Using aircraft as wind sensors for estimating accurate wind fields for air traffic management applications

A study which examines the use of aircraft as wind sensors in a terminal area for real-time wind estimation in order to improve aircraft trajectory prediction is presented in this paper. We describe not only different sources in the aircraft systems that provide the variables needed to derivate the wind velocity but the capabilities which allow us to present this information for ATM Applications. Based on wind speed samples from aircraft landing at Madrid-Barajas airport, a real-time wind field will be estimated using a data processing approach through a minimum variance method. Finally the accuracy of this procedure will be evaluated for this information to be useful to Air Traffic Control.

Development of the infrastructure for a multi-agent traffic management system simulation

This document contains detailed description of the design and the implementation of a multi-agent application controlling traffic lights in a city together with a system for simulating traffic and testing. The goal of this thesis is to design and build a simplified intelligent and distributed solution to the problem with the traffic in the big cities following different good practices in order to allow future refining of the model of the real world. The problem of the traffic in the big cities is still a problem that cannot be solved. Not only is the increasing number of cars a reason for the traffic jams, but also the way the traffic is organized. Usually, the intersections with traffic lights are replaced by roundabouts or interchanges to increase the number of cars that can cross the intersection in certain time. But still there are places where the infrastructure cannot be changed and the traffic light semaphores are the only way to control the car flows. In real life, the traffic lights have a predefined plan for change or they receive information from a centralized system when and how they have to change. But what if the traffic lights can cooperate and decide on their own when and how to change? Using this problem, the purpose of the thesis is to explore different agent-based software engineering approaches to design and build a non-conventional distributed system. From the software engineering point of view, the goal of the thesis is to apply the knowledge and use the skills, acquired during the various courses of the master program in Software Engineering, while solving a practical and complex problem such as the traffic in the cities.

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.

Development and assessment of traffic-related emission abatement measures for the Madrid city (Spain) through the WRF-SMOKE-CMAQ modelling system

The achievement of the limit values established in the European legislation pose an important handicap for large urban areas with intense road traffic, such as Madrid (Spain). Despite permanent measures included in air quality plans it is important to assess additional measures that may be temporally applied under unfavourable conditions. This paper reports on the simulation of different traffic restriction strategies in Madrid for high-pollution episodes.

Bases y procesos de certificación de sistemas aéreos no tripulados

El objetivo de la tesis es el de crear unas bases de certificación para sistemas aéreos remotamente pilotados teniendo en consideración los siguientes requisitos: 1) La base ha de tener una estructura similar a la existente para los aviones tripulados. De esta manera se favorecerá una futura convergencia entre las bases de certificación según las misiones realizadas y las tecnologías empleadas por aviones tripulados y pilotados a distancia vayan convergiendo. La CS 23 y FAR 23 van a ser modificadas en profundidad en un futuro inmediato. Se ha considerado la redacción de la nueva normativa propuesta. 2) Los requisitos han de considerar los cambios definidos por las autoridades que gestionan el espacio aéreo. En Europa es SESAR JU quien gestiona el proceso. 3) Los organismos reguladores de la aviación están emitiendo consejos y recomendaciones para permitir la operación de los RPAS en el espacio aéreo no segregado. Asimismo han establecido unos principios fundamentales en los que han de basarse las bases de certificación. Se analizarán los documentos publicados al respecto por OACI, FAA y EASA que han aumentado significativamente en 2015. 4) Los altos niveles de seguridad alcanzados por la aviación han sido principalmente conseguidos gracias a la existencia de unas bases de certificación que se han actualizado frecuentemente considerando la experiencia en el diseño y la operación. Esta experiencia en los RPAS es reducida pero puede aportar importante información de seguridad. ABSTRACT The Goal of the Thesis is to create a certification specification for remotely piloted systems (RPAS). The methodology used for the development of the standard considers the following constrains: 1. The Base shall be defined in a similar way as the standards used for manned aircraft of the same category. This procedure will make possible a future merging of the standards for manned and unmanned system. It is foreseen that the missions performed and the technology used will be similar in a near future. CS23 and FAR 23 are going to be completely modified in a near future. The changed proposed will also be considered. 2. The standards developed must consider all the changes that are being defined by the air traffic management authorities around the globe. In Europe the program is being managed by SESAR Joint Undertaking. 3. The regulatory organizations are providing technical advice and recommendations in order to permit the operation of the RPAS in non-segregated airspace. There has been a big amount of documentation issued in the last year by ICAO, EASA and FAA. The standards developed should consider and implement these requirements. 4. The high safety record obtained by the manned aviation has been mainly due to the continuous update of the certifications standards based on the experience. The experience in the design and operation of RPAS is reduced but can already provide important safety information.

Aeroelastic effects in a traffic sign panel induced by a passing vehicle

Here, a simple theoretical model of the vehicle induced flow and its effects on traffic sign panels is presented. The model is a continuation of a previous one by Sanz-Andrés and coworkers, now including the flexibility of the panel (and, therefore, the flow effects associated to the motion of the panel). Through the paper an aeroelastic one-degree-of-freedom model is developed and the flow effects are computed from unsteady potential theory. The influence of panel's mechanical properties (mass, damping ratio, and stiffness) in the motion induced forces are numerically analyzed.

Vehicle-induced loads on traffic sign panels

The determination of the loads on traffic sign panels in the current standards does not, in general, take into account the vehicle-induced loads, as explained by Quinn, Baker and Wright (QBW in what follows) (J. Wind Eng. Ind. Aerodyn. 89 (2001) 831). On the other hand, a report from Cali and Covert (CC) (J. Wind Eng. Ind. Aerodyn. 84 (2000) 87) indicates that in highway sign support structures, vehicle-induced loads have led to premature failures in some cases. The aim of this paper is to present a mathematical model for the vehicle-induced load on a flat sign panel, simple enough to give analytical results, but able to explain the main characteristics of the phenomenon. The results of the theoretical model help to explain the behaviour observed in the experiments performed in previous studies.

Actin Filaments and Microtubules are Involved in Different Membrane Traffic Pathways That Transport Sphingolipids to the Apical Surface of Polarized HepG2 Cells

In polarized HepG2 hepatoma cells, sphingolipids are transported to the apical, bile canalicular membrane by two different transport routes, as revealed with fluorescently tagged sphingolipid analogs. One route involves direct, transcytosis-independent transport of Golgi-derived glucosylceramide and sphingomyelin, whereas the other involves basolateral to apical transcytosis of both sphingolipids. We show that these distinct routes display a different sensitivity toward nocodazole and cytochalasin D, implying a specific transport dependence on either microtubules or actin filaments, respectively. Thus, nocodazole strongly inhibited the direct route, whereas sphingolipid transport by transcytosis was hardly affected. Moreover, nocodazole blocked “hyperpolarization,” i.e., the enlargement of the apical membrane surface, which is induced by treating cells with dibutyryl-cAMP. By contrast, the transcytotic route but not the direct route was inhibited by cytochalasin D. The actin-dependent step during transcytotic lipid transport probably occurs at an early endocytic event at the basolateral plasma membrane, because total lipid uptake and fluid phase endocytosis of horseradish peroxidase from this membrane were inhibited by cytochalasin D as well. In summary, the results show that the two sphingolipid transport pathways to the apical membrane must have a different requirement for cytoskeletal elements.

Clathrin Assembly Lymphoid Myeloid Leukemia (CALM) Protein: Localization in Endocytic-coated Pits, Interactions with Clathrin, and the Impact of Overexpression on Clathrin-mediated Traffic

The clathrin assembly lymphoid myeloid leukemia (CALM) gene encodes a putative homologue of the clathrin assembly synaptic protein AP180. Hence the biochemical properties, the subcellular localization, and the role in endocytosis of a CALM protein were studied. In vitro binding and coimmunoprecipitation demonstrated that the clathrin heavy chain is the major binding partner of CALM. The bulk of cellular CALM was associated with the membrane fractions of the cell and localized to clathrin-coated areas of the plasma membrane. In the membrane fraction, CALM was present at near stoichiometric amounts relative to clathrin. To perform structure–function analysis of CALM, we engineered chimeric fusion proteins of CALM and its fragments with the green fluorescent protein (GFP). GFP–CALM was targeted to the plasma membrane–coated pits and also found colocalized with clathrin in the Golgi area. High levels of expression of GFP–CALM or its fragments with clathrin-binding activity inhibited the endocytosis of transferrin and epidermal growth factor receptors and altered the steady-state distribution of the mannose-6-phosphate receptor in the cell. In addition, GFP–CALM overexpression caused the loss of clathrin accumulation in the trans-Golgi network area, whereas the localization of the clathrin adaptor protein complex 1 in the trans-Golgi network remained unaffected. The ability of the GFP-tagged fragments of CALM to affect clathrin-mediated processes correlated with the targeting of the fragments to clathrin-coated areas and their clathrin-binding capacities. Clathrin–CALM interaction seems to be regulated by multiple contact interfaces. The C-terminal part of CALM binds clathrin heavy chain, although the full-length protein exhibited maximal ability for interaction. Altogether, the data suggest that CALM is an important component of coated pit internalization machinery, possibly involved in the regulation of clathrin recruitment to the membrane and/or the formation of the coated pit.

Selective Perturbation of Apical Membrane Traffic by Expression of Influenza M2, an Acid-activated Ion Channel, in Polarized Madin–Darby Canine Kidney Cells

The function of acidification along the endocytic pathway is not well understood, in part because the perturbants used to modify compartmental pH have global effects and in some cases alter cytoplasmic pH. We have used a new approach to study the effect of pH perturbation on postendocytic traffic in polarized Madin–Darby canine kidney (MDCK) cells. Influenza M2 is a small membrane protein that functions as an acid-activated ion channel and can elevate the pH of the trans-Golgi network and endosomes. We used recombinant adenoviruses to express the M2 protein of influenza virus in polarized MDCK cells stably transfected with the polymeric immunoglobulin (Ig) receptor. Using indirect immunofluorescence and immunoelectron microscopy, M2 was found to be concentrated at the apical plasma membrane and in subapical vesicles; intracellular M2 colocalized partly with internalized IgA in apical recycling endosomes as well as with the trans-Golgi network marker TGN-38. Expression of M2 slowed the rate of IgA transcytosis across polarized MDCK monolayers. The delay in transport occurred after IgA reached the apical recycling endosome, consistent with the localization of intracellular M2. Apical recycling of IgA was also slowed in the presence of M2, whereas basolateral recycling of transferrin and degradation of IgA were unaffected. By contrast, ammonium chloride affected both apical IgA and basolateral transferrin release. Together, our data suggest that M2 expression selectively perturbs acidification in compartments involved in apical delivery without disrupting other postendocytic transport steps.

The Dynamics of Golgi Protein Traffic Visualized in Living Yeast Cells

We describe for the first time the visualization of Golgi membranes in living yeast cells, using green fluorescent protein (GFP) chimeras. Late and early Golgi markers are present in distinct sets of scattered, moving cisternae. The immediate effects of temperature-sensitive mutations on the distribution of these markers give clues to the transport processes occurring. We show that the late Golgi marker GFP-Sft2p and the glycosyltransferases, Anp1p and Mnn1p, disperse into vesicle-like structures within minutes of a temperature shift in sec18, sft1, and sed5 cells, but not in sec14 cells. This is consistent with retrograde vesicular traffic, mediated by the vesicle SNARE Sft1p, to early cisternae containing the target SNARE Sed5p. Strikingly, Sed5p itself moves rapidly to the endoplasmic reticulum (ER) in sec12 cells, implying that it cycles through the ER. Electron microscopy shows that Golgi membranes vesiculate in sec18 cells within 10 min of a temperature shift. These results emphasize the dynamic nature of Golgi cisternae and satisfy the kinetic requirements of a cisternal maturation model in which all resident proteins must undergo retrograde vesicular transport, either within the Golgi complex or from there to the ER, as anterograde cargo advances.

Characterization of a Novel Yeast SNARE Protein Implicated in Golgi Retrograde Traffic

The protein trafficking machinery of eukaryotic cells is employed for protein secretion and for the localization of resident proteins of the exocytic and endocytic pathways. Protein transit between organelles is mediated by transport vesicles that bear integral membrane proteins (v-SNAREs) which selectively interact with similar proteins on the target membrane (t-SNAREs), resulting in a docked vesicle. A novel Saccharomyces cerevisiae SNARE protein, which has been termed Vti1p, was identified by its sequence similarity to known SNAREs. Vti1p is a predominantly Golgi-localized 25-kDa type II integral membrane protein that is essential for yeast viability. Vti1p can bind Sec17p (yeast SNAP) and enter into a Sec18p (NSF)-sensitive complex with the cis-Golgi t-SNARE Sed5p. This Sed5p/Vti1p complex is distinct from the previously described Sed5p/Sec22p anterograde vesicle docking complex. Depletion of Vti1p in vivo causes a defect in the transport of the vacuolar protein carboxypeptidase Y through the Golgi. Temperature-sensitive mutants of Vti1p show a similar carboxypeptidase Y trafficking defect, but the secretion of invertase and gp400/hsp150 is not significantly affected. The temperature-sensitive vti1 growth defect can be rescued by the overexpression of the v-SNARE, Ykt6p, which physically interacts with Vti1p. We propose that Vti1p, along with Ykt6p and perhaps Sft1p, acts as a retrograde v-SNARE capable of interacting with the cis-Golgi t-SNARE Sed5p.

Role of Dynactin in Endocytic Traffic: Effects of Dynamitin Overexpression and Colocalization with CLIP-170

The flow of material from peripheral, early endosomes to late endosomes requires microtubules and is thought to be facilitated by the minus end-directed motor cytoplasmic dynein and its activator dynactin. The microtubule-binding protein CLIP-170 may also play a role by providing an early link to endosomes. Here, we show that perturbation of dynactin function in vivo affects endosome dynamics and trafficking. Endosome movement, which is normally bidirectional, is completely inhibited. Receptor-mediated uptake and recycling occur normally, but cells are less susceptible to infection by enveloped viruses that require delivery to late endosomes, and they show reduced accumulation of lysosomally targeted probes. Dynactin colocalizes at microtubule plus ends with CLIP-170 in a way that depends on CLIP-170’s putative cargo-binding domain. Overexpression studies using p150Glued, the microtubule-binding subunit of dynactin, and mutant and wild-type forms of CLIP-170 indicate that CLIP-170 recruits dynactin to microtubule ends. These data suggest a new model for the formation of motile complexes of endosomes and microtubules early in the endocytic pathway.

Modulation of Endocytic Traffic in Polarized Madin-Darby Canine Kidney Cells by the Small GTPase RhoA

Efficient postendocytic membrane traffic in polarized epithelial cells is thought to be regulated in part by the actin cytoskeleton. RhoA modulates assemblies of actin in the cell, and it has been shown to regulate pinocytosis and phagocytosis; however, its effects on postendocytic traffic are largely unexplored. To this end, we expressed wild-type RhoA (RhoAWT), dominant active RhoA (RhoAV14), and dominant inactive RhoA (RhoAN19) in Madin-Darby canine kidney (MDCK) cells expressing the polymeric immunoglobulin receptor. RhoAV14 expression stimulated the rate of apical and basolateral endocytosis, whereas RhoAN19 expression decreased the rate from both membrane domains. Polarized basolateral recycling of transferrin was disrupted in RhoAV14-expressing cells as a result of increased ligand release at the apical pole of the cell. Degradation of basolaterally internalized epidermal growth factor was slowed in RhoAV14-expressing cells. Although apical recycling of immunoglobulin A (IgA) was largely unaffected in cells expressing RhoAV14, transcytosis of basolaterally internalized IgA was severely impaired. Morphological and biochemical analyses demonstrated that a large proportion of IgA internalized from the basolateral pole of RhoAV14-expressing cells remained within basolateral early endosomes and was slow to exit these compartments. RhoAN19 and RhoAWT expression had little effect on these postendocytic pathways. These results indicate that in polarized MDCK cells activated RhoA may modulate endocytosis from both membrane domains and postendocytic traffic at the basolateral pole of the cell.