Energy-efficient acceleration of MPEG-4 compression tools

We propose novel hardware accelerator architectures for the most computationally demanding algorithms of the MPEG-4 video compression standard-motion estimation, binary motion estimation (for shape coding), and the forward/inverse discrete cosine transforms (incorporating shape adaptive modes). These accelerators have been designed using general low-energy design philosophies at the algorithmic/architectural abstraction levels. The themes of these philosophies are avoiding waste and trading area/performance for power and energy gains. Each core has been synthesised targeting TSMC 0.09 μm TCBN90LP technology, and the experimental results presented in this paper show that the proposed cores improve upon the prior art

The transaction pattern through automating TrAM

Transaction Agent Modelling (TrAM) has demonstrated how the early requirements of complex enterprise systems can be captured and described in a lucid yet rigorous way. Using Geerts and McCarthy’s REA (Resource-Events-Agents) model as its basis, the TrAM process manages to capture the ‘qualitative’ dimensions of business transactions and business processes. A key part of the process is automated model-checking, which CG has revealed to be beneficial in this regard. It enables models to retain the high-level business concepts yet providing a formal structure at that high-level that is lacking in Use Cases. Using a conceptual catalogue informed by transactions, we illustrate the automation of a transaction pattern from which further specialisations impart a tested specification for system implementation, which we envisage as a multi-agent system in order to reflect the dynamic world of business activity. It would furthermore be able to interoperate across business domains as they would share the generalised TM as a pattern.</p

Geometrical and functional criteria as a methodological approach to implement a new cycle path in an existing Urban Road Network: A Case study in Rome

Most road accidents occur in urban areas and notably at urban intersections, where cyclists and motorcyclists are the most vulnerable. In the last few years, cycling mobility has been growing; therefore, bike infrastructures should be designed to encourage this type of mobility and reduce motorized and/or private transport. The paper presents a study to implement a new cycle path in the existing cycle and road network in Rome, Italy. The geometric design of the new path complies with Italian standards regarding the technical characteristics of bicycle paths, while the Highway Capacity Manual has been considered for the traffic analysis. In particular, a before-after approach has been adopted to examine and compare the traffic flow at more complex and congested intersections where the cycle path will pass. Trams, buses, cars, bikes and pedestrians were the traffic components considered in each analysis. The software package PTV VISSIM 8 allowed the simulations of traffic flows at traffic-light intersections; an original linear process has been proposed to model dynamic intelligent traffic controls, which are not admitted by the software used. The traffic analysis allowed the identification of the best option for each of the five examined intersections. Particularly, the maximum queue length value and the total number of passed vehicles have been considered in order to optimize the transport planning process. The results of this study highlight the importance of providing engineered solutions when a cycle path is implemented in a complex road network, in order to avoid negative impacts on the citizens and maximize the expected advantages

The Design and Implementation of the RPC Device Drivers

The RPC project group is investigating high performance communication network interface structures which are compatible with existing operating systems, in this instance SunOS 4.1 Unix. The use of parallel processing in the marshalling and unmarshalling of RPC arguments together with direct I/O to and from the user's data area and early scheduling of user processes, are expected to give a higher throughput than more traditional implementations. The network front end comprises PC based TRAM's. The Unix machine is a Sun SPARC1+ running SunOS 4.1.3. The interconnection between the two systems is by the SCSI bus. To implement this structure requires a kernel device driver to act as a bridge between the Unix environment on the SPARC station and the TRAM's in the PC. This report describes the structure and implementation of this device driver, showing the design adopted to provide multiple rpc interfaces over a single SCSI bus

Synergy between public space politics and mobility strategies

¿Hasta qué punto y en qué circunstancias movilidad, como aspecto funcional e inevitable del entorno humano, se puede convertir en un elemento afirmativo de espacio público dándole un nuevo significado y un valor añadido? Diálogo entre movilidad y espacio público se puede explicar mediante la comprensión de las estrategias de movilidad como partidario de la integración de diferentes lógicas urbanas, observando infraestructura como un elemento de configuración de espacio público y al cuestionar transporte como pivote del carácter e identidad de espacio público. El objetivo principal de esta discusión es la integración urbana y contextual de los sistemas de transporte vistos como confluencias de lógica urbana y lógica de transporte desarrolladas como una sola expresión. Armonizando esta paradoja es posible crear sinergias entre espacio público y transporte que ganan nuevas dimensiones.Up to which point and under which circumstances mobility, as a functional and an inevitable aspect of the human environment, can become an affirmative element of public space giving it a new significance and an additional value? Dialog between mobility and public space can be explained by understanding mobility strategies as a supporter of integration of different urban logics, by observing infrastructure as an element of public space configuration and by questioning transport as a pivot of public space character and identity. The main focus of this discussion is on mobility lines, specifically urban and contextual integration of transport systems seen as a crossroads between urban and transport logic, developed as a single expression. Harmonizing this paradox it is possible to create synergies between public space and mobility which gain new dimensions

Keys to effective transit strategies for commuting

Commuting poses relevant challenges to cities\u2019 transport systems. Various studies have identified transit as a tool to enhance sustainability, efficiency and quality of the commute. The scope of this paper is to present strategies that increase public transport attractiveness and positively impact its modal share, looking at some case studies and underlining key success factors and possible elements of replica to be ultimately planned in some of the contexts of the Interreg project SMART-COMMUTING. The strategies analyzed in this paper concern prices and fares, service expansion, service improvements, usage of vehicle locators and other technology, changes to the built environment. Relevant gains in transit modal share are more easily achievable when considering integrations between various strategies, thus adapting and tailoring the planning process to the specific context

Council of the Baltic Sea States: The Role of a Sustainable and Prosperous Region in Bringing Science Diplomacy Forward. EL-CSID Working Paper Issue 2018/19 • July 2018

2017 has been a year full of promising major milestones for the future EU Science Diplomacy Strategy. At the beginning of 2017, the Directorate-General for Research and Innovation (DG RTD) of the European Commission released a thought-provoking report Tools for an EU science diplomacy (Van Langenhove, 2017). This publication was accompanied with a recognition among some parts of the academic circles and practitioners that the "Union is in process of reinforcing its diplomacy for science (the classical international S&T cooperation), while developing a genuine science for diplomacy" (López de San Román & Schunz, 2018, p. 262). Later on others have called the subsequent developments a worldwide "jump on the “science diplomacy” bandwagon" (Penca, 2018, p. 1). In the Baltic Sea Region setting, on 20 June 2017, the Reykjavík Ministerial of the Council of the Baltic Sea States (CBSS) took place and resulted in a Declaration on the Occasion of the 25th Anniversary of the CBSS (CBSS, 2017), as well as the endorsement of Realizing the Vision: Baltic 2030 Action Plan (CBSS Secretariat, 2017), which serves as "a solid basis for concrete CBSS action to meet the Sustainable Development Goals at regional level" (CBSS, 2017, p. 2). The report Tools for an EU science diplomacy outlines promising recommendations for further assembly of cases, which might serve as reference points or potential sources of inspiration once crafting the main structures and guidance enshrined in the upcoming 'EU Science Diplomacy Strategy'. As it will be outlined in subsequent paragraphs, the CBSS-endorsed multilateral cooperation initiatives have spurred various macro-regional dynamics of implicit science diplomacy,1 which might serve as a source of inspiration in the crafting of certain elements for the forthcoming strategy

AMTV headway sensor and safety design

A headway sensing system for an automated mixed traffic vehicle (AMTV) employing an array of optical proximity sensor elements is described, and its performance is presented in terms of object detection profiles. The problem of sensing in turns is explored experimentally and requirements for future turn sensors are discussed. A recommended headway sensor configuration, employing multiple source elements in the focal plane of one lens operating together with a similar detector unit, is described. Alternative concepts including laser radar, ultrasonic sensing, imaging techniques, and radar are compared to the present proximity sensor approach. Design concepts for an AMTV body which will minimize the probability of injury to pedestrians or passengers in the event of a collision are presented

Efficient hardware architectures for MPEG-4 core profile

Efficient hardware acceleration architectures are proposed for the most demandingMPEG-4 core profile algorithms, namely; texture motion estimation (TME), binary motion estimation (BME)and the shape adaptive discrete cosine transform (SA-DCT). The proposed ME designs may also be used for H.264, since both architectures can handle variable block sizes. Both ME architectures employ early termination techniques that reduce latency and save needless memory accesses and power consumption. They also use a pixel subsampling technique to facilitate parallelism, while balancing the computational load. The BME datapath also saves operations by using Run Length Coded (RLC) pixel addressing. The SA-DCT module has a re-configuring multiplier-less serial datapath using adders and multiplexers only to improve area and power. The SA-DCT packing steps are done using a minimal switching addressing scheme with guarded evaluation. All three modules have been synthesised targeting the WildCard-II FPGA benchmarking platform adopted by the MPEG-4 Part9 reference hardware group

Development of a new approach for predicting tram track degradation based on passenger ride/comfort data

These days tram as a type of the public transport system has become popular because of its attractive features such as road usage efficiency, low emission of pollutants, reduction in traffic congestion and efficiency in capital costs and maintenance expenses compared to private cars. For the case study, the Melbourne tram network, which is the longest tram network in the world, has been targeted. Melbourne tram system consists of 493 trams, 24 routes, and 1,763 tram stops. According to the operator of the Melbourne tram network, the total number of patronage in 2017-2018 was 206.3 million. In parallel with the annual increase in tram demand and patronage, tram infrastructure systems need to bear more stresses and traffic pressure. Track degradation is a common problem in the area of tram track infrastructure. One of the main aspects of track degradation is the presence of irregularity in track geometric parameters. In order to deal with degradation problems, tram track infrastructure maintenance management systems have been developed for design and implementation of maintenance works and renewal activities. Track degradation prediction models are the core and the main part of these management systems. Without accurately predicting the future condition of tram tracks, designing and providing preventive maintenance strategies are not feasible. In this research, the collected data which cover six sequential years (2010 to 2015) have been analysed and influencing parameters in tram track degradation have been identified. Gauge and twist were identified as the influencing track geometry parameters in the tram track degradation. Besides that, track surface and rail support as structural parameters were identified as significant parameters in prediction of future track geometry parameters and consequently tram track degradation. In order to develop tram track degradation prediction models and according to the successful experience of the previous studies, three types of prediction models including Artificial Neural Network (ANN), Support Vector Machine (SVM) and Random Forest Regression (RFR) models have been created. According to the results, RFR models provide better predictions in terms of the performance indicators including the coefficient of determination and Root Mean Squared Error (RMSE) compared to the ANN and SVM models. In this research, based on the Melbourne tram track dataset, a new track degradation index has been proposed. Track degradation indices can be used as an indicator of rail condition concerning the risk of damage or failure over a period of time. The index can be applied in establishing a sustainable tram track maintenance management system. The new index composed of two main parts including the mean value of the geometry deviation and the average differential geometry deviation. The proposed index has been compared with three major track geometry degradation indices. For this purpose, the predictability performance of the indices has been considered. In this regard, the Pearson correlation analysis was applied to previous and current values of the indices. According to the results, the correlation coefficient of the proposed index was higher than the other indices. The finding of the evaluation presented that the proposed index can be used as an effective measure for the assessment of the geometric condition of tram tracks. In this research, a new approach has been proposed to predict the tram track degradation were which is cost-effective and can be carried out repeatedly without imposing delay to tram services. Conventional approaches are mainly based on the previous track geometry parameters which have been discussed in this research. In the new approach, passenger ride comfort data or acceleration data has been used to predict the future condition of track geometry parameters which has been represented by the tram track degradation index. For developing the degradation prediction models, the previous models which have been used to predict the degradation based on the track geometry parameters were applied. The future degradation index has been targeted as the target variable and acceleration parameter besides the structural parameters have been used as the explanatory variables. According to the results of the evaluation, the RFR model can predict the future degradation index with approximately 10 percent higher R2 and 9 percent lower prediction error compared to other developed models. In this research two methods for predicting the future tram track degradation index, first was the method based on the previous track geometry parameters and the second was the method based on the acceleration data, have been presented. According to the results of the degradation index prediction based on the previous track geometry parameters, RMSE was 0.35 and R2 value was 0.95. On the other hand, for the prediction based on the acceleration data, RMSE was 1.04 and R2 value was 0.74. The comparison of these methods shows that although the prediction error has been increased and R2 value has been decreased in the latest method, the values of the performance indicators are still in acceptable ranges. These results imply that the prediction of tram track degradation based on the acceleration data can be considered as a reliable method along with conventional tram track degradation prediction method for maintaining tram tracks. The proposed method can provide more predictions of potential future faults by reducing inspection costs and inspection intervals