Colector de pluviales y aparcamiento en la calle Camí l'Algar. Término Municipal de Altea

El colector de pluviales existente en Altea presenta unas captaciones que son insuficientes para captar toda la escorrentía procedente de las subcuencas vertientes, por lo que se producen desbordamientos de la capacidad de una captación concreta que produce una escorrentía considerable hacia el núcleo urbano de Altea que dificulta la vida urbana durante periodos lluviosos. El proyecto desarrolla un sistema de drenaje situado en la calle Camí l'Algar que capta toda la escorrentía no captada aguas arriba. Además se urbaniza el aparcamiento situado en dicha calle con doble finalidad: adaptar el mismo a los usos que presenta (ya que actualmente se utiliza como aparcamiento pero es un erial) y por otro asfaltar su superficie con el fin de evitar arrastres a la red de pluviales que se proyecta

Nuevos modelos de negocio en el ámbito de la aviación comercial. El modelo long tail

[ES] Este TFM busca responder la pregunta de si la aerolínea española Volotea sigue un modelo de negocio diferente a los definidos en la literatura consultada. Para ello, se lleva a cabo una comparación de dicha aerolínea con otras aerolíneas que seguro siguen modelos de negocio que, en principio, podrían encajar con las operaciones de Volotea. En primer lugar, pues, se expondrá la revisión de literatura. Esta incluirá tanto una aclaración de qué es y para qué sirve un modelo de negocio, como los principales modelos de negocio de aviación comercial. A continuación, se justificará cuáles de los modelos de negocio expuestos son relevantes para la comparación y por qué. Asimismo, se detallarán las aerolíneas escogidas para representar cada uno de estos modelos de negocio y los parámetros que se pondrán a examen. Se plantea la estructura a seguir del trabajo y las fuentes que se utilizarán. Siguiendo la metodología explicada, se obtendrán las conclusiones pertinentes para cada tipo de modelo de negocio y se contrapondrán con las de Volotea. Los resultados sugieren que las operaciones de Volotea son, en efecto, sustancialmente diferentes. Su búsqueda de economías de alcance mediante la operación de una cantidad significativa de rutas de baja demanda, en lugar de centrarse en los mercados de demanda alta, permite darle un nombre que se halla en el ámbito de estudios de modelos de negocio: el modelo de negocio de larga cola (Long Tail) en aviación.[EN] This thesis examines whether the Spanish airline Volotea follows a business model different from those defined in the literature, by using a comparative assessment of parameters. In the first place, the literature review is presented to provide some context to the subject of research. This includes both an explanation of what a business model is and what it is useful for; as well as the main commercial aviation business models. Then, the choice of business models considered relevant to the comparison is justified. Additionally, the airlines chosen to represent each of these business models and the parameters used to categorize or measure the characteristics of each airline are examined. The results include the comparison of the airlines as the different parameters are analysed. These suggest that Volotea¿s operations are indeed substantially different. Its search of economies of scope in the operation of a significant amount of low-demand routes, rather than the focus in high traffic markets, provides it a name found in the field of business model studies: the Long Tail business model in aviation.García Torregrosa, AM. (2020). Nuevos modelos de negocio en el ámbito de la aviación comercial. El modelo long tail. Universitat Politècnica de València. http://hdl.handle.net/10251/148033TFG

Influence of Lane Width on Semi-Autonomous Vehicle Performance

[EN] In the medium-term, the number of semi-autonomous vehicles is expected to rise significantly. These changes in vehicle capabilities make it necessary to analyze their interaction with road infrastructure, which has been developed for human-driven vehicles. Current systems use artificial vision, recording the oncoming road and using the center and edgeline road markings to automatically facilitate keeping the vehicle within the lane. In addition to alignment and road markings, lane width has emerged as one of the geometric parameters that might cause disengagement and therefore must be assessed. The objective of this research was to study the impact of lane width on semi-autonomous vehicle performance. The automatic lateral control of this type of vehicle was tested along 81 lanes of an urban arterial comprising diverse widths. Results showed that the semi-autonomous system tended to fail on narrow lanes. There was a maximum width below which human control was always required-referred to as the human lane width-measuring 2.5 m. A minimum width above which automatic control was always possible-the automatic lane width-was established to be 2.75 m. Finally, a lane width of 2.72 m was found to have the same probability of automatic and human lateral control, namely the critical lane width. Following a similar methodology, these parameters could be determined for other vehicles, enhancing the interaction between autonomous vehicles and road infrastructure and thus supporting rapid deployment of autonomous technology without compromising safety.García García, A.; Camacho-Torregrosa, FJ. (2020). Influence of Lane Width on Semi-Autonomous Vehicle Performance. Transportation Research Record. 2674(9):279-286. https://doi.org/10.1177/0361198120928351S27928626749Lu, Z., Zhang, B., Feldhütter, A., Happee, R., Martens, M., & De Winter, J. C. F. (2019). Beyond mere take-over requests: The effects of monitoring requests on driver attention, take-over performance, and acceptance. Transportation Research Part F: Traffic Psychology and Behaviour, 63, 22-37. doi:10.1016/j.trf.2019.03.018Dogan, E., Rahal, M.-C., Deborne, R., Delhomme, P., Kemeny, A., & Perrin, J. (2017). Transition of control in a partially automated vehicle: Effects of anticipation and non-driving-related task involvement. Transportation Research Part F: Traffic Psychology and Behaviour, 46, 205-215. doi:10.1016/j.trf.2017.01.012Shen, S., & Neyens, D. M. (2017). Assessing drivers’ response during automated driver support system failures with non-driving tasks. Journal of Safety Research, 61, 149-155. doi:10.1016/j.jsr.2017.02.009Du, X., & Tan, K. K. (2016). Comprehensive and Practical Vision System for Self-Driving Vehicle Lane-Level Localization. IEEE Transactions on Image Processing, 25(5), 2075-2088. doi:10.1109/tip.2016.2539683Du, X., & Tan, K. K. (2015). Vision-based approach towards lane line detection and vehicle localization. Machine Vision and Applications, 27(2), 175-191. doi:10.1007/s00138-015-0735-5Favarò, F., Eurich, S., & Nader, N. (2018). Autonomous vehicles’ disengagements: Trends, triggers, and regulatory limitations. Accident Analysis & Prevention, 110, 136-148. doi:10.1016/j.aap.2017.11.00

Analysis of the Influence of Geometric Design Consistency on Vehicle CO2 Emissions

[EN] Highway vehicles driving on rural roads account for more than 50% of all CO2 emissions produced by the transportation sector in Europe. Although the policy measures to mitigate Greenhouse Gas emissions are increasing, these do not include policies aimed at reducing emissions by means of highway geometric design, which significantly influences drivers¿ speeds and accelerations and, consequently, plays a major role on fuel consumption and emissions. Therefore, the main objective of this research is to study the influence of the geometric design consistency on vehicle CO2 emissions. To do this, continuous speed data were collected on 47 homogeneous road segments by means of Global Positioning System devices. Vehicle CO2 emissions were estimated by applying the VT-micro model, whereas geometric design consistency was assessed considering different global consistency models. As a conclusion, vehicle CO2 emissions decreases as the consistency level of a homogeneous road segment increases. Specifically, a good consistency road segment has been found to present an emission rate 20-30% lower than a poor-consistent one. Therefore, the design of consistent roads allows, in addition to maximize road safety, to help to achieve more environmentally sustainable highways, reducing CO2 emission production.The presented study is part of the research project titled “CASEFU – Estudio experimental de la funcionalidad y seguridad de las carreteras convencionales” (TRA2013-42578-P), subsidized by the Spanish Ministryof Economy, Industry, and Competitiveness and the European Social Fund. In addition, authors would like to thank Professor Hesham A. Rakha, Virginia Tech (USA), for providing the VT-Micro model and assessing the authors in its use to obtain outcomes.Llopis-Castelló, D.; Camacho-Torregrosa, FJ.; García García, A. (2019). Analysis of the Influence of Geometric Design Consistency on Vehicle CO2 Emissions. Transportation Research Part D Transport and Environment. 69:40-50. https://doi.org/10.1016/j.trd.2019.01.029S40506

Development of a global inertial consistency model to assess road safety on Spanish two-lane rural roads

[EN] The most important factors for road crash occurrence are infrastructure, vehicle, and human factors. In fact, infrastructure and its interaction with human factor have been thoroughly studied in recent years through geometric design consistency, which can be defined as how drivers¿ expectations and road behavior relate. Global consistency models were calibrated in the last decade to assess road safety on an entire homogeneous road segment. However, none of them include the underlying consistency phenomenon in their formulation. Recently, a new model was developed based on the difference between the inertial operating speed profile, which represents drivers¿ expectancies, and the operating speed profile, which represents road behavior. While the operating speed represents the estimated operating speed for every location along the road, the inertial operating speed aggregates for every station the operating speed effect along some distance already covered by drivers. The authors hypothesized that this `aggregation effect¿ was connected to drivers¿ expectancies, which proved to be true based on the best model fitted. However, the exact distance (or time) that should be considered to estimate the inertial operating speed still remains unknown. This paper aims to complete this model, analyzing how the inertial operating speed varies depending on different distances and periods of time. This impact is measured considering the reliability of the corresponding consistency model. The paper also covers how the inertial operating speed should be determined along the final distance or time. For this, a total of 184 homogeneous road segments along 650¿km in Spain were used.The study presented in this paper is part of the research project titled "CASEFU - Estudio experimental de la funcionalidad y seguridad de las carreteras convencionales" (TRA2013-42578-P), subsidized by the Spanish Ministry of Economy, Industry and Competitiveness and the European Social Fund. In addition, the authors would like to thank the Department of Housing, Public Works and Spatial Planning of the Valencian Regional Government and the Traffic Department of the Spanish Government, which provided traffic and crash data, respectively.Llopis-Castelló, D.; Camacho-Torregrosa, FJ.; García García, A. (2018). Development of a global inertial consistency model to assess road safety on Spanish two-lane rural roads. Accident Analysis & Prevention. 119(October 2018):138-148. https://doi.org/10.1016/j.aap.2018.07.018S138148119October 201

Calibration of the inertial consistency index to assess road safety on horizontal curves of two-lane rural roads

[EN] One of every four road fatalities occurs on horizontal curves of two-lane rural roads. To this regard, many studies have been undertaken to analyze the crash risk on this road element. Most of them were based on the concept of geometric design consistency, which can be defined as how drivers¿ expectancies and road behavior relate. However, none of these studies included a variable which represents and estimates drivers¿ expectancies. This research presents a new local consistency model based on the Inertial Consistency Index (ICI). This consistency parameter is defined as the difference between the inertial operating speed, which represents drivers¿ expectations, and the operating speed, which represents road behavior. The inertial operating speed was defined as the weighted average operating speed of the preceding road section. In this way, different lengths, periods of time, and weighting distributions were studied to identify how the inertial operating speed should be calculated. As a result, drivers¿ expectancies should be estimated considering 15¿s along the segment and a linear weighting distribution. This was consistent with drivers¿ expectancies acquirement process, which is closely related to Short-Term Memory. A Safety Performance Function was proposed to predict the number of crashes on a horizontal curve and consistency thresholds were defined based on the ICI. To this regard, the crash rate increased as the ICI increased. Finally, the proposed consistency model was compared with previous models. As a conclusion, the new Inertial Consistency Index allowed a more accurate estimation of the number of crashes and a better assessment of the consistency level on horizontal curves. Therefore, highway engineers have a new tool to identify where road crashes are more likely to occur during the design stage of both new two-lane rural roads and improvements of existing highways.The study presented in this paper is part of the research project titled "CASEFU - Estudio experimental de la funcionalidad y seguridad de las carreteras convencionales" (TRA2013-42578-P), subsidized by the Spanish Ministry of Economy, Industry and Competitiveness and the European Social Fund. In addition, the authors would like to thank the Department of Housing, Public Works and Spatial Planning of the Valencian Regional Government and the Traffic Department of the Spanish Government, which provided traffic and crash data, respectively.Llopis-Castelló, D.; Camacho-Torregrosa, FJ.; García García, A. (2018). Calibration of the inertial consistency index to assess road safety on horizontal curves of two-lane rural roads. Accident Analysis & Prevention. 118(September 2018):1-10. https://doi.org/10.1016/j.aap.2018.05.014S110118September 201

Development of radiation sources based on CAD models for the nuclear analysis of IFMIF-DONES lithium loop

This study has been financed/supported by the University of Granada (Spain), the Regional Government of Andalusia through the project "TAN19_UGR_IFMIF-DONES" and the European Regional Development Fund (ERDF) "A way to make Europe"/ "Andalusia moves with Europe".IFMIF-DONES is a neutron source designed to irradiate materials to be used in future fusion power reactors such as DEMO. The facility is based on a deuteron beam impinging onto a liquid lithium jet to generate the neutron flux. Lithium and Corrosion Products will get activated and produce Be-7 and Activated Corrosion Products (ACP). These products will be distributed along the lithium loop, both dissolved in lithium and deposited locally. This complex gamma source should be properly represented to perform radiological safety studies. A new tool, called CAD2CDGS, was created to represent these sources. This tool creates decay gamma sources based on CAD geometries and codifies them into CDGS format. Sources are specified in the CAD model, allowing a user-friendly approach. The tool is based on Open-Source tools (FreeCAD) and EUROfusion codes (cR2S European SDDR tool). In this article the CAD2CDGS tool methodology, inputs and workflow are explained. Two verification tests have been done to check the correctness. Finally, it is demonstrated the applicability of the tool to IFMIF-DONES, with the radiological zoning analysis of the rooms surrounding the Lithium Loop Cell impact by the Be-7 and ACP.University of GranadaRegional Government of Andalusia "TAN19_UGR_IFMIF-DONES"European Regional Development Fund (ERDF

From the Vehicle-Based Concept of Operational Design Domain to the Road-Based Concept of Operational Road Section

[EN] Automated vehicles are designed to maintain both longitudinal and transverse control along a road section under certain favorable conditions. The conditions that ensure a safe operation of an automated vehicle are referred to as Operational Design Domain (ODD). So far, the concept of ODD has focused on the automated vehicle and how it is designed to operate autonomously and safely under certain conditions. However, Road Administrations and Operators would be probably more interested in formulating the concept of ODD from the road standpoint, identifying the sections that really allow an optimal and safe operation for all automated vehicles. Hence, this study introduces the concept of Operational Road Section (ORS) that is defined as a road section that is compatible with all automated vehicles¿ ODDs. This would result in very low disengagements of SAE Level 2 and 3 vehicles, and no disengagements at all of any SAE Level 4 vehicle, as long as their conditions do not vary. These road sections are determined as the overlapping of all the ODDs corresponding to all the automated vehicles traveling through a road segment. The concept of ORS will play a key role in the identification of the road features that promote a safe automated driving. With this information, Road Administrations and Operators could (a) establish improvement actions for extended automated operation and thus longer ORSs; and (b) manage driving restrictions to certain driving automation systems. Finally, a case study is presented showing the applicability of the ORS concept on a two-lane rural road segment.This research is part of the PIARC's Special Project "Smart Roads Classification," funded by World Road Association-PIARC.García García, A.; Llopis-Castelló, D.; Camacho-Torregrosa, FJ. (2022). From the Vehicle-Based Concept of Operational Design Domain to the Road-Based Concept of Operational Road Section. Frontiers in Built Environment. 8:1-8. https://doi.org/10.3389/fbuil.2022.90184018

How to incorporate automated vehicles on Road Safety Audits

[EN] Road Safety Audit (RSA) has proved to be one of the best road safety management procedures for design, construction, and maintenance of existing and new road infrastructure. At the beginning, the safety review only focused on motor vehicles and the human driver. Later, as well as nowadays, procedures are also applied to the needs for all vulnerable road users, taking into account that each of the groups (pedestrians, cyclists, motorcyclists) has its own specific requirements. The new and better capabilities of automated vehicles should be in accordance to road technical features, such as geometry, sight distance, signs, and markings. However, the corresponding standards were developed for human driving, and therefore they must be adapted to the new systems without losing compatibility with lower automation levels. While considerable research effort has been carried out for the digital infrastructure, only some studies have been carried out for the physical one with interesting findings that deserve to be incorporated into RSA procedures, such as: new available and required stopping sight distance; new automated speed as the maximum speed that allows the automated system to maintain the longitudinal and lateral control; readable road markings and road signs to facilitate recognition by both human drivers and connected and automated vehicles; etc. The main objective is to achieve the optimal performance of Advanced Driver Assistance Systems (ADAS). The main result of this study is a first proposal for a new chapter to be included in the checklists to carry out road safety audits for the different stages and road safety inspections.Camacho-Torregrosa, FJ.; García García, A.; Llopis-Castelló, D. (2021). How to incorporate automated vehicles on Road Safety Audits. Universidad de Burgos. 3113-3134. http://hdl.handle.net/10251/1913473113313