Probe-based end-to-end overload control for networks of SIP servers

The Session Initiation Protocol (SIP) has been adopted by the IETF as the control protocol for creating, modifying and terminating multimedia sessions. Overload occurs in SIP networks when SIP servers have insufficient resources to handle received messages. Under overload, SIP networks may suffer from congestion collapse due to current ineffective SIP overload control mechanisms. This paper introduces a probe-based end-to-end overload control (PEOC) mechanism, which is deployed at the edge servers of SIP networks and is easy to implement. By probing the SIP network with SIP messages, PEOC estimates the network load and controls the traffic admitted to the network according to the estimated load. Theoretic analysis and extensive simulations verify that PEOC can keep high throughput for SIP networks even when the offered load exceeds the capacity of the network. Besides, it can respond quickly to the sudden variations of the offered load and achieve good fairness.

Assessing urban mobility through participatory scenario building and combined utility-regret assessment

La planificación de la movilidad sostenible urbana es una tarea compleja que implica un alto grado de incertidumbre debido al horizonte de planificación a largo plazo, la amplia gama de paquetes de políticas posibles, la necesidad de una aplicación efectiva y eficiente, la gran escala geográfica, la necesidad de considerar objetivos económicos, sociales y ambientales, y la respuesta del viajero a los diferentes cursos de acción y su aceptabilidad política (Shiftan et al., 2003). Además, con las tendencias inevitables en motorización y urbanización, la demanda de terrenos y recursos de movilidad en las ciudades está aumentando dramáticamente. Como consecuencia de ello, los problemas de congestión de tráfico, deterioro ambiental, contaminación del aire, consumo de energía, desigualdades en la comunidad, etc. se hacen más y más críticos para la sociedad. Esta situación no es estable a largo plazo. Para enfrentarse a estos desafíos y conseguir un desarrollo sostenible, es necesario considerar una estrategia de planificación urbana a largo plazo, que aborde las necesarias implicaciones potencialmente importantes. Esta tesis contribuye a las herramientas de evaluación a largo plazo de la movilidad urbana estableciendo una metodología innovadora para el análisis y optimización de dos tipos de medidas de gestión de la demanda del transporte (TDM). La metodología nueva realizado se basa en la flexibilización de la toma de decisiones basadas en utilidad, integrando diversos mecanismos de decisión contrariedad‐anticipada y combinados utilidad‐contrariedad en un marco integral de planificación del transporte. La metodología propuesta incluye dos aspectos principales: 1) La construcción de escenarios con una o varias medidas TDM usando el método de encuesta que incorpora la teoría “regret”. La construcción de escenarios para este trabajo se hace para considerar específicamente la implementación de cada medida TDM en el marco temporal y marco espacial. Al final, se construyen 13 escenarios TDM en términos del más deseable, el más posible y el de menor grado de “regret” como resultado de una encuesta en dos rondas a expertos en el tema. 2) A continuación se procede al desarrollo de un marco de evaluación estratégica, basado en un Análisis Multicriterio de Toma de Decisiones (Multicriteria Decision Analysis, MCDA) y en un modelo “regret”. Este marco de evaluación se utiliza para comparar la contribución de los distintos escenarios TDM a la movilidad sostenible y para determinar el mejor escenario utilizando no sólo el valor objetivo de utilidad objetivo obtenido en el análisis orientado a utilidad MCDA, sino también el valor de “regret” que se calcula por medio del modelo “regret” MCDA. La función objetivo del MCDA se integra en un modelo de interacción de uso del suelo y transporte que se usa para optimizar y evaluar los impactos a largo plazo de los escenarios TDM previamente construidos. Un modelo de “regret”, llamado “referencedependent regret model (RDRM)” (modelo de contrariedad dependiente de referencias), se ha adaptado para analizar la contribución de cada escenario TDM desde un punto de vista subjetivo. La validación de la metodología se realiza mediante su aplicación a un caso de estudio en la provincia de Madrid. La metodología propuesta define pues un procedimiento técnico detallado para la evaluación de los impactos estratégicos de la aplicación de medidas de gestión de la demanda en el transporte, que se considera que constituye una herramienta de planificación útil, transparente y flexible, tanto para los planificadores como para los responsables de la gestión del transporte. Planning sustainable urban mobility is a complex task involving a high degree of uncertainty due to the long‐term planning horizon, the wide spectrum of potential policy packages, the need for effective and efficient implementation, the large geographical scale, the necessity to consider economic, social, and environmental goals, and the traveller’s response to the various action courses and their political acceptability (Shiftan et al., 2003). Moreover, with the inevitable trends on motorisation and urbanisation, the demand for land and mobility in cities is growing dramatically. Consequently, the problems of traffic congestion, environmental deterioration, air pollution, energy consumption, and community inequity etc., are becoming more and more critical for the society (EU, 2011). Certainly, this course is not sustainable in the long term. To address this challenge and achieve sustainable development, a long‐term perspective strategic urban plan, with its potentially important implications, should be established. This thesis contributes on assessing long‐term urban mobility by establishing an innovative methodology for optimizing and evaluating two types of transport demand management measures (TDM). The new methodology aims at relaxing the utility‐based decision‐making assumption by embedding anticipated‐regret and combined utilityregret decision mechanisms in an integrated transport planning framework. The proposed methodology includes two major aspects: 1) Construction of policy scenarios within a single measure or combined TDM policy‐packages using the survey method incorporating the regret theory. The purpose of building the TDM scenarios in this work is to address the specific implementation in terms of time frame and geographic scale for each TDM measure. Finally, 13 TDM scenarios are built in terms of the most desirable, the most expected and the least regret choice by means of the two‐round Delphi based survey. 2) Development of the combined utility‐regret analysis framework based on multicriteria decision analysis (MCDA). This assessment framework is used to compare the contribution of the TDM scenario towards sustainable mobility and to determine the best scenario considering not only the objective utility value obtained from the utilitybased MCDA, but also a regret value that is calculated via a regret‐based MCDA. The objective function of the utility‐based MCDA is integrated in a land use and transport interaction model and is used for optimizing and assessing the long term impacts of the constructed TDM scenarios. A regret based model, called referente dependent regret model (RDRM) is adapted to analyse the contribution of each TDM scenario in terms of a subjective point of view. The suggested methodology is implemented and validated in the case of Madrid. It defines a comprehensive technical procedure for assessing strategic effects of transport demand management measures, which can be useful, transparent and flexible planning tool both for planners and decision‐makers.

Modelling the relationship between urban environment and travel behaviour: policy and indicators

Due to the necessity to undertake activities, every year people increase their standards of travelling (distance and time). Urban sprawl development plays an important role in these "enlargements". Thus, governments invest money in an exhaustiva search for solutions to high levels of congestion and car-trips. The complex relationship between urban environment and travel behaviour has been studied in a number of cases. Thus, the objective of this paper is to answer the important question of which land-use attributes influence which dimensions of travel behaviour, and to verify to what extent specific urban planning measures affect the individual decision process, by exhaustiva statistical and systematic tests. This paper found that a crucial issue in the analysis of the relationship between the built environment and travel behaviour is the definition of indicators. As such, we recommend a feasible list of indicators to analyze this relationship.

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.

A 0.0016 mm(2) 0.64 nJ leakage-based CMOS temperature sensor

This paper presents a CMOS temperature sensor based on the thermal dependencies of the leakage currents targeting the 65 nm node. To compensate for the effect of process fluctuations, the proposed sensor realizes the ratio of two measures of the time it takes a capacitor to discharge through a transistor in the subthreshold regime. Furthermore, a novel charging mechanism for the capacitor is proposed to further increase the robustness against fabrication variability. The sensor, including digitization and interfacing, occupies 0.0016 mm2 and has an energy consumption of 47.7–633 pJ per sample. The resolution of the sensor is 0.28 °C, and the 3σ inaccuracy over the range 40–110 °C is 1.17 °C.

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.

Conductive-tether design for de-orbiting from given altitude and inclination

A bare tether with thin-tape cross section is both i) the most effective electrodinamic tether for given length and mass, and ii) capable of effective design for an arbitrary mission through its three disparate dimensions. It handily beats the fully insulated tether that exchanges current at both ends, a result resting in advantages of 2D current collection as against 3D collection; it has much greater perimeter than the round bare tether and much lower fatal debris-impact rate, leading to greatly faster de-orbiting and greatly higher probability of survival; and it only allows multi-line tethers reaching a few hundred lines to stand competitive. In selecting the disparate values of length L, width w, and thickness h for a de-orbit mission, performance involves three criteria: a) tether-tospacecraft mass ratio must be small; b) probability of survival against the debris environment must be high; and c) de-orbiting must be fast to reduce manoeuvres for avoiding catastrophic collisions with big active/passive satellites around. Beyond determining tether mass through the product Lwh, main dimension parameters affecting performance are L/h2li characterizing ohmic effects, and w determining electron collection. An algorithm for optimal selection of tape dimensions is elaborated.

Survivability analysis of tape-tether against multiple impact with tiny debris

We show that for a tether at 800 km altitude, which is 5 km long, 2 cm wide and 0.05 mm thick, the risk of substantial damage during a 3 month period due to multiple impacts with debris or micrometeoroids is low, of about 1.4%. By substantial damage we mean that if the tape is divided in 2 cm2 cm squares, then in some square the damaged area by bombardment with debris or micrometeoroids exceeds 11% of the area of the square. Furthermore, we show that the danger posed by the micrometeoroids is negligible compared to the risk posed by the debris.

On the simulation of the UPMSAT-2 microsatellite power

Simulation of satellite subsystems behaviour is extramely important in the design at early stages. The subsystems are normally simulated in the both ways : isolated and as part of more complex simulation that takes into account imputs from other subsystems (concurrent design). In the present work, a simple concurrent simulation of the power subsystem of a microsatellite, UPMSat-2, is described. The aim of the work is to obtain the performance profile of the system (battery charging level, power consumption by the payloads, power supply from solar panels....). Different situations such as battery critical low or high level, effects of high current charging due to the low temperature of solar panels after eclipse,DoD margins..., were analysed, and different safety strategies studied using the developed tool (simulator) to fulfil the mission requirements. Also, failure cases were analysed in order to study the robustness of the system. The mentioned simulator has been programed taking into account the power consumption performances (average and maximum consumptions per orbit/day) of small part of the subsystem (SELEX GALILEO SPVS modular generators built with Azur Space solar cells, SAFT VES16 6P4S Li-ion battery, SSBV magnetometers, TECNOBIT and DATSI/UPM On Board Data Handling -OBDH-...). The developed tool is then intended to be a modular simulator, with the chance of use any other components implementing some standard data.

Comparative analysis of road financing approaches in Europe and the United States

Road infrastructure has a remarkable economic and social impact on society. This is why road financing has always drawn the attention of policymakers, especially when resources available for government spending become scarce. Nations exhibit differing approaches to dealing with road transportation financing. In the United States, the current system of road funding has been called into question because some regard it as insufficient to meet the amounts now required for road expenditures. By contrast, in most European countries, road charges are very high, but these revenues are not allocated for the funding of roads. This paper analyzes the balance between charging for the use of and expenditure on the road sector in the United States and compares the American policy with those of several European countries (Germany, United Kingdom, France, Spain, and Switzerland). To that end, a methodology is defined to calculate the annual amount of fee charges levied on light and heavy vehicles in the selected countries in order to compare those charges with annual road expenditures. The results show that road charges in America are noticeably lower than those paid in Europe. Additionally, the research concludes that in Europe, road-generated revenues exceed road expenditures in all the countries studied, so road charges actually subsidize other policies. By contrast, in the United States, the public sector subsidizes the road system in order to maintain the current level of expenditure.

Diseño y ensayos en tierra de paneles solares y baterías para un satélite de órbita baja = Design and testing procedures of a Low Earth Orbit (LEO) satellite power subsystem (solar panels and battery)

Las principal conclusión que se puede obtener tras el estudio es que el satélite, tal y como se ha tenido en cuenta, es perfectamente funcional desde el punto de vista eléctrico. Por la parte de la generación de potencia, los paneles son capaces de ofreces una cantidad tal como para que aproximadamente la mitad (en el caso de funcionamiento normal) de esta potencia sea destinada a la carga útil. Además, incluso en los modos de fallo definidos, el valor de potencia dedicada a la carga útil, es suficientemente alta como para que merezca la pena mantener el satélite operativo. Respecto de las baterías, se puede observar por su comportamiento que están, sobredimensionadas y por ello actúan como un elemento regulador del sistema completo, ya que tiene un amplio margen de trabajo por el cual se puede modificar el funcionamiento general. Y esto se demuestra no sólo en cuanto al estado de carga, que para el perfil de consumo constante y el de cuatro pulsos de 120 W por día se mantiene siempre por encima del 99%, si no también en términos de charging rate, el cual se está siempre dentro de los límites establecidos por el fabricante, asegurando una vida operativa acorde con la nominal. Por último, sobre el propio método de simulación se puede extraer que aun no siendo la mejor plataforma donde estudiar estos comportamientos. Presenta el inconveniente de que, en ciertas partes, restringe la flexibilidad a la hora de cambiar múltiples condiciones al mismo tiempo, pero a cambio permite un estudio bastante amplio con un requisito de conocimientos y de complejidad bajo, de manera que habilita a cualquier estudiante a llevar a cabo estudios similares.

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

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

Diseño y ejecución de voladuras en la mina Aguablanca

Este proyecto tiene por objeto definir el diseño y ejecución de voladuras-tipo, que han sido llevadas a cabo en la mina Aguablanca (Badajoz),tanto de contorno como de producción. El diseño teórico de los diferentes parámetros (malla, consumo específico y cantidad de explosivo) necesarios para la ejecución de las voladuras se han llevado a cabo siguiendo la metodología de diferentes manuales sobre perforación y voladura y han sido ajustados a las necesidades reales del proyecto con el fin de mejorar los resultados de fragmentación, desplazamiento, esponjamiento y proyecciones de las voladuras. Los resultados obtenidos inicialmente en los cálculos teóricos de diseño de los distintos tipos de voladura no conducían a resultados óptimos. Para optimizar los resultados se han tenido que modificar algunos de los parámetros anteriormente mencionados. El Técnico debe tener capacidad para aplicar variaciones día a día que permitan mejorar los resultados obtenidos inicialmente en el cálculo teórico. ABSTRACT The project shows the design and implementation of contour and production blasts in the Mine Aguablanca (Badajoz, Spain). The explosive initial design of the blasts, including drilling pattern, powder factor and explosive charging pattern has been done following well known drilling and blasting calculations methods. As the initial theoretical values can lead to non-optimal results, the blast design has been modified by trial and error tests to achieve the desire rock fragmentation, swelling and minimize fly rocks. A good Blasting Technician must be able to adapt and modify, every day if needed, theoretical methodologies in order to cover the mining production necessitie.

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

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

Event-based time series data preprocessing: application to traffic flow time series

Traffic flow time series data are usually high dimensional and very complex. Also they are sometimes imprecise and distorted due to data collection sensor malfunction. Additionally, events like congestion caused by traffic accidents add more uncertainty to real-time traffic conditions, making traffic flow forecasting a complicated task. This article presents a new data preprocessing method targeting multidimensional time series with a very high number of dimensions and shows its application to real traffic flow time series from the California Department of Transportation (PEMS web site). The proposed method consists of three main steps. First, based on a language for defining events in multidimensional time series, mTESL, we identify a number of types of events in time series that corresponding to either incorrect data or data with interference. Second, each event type is restored utilizing an original method that combines real observations, local forecasted values and historical data. Third, an exponential smoothing procedure is applied globally to eliminate noise interference and other random errors so as to provide good quality source data for future work.