fibras ópticas y de los propios fotones Cherenkov en el aire dependiendo de la dirección de apuntamiento, se buscan coincidencias, y en el caso de que la condición de trigger se cumpla, se lee la cámara en cuestión, de forma sincronizada con el trigger local. Aunque todo el sistema de trigger es fruto de la colaboración entre varios grupos, fundamentalmente IFAE, CIEMAT, ICC-UB y UCM en España, con la ayuda de grupos franceses y japoneses, el núcleo de esta tesis son el Level 1 y la Trigger Interface Board, que son los dos sistemas en los que que el autor ha sido el ingeniero principal. Por este motivo, en la presente tesis se ha incluido abundante información técnica relativa a estos sistemas. Existen actualmente importantes líneas de desarrollo futuras relativas tanto al trigger de la cámara (implementación en ASICs), como al trigger entre telescopios (trigger topológico), que darán lugar a interesantes mejoras sobre los diseños actuales durante los próximos años, y que con suerte serán de provecho para toda la comunidad científica participante en CTA. ABSTRACT -ray astronomy studies the most energetic particles arriving to the Earth from outer space. This -rays are not generated by thermal processes in mere stars, but by means of particle acceleration mechanisms in astronomical objects such as active galactic nuclei, pulsars, supernovas or as a result of dark matter annihilation processes. The γ rays coming from these objects and their characteristics provide with valuable information to the scientist which try to understand the underlying physical fundamentals of these objects, as well as to develop theoretical models able to describe them accurately. The problem when observing rays is that they are absorbed in the highest layers of the atmosphere, so they don't reach the Earth surface (otherwise the planet would be uninhabitable). Therefore, there are only two possible ways to observe γ rays: by using detectors on-board of satellites, or by observing their secondary effects in the atmosphere. When a γ ray reaches the atmosphere, it interacts with the particles in the air generating a highly energetic electron-positron pair. These secondary particles generate in turn more particles, with less energy each time. While these particles are still energetic enough to travel faster than the speed of light in the air, they produce a bluish radiation known as Cherenkov light during a few nanoseconds. From the Earth surface, some special telescopes known as Cherenkov telescopes or IACTs (Imaging Atmospheric Cherenkov Telescopes), are able to detect the Cherenkov light and even to take images of the Cherenkov showers. From these images it is possible to know the main parameters of the original -ray, and with some -rays it is possible to deduce important characteristics of the emitting object, hundreds of light-years away. However, detecting Cherenkov showers generated by γ rays is not a simple task. The showers generated by low energy -rays contain few photons and last few nanoseconds, while the ones corresponding to high energy -rays, having more photons and lasting more time, are much more unlikely. This results in two clearly differentiated development lines for IACTs: In order to detect low energy showers, big reflectors are required to collect as much photons as possible from the few ones that these showers have. On the contrary, small telescopes are able to detect high energy showers, but a large area in the ground should be covered to increase the number of detected events. With the aim to improve the sensitivity of current Cherenkov showers in the high (> 10 TeV), medium (100 GeV - 10 TeV) and low (10 GeV - 100 GeV) energy ranges, the CTA (Cherenkov Telescope Array) project was created. This project, with more than 27 participating countries, intends to build an observatory in each hemisphere, each one equipped with 4 large size telescopes (LSTs), around 30 middle size telescopes (MSTs) and up to 70 small size telescopes (SSTs). With such an array, two targets would be achieved. First, the drastic increment in the collection area with respect to current IACTs will lead to detect more -rays in all the energy ranges. Secondly, when a Cherenkov shower is observed by several telescopes at the same time, it is possible to analyze it much more accurately thanks to the stereoscopic techniques. The present thesis gathers several technical developments for the trigger system of the medium and large size telescopes of CTA. As the Cherenkov showers are so short, the digitization and readout systems corresponding to each pixel must work at very high frequencies (_ 1 GHz). This makes unfeasible to read data continuously, because the amount of data would be unmanageable. Instead, the analog signals are sampled, storing the analog samples in a temporal ring buffer able to store up to a few _s. While the signals remain in the buffer, the trigger system performs a fast analysis of the signals and decides if the image in the buffer corresponds to a Cherenkov shower and deserves to be stored, or on the contrary it can be ignored allowing the buffer to be overwritten. The decision of saving the image or not, is based on the fact that Cherenkov showers produce photon detections in close pixels during near times, in contrast to the random arrival of the NSB phtotons. Checking if more than a certain number of pixels in a trigger region have detected more than a certain number of photons during a certain time window is enough to detect large showers. However, taking also into account how many photons have been detected in each pixel (sumtrigger technique) is more convenient to optimize the sensitivity to low energy showers. The developed trigger system presented in this thesis intends to optimize the sensitivity to low energy showers, so it performs the analog addition of the signals received in each pixel in the trigger region and compares the sum with a threshold which can be directly expressed as a number of detected photons (photoelectrons). The trigger system allows to select trigger regions of 14, 21, or 28 pixels (2, 3 or 4 clusters with 7 pixels each), and with extensive overlapping. In this way, every light increment inside a compact region of 14, 21 or 28 pixels is detected, and a trigger pulse is generated. In the most basic version of the trigger system, this pulse is just distributed throughout the camera in such a way that all the clusters are read at the same time, independently from their position in the camera, by means of a complex distribution system. Thus, the readout saves a complete camera image whenever the number of photoelectrons set as threshold is exceeded in a trigger region. However, this way of operating has two important drawbacks. First, the shower usually covers only a little part of the camera, so many pixels without relevant information are stored. When there are many telescopes as will be the case of CTA, the amount of useless stored information can be very high. On the other hand, with every trigger only some nanoseconds of information around the trigger time are stored. In the case of large showers, the duration of the shower can be quite larger, loosing information due to the temporal cut. With the aim to solve both limitations, a trigger and readout scheme based on two thresholds has been proposed. The high threshold decides if there is a relevant event in the camera, and in the positive case, only the trigger regions exceeding the low threshold are read, during a longer time. In this way, the information from empty pixels is not stored and the fixed images of the showers become to little \`videos" containing the temporal development of the shower. This new scheme is named COLIBRI (Concept for an Optimized Local Image Building and Readout Infrastructure), and it has been described in depth in chapter 5. An important problem affecting sumtrigger schemes like the one presented in this thesis is that in order to add the signals from each pixel properly, they must arrive at the same time. The photomultipliers used in each pixel introduce different delays which must be compensated to perform the additions properly. The effect of these delays has been analyzed, and a delay compensation system has been developed. The next trigger level consists of looking for simultaneous (or very near in time) triggers in neighbour telescopes. These function, together with others relating to interfacing different systems, have been developed in a system named Trigger Interface Board (TIB). This system is comprised of one module which will be placed inside the LSTs and MSTs cameras, and which will be connected to the neighbour telescopes through optical fibers. When a telescope receives a local trigger, it is resent to all the connected neighbours and vice-versa, so every telescope knows if its neighbours have been triggered. Once compensated the delay differences due to propagation in the optical fibers and in the air depending on the pointing direction, the TIB looks for coincidences, and in the case that the trigger condition is accomplished, the camera is read a fixed time after the local trigger arrived. Despite all the trigger system is the result of the cooperation of several groups, specially IFAE, Ciemat, ICC-UB and UCM in Spain, with some help from french and japanese groups, the Level 1 and the Trigger Interface Board constitute the core of this thesis, as they have been the two systems designed by the author of the thesis. For this reason, a large amount of technical information about these systems has been included. There are important future development lines regarding both the camera trigger (implementation in ASICS) and the stereo trigger (topological trigger), which will produce interesting improvements for the current designs during the following years, being useful for all the scientific community participating in CTA.

Big bridge in pérgola for high speed trains to the northwest of Spain

Big bridge in pérgola for high speed trains to the northwest of Spain

Aeroacoustics in high speed trains

Este trabajo se centra en el estudio de problemas aeroacústicos en los trenes de alta velocidad. Se han considerado dos escenarios en los que las ondas de presión generadas son críticos para el confort de los pasajeros. Uno es el debido a las ondas de presión que genera el tren cuando entra y sale de un túnel, que a su vez producen saltos de presión de baja frecuencia en el tren (cuando se cruzan con él) y en los alrededores del túnel cuando alcanzan la salida. Se estudia este fenómeno, y se propone un sistema aeroelástico basado en el galope transversal para disminuir la energía de estas ondas, y se analiza la energía extraíble de las ondas utilizando cuerpos con diferentes secciones transversales [Sorribes-Palmer and Sanz-Andres, 2013]. La influencia de la geometría de los portales en la energía radiada hacia el exterior de túnel es analizada experimentalmente, prestando especial atención a las boquillas porosas. Las ondas de presión en el interior del túnel se han analizado mediante el método de las características. Se han realizado ensayos experimentales para estimar la energía reflejada hacia el interior del túnel al alcanzar las ondas de presión el portal de salida del túnel. Se ha estudiado la formación e interacción entre el portal del túnel y la onda de choque generada en los túneles de gran longitud y pequeña fricción. Se propone un método para describir de forma aproximada el ruido radiado al exterior. Por otro lado se ha estudiado el ruido de media y alta frecuencia de origen aerodinámico. Se ha estudiado la influencia del desprendimiento de la capa límite sobre el tren. Se propone una metodología basada en una sección de tren característica para predecir rápidamente el nivel de presión de sonido dentro y fuera del tren para todo el rango de frecuencias. Se han realizado medidas experimentales en vía de los espectros de presión sobre la superficie del tren, y de la transmisibilidad de las uniones entre estructura y revestimiento. Los resultados experimentales se han utilizado en los modelos vibroacústicos. El método de la sección del tren característica es especialmente útil a altas frecuencias cuando todo el tren se puede modelar mediante el ensamblaje de diferentes secciones características utilizando el análisis estadístico de la energía. ABSTRACT This work is focused on the study of aeroacoustic problems in high speed trains. We have considered two scenarios in which the pressure waves generated are critical for passengers comfort. The first one is due to the pressure waves generated by a train entering in a tunnel. These waves generate pressure gauges inside the train (when they find each other) and outside of the tunnel portals. This phenomenon has been studied, and an aeroelastic system based on transverse galloping to reduce the energy of these waves is proposed. The maximum extractable energy by using bodies with different cross-section shapes is analyzed. The influence of the portals geometry in the energy radiated outwards the tunnel is analyzed experimentally, with particular attention to the porous exits. The pressure waves inside the tunnel have been analyzed using the method of characteristics. Experimental tests to estimate the energy reflected into the tunnel when the pressure waves reach the tunnel portal have been performed. We have studied the generation and interaction between the tunnel portal and a shock wave generated in long tunnels with small friction. A method to describe in an approximated way the pressure radiated outside the tunnel is proposed. In the second scenario, middle and high frequency noise generated aerodynamically has been studied, including the influence of the detachment of the boundary layer around the train. A method based on a train section to quickly predict the sound pressure level inside and outside the train has been proposed. Experimental test have been performed on board to evaluate the pressure power spectra on the surface of the train, and the transmissibility of the junctions between the structure and trim. These experimental results have been used in the vibroacoustic models. The low frequency pressure waves generated with the train during the tunnel crossing has been identified in the pressure spectrum. The train characteristic section method is especially useful at high frequencies, when the whole train can be modeled by assembling different sections using the statistical energy analysis. The sound pressure level inside the train is evaluated inside and outside the tunnel.

On the Analytical Approach to Present Engineering Problems: Photovoltaic Systems Behavior, Wind Speed Sensors Performance, and High-Speed Train Pressure Wave Effects in Tunnels

At present, engineering problems required quite a sophisticated calculation means. However, analytical models still can prove to be a useful tool for engineers and scientists when dealing with complex physical phenomena. The mathematical models developed to analyze three different engineering problems: photovoltaic devices analysis; cup anemometer performance; and high-speed train pressure wave effects in tunnels are described. In all cases, the results are quite accurate when compared to testing measurements.

On the harmonic analysis of cup anemometer rotation speed: A principle to monitor performance and maintenance status of rotating meteorological sensors

The calibration results of one anemometer equipped with several rotors, varying their size, were analyzed. In each case, the 30-pulses pert turn output signal of the anemometer was studied using Fourier series decomposition and correlated with the anemometer factor (i.e., the anemometer transfer function). Also, a 3-cup analytical model was correlated to the data resulting from the wind tunnel measurements. Results indicate good correlation between the post-processed output signal and the working condition of the cup anemometer. This correlation was also reflected in the results from the proposed analytical model. With the present work the possibility of remotely checking cup anemometer status, indicating the presence of anomalies and, therefore, a decrease on the wind sensor reliability is revealed.

Territorial cohesion impacts of high-speed rail under different zoning systems

Large-scale transport infrastructure projects such as high-speed rail (HSR) produce significant effects on the spatial distribution of accessibility. These effects, commonly known as territorial cohesion effects, are receiving increasing attention in the research literature. However, there is little empirical research into the sensitivity of these cohesion results to methodological issues such as the definition of the limits of the study area or the zoning system. In a previous paper (Ortega et al., 2012), we investigated the influence of scale issues, comparing the cohesion results obtained at four different planning levels. This paper makes an additional contribution to our research with the investigation of the influence of zoning issues. We analyze the extent to which changes in the size of the units of analysis influence the measurement of spatial inequalities. The methodology is tested by application to the Galician (north-western) HSR corridor, with a length of nearly 670 km, included in the Spanish PEIT (Strategic Transport and Infrastructure Plan) 2005-2020. We calculated the accessibility indicators for the Galician HSR corridor and assessed their corresponding territorial distribution. We used five alternative zoning systems depending on the method of data representation used (vector or raster), and the level of detail (cartographic accuracy or cell size). Our results suggest that the choice between a vector-based and raster-based system has important implications. The vector system produces a higher mean accessibility value and a more polarized accessibility distribution than raster systems. The increased pixel size of raster-based systems tends to give rise to higher mean accessibility values and a more balanced accessibility distribution. Our findings strongly encourage spatial analysts to acknowledge that the results of their analyses may vary widely according to the definition of the units of analysis.

Linear color correction for multiple illumination changes and non-overlapping cameras

Many image processing methods, such as techniques for people re-identification, assume photometric constancy between different images. This study addresses the correction of photometric variations based upon changes in background areas to correct foreground areas. The authors assume a multiple light source model where all light sources can have different colours and will change over time. In training mode, the authors learn per-location relations between foreground and background colour intensities. In correction mode, the authors apply a double linear correction model based on learned relations. This double linear correction includes a dynamic local illumination correction mapping as well as an inter-camera mapping. The authors evaluate their illumination correction by computing the similarity between two images based on the earth mover's distance. The authors compare the results to a representative auto-exposure algorithm found in the recent literature plus a colour correction one based on the inverse-intensity chromaticity. Especially in complex scenarios the authors’ method outperforms these state-of-the-art algorithms.

Consideration of tip speed limitations in preliminary analysis of minimum COE wind turbines

A relation between Cost Of Energy, COE, maximum allowed tip speed, and rated wind speed, is obtained for wind turbines with a given goal rated power. The wind regime is characterised by the corresponding parameters of the probability density function of wind speed. The non-dimensional characteristics of the rotor: number of blades, the blade radial distributions of local solidity, twist angle, and airfoil type, play the role of parameters in the mentioned relation. The COE is estimated using a cost model commonly used by the designers. This cost model requires basic design data such as the rotor radius and the ratio between the hub height and the rotor radius. Certain design options, DO, related to the technology of the power plant, tower and blades are also required as inputs. The function obtained for the COE can be explored to �nd those values of rotor radius that give rise to minimum cost of energy for a given wind regime as the tip speed limitation changes. The analysis reveals that iso-COE lines evolve parallel to iso-radius lines for large values of limit tip speed but that this is not the case for small values of the tip speed limits. It is concluded that, as the tip speed limit decreases, the optimum decision for keeping minimum COE values can be: a) reducing the rotor radius for places with high weibull scale parameter or b) increasing the rotor radius for places with low weibull scale parameter

Genetically aerodynamic optimization of the nose shape of a high-speed train entering a tunnel

The optimization of the nose shape of a high-speed train entering a tunnel has been performed using genetic algorithms(GA).This optimization method requires the parameterization of each optimal candidate as a design vector.The geometrical parameterization of the nose has been defined using three design variables that include the most characteristic geometrical factors affecting the compression wave generated at the entry of the train and the aerodynamic drag of the train.

High-speed trains and tourists: what is the link? Evidence from the French and Spanish capitals

The objective of this paper is to analyse the factors influencing tourists? choice of a destination and the role of High Speed Rail (HSR) systems in this choice. The methodology proposed consists in analysing two capitals in Europe, i.e. Paris and Madrid where HSR services are important, to investigate the factors influencing holidaymakers in choosing these cities, and the role of HSR in this choice. The main outcome of this paper is to show that several factors influence the choice of a tourist, like the presence of architectural sites, the quality of promotion of the destination itself, the presence of events, and also HSR services. However we found that the HSR system has affected the choice of Paris and Madrid in a different way. Concerning the French case study, HSR is considered a real transport mode alternative among tourists, therefore HSR is chosen to reach Paris as well as for revisiting it. On the other hand, Madrid is chosen by tourists irrespective on the presence of HSR, while HSR is chosen for reaching cities close to Madrid. Data collected from the two surveys have been used for a further quantitative analysis. Models have been specified and calibrated to identify the factors influencing holidaymakers to revisit Paris and Madrid and the role of HSR in this choice has been highlighted.

High-speed rail systems and tourists´ destination choice: the case studies of Paris and Madrid

The analysis of how tourists select their holiday destinations along with the factors determining their choices is very important for promoting tourism. In particular, transportation is supposed to have a great influence on the tourists’ decisions. The aim of this paper is to investigate the role of High Speed Rail (HSR) systems with respect to a destination choice. Two key tourist destinations in Europe namely Paris, and Madrid, have been chosen to identify the factors influencing this choice. On the basis of two surveys to obtain information from tourists, it has been found that the presence of architectural sites, the promotion quality of the destination itself, and the cultural and social events have an impact when making a destination choice. However the availability of the HSR systems affects the choice of Paris and Madrid as tourist destinations in a different way. For Paris, TGV is considered a real transport mode alternative among tourists. On the other hand, Madrid is chosen by tourists irrespective of the presence of an efficient HSR network. Data collected from the two surveys have been used for a further quantitative analysis. Regression models have been specified and parameters have been calibrated to identify the factors influencing holidaymakers to revisit Paris and Madrid and visit other tourist places accessible by HSR from these capitals