The B-Terminal Busy Probability Prediction

In the teletraffic engineering of all the telecommunication networks, parameters characterizing the terminal traffic are used. One of the most important of them is the probability of finding the called (B-terminal) busy. This parameter is studied in some of the first and last papers in Teletraffic Theory. We propose a solution in this topic in the case of (virtual) channel systems, such as PSTN and GSM. We propose a detailed conceptual traffic model and, based on it, an analytical macro-state model of the system in stationary state, with: Bernoulli– Poisson–Pascal input flow; repeated calls; limited number of homogeneous terminals; losses due to abandoned and interrupted dialling, blocked and interrupted switching, not available intent terminal, blocked and abandoned ringing and abandoned conversation. Proposed in this paper approach may help in determination of many network traffic characteristics at session level, in performance evaluation of the next generation mobile networks.

Dimensioning of Telecommunication Network Based on Quality of Services Demand and Detailed Behaviour of Users

The aim of this paper is to be determined the network capacity (number of necessary internal switching lines) based on detailed users’ behaviour and demanded quality of service parameters in an overall telecommunication system. We consider detailed conceptual and its corresponded analytical traffic model of telecommunication system with (virtual) circuit switching, in stationary state with generalized input flow, repeated calls, limited number of homogeneous terminals and losses due to abandoned and interrupted dialing, blocked and interrupted switching, not available intent terminal, blocked and abandoned ringing (absent called user) and abandoned conversation. We propose an analytical - numerical solution for finding the number of internal switching lines and values of the some basic traffic parameters as a function of telecommunication system state. These parameters are requisite for maintenance demand level of network quality of service (QoS). Dependencies, based on the numericalanalytical results are shown graphically. For proposed conceptual and its corresponding analytical model a network dimensioning task (NDT) is formulated, solvability of the NDT and the necessary conditions for analytical solution are researched as well. It is proposed a rule (algorithm) and computer program for calculation of the corresponded number of the internal switching lines, as well as corresponded values of traffic parameters, making the management of QoS easily.

A controller display technique for a terminal air traffic control system.

"Contract no. FAA/BRD-15, Task order no. 14. Prepared for Federal Aviation Agency, Bureau of Research and Development, Systems Analysis Division."

The freight traffic of the Chicago terminal district.

Mode of access: Internet.

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.

Hidrocarbonetos policíclicos aromáticos em sedimentos e organismos bentônicos do Terminal de Miramar (Baía do Guajará - Belém - Pará - Amazônia)

ABSTRACT: In Guajará bay, mouth of the Amazon River, is located the capital of Pará state (Belém) and its metropolitan area. Exists in this area an intense boat traffic, as well as transportation and sale of fuels in floating docks and activities related to the storage and transportation of oil in Miramar Petrochemical Terminal (TEMIR). Small spills and discharges of oil in water can serve as sources of pollution by polycyclic aromatic hydrocarbons (PAHs). PAHs are organic compounds generated by incomplete combustion of organic matter (OM) and are among the contaminants of most interest in environmental studies due to their mutagenic and carcinogenic potential. One way to detect and evaluate the impact of PAHs in an environment is using biomonitors, however the qualitative and quantitative analysis in sediments are most widely used. This study aimed to evaluate, by Gas Chromatography/Mass Spectrometry (GC/MS), the 16 PAHs considered as priority by the Environmental Protection Agency of the United States in sediments and benthic organisms (Namalicastys abiuma) of TEMIR. Field expeditions were carried out in December 2012, March, May and June 2013 representing the dried, wet (two samples) and dried seasons successively. Fine sediments levels dominated in both sampling periods and the %Fines in Guajará bays has a direct relationship to the %OM. In relation to the 16 PAHs studied, 10 of them were detected in the wet season sediments samples and 8 in the dried season. Even with a low diversity of aromatic compounds, sediment samples of the dried season presented greater ΣHPAs (1.351,43 ng g^-1) than the sediments of the wet season (263,99 ng g^-1), which can be related to the increased hydrodynamic in Guajará bay this last period. Correlation analysis indicated that ΣHPAs not seem to be influenced by %Fine and %OM. Benzo(a)pyrene accounted for 87% of ΣHPAs during the wet season, the other PAHs showed percentage ≤ 3%. During the other period stood out: pyrene (18% of ΣHPAs) fluoranthene (16%), the chrysene, benzo(b)fluoranthene (15%) and benzo(a)pyrene (11%). The use of the geochemical reason to interpret likely sources of PAHs indicated that there is a predominance of aromatics from pyrolytic origin in TEMIR. The activities that may be responsible for the PAHs levels observed in sediments and benthic organisms in TEMIR are the discharge of untreated domestic sewage and the emissions of particulates from cars and small/medium boats. The ΣHPAs seems to influence the density of polychaetes because a reduction of about 50% in the number of organisms was observed during the dry season when there was the greater amount of ΣHPAs in their body structure. Among the 16 PAHs studied, 11 were detected in the polychaetes during the dry season (ΣHPAs_MED = 848,71 ng g^-1) and 10 in the wet season (ΣHPAs_MED = 141,85 ng g^-1). Were highlighted during the dried season: indeno(1,2,3-c,d)pyrene (47%) and pyrene (23%). While in the wet season: pyrene (23%), chrysene (17%), fluorene (17%) and fluoranthene (13%). The %Rec obtained was >>100% indicating a matrix effect and reducing the quantitative accuracy of results. The use of the polychaete N. abiuma as biomonitor of pollution by PAHs in estuaries not seem to be effective when the sample period is limited, because collecting it requires a great effort to obtain a small amount of mass and it still results in a matrix effect in the chromatographic analysis (method %Rec >> 100%) that may not be corrected due to the restricted availability of sample mass. Studies with a larger number of samples, enabling depth statistical analysis, and covering other collection points in Guajará bay are required to prove mathematically that has been stated in this dissertation.

Requalificação das Praças Monsenhor Sarrion e Nove de Julho e o novo Terminal Urbano de Integração

The Center squares of the middle cities many times don’t have adapted forms to the uses, which change time-to-time, then they turn abased. Through the study case of the Squares Monsenhor Sarrion and Nove de Julho, public squares on Presidente Prudente downtown, where many types of uses occur in the same space with function of organization and reception of several fluxes generated because the centrality caused from downtown. In this context, is necessary re-project the squares, with new purpose of an urban and landscape project, which generates harmonic spaces of passage and permanence, which values the public edifications in the around areas and re-qualified the form of the squares, adapting to the new uses: To organize the public transportation traffic, the urban terminal; to organize the vehicles traffic, the lowering of the Avenue Coronel Marcondes and, mainly, to organize the traffic of pedestrian, the continuity and the physic integration of the squares, through new forms, urban furniture and design to the downtown public spaces

The C-terminal domain of coilin interacts with Sm proteins and U snRNPs

Coilin is the signature protein of the Cajal body (CB), a nuclear suborganelle involved in the biogenesis of small nuclear ribonucleoproteins (snRNPs). Newly imported Sm-class snRNPs are thought to traffic through CBs before proceeding to their final nuclear destinations. Loss of coilin function in mice leads to significant viability and fertility problems. Coilin interacts directly with the spinal muscular atrophy (SMA) protein via dimethylarginine residues in its C-terminal domain. Although coilin hypomethylation results in delocalization of survival of motor neurons (SMN) from CBs, high concentrations of snRNPs remain within these structures. Thus, CBs appear to be involved in snRNP maturation, but factors that tether snRNPs to CBs have not been described. In this report, we demonstrate that the coilin C-terminal domain binds directly to various Sm and Lsm proteins via their Sm motifs. We show that the region of coilin responsible for this binding activity is separable from that which binds to SMN. Interestingly, U2, U4, U5, and U6 snRNPs interact with the coilin C-terminal domain in a glutathione S-transferase (GST)-pulldown assay, whereas U1 and U7 snRNPs do not. Thus, the ability to interact with free Sm (and Lsm) proteins as well as with intact snRNPs, indicates that coilin and CBs may facilitate the modification of newly formed snRNPs, the regeneration of 'mature' snRNPs, or the reclamation of unassembled snRNP components.

On the efficiency of a dedicated LMA for multicast traffic distribution in PMIPv6 domains

IP multicast allows the efficient support of group communication services by reducing the number of IP flows needed for such communication. The increasing generalization in the use of multicast has also triggered the need for supporting IP multicast in mobile environments. Proxy Mobile IPv6 (PMIPv6) is a network-based mobility management solution, where the functionality to support the terminal movement resides in the network. Recently, a baseline solution has been adopted for multicast support in PMIPv6. Such base solution has inefficiencies in multicast routing because it may require multiple copies of a single stream to be received by the same access gateway. Nevertheless, there is an alternative solution to support multicast in PMIPv6 that avoids this issue. This paper evaluates by simulation the scalability of both solutions under realistic conditions, and provides an analysis of the sensitivity of the two proposals against a number of parameters.

Container Terminal Simulation. A case study: port of Valencia.

This paper is concerned with the study of non-Markovian queuing systems in container terminals. The methodology presented has been applied to analyze the ship traffic in the port of Valencia located in the Western Mediterranean. Two container terminals have been studied: the public container terminal of NOATUM and the dedicated container terminal of MSC. This paper contains the results of a simulation model based on queuing theory. The methodology presented is found to be effective in replicating realistic ship traffic operations in port as well as in conducting capacity evaluations. Thus the methodology can be used for capacity planning (long term), tactical planning (medium term) and even for the container terminal design (port enlargement purposes).

Metodología para maximizar la rentabilidad de una terminal marítima de contenedores a través de la optimización de su grado de automatización

Son generalmente aceptadas las tendencias actuales de maximización de la automatización para la adaptación de las terminales marítimas de contenedores a las cada vez mayores exigencias competitivas del negocio de transporte de contenedores. En esta investigación, se somete a consideración dichas tendencias a través de un análisis que tenga en cuenta la realidad global de la terminal pero también su propia realidad local que le permita aprovechar sus fortalezas y minimizar sus debilidades en un mercado continuamente en crecimiento y cambio. Para lo cual se ha desarrollado un modelo de análisis en el que se tengan en cuenta los parámetros técnicos, operativos, económicos y financieros que influyen en el diseño de una terminal marítima de contenedores, desde su concepción como ente dependiente para generar negocio, todos ellos dentro de un perímetro definido por el mercado del tráfico de contenedores así como las limitaciones físicas introducidas por la propia terminal. Para la obtención de dicho modelo ha sido necesario llevar a cabo un proceso de estudio del contexto actual del tráfico de contenedores y su relación con el diseño de las terminales marítimas, así como de las metodologías propuestas hasta ahora por los diferentes autores para abordar el proceso de dimensionamiento y diseño de la terminal. Una vez definido el modelo que ha de servir de base para el diseño de una terminal marítima de contenedores desde un planteamiento multicriterio, se analiza la influencia de las diversas variables explicativas de dicho modelo y se cuantifica su impacto en los resultados económicos, financieros y operativos de la terminal. Un paso siguiente consiste en definir un modelo simplificado que vincule la rentabilidad de una concesión de terminal con el tráfico esperado en función del grado de automatización y del tipo de terminal. Esta investigación es el fruto del objetivo ambicioso de aportar una metodología que defina la opción óptima de diseño de una terminal marítima de contenedores apoyada en los pilares de la optimización del grado de automatización y de la maximización de la rentabilidad del negocio que en ella se desarrolla. It is generally accepted current trends in automation to maximize the adaptation of maritime container terminals to the growing competitive demands of the business of container shipping. In this research, is submitted to these trends through an analysis taking into account the global reality of the terminal but also their own local reality it could exploit its strengths and minimize their weaknesses in a market continuously growing and changing. For which we have developed a model analysis that takes into account the technical, operational, financial and economic influence in the design of a container shipping terminal, from its conception as being dependent to generate business, all within a perimeter defined by the market of container traffic and the physical constraints introduced by the terminal. To obtain this model has been necessary to conduct a study process in the current context of container traffic and its relation to the design of marine terminals, as well as the methodologies proposed so far by different authors to address the process sizing and design of the terminal. Having defined the model that will serve as the basis for the design for a container shipping terminal from a multi-criteria approach, we analyze the influence of various explanatory variables of the model and quantify their impact on economic performance, financial and operational of the terminal. A next step is to define a simplified model that links the profitability of a terminal concession with traffic expected on the basis of the degree of automation and the kind of terminal. This research is the result of the ambitious target of providing a methodology to define the optimal choice of designing a container shipping terminal on the pillars of automation optimizing and maximizing the profitability of the business that it develops.

Estudio de la viabilidad técnica y económica del establecimiento de una terminal de contenedores automatizada en el Mediterráneo español

Esta Tesis analiza, en primer lugar, las posibilidades y condiciones de los puertos españoles de Algeciras, Valencia y Barcelona para acoger en el futuro una terminal totalmente automatizada (robotizada) de contenedores con una capacidad aproximada de 1,3-1,4 millones de contenedores/año o 2 millones de TEU/año. Entre las posibles amenazas y oportunidades que pueden afectar al actual tráfico de esos puertos, la Tesis se centra en el desvío del tráfico de contenedores de transbordo, la sustitución de los tráficos marinos por tráficos ferroviarios, la posibilidad de convertir al Mediterráneo español en la puerta de entrada de productos asiáticos, el cambio de la ruta Asia-Europa a través del Canal de Suez por la ruta Asia-Europa a través del Ártico, la posibilidad de circunvalar África para evitar el Canal de Suez y la próxima apertura de nuevo Canal de Panamá ampliado. La Tesis describe el Estado del Arte de la tecnología para las terminales de contenedores automatizadas que pudiera ser aplicada en nuestro país y desarrolla una terminal automatizada con la capacidad ya mencionada de 2 millones de TEU/año. El tema del ferrocarril en las terminales de contenedores, como futura lanzadera para la proyección de la influencia de los puertos, está desarrollado como una parte esencial de una terminal de contenedores. Se investiga, también, la automatización total o parcial en la transferencia de mercancía buque-ferrocarril La Tesis también desarrolla una metodología para desglosar los costes e ingresos de una terminal automatizada. A través de esos costes e ingresos se va desarrollando, mediante la utilización de hojas Excel relacionadas, el método para mostrar la estructuración de los hitos económicos fundamentales hasta llegar al VAN, TIR y Periodo de Retorno de la Inversión como elementos clave para la calificación de la terminal como proyecto de inversión. La Tesis realiza la misma metodología para la terminal convencional de contenedores más habitual en el Mediterráneo español: la terminal que utiliza sistemas de grúas sobre ruedas (RTG) en el patio de contenedores. Por último, la Tesis establece la comparativa entre los dos tipos de terminales analizadas: la convencional y la automatizada, basándose en el coste de la mano de obra portuaria como elemento clave para dicha comparativa. Se establece la frontera que determina en qué niveles de coste del personal portuario la terminal automatizada es mejor proyecto de inversión que la terminal convencional con RTG. Mediante la creación de la metodología descrita, la Tesis permite: - La comparativa entre diferentes tipos de terminales - La posibilidad de analizar un modelo de terminal variando sus parámetros fundamentales: costes de los estibadores, nuevas tecnologías de manipulación, diferentes rendimientos, variación de los ingresos, etc. - Descubrir el modelo más rentable de una futura terminal mediante la comparación de las diferentes tecnologías que se puedan emplear para la construcción de dicha terminal ABSTRACT This Thesis examines, first, the possibilities and conditions of the Spanish ports of Algeciras, Valencia and Barcelona to host in the future a fully automated container terminal (robotized) with a capacity of approximately 1.3-1.4 million containers/year or 2 million TEU/year. Among the potential threats and opportunities that may affect the current traffic of these ports, the thesis focuses on the diversion of container transhipment traffic, the replacing of marine traffic by rail traffic, the possibility of converting the Spanish Mediterranean in the door input of Asian products, the changing of the Asia-Europe route through the Suez Canal by the Asia-Europe route through the Arctic, the possibility of circumnavigating Africa to avoid the Suez Canal and the upcoming opening of the new expanded Canal of Panama. The Thesis describes the state-of-the-art technology for automated container terminals that could be applied in our country and develops an automated terminal with the listed capacity of 2 million TEUs / year. The use of the railway system in container terminals to be used as future shuttle to the projection of the influence of the ports is developed as an essential part of a container terminal. We also investigate the total or partial automation in transferring goods from ship to rail. The Thesis also develops a methodology to break down the costs and revenues of an automated terminal. Through these costs and revenues is developed, using linked Excel sheets, the method to show the formation of structured key economic milestones until the NPV, IRR and Period of Return of Investment as key to determining the terminal as an investment project. The Thesis takes the same methodology for the conventional container terminal more common in the Spanish Mediterranean: the terminal using rubber tyred cranes (RTG) in the container yard. Finally, the Thesis provides a comparison between the two types of analyzed terminals: conventional and automated, based on the cost of stevedores labor as a key point for that comparison. It establishes the boundary that determines what levels of stevedore costs make automated terminal to be better investment project than a conventional terminal using RTG. By creating the above methodology, the Thesis allows: - The comparison between different types of terminals - The possibility of analyzing a model of terminal varying its key parameters: stevedores costs, new technologies of container handling, different loading/unloading rates, changes in incomes and so on - Unveil the most profitable model for a future terminal by comparing the different technologies that can be employed for the construction of that terminal

Radar track segmentation with cubic splines for collision risk models in high density terminal areas

This paper presents a method to segment airplane radar tracks in high density terminal areas where the air traffic follows trajectories with several changes in heading, speed and altitude. The radar tracks are modelled with different types of segments, straight lines, cubic spline function and shape preserving cubic function. The longitudinal, lateral and vertical deviations are calculated for terminal manoeuvring area scenarios. The most promising model of the radar tracks resulted from a mixed interpolation using straight lines for linear segments and spline cubic functions for curved segments. A sensitivity analysis is used to optimise the size of the window for the segmentation process.

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.

Desarrollo de un modelo de riesgo de colisión en espacios aéreos de área terminal

El transporte aéreo es un sector estratégico para el crecimiento económico de cualquier país. La estabilidad y el desarrollo de este modo de transporte tienen un pilar fundamental en una operación segura, especialmente cuando las previsiones indican escenarios de crecimiento continuo del tráfico aéreo. La estimación del riesgo y, por tanto, del nivel de seguridad de un entorno operativo se ha basado en métodos indirectos como puede ser la cuantificación y análisis de los reportes voluntarios de incidentes o el uso de modelos de riesgo de colisión enfocados a escenarios operativos parciales, como puede ser un espacio aéreo oceánico. La operación en un área terminal de maniobra es compleja, con distintos flujos de tráfico de arribada y salida a uno o varios aeropuertos, con cambios frecuentes en el rumbo y velocidad de las aeronaves y con instrucciones tácticas del control de tráfico aéreo para secuenciar y separar las aeronaves El objetivo de la presente Tesis es complementar los actuales métodos de monitorización de la seguridad que presentan sus limitaciones, con el desarrollo de un modelo de riesgo de colisión para áreas terminales de alta densidad que se base en datos objetivos como son las trazar radar de las aeronaves y que tenga en cuenta la complejidad de la operación en un área terminal. Para evaluar el modelo desarrollado se ha implementado una herramienta prototipo en MATLAB© que permite procesar un número masivo de trazar radar para un escenario de área terminal y calcular un valor del riesgo de colisión para el escenario analizado. El prototipo ha sido utilizado para estimar la probabilidad de colisión para distintos escenarios del área terminal de Madrid. El uso de trazas radar permite monitorizar el nivel de riesgo de escenarios reales de manera periódica estableciendo niveles de alerta temprana si se detecta que el valor de riesgo se desvía en exceso, pero también permite evaluar el nivel de riesgo de diseños de espacio aéreo o de nuevos modos de operación a partir de las trazas radar obtenidas en las simulaciones en tiempo real o acelerado y actuar en fases tempranas de los proyectos. ABSTRACT The air transport is a strategic sector for the economic growth of any country. The stability and development of the transport mode have a fundamental pillar in a safe operation, especially when long-term forecasts show scenarios of continuous growth in air traffic. Risk estimation and therefore the level of safety in an operational airspace has been based on indirect methods such as the quantification and analysis of voluntary reports of safety incidents or use of collision risk models focused on partial or simple operational scenarios such as an oceanic airspace. The operation on a terminal maneuvering area is complex, with different traffic flows of arrival and departure at one or more airports, with frequent changes in direction and speed of aircraft and tactical instructions of air traffic control to sequence and separate aircraft. The objective of this Thesis is to complement existing methods of monitoring safety that have their limitations, with the development of a collision risk model for high-density terminal areas that is based on objective data such as aircraft radar tracks and taking into account the complexity of the operation in a terminal area. To evaluate the developed model a prototype tool was implemented with MATLAB© that can process massive numbers of radar tracks for a terminal area scenario and computing a collision risk value for that scenario. The prototype has been used to estimate the probability of collision for different scenarios of the terminal area of Madrid. The use of radar tracks allows to monitor the level of risk of real scenarios periodically establishing levels of early warning when the risk value deviates too much, but also to assess the risk level of airspace designs or modes of operations from the radar tracks obtained in real or fast time simulations and act in the early stages of projects.