Abstract: This paper introduces the Distributed Utility Function Algorithm (D-AFU) as a notable progression in managing and optimizing network traffic within distributed settings. Based on the utility function principle, D-AFU dynamically adjusts data rate in response to ever-changing network demands, with optimal performance and a higher user experience. Contrary to the centralized model, D-AFU employs a distributed, scalable and resilient against failures and system overloads mechanism. Its efficiency was validated using the NS-3 simulator. Three main metrics were used: the data rate allocation, utility per session, and fairness (quantified by the Gini coefficient). D-AFU displays exceptional performance and low latency, particularly vital for real-time applications with high Quality of Service (QoS) requirements.

Resumen: El artículo presenta el Algoritmo de Función de Utilidad Distribuida (D-AFU) como una notable evolución en la gestión y optimización del tráfico de red en entornos distribuidos. Basado en el principio de función de utilidad, D-AFU ajusta dinámicamente la velocidad de datos en respuesta a las demandas cambiantes de la red, con un rendimiento óptimo y una mejor experiencia para el usuario. A diferencia del modelo centralizado, D-AFU emplea un mecanismo distribuido escalable y con mayor resistencia contra fallos y sobrecargas del sistema. Su eficiencia fue validada utilizando el simulador NS-3. Se utilizaron tres métricas principales: la tasa de asignación de transmisión, la utilidad por sesión y la equidad (cuantificada por el coeficiente de Gini). D-AFU mostró un rendimiento excepcional, especialmente vital para aplicaciones en tiempo real que exigen alta Calidad de Servicio (QoS) y baja latencia.

Abstract The management of vehicular traffic poses a significant challenge in cities worldwide, as it involves the control of traffic lights and traffic flow. The specific issue lies in the configuration of traffic lights with fixed-time allocations, not in line with the time required by real traffic flow. The aim of this study is to propose an intelligent system for real-time management of traffic lights at an intersection, which adjusts to the actual traffic conditions, namely speed and vehicle density. To achieve this, a heuristic algorithm was developed, considering traffic characteristics and making decisions to allocate the corresponding phase time. Experimental tests with 15,000 simulated scenarios allowed for the estimation of waiting time between signal cycles. The results demonstrated an 18.3% reduction in cycle time with an improvement of 47 cycles/hour compared to the 39 cycles/hour of a traditional traffic light with fixed phase times.

Resumen La gestión del tráfico vehicular es un desafío importante en las ciudades del mundo, pues involucra a la gestión de semáforos y el flujo de tráfico. El problema específico es la configuración de semáforos con asignaciones de tiempos fijos, no acorde al tiempo requerido por el flujo de tráfico real. El objetivo de este trabajo es proponer un sistema inteligente para gestionar en tiempo real el semáforo en una intersección vial; el cual se ajusta a las condiciones reales del tráfico que son la velocidad y densidad vehicular. Para ello, se desarrolló un algoritmo heurístico que toma en cuenta las características del tráfico y luego toma decisiones para asignar el tiempo de fase correspondiente. Pruebas experimentales con 15000 escenarios simulados permitieron estimar el tiempo de espera entre ciclos semafóricos. Los resultados mostraron una reducción del 18.3% de tiempo del ciclo con una mejora de 47 ciclos/hora respecto a los 39 ciclos/hora de un semáforo tradicional con tiempos de fase fijos.

RESUMEN Introducción: El estudio de las emociones en el ambiente de trabajo es un tema actual y pertinente en relación con la prevención de los problemas de la salud mental en el trabajo y la gestión de los factores psicosociales laborales. Objetivos: Determinar la validez y confiabilidad de la escala de afectividad positiva y negativa y describir el ambiente emocional en un centro de control de tráfico aéreo. Métodos: Se realizó un estudio descriptivo con un diseño transversal. Se aplicó el instrumento a nivel personal y organizacional. Se emplearon medidas de tendencia central, medidas de asociación, coeficientes de correlación y análisis factorial con el método de extracción de componentes principales con rotación Varimax y normalización Kaiser. Resultados: La consistencia interna de las dos escalas en ambos niveles fue superior a 0,70. En un rango de valores entre 10 y 50, la afectividad positiva a niveles personal y ambiental están cercanas (mediana 38 y 37 respectivamente) la negativa coincide (mediana 13). En la conciencia emocional personal se forman 6 factores con autovalores que explican el 67,586 % de la varianza total. En la conciencia emocional ambiental 4 componentes explican el 68,829 % de la varianza. Conclusiones: Predominan las emociones positivas a nivel personal: activo, atento, alerta y decidido, en cuanto al nivel ambiental coinciden, excepto alerta. Las emociones menos percibidas en ambos niveles son: avergonzado, culpable y temeroso. Los resultados apuntan a la pertinencia de ambos niveles para caracterizar el ambiente emocional en una organización laboral.

ABSTRACT Introduction: The study of emotions in the work environment is a current and pertinent issue in relation to the prevention of mental health problems at work and the management of occupational psychosocial factors. Objectives: Determine the validity and reliability of the positive and negative affectivity scale and describe the emotional environment in the Air Traffic Control Center. Methods: A descriptive study with a cross-sectional design was carried out. The positive and negative affectivity scale was applied at a personal and organizational level. Measures of central tendency, measures of association, correlation coefficients, and factor analysis were used with the principal component extraction method with Varimax rotation and Kaiser normalization. Results: The internal consistency of the two scales at both levels was higher than 0.70. In a range of values between 10 and 50, the positive affectivity at personal and environmental levels are close (median 38 and 37 respectively), the negative coincides (median 13). In personal emotional awareness, 6 factors are formed with eigenvalues that explain 67.586% of the total variance. In environmental emotional awareness, 4 components explain 68.829% of the variance. Conclusions: Positive emotions predominate on a personal level: active, attentive, alert and determined, regarding the environmental level they coincide except alert. The least perceived emotions in both levels are: ashamed, guilty and afraid. The results point to the relevance of both levels to characterize the emotional environment in a work organization.

Abstract: In real traffic conditions vehicle interacts with the road, other vehicles, and traffic control devices. The level of traffic influences driving patterns and, consequently, this can affect the vehicle’s fuel efficiency and emissions. This study aims to develop engine maps of fuel consumption and carbon dioxide (CO2) emissions for a light vehicle operating under real traffic conditions. A representative passenger vehicle powered by gasoline of the ecuadorian vehicle fleet was selected for the experimental campaign that was developed on a test route designed according to real driving emission (RDE) regulation. An on-board diagnostic (OBD) device was used for recording in real-time engine and vehicle operating parameters. Moreover, CO2emissions were estimated using the fuel rate registered from the OBD system of the vehicle This study proposed a novel methodology for developing two-dimensional contour engine maps based on OBD data. The result showed that the vehicle engine operated in real traffic conditions with a brake thermal efficiency (BTE) of 27 %, a brake-specific fuel consumption (BSFC) of 275 g/kWh, and a CO2energy-emission factor of 716 g/kWh. In terms of distance, the CO2emission factor for the tested vehicle was approximately 190 g/km. Overall, this study demonstrates that the OBD approach is a potential method to be used to assess the fuel consumption and CO2emissions of a vehicle operating under real-world traffic conditions, especially in Latin American countries, where portable emission measurement systems (PEMS) are not readily available.

Resumen: En condiciones reales de circulación un vehículo interactúa con la carretera, con otros vehículos y con los dispositivos de control del tráfico. El nivel de tráfico influye en los patrones de conducción y, en consecuencia, esto puede afectar a la eficiencia del combustible y las emisiones del vehículo. El objetivo de este estudio es desarrollar mapas motorizados de consumo de combustible y emisiones de dióxido de carbono (CO2) para un vehículo ligero que circule en condiciones reales de tráfico. Un vehículo de pasajeros propulsado a gasolina y representativo del parque automotor ecuatoriano fue seleccionado para la campaña experimental que se desarrolló en una ruta de prueba diseñada de acuerdo a la normativa de emisiones en conducción real (RDE). Se utilizó un dispositivo de diagnóstico a bordo (DAB) para registrar en tiempo real los parámetros de funcionamiento del motor y del vehículo. Además, las emisiones de CO2se estimaron utilizando la tasa de combustible registrada desde el sistema OBD del vehículo. Este estudio propuso una metodología novedosa para desarrollar mapas de motor de contorno bidimensional basados en datos OBD. El resultado mostró que el motor del vehículo funcionaba en condiciones reales de tráfico con una eficiencia térmica de frenado (ETF) del 27 %, un consumo de combustible específico de frenado (CCFE) de 275 g/kWh y un factor de emisión de energía de CO2de 716 g/kWh. En términos de distancia, el factor de emisión de CO2del vehículo probado fue de aproximadamente 190 g/km. En general, este estudio demuestra que el enfoque OBD es un método potencial para ser utilizado para evaluar el consumo de combustible y las emisiones de CO2 de un vehículo que opera en condiciones de tráfico del mundo real, especialmente en los países de América Latina, países en los que los sistemas portátiles de medición de emisiones (PEMS) no están fácilmente disponibles.

RESUMO Objetivo. Analisar diferenças sociodemográficas em termos de conhecimento, compreensão, uso e efeito da rotulagem nutricional entre adolescentes mexicanos e chilenos. Métodos. Foram realizadas pesquisas on-line entre adolescentes de 10 a 17 anos ao longo de 2019 (n=2631). Os participantes relataram que conheciam, compreendiam e usavam as tabelas de informação nutricional e a rotulagem frontal de embalagens específicas de seus respectivos países (Chile: rotulagem de advertência; México: valores diários de referência). Além disso, os participantes relataram sua percepção sobre a saudabilidade de um suco de fruta adoçado depois de ver uma de seis versões diferentes de rotulagem frontal (controle sem rótulo, Health Star Rating, rótulos de advertência, valores diários de referência, semáforo nutricional ou Nutri-Score) durante uma tarefa experimental. Resultados. Um maior conhecimento autodeclarado sobre nutrição foi associado a maior conhecimento, compreensão e uso de tabelas de informação nutricional e rotulagem frontal, com exceção do uso de rótulos de advertência. Os rótulos de advertência foram o tipo de rotulagem frontal mais efetivo para reduzir a percepção de saudabilidade do suco de fruta adoçado em comparação com o controle sem rótulo e outros tipos de rotulagem frontal. No Chile, o efeito dos valores diários de referência variou de acordo com a renda, enquanto no México o Nutri-Score variou de acordo com a idade. Conclusões. Os resultados sugerem que o conhecimento, a compreensão, o uso e o impacto da rotulagem nutricional variam de acordo com fatores demográficos, favorecendo uma renda mais alta e conhecimento sobre nutrição. Apesar disso, é provável que os rótulos de advertência tenham um impacto positivo sobre o conhecimento e os comportamentos relativos à nutrição entre adolescentes mexicanos e chilenos, independentemente do grupo sociodemográfico a que pertencem.

RESUMEN Objetivo. Examinar las diferencias sociodemográficas por lo que respecta al conocimiento, la comprensión, el uso y el efecto de las etiquetas nutricionales en adolescentes de México y Chile. Métodos. En el 2019 se efectuó una encuesta en línea en adolescentes (10 a 17 años) (n=2631). Los participantes indicaron su conocimiento, comprensión y uso de los cuadros de información nutricional y los etiquetados frontales específicos de los empaques de su país (en el caso de Chile, las etiquetas de advertencia, y en el de México, las guías diarias de alimentación (GDA). Asimismo, se llevó a cabo un experimento en el que los participantes indicaron su percepción de lo saludable que era una bebida de fruta azucarada después de ver una de sus seis versiones con diferentes etiquetas frontales en los envases (control sin etiqueta, calificación de producto saludable mediante estrellas Health Star, etiquetas de advertencia, GDA, colores del semáforo, o sistema Nutri-Score). Resultados. El autorreporte de un mayor conocimiento sobre nutrición por parte de los participantes se asoció a un mayor conocimiento, comprensión y uso de los cuadros de información nutricional y los sistemas de etiquetado frontal, excepto en el caso del uso de las etiquetas de advertencia. Las etiquetas de advertencia fueron el sistema de etiquetado frontal más eficaz para reducir la percepción saludable del producto con respecto a la bebida de fruta azucarada, en comparación con la ausencia de etiqueta y el resto de los etiquetados frontales. En Chile, el efecto de las GDA variaba en función de la adecuación del ingreso, mientras que en México el efecto del Nutri-Score difería según la edad. Conclusiones. Los resultados sugieren que el conocimiento, el uso, la comprensión y el efecto de las etiquetas nutricionales difieren entre los distintos grupos demográficos, de tal manera que son más favorables en las personas con mayores ingresos y conocimientos de nutrición. A pesar de esto, es probable que las etiquetas de advertencia tengan un impacto positivo sobre los conocimientos y los comportamientos relacionados con la nutrición en los adolescentes de México y Chile, con independencia de los grupos sociodemográficos de los que forman parte.

ABSTRACT Objective. To examine sociodemographic differences in the awareness, understanding, use and effect of nutrition labels among Mexican and Chilean youth. Methods. Online surveys among youth (10-17 years) were obtained in 2019 (n=2631). Participants reported their awareness, understanding, and use of their country-specific nutrition facts tables (NFT) and front-of-pack labels (FOPL) (Chile: warning labels [WLs]; Mexico: guideline daily amounts [GDA]). Additionally, participants reported their perceived healthfulness of a sweetened fruit drink after viewing one of six versions of it with different FOPL (no-label control, Health Star Rating, WLs, GDAs, Traffic Light, or Nutri-Score) during an experimental task. Results. Higher self-reported nutrition knowledge was associated with higher NFT and FOPL awareness, understanding, and use, except for WL use. WLs were the most effective FOPL in decreasing the perceived healthfulness of the sweetened fruit drink compared to a no-label condition and other FOP labels. In Chile, the effect of GDA differed by income adequacy, while in Mexico Nutri-Score differed by age. Conclusions. Results suggest that nutrition label awareness, use, understanding, and impact differ across demographics, favoring higher income and nutrition knowledge. Despite this, WLs are likely to have a positive impact on nutrition-related knowledge and behaviors among Mexican and Chilean youth, independently of their socio-demographic groups.

Resumen: Este estudio tuvo como objetivo presentar una encuesta cuantitativa realizada con líderes para investigar las acciones efectivas, viables y que puedan probarse en modelos informáticos para orientar las políticas que promuevan la movilidad activa en la ciudad de São Paulo, Brasil. En 2022 se realizó una encuesta en línea en el contexto de la Encuesta de Salud de São Paulo (Actividad Física y Medio Ambiente), que es monitoreada por representantes de organizaciones no gubernamentales, gestores públicos y entidades privadas. Se elaboró un cuestionario de tres preguntas con 13 respuestas alternativas sobre acciones para promover la caminata o el uso de la bicicleta. Los líderes podían seleccionar hasta tres alternativas en función de su potencial en términos de (1) efectividad; (2) viabilidad o facilidad de implementación; y (3) deseo de verificar las pruebas en modelos informáticos para orientar las políticas. La encuesta fue respondida por 18 líderes de 16 instituciones; de los cuales 13 (72%) eran mujeres y 12 (67%) representaban el tercer sector; la edad promedio de ellos fue de 48 años y todos contaban con educación superior. Reducir la velocidad de los vehículos de motor fue la opción más citada en las tres preguntas. Otras acciones mencionadas se refieren al control de la circulación de vehículos en las regiones centrales, la seguridad de los peatones, la reducción de las distancias entre los hogares y los lugares de trabajo, las campañas educativas y la expansión y mejora de estructuras como carriles bici y aceras. Los resultados son relevantes para apoyar la toma de decisiones basada en la evidencia en la gestión pública y ofrecer subsidios para la elaboración de modelos computacionales destinados a promover la movilidad activa.

Abstract: This study aimed to describe a quantitative survey conducted with leaders to investigate effective and feasible actions that can be evaluated in computational models to inform policies to promote active mobility based in the city of São Paulo, Brazil. In 2022, an online survey was conducted during the Health Survey in São Paulo (Physical Activity and Environment study), which is monitored by representatives of nongovernmental organizations and public and private sector managers. A questionnaire was elaborated with three questions with 13 alternative answers about actions to promote walking and/or cycling. Leaders should select up to three alternatives based on their potential regarding: (1) effectiveness; (2) feasibility or ease of implementation; and (3) desire to verify tests in computational models to inform policies. The survey was answered by 18 leaders from 16 institutions, comprising 13 (72%) women and 12 (67%) representatives of the third sector, whose average age was 48 years and all had complete higher education. Reducing the speed of motor vehicles was the most cited option in all three questions. Other actions mentioned refer to controlling the traffic of vehicles in central areas, improving pedestrian safety, reducing the distances between homes and places of employment, conducting educational campaigns, and expanding and enhancing structures such as bicycle lanes and sidewalks. The results are relevant to support evidence-based decision-making in public management and to provide subsidies for the development of computational models with a view to promoting active mobility.

Resumo: Este estudo teve como objetivo descrever um inquérito quantitativo realizado com lideranças para investigar ações efetivas, viáveis e que podem ser testadas em modelos computacionais para informar políticas de promoção da mobilidade ativa, tendo como base a cidade de São Paulo, Brasil. Em 2022, foi realizado um inquérito online no contexto da pesquisa de Atividade Física e Ambiente do Inquérito de Saúde de São Paulo, acompanhada por representantes de organizações não governamentais, gestores públicos e de entidades privadas. Foi elaborado questionário com três perguntas com 13 alternativas de respostas sobre ações para promoção da caminhada ou uso de bicicleta. As lideranças deveriam selecionar até três alternativas a partir de seu potencial em termos de (1) efetividade; (2) viabilidade ou facilidade de implementação; e (3) desejo de realizar testes em modelos computacionais para informar políticas. O inquérito foi respondido por 18 lideranças de 16 instituições, sendo 13 (72%) mulheres e 12 (67%) representantes do terceiro setor, cuja média de idade era 48 anos, todos com nível superior de escolaridade. A redução da velocidade dos veículos motorizados foi a opção mais citada nas três questões. Outras ações citadas referem-se ao controle de circulação de veículos em regiões centrais, à segurança de pedestres, à diminuição das distâncias entre residências e locais de emprego, às campanhas educativas e à ampliação e melhoria de estruturas como ciclovias e calçadas. Os resultados são relevantes para apoiar a tomada de decisões baseadas em evidências na gestão pública e oferecer subsídios para a elaboração de modelos computacionais com vistas à promoção da mobilidade ativa.

ABSTRACT The airspace is constantly adapting to efficiently absorb the growing traffic demand in the coming years and may therefore present bottlenecks for safety maintenance, especially in the Terminal Control Area (TMA), where the concentration of aircraft causes them to fly closer to each other. This paper presents a matrix of safety parameters to assess the perception of the safety level after modifications to the airspace, using the TMA from the state of São Paulo/Brazil, as an example for validation, following the implementation of the new airspace circulation in 2021. Through theoretical review, it was possible to delimit the study area and link related research to the presented matrix. The results indicated points of divergence among the surveyed stakeholders, such as speed adjustments which resulted in significant improvements for controllers, while for pilots, improvements were seen in traffic flow and waiting times. Overall, there was a positive perception regarding the decrease in workload in complex airspace, which translates into increased operational safety. Finally, areas for improvement were identified for future terminal designs, particularly regarding the need to reduce potential conflicts. maintenance TMA, , (TMA) other PauloBrazil Paulo Brazil Paulo/Brazil validation 2021 review stakeholders controllers pilots times Overall Finally designs conflicts (TMA 202 20 2

Resumo: Este estudo teve como objetivo descrever um inquérito quantitativo realizado com lideranças para investigar ações efetivas, viáveis e que podem ser testadas em modelos computacionais para informar políticas de promoção da mobilidade ativa, tendo como base a cidade de São Paulo, Brasil. Em 2022, foi realizado um inquérito online no contexto da pesquisa de Atividade Física e Ambiente do Inquérito de Saúde de São Paulo, acompanhada por representantes de organizações não governamentais, gestores públicos e de entidades privadas. Foi elaborado questionário com três perguntas com 13 alternativas de respostas sobre ações para promoção da caminhada ou uso de bicicleta. As lideranças deveriam selecionar até três alternativas a partir de seu potencial em termos de (1) efetividade; (2) viabilidade ou facilidade de implementação; e (3) desejo de realizar testes em modelos computacionais para informar políticas. O inquérito foi respondido por 18 lideranças de 16 instituições, sendo 13 (72%) mulheres e 12 (67%) representantes do terceiro setor, cuja média de idade era 48 anos, todos com nível superior de escolaridade. A redução da velocidade dos veículos motorizados foi a opção mais citada nas três questões. Outras ações citadas referem-se ao controle de circulação de veículos em regiões centrais, à segurança de pedestres, à diminuição das distâncias entre residências e locais de emprego, às campanhas educativas e à ampliação e melhoria de estruturas como ciclovias e calçadas. Os resultados são relevantes para apoiar a tomada de decisões baseadas em evidências na gestão pública e oferecer subsídios para a elaboração de modelos computacionais com vistas à promoção da mobilidade ativa. Resumo efetivas ativa Paulo Brasil 2022 governamentais privadas 1 bicicleta (1 efetividade 2 (2 implementação 3 (3 instituições 72% 72 (72% 67% 67 (67% setor 4 anos escolaridade questões referemse referem se centrais pedestres emprego calçadas 202 ( 7 (72 6 (67 20 (7 (6

Abstract: This study aimed to describe a quantitative survey conducted with leaders to investigate effective and feasible actions that can be evaluated in computational models to inform policies to promote active mobility based in the city of São Paulo, Brazil. In 2022, an online survey was conducted during the Health Survey in São Paulo (Physical Activity and Environment study), which is monitored by representatives of nongovernmental organizations and public and private sector managers. A questionnaire was elaborated with three questions with 13 alternative answers about actions to promote walking and/or cycling. Leaders should select up to three alternatives based on their potential regarding: (1) effectiveness; (2) feasibility or ease of implementation; and (3) desire to verify tests in computational models to inform policies. The survey was answered by 18 leaders from 16 institutions, comprising 13 (72%) women and 12 (67%) representatives of the third sector, whose average age was 48 years and all had complete higher education. Reducing the speed of motor vehicles was the most cited option in all three questions. Other actions mentioned refer to controlling the traffic of vehicles in central areas, improving pedestrian safety, reducing the distances between homes and places of employment, conducting educational campaigns, and expanding and enhancing structures such as bicycle lanes and sidewalks. The results are relevant to support evidence-based decision-making in public management and to provide subsidies for the development of computational models with a view to promoting active mobility. Abstract Brazil 2022 Physical study, , study) managers 1 andor cycling regarding (1 effectiveness 2 (2 implementation 3 (3 institutions 72% 72 (72% 67% 67 (67% 4 education areas safety employment campaigns sidewalks evidencebased evidence decisionmaking decision making 202 ( 7 (72 6 (67 20 (7 (6

Resumen: Este estudio tuvo como objetivo presentar una encuesta cuantitativa realizada con líderes para investigar las acciones efectivas, viables y que puedan probarse en modelos informáticos para orientar las políticas que promuevan la movilidad activa en la ciudad de São Paulo, Brasil. En 2022 se realizó una encuesta en línea en el contexto de la Encuesta de Salud de São Paulo (Actividad Física y Medio Ambiente), que es monitoreada por representantes de organizaciones no gubernamentales, gestores públicos y entidades privadas. Se elaboró un cuestionario de tres preguntas con 13 respuestas alternativas sobre acciones para promover la caminata o el uso de la bicicleta. Los líderes podían seleccionar hasta tres alternativas en función de su potencial en términos de (1) efectividad; (2) viabilidad o facilidad de implementación; y (3) deseo de verificar las pruebas en modelos informáticos para orientar las políticas. La encuesta fue respondida por 18 líderes de 16 instituciones; de los cuales 13 (72%) eran mujeres y 12 (67%) representaban el tercer sector; la edad promedio de ellos fue de 48 años y todos contaban con educación superior. Reducir la velocidad de los vehículos de motor fue la opción más citada en las tres preguntas. Otras acciones mencionadas se refieren al control de la circulación de vehículos en las regiones centrales, la seguridad de los peatones, la reducción de las distancias entre los hogares y los lugares de trabajo, las campañas educativas y la expansión y mejora de estructuras como carriles bici y aceras. Los resultados son relevantes para apoyar la toma de decisiones basada en la evidencia en la gestión pública y ofrecer subsidios para la elaboración de modelos computacionales destinados a promover la movilidad activa. Resumen efectivas Brasil 202 Actividad Ambiente, Ambiente , Ambiente) gubernamentales privadas 1 bicicleta (1 efectividad 2 (2 implementación 3 (3 instituciones 72% 72 (72% 67% 67 (67% sector 4 superior centrales peatones trabajo aceras 20 ( 7 (72 6 (67 (7 (6

RESUMEN En este estudio, se abordó la optimización de la movilización de los usuarios del Trolebús en la ruta que abarca las avenidas Maldonado, 10 de agosto y Galo Plaza Lasso, las cuales son transitadas por el sistema integrado Trolebús en Quito 1. El enfoque metodológico comenzó con la consideración de un desplazamiento determinista del articulado desde una parada a la siguiente, limitándose al circuito C1, que abarca un tramo de 10 kilómetros de las 22.5 kilómetros totales de la ruta 2. Se asumió una trayectoria horizontal y recta, suponiendo que todos los semáforos permanecían en verde para mantener la velocidad constante durante el viaje. Se desarrolló un modelo matemático basado en un funcional de costo que representaba el tiempo de viaje entre paradas, sujeto a un sistema de ecuaciones diferenciales ordinarias que describían la dinámica del articulado en función del tiempo. El propósito de este estudio fue la implementación del control óptimo de tiempos, utilizando el Principio del Máximo de Pontryagin 3. Para lograrlo, se realizó una simulación numérica para identificar el perfil de velocidad óptimo del articulado en esta ruta. Este enfoque proporciona una base sólida para tomar decisiones informadas y mejorar la eficiencia del transporte público de Quito.

ABSTRACT In this study, the optimization of the mobilization of Trolleybus users on the route that covers the avenues Maldonado, 10 de Agosto and Galo Plaza Lasso, which are transited by the integrated Trolleybus system in Quito, was addressed. The methodological approach began with the consideration of a deterministic displacement of the articulated bus from one stop to the next, limited to the C1 circuit, which covers a 10-kilometer stretch of the 22.5 kilometers of the total 22.5 kilometers of the route. A horizontal and straight trajectory was assumed, assuming that all traffic lights remained green in order to maintain a constant speed during the trip. A mathematical model was developed based on a functional of cost representing the travel time between stops, subject to a system of ordinary differential equations describing the dynamics of the articulated vehicle as a function of time. The purpose of this study was the implementation of optimal time control, using Pontryagin's maximum principle. To achieve this, a numerical simulation was performed to identify the optimal speed profile of the articulated vehicle on this route. This approach provides a solid basis for making informed decisions and improving the efficiency of Quito's public transport.

Resumen Este trabajo combina la ingeniería aplicada y los servicios ambientales para el bienestar del municipio de Guadalupe en el estado de Nuevo León. El norponiente del río y cerro de la Silla es zona con riesgos geológicos e hidrometeorológicos, ahí la población está vulnerable en cada evento meteorológico y recursivamente los daños ascienden a millones de pesos (mdp). Existen dos herramientas para prevenir y compensar los daños en 24 colonias distribuidas en 6 cuencas hidrológicas superficiales con encharcamientos y susceptibles de riesgo geológico reportados en el Atlas de Riesgos Estatal. Se identificaron algunas zonas para mejorar, regenerar y ampliar el espacio público en parques, cañadas, glorietas, y camellones. El método de línea clave o key line es un diseño hidrológico del terreno para controlar el escurrimiento del agua, la distribución de la infraestructura y los patrones de las áreas verdes en las colonias. A cada espacio público se le calculó el valor económico de los servicios ambientales en la superficie con riesgos geológicos e hidrometeorológicos. El valor estimado de los servicios ambientales es para 21 aspectos de lo urbano y natural. Los servicios incluyen la protección a las inundaciones, la cobertura y erosión del suelo, la estabilidad y contención del macizo rocoso, entre otros. Mantener un ordenamiento con ingeniería de los espacios públicos garantiza la prevención ante algún agente perturbador producido por la naturaleza o inducido. De esta investigación, la mitigación del riesgo en los espacios públicos puede producir servicios ambientales por $28.7 mdp para zonas susceptibles con riesgo geológico y $23.8 mdp para la protección a inundaciones. Valorar los beneficios de los espacios urbanos junto con los servicios en geología e hidrometeorología pueden ser útiles para evaluar los desastres naturales y en la toma de las decisiones para proteger a la población.

Abstract This work combines applied engineering and environmental services for the well-being of the municipality of Guadalupe in the state of Nuevo León. The northeast of the river and Cerro de la Silla is an area with geological and hydrometeorological risks, in there, the population is vulnerable to each meteorological event, and recursively, the damages arise to millions of pesos (mop.). Two tools prevent and compensate for damage in 24 neighborhoods distributed in 6 surface watershed basins with flooding and susceptible to geological risk reported on the State Risk Atlas. Some areas were identified to improve, regenerate and expand the public space of parks, gullies, traffic circles, and medians. The key line method is a hydrological design of the land to control runoff, the distribution of infrastructure, and the patterns of green areas of the neighborhoods. For each public space, the economic value of environmental services was calculated in areas with geological and hydrometeorological risks. The estimated value of environmental services is for 21 urban and natural aspects. The services include flood protection, soil cover and erosion, rock mass stability and containment, among others. Keeping the order of public spaces with engineering guarantees prevention against any disturbing agent produced by nature or induced. From this investigation, risk mitigation in public spaces can produce environmental services for $28.7 million pesos for susceptible areas with geological risk and $23.8 million pesos for flood protection. Assessing the benefits of urban spaces together with geology and hydrometeorology services can help evaluate natural disasters and for decision-making to protect the population.

High quality road infrastructure is essential to support economic growth for any region. For South Africa's landlocked economic hub 79% of goods are transported using roads infrastructure. Protection of the road infrastructure is implemented by means of overload control monitoring at traffic control centres (TCCs) on freight corridors. Statistics collected from TCC operations indicate that 75% to 85% of statically weighed vehicles are legally loaded, with the implication that unnecessary time was wasted for these vehicles. This paper therefore proposes an algorithm, called the intelligent weigh-in-motion (IWIM) algorithm, with the purpose to decrease static weighing of vehicles by implementing data sharing between TCCs on the freight corridor, combined with intelligent interpretation of this data. The selected algorithm was chosen after testing multiple artificial intelligence (AI) models (logistic regression, random forest tree, and artificial neural network) to achieve the best performance to decrease static weighing of vehicles while not increasing the number of overloaded vehicles allowed to proceed on the corridor. The best performing model to differentiate between overloaded and legal vehicles, random forest tree, achieved an average improvement of 65,83% in terms of vehicles to be statically weighed when compared to the current rule-based system employed at TCCs. CATEGORIES: · Applied computing ~ Transportation

Resumo O uso de polímeros na indústria está em expansão, principalmente o de polímeros reforçados com fibra de vidro (PRFV). Na produção de peças com PRFV, inevitavelmente, são geradas quantidades significativas de resíduos, que carecem de destino em aterros industriais, o que representa um custo para o setor industrial e um problema ambiental. A busca por soluções que possam incorporar esses resíduos no processo ou como substituinte de matérias-primas é um dos focos atuais de pesquisas na área de materiais. Assim, este estudo avaliou a aplicação do resíduo de PRFV em misturas de concreto para a produção de peças para pavimento intertravado. O resíduo apresentou granulometria de agregado miúdo, com módulo de finura de 1,71. A morfologia revelou haver uma superfície heterogênea, com grânulos de diferentes tamanhos e bastonetes alongados lisos. A substituição parcial da areia pelo resíduo de PRFV (5%, 10% e 15%) resultou em peças com menor resistência à compressão (< 31 MPa) quando comparadas ao controle, sem PRFV. Entretanto, os resultados de resistência permitem a aplicação dos pavers em lugares com tráfego leve ou mesmo em calçadas, com a vantagem de a peça ser mais leve.

Abstract The use of polymers in industry is expanding, especially glass fiber reinforced polymers (GFRP). The production process of GFPR parts generates significant amounts of waste, which then needs to be disposed of in industrial landfills, which both generates financial costs for the industrial sector and constitutes an environmental problem. The search for solutions that incorporate the waste either in the process or as a substitute for raw materials is one of the current concerns of research into materials. This study evaluates the application of GFRP waste in concrete mixtures for the production of interlocking pavers. The waste presented fine aggregate granulometry, with a fineness modulus of 1.71. The morphology revealed a heterogenous surface, with granules of different sizes and smooth and elongated stems. The partial replacement of sand by GFRP residue (5%, 10% and 15%) resulted in pavers with lower compressive strength (< 31 MPa) when compared to the control specimens without GFRP, however, the strength results allow the application of pavers in places with light traffic or on sidewalks, with the advantage that these pavers are lighter.

ABSTRACT No-tillage system (NTS) plays a prominent role in conservation agriculture, however, its benefits can be further improved by adopting complementary soil management and conservation practices, such as using autumnal cover crops, contour seeding, and terraces. This study aimed to evaluate how soil biological activity responds to soil management and conservation systems. The treatments consisted of three macroplots with an area of 11.000 m2 each, as follows: a) Non-Terraced catchment (NTC), cultivated in NTS similar to most farmers of the region, in which the agricultural operations are carried out in the direction of the slope and without terraces used; b) Best Management Practices (BMPs) were adopted in NTS with additional autumnal cultivation of cover crops, and also the direction of machine traffic was transverse to the slope direction; and c) Terraced catchment (TC), cultivated in NTS was associated to mechanical practices to erosion control, using wide base terrace on level. Soil microbial properties sampled in the 0.00-0.10 m layer were evaluated during 2019, 2020, and 2021, all shortly after the summer crop harvest. Natural inoculum potential of arbuscular mycorrhizal fungi (AMF), respirometry, metabolic coefficient, acid phosphatase activity, and organic carbon and nitrogen in the microbial biomass were assessed. Averages of each microbiological properties were compared through the confidence intervals (p<0.05). The results showed a greater potential for AMF inoculum in BMPs and TC systems. The NTC showed the highest values of respirometry and metabolic quotient, releasing 31.7 and 27.3 % more CO2 compared to BMPs and TC, respectively. The BMPs and TC were able to retain 13.8 and 16.5 % more carbon in the microbial biomass and 8.0 and 8.8 % more nitrogen in the biomass than NTC, respectively. Adopting soil management and conservation practices such as autumn cover crops, level seeding, and wide base terrace on level improved the soil microbial properties, with an increase in AMF inoculum potential, higher levels of acid phosphatase activity, and increment of carbon and nitrogen in microbial biomass. Notillage No tillage (NTS agriculture however crops seeding systems 11000 11 000 11.00 follows NonTerraced Non , (NTC) region used b (BMPs c (TC) control 0.000.10 000010 0.00 0.10 0 00 10 0.00-0.1 2019 2020 2021 harvest AMF, (AMF) coefficient assessed p<0.05. p005 p p<0.05 . 05 (p<0.05) quotient 317 31 7 31. 273 27 3 27. CO respectively 138 13 8 13. 165 16 5 16. 80 8. 88 1100 1 11.0 (NTC (TC 0.000.1 00001 0.0 010 0.1 0.00-0. 201 202 (AMF p00 p<0.0 (p<0.05 2 110 11. 0.000. 0000 0. 01 0.00-0 20 p0 p<0. (p<0.0 0.000 0.00- p<0 (p<0. p< (p<0 (p< (p

ABSTRACT Communication with UAV (Unmanned Aerial Vehicle) can be organized using terrestrial radio (high efficiency, but limited in terms of service area) and satellite (global coverage area, but large delay in propagation of radio signals) communication networks. Their integration will ensure high efficiency and reliability of information interaction with UAV. The task of dynamic control of information flows to ensure the specified characteristics is relevant. The article analyzes the algorithm for managing information flows when a communication session with UAV is performed through that segment of the network (terrestrial or satellite one), which at the moment will provide the maximum efficiency of information delivery. A mathematical model of information exchange in this integrated communication network as a queuing network with Poisson incoming traffic and exponential distribution of the volume of transmitted information has been developed. Ratios are obtained for calculating the average network delay depending on the ratio between throughputs of satellite and terrestrial segments of integration of the communication network. The proposed model allows selecting the required bandwidth of satellite and terrestrial segments of communication networks, where the specified requirements for the speed of information delivery are provided. The use of dynamic flow control can significantly increase the efficiency of information exchange with UAV. Unmanned Vehicle area global signals networks relevant one, one , one) developed provided

BACKGROUND: In view of limited funding, research and development (R) investment needs to be optimised for future impact. Road transport R is complex and vary from road materials, design and traffic control to safety OBJECTIVES: Future drivers, trends and technologies in the South African road transport sector were determined and rated. Causal loop diagrams (CLDs) were used to determine how they will influence the sector and potential future R focus areas METHOD: Literature reviews, stakeholder interviews and workshops assessed the prevailing state of the sector and identified and rated the drivers, trends and technologies that will impact it. A novel method for structured technology foresight using CLDs was used to analyse the interrelationship between these elements and to determine the gaps in knowledge and the technologies required to position the sector for the future RESULTS: Eighteen mega-drivers, 28 industry drivers, 53 trends and 79 key technologies were identified and rated by 98 workshop participants. The CLD analysis provided insight into the characteristics of the transport system and enhanced the understanding of the complexity of the system. Research focus areas were identified to position the transport sector for the future CONCLUSION: Causal loop diagrams were used effectively to demonstrate the interrelationships between and influence of drivers, trends and technologies on the transport sector and to identify gaps in knowledge CONTRIBUTION: The current and future drivers, trends and technologies in the transport sector were identified and CLDs used to assess the relationships between them which led to the identification of new focus areas for R