Alta velocidad ferroviaria en California(USA): cuarta parte (IV) Fresno-Sacramento (Roseville) = High speed railway in California (USA): fourth part (IV) Fresno-Sacramento (Roseville)

Implantación de la Red de Alta velocidad Ferroviaria en California. Tramo Fresno-Sacramento. El presente articúlo es la cuarta parte de la serie "Alta Velocidad Ferroviaria en California (CHSRS)". Recoge la Alternativa "Stockton Arch", que el Proyecto FARWEST presenta a la prevista por la Authority (CHSRA), para la Línea HSR Fresno-Sacramento, en programación y en trazado. Éste discurre, desde la gran Terminal de Fresno (implantada en las afueras al suroeste de la ciudad) por el segmento sur del "mar interior" (que en el Terciario Superior ocupaba el actual Valle Central), hasta Stockton, y por el segmento norte, hasta Sacramento. El Paet de Ripperdan (~ pK 40) queda conectado por carretera con el PAET de Oroloma de la Línea HSR Fresno-San Francisco (Golden Gate Alternative). La última parte del trazado de la Línea HSR Fresno-Sacramento (Stockton Arch Alternative), coincide en alineación y rasante con la Línea HSR San Francisco-Sacramento (Crossing Bay Alternative) a la altura de Roseville, donde se emplaza la gran terminal norte de la red de California, desde la que se unirá ésta con la de Nevada, por Reno. This article forras the fourth part of the series entitled "High Speed Railway in California (CHSRS)". It addresses the "Stockton Arch" alternative, which the FARWESTProjectpresents in scheduling and in alignment as to that provided for by the Authority (CHSRA) for the Fresno-Sacramento HSR Line. The latter runs from the grand Fresno Terminal (located in the outskirts to the southwest ofthe city) through the south segment ofthe "inland sea" (which oceupied the current Central Valley in the Upper Tertiary) to Stockton and through the north segment to Sacramento. The Ripperdan TSAP (post ofpassing and stabling trains), — kilometer point 40, conneets with the Oroloma TSAP ofthe Fresno-San Francisco HSR Line (Golden Gate Alternative) by road. The last part of the Fresno-Sacramento HSR Line alignment (Stockton Arch Alternative), coincides in alignment and grade with the San Francisco-Sacramento HSR Line (Crossing Bay Alternative) at Roseville, where the great north terminal ofthe California network is located, from which the latter will be linked with Nevada s network through Reno.

Alta velocidad ferroviaria en California(USA): tercera parte (III) Fresno-Los Ángeles-San Diego = High speed railway in California(USA): third part (III) Fresno-Los Ángeles-San Diego

Implantación de la Red de Alta velocidad Ferroviaria en California. Tramo Fresno-Los Angeles-San Diego. Este artículo, tercera parte de la serie que describe la red de Alta Velocidad Ferroviaria de California (CHSRS), se ocupa de la línea Fresno-Los Angeles Airport-San Diego Airport, con el trazado propuesto en la Alternativa Missions Trail del Proyecto FARWEST, caracterizada por el paso directo de las montañas de Tehachapi, mediante dos grandes túneles de 27,5 Km (17 mile) y 25,6 Km (15,9 mile) de longitud. También por el emplazamiento de la estación terminal de Los Angeles, junto al Aeropuerto Internacional de Los Angeles y la sustitución de la circunvalación ferroviaria de la aglomeración urbana de Los Angeles, a través de Inland Empire, por el ramal Anaheim-Riverside, que da acceso a esa región, y que es cabecera de la futura Dessert Express a Las Vegas. The third of a series describing the California High Speed Railway (CHSRS), this article refers to the Fresno-Los Angeles Airport-San Diego Airport line, with the alignment as proposed in the Missions Trail Alternative of the FARWEST Project, characterized by the direct Tehachapi mountain pass through two large tunnels 27.5 Km (17 miles) and 25.6 Km (15.9 miles) long and also to the siting of the Los Angeles terminal station next to the Los Angeles International Airport and the replacement of the Los Angeles urban conglomeration railway by-pass through Inland Empire, by the Anaheim-Riverside branch providing access to that region and which is the head of the future Desert Express to Las Vegas.

Rapid microbiological detection method based on ultrasonic instrumentation

Los métodos de detección rápida de microorganismos se están convirtiendo en una herramienta esencial para el control de calidad en el área de la biotecnología, como es el caso de las industrias de alimentos y productos farmacéuticos y bioquímicos. En este escenario, el objetivo de esta tesis doctoral es desarrollar una técnica de inspección rápida de microoganismos basada en ultrasonidos. La hipótesis propuesta es que la combinación de un dispositivo ultrasónico de medida y un medio líquido diseñado específicamente para producir y atrapar burbujas, pueden constituir la base de un método sensible y rápido de detección de contaminaciones microbianas. La técnica presentada es efectiva para bacterias catalasa-positivas y se basa en la hidrólisis del peróxido de hidrógeno inducida por la catalasa. El resultado de esta reacción es un medio con una creciente concentración de burbujas. Tal medio ha sido estudiado y modelado desde el punto de vista de la propagación ultrasónica. Las propiedades deducidas a partir del análisis cinemático de la enzima se han utilizado para evaluar el método como técnica de inspección microbiana. En esta tesis, se han investigado aspectos teóricos y experimentales de la hidrólisis del peróxido de hidrógeno. Ello ha permitido describir cuantitativamente y comprender el fenómeno de la detección de microorganismos catalasa-positivos mediante la medida de parámetros ultrasónicos. Más concretamente, los experimentos realizados muestran cómo el oxígeno que aparece en forma de burbujas queda atrapado mediante el uso de un gel sobre base de agar. Este gel fue diseñado y preparado especialmente para esta aplicación. A lo largo del proceso de hidrólisis del peróxido de hidrógeno, se midió la atenuación de la onda y el “backscattering” producidos por las burbujas, utilizando una técnica de pulso-eco. Ha sido posible detectar una actividad de la catalasa de hasta 0.001 unidades/ml. Por otra parte, este estudio muestra que por medio del método propuesto, se puede lograr una detección microbiana para concentraciones de 105 células/ml en un periodo de tiempo corto, del orden de unos pocos minutos. Estos resultados suponen una mejora significativa de tres órdenes de magnitud en comparación con otros métodos de detección por ultrasonidos. Además, la sensibilidad es competitiva con modernos y rápidos métodos microbiológicos como la detección de ATP por bioluminiscencia. Pero sobre todo, este trabajo muestra una metodología para el desarrollo de nuevas técnicas de detección rápida de bacterias basadas en ultrasonidos. ABSTRACT In an industrial scenario where rapid microbiological methods are becoming essential tools for quality control in the biotechnological area such as food, pharmaceutical and biochemical; the objective of the work presented in this doctoral thesis is to develop a rapid microorganism inspection technique based on ultrasounds. It is proposed that the combination of an ultrasonic measuring device with a specially designed liquid medium, able to produce and trap bubbles could constitute the basis of a sensitive and rapid detection method for microbial contaminations. The proposed technique is effective on catalase positive microorganisms. Well-known catalase induced hydrogen peroxide hydrolysis is the fundamental of the developed method. The physical consequence of the catalase induced hydrogen peroxide hydrolysis is an increasingly bubbly liquid medium. Such medium has been studied and modeled from the point of view of ultrasonic propagation. Properties deduced from enzyme kinematics analysis have been extrapolated to investigate the method as a microbial inspection technique. In this thesis, theoretical and experimental aspects of the hydrogen peroxide hydrolysis were analyzed in order to quantitatively describe and understand the catalase positive microorganism detection by means of ultrasonic measurements. More concretely, experiments performed show how the produced oxygen in form of bubbles is trapped using the new gel medium based on agar, which was specially designed for this application. Ultrasonic attenuation and backscattering is measured in this medium using a pulse-echo technique along the hydrogen peroxide hydrolysis process. Catalase enzymatic activity was detected down to 0.001 units/ml. Moreover, this study shows that by means of the proposed method, microbial detection can be achieved down to 105 cells/ml in a short time period of the order of few minutes. These results suppose a significant improvement of three orders of magnitude compared to other ultrasonic detection methods for microorganisms. In addition, the sensitivity reached is competitive with modern rapid microbiological methods such as ATP detection by bioluminescence. But above all, this work points out a way to proceed for developing new rapid microbial detection techniques based on ultrasound.

Great roof marquee in the new railway station for high speed trains of Málaga

The new railway station of María Zambrano for AVE (Spanish high-speed trains) located in Malaga, has been inaugurated in November 2006, just on the site of the former railway station. The new railway station with an investment of 134.7 million Euros occupies a surface of 51.377 m2, five times the surface of the former station. The enclosure is the biggest intermodal transport and commercial center of Spain which comprises a parking of 21,000 m2 for 1,300 parking places, one commercial area and a hotel of 35 m height, with a total extension constructed of approximately 100,000 m2.

A low-mass impact sensor for high-speed firmness sensing of fruits.

A low-mass impact sensor for high-speed firmness sensing of fruits was built and tested. Results of tests with a rubber ball indicated that the impact measurement was not sensitive to the distance between the impactor and the impacting surface of the sample within the range of 8 to 23 mm, and was not sensitive to how the sample was held. Tests with kiwifruits and peaches show good correlation between firmness readings obtained with the impact sensor and those obtained with the penetrometer. The best correlation was between the slope of the impact curve (at mid-point) and the force-deformation firmness. Preliminary test showed that the sensor could sense fruit firmness at a speed of 5 fruits/s.

Efecto del Cross-talk en la respuesta de un Transductor Ultrasónico tipo PZT

El presente trabajo de tesis investiga el efecto del fenómeno conocido como “Cross-talk” generado por el modo lateral de vibración, en la respuesta de un transductor ultrasónico formado por un arreglo de elementos piezoeléctricos tipo PZT (Zircanato Titanato de Plomo), la investigación se lleva a cabo desde el punto de vista de la naturaleza física de este efecto, así como de los parámetros asociados al mismo, así como un análisis del efecto del “Cross-talk” en la respuesta del transductor, formado por arreglos de elementos piezoeléctricos. Diversas investigaciones han abordado el fenómeno del “Cross-talk” y de sus efectos en la respuesta de los transductores, estos se han enfocado principalmente al modo espesor (thickness) de vibración. Sin embargo no ha habido un estudio a fondo para el estudio de este fenómeno en el modo lateral de vibración tema de interés de este trabajo de tesis. Este trabajo incluye simulaciones del fenómeno del “Cross-talk” mediante el método de los elementos finitos (MEF), así como la construcción de un transductor tipo matricial (arrray) de 2x3 elementos, en el que fueron realizadas las mediciones físicas del fenómeno. El trabajo abarca un estudio comparativo entre las simulaciones y las mediciones realizadas en el transductor, considerando que las cerámicas del transductor están montadas sobre diferentes materiales (backing) en donde la propagación de la energía emitida por las cerámicas piezoeléctricas provoca un mayor o menor grado de “Cross-talk” dependiendo de la velocidad en que se propaga dicha energía. Esta investigación también llevó a cabo el estudio del efecto del “Cross-talk” en el patrón de radiación que emite el arreglo de elementos piezoeléctricos, siendo este patrón de radiación un factor importante en la respuesta del transductor, motivo por el cual se realizó un análisis de cómo se ve afectado este patrón bajo la influencia del fenómeno del “Cross-talk”. Como ya se mencionó debido a la falta de un estudio a profundidad del fenómeno del “Cross-talk” en el modo lateral, la contribución del presente trabajo es importante ya que se enfoca al modo lateral de vibración de los elementos piezoeléctricos del arreglo. En particular se desarrollo una ecuación que permite cuantificar el fenómeno del “Cross-talk” y visualizar sus efectos en el arreglo. Derivando de este estudio se concluye que el fenómeno del “Cross-talk” generado por el modo lateral de vibración tiene un efecto significativo en la respuesta de los diferentes transductores matriciales considerados. ABSTRACT This thesis investigates the effect of the phenomenon known as crosstalk from the point of view of its physical nature and the elements that lead to the formation of this phenomenon to an analysis of how it may affect the performance of the ultrasonic transducer. This phenomenon occurs primarily in matrix arrays and this phenomenon is magnified by certain factors causing serious problems in the performance of a transducer. Researchers have addressed the phenomenon of crosstalk and their effects on the response of these transducers. They have mainly focused in the thickness vibration mode, and there has been no comprehensive study of this phenomenon in the lateral vibration mode, issue of interest of this thesis. This work includes simulations of the crosstalk phenomenon using the finite element method (FEM), and the construction of a matrix type transducer (array) of 2x3 elements, in which physical measurements were made. The work includes a comparative study between simulations and measurements in the transducer, whereas the ceramic transducer are mounted on different materials (backing) where the spread of the energy emitted by the piezoelectric ceramic causes a greater or lesser degree of crosstalk depending on the speed at which this energy spreads. This research also carried out the study of the effect of the crosstalk in the radiation pattern emitted by the piezoelectric array. The radiation pattern is an important factor in the response of the transducer that is why we conducted an analysis of how this pattern is affected under the influence of the crosstalk phenomenon. As mentioned before because of the lack of an in-depth study of the crosstalk phenomenon in the lateral vibration mode, the contribution of this work is important because it focuses in this vibration mode of the piezoelectric elements in the array. In particular, an equation was developed to quantify the crosstalk phenomenon and to see its effects in the array. Deriving from this study it is possible to conclude that the crosstalk phenomenon generated by the lateral vibration mode has a significant effect on the response of the different matrix transducers considered in this work.

Aerodynamic Optimization of the Nose Shape of a High-speed Train

La influencia de la aerodinámica en el diseño de los trenes de alta velocidad, unida a la necesidad de resolver nuevos problemas surgidos con el aumento de la velocidad de circulación y la reducción de peso del vehículo, hace evidente el interés de plantear un estudio de optimización que aborde tales puntos. En este contexto, se presenta en esta tesis la optimización aerodinámica del testero de un tren de alta velocidad, llevada a cabo mediante el uso de métodos de optimización avanzados. Entre estos métodos, se ha elegido aquí a los algoritmos genéticos y al método adjunto como las herramientas para llevar a cabo dicha optimización. La base conceptual, las características y la implementación de los mismos se detalla a lo largo de la tesis, permitiendo entender los motivos de su elección, y las consecuencias, en términos de ventajas y desventajas que cada uno de ellos implican. El uso de los algorimos genéticos implica a su vez la necesidad de una parametrización geométrica de los candidatos a óptimo y la generación de un modelo aproximado que complementa al método de optimización. Estos puntos se describen de modo particular en el primer bloque de la tesis, enfocada a la metodología seguida en este estudio. El segundo bloque se centra en la aplicación de los métodos a fin de optimizar el comportamiento aerodinámico del tren en distintos escenarios. Estos escenarios engloban los casos más comunes y también algunos de los más exigentes a los que hace frente un tren de alta velocidad: circulación en campo abierto con viento frontal o viento lateral, y entrada en túnel. Considerando el caso de viento frontal en campo abierto, los dos métodos han sido aplicados, permitiendo una comparación de las diferentes metodologías, así como el coste computacional asociado a cada uno, y la minimización de la resistencia aerodinámica conseguida en esa optimización. La posibilidad de evitar parametrizar la geometría y, por tanto, reducir el coste computacional del proceso de optimización es la característica más significativa de los métodos adjuntos, mientras que en el caso de los algoritmos genéticos se destaca la simplicidad y capacidad de encontrar un óptimo global en un espacio de diseño multi-modal o de resolver problemas multi-objetivo. El caso de viento lateral en campo abierto considera nuevamente los dos métoxi dos de optimización anteriores. La parametrización se ha simplificado en este estudio, lo que notablemente reduce el coste numérico de todo el estudio de optimización, a la vez que aún recoge las características geométricas más relevantes en un tren de alta velocidad. Este análisis ha permitido identificar y cuantificar la influencia de cada uno de los parámetros geométricos incluídos en la parametrización, y se ha observado que el diseño de la arista superior a barlovento es fundamental, siendo su influencia mayor que la longitud del testero o que la sección frontal del mismo. Finalmente, se ha considerado un escenario más a fin de validar estos métodos y su capacidad de encontrar un óptimo global. La entrada de un tren de alta velocidad en un túnel es uno de los casos más exigentes para un tren por el pico de sobrepresión generado, el cual afecta a la confortabilidad del pasajero, así como a la estabilidad del vehículo y al entorno próximo a la salida del túnel. Además de este problema, otro objetivo a minimizar es la resistencia aerodinámica, notablemente superior al caso de campo abierto. Este problema se resuelve usando algoritmos genéticos. Dicho método permite obtener un frente de Pareto donde se incluyen el conjunto de óptimos que minimizan ambos objetivos. ABSTRACT Aerodynamic design of trains influences several aspects of high-speed trains performance in a very significant level. In this situation, considering also that new aerodynamic problems have arisen due to the increase of the cruise speed and lightness of the vehicle, it is evident the necessity of proposing an optimization study concerning the train aerodynamics. Thus, the aerodynamic optimization of the nose shape of a high-speed train is presented in this thesis. This optimization is based on advanced optimization methods. Among these methods, genetic algorithms and the adjoint method have been selected. A theoretical description of their bases, the characteristics and the implementation of each method is detailed in this thesis. This introduction permits understanding the causes of their selection, and the advantages and drawbacks of their application. The genetic algorithms requirethe geometrical parameterization of any optimal candidate and the generation of a metamodel or surrogate model that complete the optimization process. These points are addressed with a special attention in the first block of the thesis, focused on the methodology considered in this study. The second block is referred to the use of these methods with the purpose of optimizing the aerodynamic performance of a high-speed train in several scenarios. These scenarios englobe the most representative operating conditions of high-speed trains, and also some of the most exigent train aerodynamic problems: front wind and cross-wind situations in open air, and the entrance of a high-speed train in a tunnel. The genetic algorithms and the adjoint method have been applied in the minimization of the aerodynamic drag on the train with front wind in open air. The comparison of these methods allows to evaluate the methdology and computational cost of each one, as well as the resulting minimization of the aerodynamic drag. Simplicity and robustness, the straightforward realization of a multi-objective optimization, and the capability of searching a global optimum are the main attributes of genetic algorithm. However, the requirement of geometrically parameterize any optimal candidate is a significant drawback that is avoided with the use of the adjoint method. This independence of the number of design variables leads to a relevant reduction of the pre-processing and computational cost. Considering the cross-wind stability, both methods are used again for the minimization of the side force. In this case, a simplification of the geometric parameterization of the train nose is adopted, what dramatically reduces the computational cost of the optimization process. Nevertheless, some of the most important geometrical characteristics are still described with this simplified parameterization. This analysis identifies and quantifies the influence of each design variable on the side force on the train. It is observed that the A-pillar roundness is the most demanding design parameter, with a more important effect than the nose length or the train cross-section area. Finally, a third scenario is considered for the validation of these methods in the aerodynamic optimization of a high-speed train. The entrance of a train in a tunnel is one of the most exigent train aerodynamic problems. The aerodynamic consequences of high-speed trains running in a tunnel are basically resumed in two correlated phenomena, the generation of pressure waves and an increase in aerodynamic drag. This multi-objective optimization problem is solved with genetic algorithms. The result is a Pareto front where a set of optimal solutions that minimize both objectives.

Simulation, Design and Analysis of Air-Breathing Combined-Cycle Engines for High Speed Propulsion

Desde la aparición del turborreactor, el motor aeróbico con turbomaquinaria ha demostrado unas prestaciones excepcionales en los regímenes subsónico y supersónico bajo. No obstante, la operación a velocidades superiores requiere sistemas más complejos y pesados, lo cual ha imposibilitado la ejecución de estos conceptos. Los recientes avances tecnológicos, especialmente en materiales ligeros, han restablecido el interés por los motores de ciclo combinado. La simulación numérica de estos nuevos conceptos es esencial para estimar las prestaciones de la planta propulsiva, así como para abordar las dificultades de integración entre célula y motor durante las primeras etapas de diseño. Al mismo tiempo, la evaluación de estos extraordinarios motores requiere una metodología de análisis distinta. La tesis doctoral versa sobre el diseño y el análisis de los mencionados conceptos propulsivos mediante el modelado numérico y la simulación dinámica con herramientas de vanguardia. Las distintas arquitecturas presentadas por los ciclos combinados basados en sendos turborreactor y motor cohete, así como los diversos sistemas comprendidos en cada uno de ellos, hacen necesario establecer una referencia común para su evaluación. Es más, la tendencia actual hacia aeronaves "más eléctricas" requiere una nueva métrica para juzgar la aptitud de un proceso de generación de empuje en el que coexisten diversas formas de energía. A este respecto, la combinación del Primer y Segundo Principios define, en un marco de referencia absoluto, la calidad de la trasferencia de energía entre los diferentes sistemas. Esta idea, que se ha estado empleando desde hace mucho tiempo en el análisis de plantas de potencia terrestres, ha sido extendida para relacionar la misión de la aeronave con la ineficiencia de cada proceso involucrado en la generación de empuje. La metodología se ilustra mediante el estudio del motor de ciclo combinado variable de una aeronave para el crucero a Mach 5. El diseño de un acelerador de ciclo combinado basado en el turborreactor sirve para subrayar la importancia de la integración del motor y la célula. El diseño está limitado por la trayectoria ascensional y el espacio disponible en la aeronave de crucero supersónico. Posteriormente se calculan las prestaciones instaladas de la planta propulsiva en función de la velocidad y la altitud de vuelo y los parámetros de control del motor: relación de compresión, relación aire/combustible y área de garganta. ABSTRACT Since the advent of the turbojet, the air-breathing engine with rotating machinery has demonstrated exceptional performance in the subsonic and low supersonic regimes. However, the operation at higher speeds requires further system complexity and weight, which so far has impeded the realization of these concepts. Recent technology developments, especially in lightweight materials, have restored the interest towards combined-cycle engines. The numerical simulation of these new concepts is essential at the early design stages to compute a first estimate of the engine performance in addition to addressing airframe-engine integration issues. In parallel, a different analysis methodology is required to evaluate these unconventional engines. The doctoral thesis concerns the design and analysis of the aforementioned engine concepts by means of numerical modeling and dynamic simulation with state-of-the-art tools. A common reference is needed to evaluate the different architectures of the turbine and the rocket-based combined-cycle engines as well as the various systems within each one of them. Furthermore, the actual trend towards more electric aircraft necessitates a common metric to judge the suitability of a thrust generation process where different forms of energy coexist. In line with this, the combination of the First and the Second Laws yields the quality of the energy being transferred between the systems on an absolute reference frame. This idea, which has been since long applied to the analysis of on-ground power plants, was extended here to relate the aircraft mission with the inefficiency of every process related to the thrust generation. The methodology is illustrated with the study of a variable- combined-cycle engine for a Mach 5 cruise aircraft. The design of a turbine-based combined-cycle booster serves to highlight the importance of the engine-airframe integration. The design is constrained by the ascent trajectory and the allocated space in the supersonic cruise aircraft. The installed performance of the propulsive plant is then computed as a function of the flight speed and altitude and the engine control parameters: pressure ratio, air-to-fuel ratio and throat area.

Variable Speed Limits. Review and development of an aggregate indicator based on floating car data.

Changing factors (mainly traffic intensity and weather conditions) affecting road conditions require a suitable optimal speed at any time. To solve this problem, variable speed limit systems (VSL) ? as opposed to fixed limits ? have been developed in recent decades. This term has included a number of speed management systems, most notably dynamic speed limits (DSL). In order to avoid the indiscriminate use of both terms in the literature, this paper proposes a simple classification and offers a review of some experiences, how their effects are evaluated and their results This study also presents a key indicator, which measures the speed homogeneity and a methodology to obtain the data based on floating cars and GPS technology applying it to a case study on a section of the M30 urban motorway in Madrid (Spain).

Does high speed rail compete fairly with other transportation modes? Madrid-Barcelona case study

Transportation modes produce many external costs such as congestion, accidents, and environmental impacts (pollution, noise and so on). From the microeconomic theory it is well known that in order to maximize social welfare, transportation modes should internalize the marginal costs they produce. Allocative efficiency is achieved when all transportation modes are priced at their social marginal cost. The objective of this research is to evaluate to what extent different passenger transport modes internalize their social marginal costs. This analysis is important since it affects the competitiveness of the different transport modes for a given OD pair. The case study analyzed is the corridor Madrid-Barcelona in Spain and the different transport modes have been considered (cars, buses, high-speed train and air). The research calculates the marginal social cost per user for each transportation mode, and it compares it with the average fare—allowing for the effect of discriminatory taxes—currently paid by the users. The external costs are calculated according to the guidelines established by the European Union. The gap between the marginal social cost and the price paid by users will provide the extra cost per passenger that each transport mode should have to pay for internalizing the external cost it produces. The research shows that external costs already produced by road and air transport modes are much higher than those produced by rail. However, the results show that road transport already internalizes every external costs it produces because users pay high fuel taxes. In other words, although rail transportation produces lower external costs, road transportation pays more than it should on the basis of the social marginal costs. The results of this work might be of help for Europ ean policy actions to be undertaken in the future.

Contraction speed of the actomyosin cytoskeleton in the absence of the cell membrane

The contraction of the actomyosin cytoskeleton, which is produced by the sliding of myosin II along actin filaments, drives important cellular activities such as cytokinesis and cell migration. To explain the contraction velocities observed in such physiological processes, we have studied the contraction of intact cytoskeletons of Dictyostelium discoideum cells after removing the plasma membrane using Triton X-100. The technique developed in this work allows for the quantitative measurement of contraction rates of individual cytoskeletons. The relationship of the contraction rates with forces was analyzed using three different myosins with different in vitro sliding velocities. The cytoskeletons containing these myosins were always contractile and the contraction rate was correlated with the sliding velocity of the myosins. However, the values of the contraction rate were two to three orders of magnitude slower than expected from the in vitro sliding velocities of the myosins, presumably due to internal and external resistive forces. The contraction process also depended on actin cross-linking proteins. The lack of α-actinin increased the contraction rate 2-fold and reduced the capacity of the cytoskeleton to retain internal materials, while the lack of filamin resulted in the ATP-dependent disruption of the cytoskeleton. Interestingly, the myosin-dependent contraction rate of intact contractile rings is also reportedly much slower than the in vitro sliding velocity of myosin, and is similar to the contraction rates of cytoskeletons (different by only 2–3 fold), suggesting that the contraction of intact cells and cytoskeletons is limited by common mechanisms.

Efficient speed advisories for multi-stage-metering arrival management

This paper presents a methodology and algorithm for Air Traffic Control (ATC) to efficiently achieve schedules arrival times through speed control in the presence of uncertainty. The methodology does not assume the availability of airborne time of arrival control and can therefore be applied to legacy aircraft. The speed advisories are calculated in a manner that allows for sufficient control margin to, if required, adjust the aircraft's trajectory at a later stage to correct for estimated arrival time drift at the lowest impact to efficiency. The methodology is therefore envisioned to prevent major last-minute interventions and instead assists ATC in allowing more continuous descent approaches to be conducted by aircraft leading to more efficient operations.

High speed railroad bridges. Conception, bases of design, typological possibilities and construction methods

Diseño conceptual de puentes de alta velocidad ferroviarios. Railroad bridges, in general, and those for high speed railways, in particular, demand very special conditions. The traffic loads are much higher than for road bridges. Loads due to braking and acceleration determine, due to their magnitude, the structural layout. Because of the speed of the vehicles there are specific dynamic effects which need to be considered. In order to ensure passenger comfort, compatible with speeds of up to 350 km/h, it is necessary to meet very demanding conditions with respect to stiffness, displacements and dynamic behavior. In this paper these conditions are briefly described and different typological possibilities to satisfy them are presented as well as the main construction methods applicable to this kind of bridges.

Optimisation of a Low-Speed Wind Tunnel. Analysis and Redesign of Corner Vanes.

This paper includes the experimental study, analysis, redesign and subsequent test of the parts of a closed circuit, low speed wind tunnel which are relevant in terms of total pressure loss. The objective is to lower the energy consumption of this system for given conditions in test chamber, so as to reduce the operational costs. In order to achieve this objective, several tasks were performed as the text shows in its different parts. For these tasks, the ETSIAE wind tunnel was used, although the results of this work can be extrapolated to any wind tunnel with the same characteristics. Part II presents a theoretical previous study of the general running of a closed circuit, low speed wind tunnel, as well as the followed procedure to conduct experimental tests for obtaining the total pressure loss in its parts. Results from these tests and their analysis are included in this part. In part III, the analysis of the influence of corner 1 on the pressure loss takes place. As it is said in this part, corner 1 has great importance in the total pressure loss of the wind tunnel. Therefore, it is the first part that should be modified in order to improve the performances of the wind tunnel. During part IV, an optimised guide vane is designed in order to reduce the pressure loss in corner 1 of the wind tunnel. Software MISES is used to achieve this goal by means of selecting the optimum guide vane. In order to introduce the new guide vane in wind tunnels with affordable costs, the easily constructable criterion is kept during design. For this reason, the guide vane will consist of simple aerodynamic contours. Part V includes some possible improvements for the proposed guide vane, in order to evaluate if there is room for improvement in its design. Finally, part VI includes the tests that were conducted in the wind tunnel with the new guide vane cascade and the analysis of their results, in order to asses whether the proposed design fulfills the requirement of lowering the total pressure loss in the wind tunnel. Part VII gathers the main ideas resulting from the whole work.

Multi-objective Aerodynamic Optimization of High-speed Trains in Tunnels

A genetic algorithm (GA) is employed for the multi-objective shape optimization of the nose of a high-speed train. Aerodynamic problems observed at high speeds become still more relevant when traveling along a tunnel. The objective is to minimize both the aerodynamic drag and the amplitude of the pressure gradient of the compression wave when a train enters a tunnel. The main drawback of GA is the large number of evaluations need in the optimization process. Metamodels-based optimization is considered to overcome such problem. As a result, an explicit relationship between pressure gradient and geometrical parameters is obtained.