By 2020 there will be 50 billion connected devices over the Internet. With the fast-increasing data traffic demand in both fixed and mobile networks, network operators need to migrate networks towards next generation solutions. The network migration requires the enormous investment in equipment and infrastructure, while the revenues are not expected to grow significantly. Therefore, one of the main challenges for network operators is to find out a proper cost-effective optical network solution that can match future high capacity demand and flexibly support multiple network services on a common network infrastructure. The first part of the thesis addresses the Active Optical Network (AON) and its migration strategies towards Next Generation Optical Access (NGOA) solutions. Several migration strategies are proposed from the perspective of network topology, data plane and control plane. A general methodology for Techno-Economic analysis has been developed and applied to the Total Cost of Ownership (TCO) calculation of different NGOA solutions. The thesis provides a complete cost evaluation of AON migration paths, which can be used by network operators to assess the economic feasibility of network migration. A converged Optical Transport Network (OTN) that can serve both fixed and mobile network services is beneficial from the cost-saving perspective. However, the different types of services, require different network performance. The second part of the thesis focuses on the investigation of the converged OTN that can be flexibly and timely adjusted to satisfy varying service conditions. A programmable OTN featured with Wavelength Division Multiplexing (WDM) in the data plane and Software Defined Networking (SDN) in control plane has been proposed. To demonstrate the benefits of the converged OTN, the thesis also provides a multi-domain orchestration architecture for the multiple network services.  The resource orchestration, across three network domains: OTN, mobile network and cloud, enables agile service creation and optimized resource allocation among the multiple domains. / <p>QC 20170512</p>

Submitted by Hellen Luz (hellencrisluz@gmail.com) on 2017-10-17T17:28:29Z No. of bitstreams: 2 license_rdf: 0 bytes, checksum: d41d8cd98f00b204e9800998ecf8427e (MD5) Dissertacao_SistemasFotovoltaicosAplicados.pdf: 4787980 bytes, checksum: e648f8f573c94b84fe7159d03300b672 (MD5) / Approved for entry into archive by Edisangela Bastos (edisangela@ufpa.br) on 2017-11-14T17:06:58Z (GMT) No. of bitstreams: 2 license_rdf: 0 bytes, checksum: d41d8cd98f00b204e9800998ecf8427e (MD5) Dissertacao_SistemasFotovoltaicosAplicados.pdf: 4787980 bytes, checksum: e648f8f573c94b84fe7159d03300b672 (MD5) / Made available in DSpace on 2017-11-14T17:06:59Z (GMT). No. of bitstreams: 2 license_rdf: 0 bytes, checksum: d41d8cd98f00b204e9800998ecf8427e (MD5) Dissertacao_SistemasFotovoltaicosAplicados.pdf: 4787980 bytes, checksum: e648f8f573c94b84fe7159d03300b672 (MD5) Previous issue date: 2016-05-22 / As operadoras de telecomunicações móveis enfrentam desafios contínuos de ampliação de capacidade e cobertura da rede, de forma a atender à demanda crescente por melhor qualidade de serviço e experiência dos usuários em aplicações móveis de alta velocidade. Estas frequentes melhorias têm sido seguidas pelo aumento sem precedentes do consumo de energia elétrica, que ocorre devido a densificação de redes móveis heterogêneas (HetNet – Heterogenous Network) através de small cells e consequente acréscimo do número de dispositivos no backhaul móvel. Ainda que seja considerada uma estratégia eficientemente energética, as small cells aumentam consideravelmente o consumo energético da HetNet, devido a expansão do backhaul, ameaçando seus benefícios e trazendo despesas relacionadas ao custeio com energia elétrica para as operadoras de rede móvel. Para esse problema, propõe-se a exploração de fontes de energia renováveis, em especial a fotovoltaica, que visa diversificar a matriz energética e mitigar o volume de emissões de CO2 na atmosfera terrestre. Assim, esta pesquisa tem o objetivo de fazer uma avaliação técnico-econômica para a aquisição, implantação e operação de sistemas fotovoltaicos no contexto de HetNets, considerando conjuntamente o consumo energético das redes de rádio, fronthaul e backhaul. A partir dos resultados evidencia-se viabilidade financeira quanto a adoção de estruturas fotovoltaicas quando comparada a fontes convencionais de geração de energia bem como sustentabilidade ambiental através da redução considerável das emissões de CO2. Além disso, uma análise de sensibilidade é conduzida mostrando que variáveis como preço do painel e custo do aluguel, pode impactar de maneira significativa o custo total de aquisição do sistema fotovoltaico. / Mobile telecommunications operators are facing continuous challenges in increasing the capacity and coverage of the network in a way that can meet the growing demand from the users for better quality of service and experience in high-speed mobile applications. These frequent improvements have been followed by an unprecedented rise in the consmption of electric energy caused by the densification of heterogeneous mobile networks (HetNet – Heterogenous Network) through small cells. As a result, there has been an increase in the number of devices in backhaul mobile technologies which are needed to connect all the base stations by means of the access layer in the network core. Although they can be regarded as an efficient energy strategy, the small cells lead to a considerable increase in the energy consumption of HetNet, owing to the expansion of backhaul and this threatens to undermine its benefits and incurs extra energy costs for the mobile network operators. It is proposed that this problem can be overcome by exploiting renewable eneergy sources, in particular the photovoltaic system. This is expected to diversify the energy matrix and reduce the volume of CO2 emissions, as well as being more viable in technical and economic terms than conventional sources of energy supply. Thus the aim of this research study is to make a techno-economic assessment of the feasibility of acquiring, installing, and operating photovoltaic systems in the context of heterogeneous mobile networks while taking account of the energy consumption of both the fronthaul and backhaul radio networks. On the basis of the results, evidence was found of the financial viability of adopting photovoltaic frameworks, as well as the environmental sustainability that can be achieved through a considerable reduction of CO2 emissions in the atmosphere.

This dissertation deals with selected areas within capital budgeting theory and practice. The first part is focused on possibilities how to improve traditional financial metrics as net present value and internal rate of return by using graphical tools for their interpretation. The main practical problem can be considered not the methodology itself, but the inability to predict future cash flows correctly. The special attention is paid to depreciation in connection with Czech accounting and tax legislation and its influence on capital decisions. The second part of the dissertation concentrates on real option analysis. The crucial difference between net present value and real options analysis is in how these methods deal with the risk. Mathematical approach is used to derive how the volatility and other parameters affect the theoretical value of an investment determined by real option. The more volatile the future cash flows are the higher theoretical value of the real option should be. Nevertheless, there are some exceptions that are analysed in this paper. In final chapter, total cost of ownership and real option analysis are used to evaluate option to switch from on-premise IT solution to cloud computing.

This master’s thesis deals with the selection and implementation of the new information system for managing orders in the company. Theoretical knowledge, procedures and methods are used as a basis for elaboration of the practical part. The analytical part focuses on the analysis of the current situation in the company and includes the assessment of the information system. The proposal part contains a two-round selection of a new information system based on established criteria and the implementation of the selected best solution. There is also the economic assessment of the costs and description of the expected benefits of the selected solution for the company.

The thesis aims to describe the selection of a new information system, which should lead to process streamlining and a boost in the number of customers at Rumburak s.r.o. The first chapter lays out the theoretical knowledge needed to tackle the task at hand. The following section analyzes the internal and external environment of the company and the implications thereof. The proposal portion contains a comparison of the available information systems and selects the best among them. It develops a schedule for the implementation of the new IS, along with identifying the benefits and economic evaluation of the entire proposal.

La sclérose en plaques est une maladie dégénérative qui peut affecter la vision ainsi que différentes structures du système visuel afférent. La partie de l'oeil plus souvent affectée par la sclérose en plaques est le nerf optique, sous forme de névrite optique. Une technologie, nommée TCO (tomographie par cohérence optique), permet de prendre une image du nerf optique et de ses fibres nerveuses qui s'étendent sur la rétine. Dans cette thèse, la TCO a permis d’obtenir une épaisseur des fibres nerveuses autour du nerf optique, ainsi qu’une épaisseur totale de la macula et de la couche de cellules ganglionnaires chez les patients atteints de sclérose en plaques, avec et sans histoire de nérite optique, et chez un groupe de patients contrôle. Les résultats démontrent que seule l’épaisseur de la couche de cellules ganglionnaires permet de différentier les patients avec sclérose en plaques sans histoire de névrite optique des patients contrôle. Une deuxième étude a évalué la qualité visuelle en mesurant la sensibilité aux contrastes ainsi que la qualité de vie reliée à la vision avec un questionnaire de qualité de vie. Les résultats démontrent qu’une nouvelle charte de sensibilité aux contrastes, plus facile à administrer en clinique, permet aussi de différentier les patients sans névrite optique du groupe contrôle. De plus, la qualité de vie des patients ayant eu un épisode de névrite optique semble significativement affectée, même si le pronostic est considéré très favorable et que l’acuité visuelle est « bonne » suite à une névrite optique. En conclusion, l’utilisation de l’OCT en plus de mesures sensibles de fonction visuelle, telle la sensibilité aux contrastes, et de qualité de vié peuvent contribuer à mieux détecter des dysfonctions oculo-visuelles subtiles, mais importantes chez les patients atteints de sclérose en plaques. / Multiple sclerosis (MS) is the most common neurological condition causing disability in working-age adults. The hallmark of MS related disability is axonal loss. Through new technologies, such as optical coherence tomography (OCT), the retinal nerve fibre layer (RNFL), composed of ganglion cell axons, can be visualized and studied non-invasively in cross-section. Furthermore, recent OCT advances allow precise retinal layer segmentation and macular imaging of the ganglion cell layer. In this thesis, these different OCT parameters were measured to see which layers would be most affected in MS patients without previous optic neuritis. Results show that macular ganglion cell layer thickness is the only OCT parameter that can differentiate this sub-group of patients from healthy controls. Visual function was then assessed using a newly available, easy to use contrast sensitivity chart that can be self-administered by patients. Results show that this chart is also capable of differentiating MS patients without optic neuritis from controls, but usually gives better contrast sensitivity scores than the Mars chart. Lastly, vision-specific quality of life was assessed and proved to be reduced in MS patients with prior optic neuritis, despite supposed favorable recovery and good visual acuity in patients with this diagnosis. In sum, the use of OCT imaging, as well as sensitive visual function and quality of life measures, could help detect subtle, yet important structural or functional visual changes in patients with MS. This could ultimately help better screen, manage and counsel this subset of patients.

[ES] Los estudios realizados en el pasado han demostrado que, a pesar de tener cero emisiones del tubo de escape, un vehículo completamente eléctrico tiene emisiones durante el ciclo de vida. El desarrollo tecnológico a lo largo de los años por parte de la humanidad ha llevado constantemente a un aumento de la dependencia energética. Desafortunadamente, esta energía proviene principalmente de fuentes fósiles. Uno de los principales consumidores de energía de origen fósil es la industria del transporte, que utiliza petróleo y diesel como combustibles. Estos combustibles se queman en motores de combustión interna para producir energía debido a su alto poder calorífico. Dado que estos son combustibles a base de carbono, genera dióxido de carbono durante el proceso, que es un gas de efecto invernadero. Por lo tanto, ha habido un seguimiento y una regulación muy estrictos de los tubos de escape de los automóviles a lo largo de los años. Recientemente, diferentes regiones del mundo han planeado prohibir la venta de vehículos convencionales basados en motores de combustión interna. Por lo tanto, vender solo vehículos con cero emisiones de escape, como vehículos eléctricos de batería y vehículos eléctricos de pila de combustible. Esto se debe principalmente a la intensidad de las emisiones de la combinación de electricidad, para alimentar las baterías y el proceso de fabricación de baterías para vehículos eléctricos de batería. Mientras que los vehículos eléctricos de pila de combustible dependen de la intensidad de emisión de la producción de hidrógeno. Dado que la producción actual de hidrógeno es muy limitada y tiene un alto contenido de carbono, los vehículos eléctricos de batería son los preferidos para reemplazar a los vehículos con motor de combustión interna. Otra razón detrás del impulso de este cambio es la alta eficiencia de los sistemas de propulsión eléctricos. A pesar de eso, es muy difícil para los vehículos eléctricos de batería igualar el rango de conducción de los vehículos con motor de combustión interna debido a la gran diferencia en la densidad de energía de las baterías y los combustibles líquidos. En condiciones reales de conducción, este rango de conducción es aún más reducido, a pesar de tener grandes paquetes de baterías a bordo. Esta es una limitación importante para el uso de vehículos eléctricos de batería, hasta que se desarrolle una infraestructura de carga extensa. Por ello, en esta tesis se evalúa el potencial de reducción de emisiones de los vehículos eléctricos con un enfoque de ciclo de vida para turismos y autobuses. Esto se hace comparando sus emisiones con las de los vehículos diésel convencionales y eléctricos híbridos para ciclos de conducción reales utilizando simulaciones numéricas 0D. Esto se complementa con estudios del costo del ciclo de vida de los diferentes vehículos para ver qué opción de tren motriz puede ser más eficiente. Además, los combustibles sintéticos bajos en carbono también se están evaluando como una solución alternativa para reemplazar el combustible diesel y ver el cambio que puede traer al ciclo de vida de los vehículos con motor de combustión interna. Estas evaluaciones se realizan para diferentes ubicaciones a nivel mundial para observar los factores locales que afectan los resultados. Por lo tanto, este trabajo tiene como objetivo evaluar los resultados del ciclo de vida para los responsables políticos y los fabricantes de automóviles a nivel mundial, tanto de las emisiones como del costo, asociados con cada opción de tren motriz. Como resultado de esta investigación, se observan varios desafíos relacionados con los vehículos eléctricos de batería que deben abordarse antes de su adopción masiva. Por lo tanto, se propone el uso de vehículos híbridos como una solución a corto plazo para abordar la urgencia de reducción de emisiones globales. Lo cual, de hecho, también puede considerarse una solución a largo plazo si funciona con combustibles bajos en carbono. / [CA] Els estudis realitzats en el passat han demostrat que, malgrat tenir zero emissions del tub d'escapament, un vehicle completament elèctric té emissions durant el cicle de vida. El desenvolupament tecnològic al llarg dels anys per part de la humanitat ha portat constantment a un augment de la dependència energètica. Desafortunadament, aquesta energia prové principalment de fonts fòssils. Un dels principals consumidors denergia dorigen fòssil és la indústria del transport, que utilitza petroli i dièsel com a combustibles. Aquests combustibles es cremen en motors de combustió interna per produir energia a causa del seu alt poder calorífic. Atès que són combustibles a base de carboni, genera diòxid de carboni durant el procés, que és un gas d'efecte hivernacle. Per tant, hi ha hagut un seguiment i una regulació molt estrictes dels tubs de fuga dels automòbils al llarg dels anys. Recentment, diverses regions del món han planejat prohibir la venda de vehicles convencionals basats en motors de combustió interna. Per tant, vendre només vehicles amb zero emissions d'escapament, com ara vehicles elèctrics de bateria i vehicles elèctrics de pila de combustible. Això es deu principalment a la intensitat de les emissions de la combinació delectricitat, per alimentar les bateries i el procés de fabricació de bateries per a vehicles elèctrics de bateria. Mentres que els vehicles elèctrics de pila de combustible depenen de la intensitat d'emissió de la producció d'hidrogen. Atès que la producció actual dhidrogen és molt limitada i té un alt contingut de carboni, els vehicles elèctrics de bateria són els preferits per reemplaçar els vehicles amb motor de combustió interna. Una altra raó darrere de l¿impuls d¿aquest canvi és l¿alta eficiència dels sistemes de propulsió elèctrics. Tot i això, és molt difícil per als vehicles elèctrics de bateria igualar el rang de conducció dels vehicles amb motor de combustió interna a causa de la gran diferència en la densitat denergia de les bateries i els combustibles líquids. En condicions reals de conducció, aquest rang de conducció encara és més reduït, tot i tenir grans paquets de bateries a bord. Aquesta és una limitació important per a lús de vehicles elèctrics de bateria, fins que es desenvolupi una infraestructura de càrrega extensa. Per això, en aquesta tesi s"avalua el potencial de reducció d"emissions dels vehicles elèctrics amb un enfocament de cicle de vida per a turismes i autobusos. Això es fa comparant les seves emissions amb les dels vehicles dièsel convencionals i elèctrics híbrids per a cicles de conducció reals utilitzant simulacions numèriques 0D. Això es complementa amb estudis del cost del cicle de vida dels diferents vehicles per veure quina opció de tren motriu pot ser més eficient. A més, els combustibles sintètics baixos en carboni també s'estan avaluant com a solució alternativa per reemplaçar el combustible dièsel i veure el canvi que pot portar al cicle de vida dels vehicles amb motor de combustió interna. Aquestes avaluacions es fan per a diferents ubicacions a nivell mundial per observar els factors locals que afecten els resultats. Per tant, aquest treball té per objectiu avaluar els resultats del cicle de vida per als responsables polítics i els fabricants d'automòbils a nivell mundial, tant de les emissions com del cost, associats amb cada opció de tren motriu. Com a resultat d'aquesta investigació, s'observen diversos desafiaments relacionats amb els vehicles elèctrics de bateria que cal abordar abans de la seva adopció massiva. Per tant, es proposa utilitzar vehicles híbrids com una solució a curt termini per abordar la urgència de reducció d'emissions globals. Això, de fet, també es pot considerar una solució a llarg termini si funciona amb combustibles baixos en carboni. / [EN] Several studies in the past have shown that despite having zero tailpipe emissions in a fully electric vehicle, it does have emissions when evaluated on a life cycle basis. Technology development over the years by humankind has constantly led to an increase in energy dependence. Unfortunately, this energy comes mainly from fossil-based sources that are limited. One major consumer of fossil-based energy sources is the transportation industry, which uses fossil-based petrol and diesel as fuels. These fuels are burned in internal combustion engines to produce energy due to their high calorific value. Since these are carbon-based fuels, it generates carbon dioxide during the combustion process, which is a greenhouse gas and leads to global warming. Therefore, there has been very strict monitoring and regulation of its emissions from the automotive tailpipes over the years. In recent years, different regions across the world have planned to completely stop the sale of conventional internal combustion engine-based vehicles. Thus, selling only zero tailpipe emission vehicles such as battery electric vehicles and fuel cell electric vehicles. This is primarily due to the emission intensity of the electricity mix used to power the batteries and from the battery manufacturing process for battery electric vehicles. At the same time, the fuel cell vehicle depends mainly on the emission intensity of hydrogen production. Since current hydrogen production is very limited and carbon-intensive, battery electric vehicles are highly favoured to replace internal combustion engine vehicles soon. Another reason behind the push for this shift is the high efficiency of electric powertrains. Despite that, it is very challenging for battery electric vehicles to match the driving range of internal combustion engine vehicles due to the large difference in the energy density of batteries and liquid fuels, currently. Further, in real driving conditions, this driving range is even more reduced for electric vehicles, even after having large battery packs on board. This is a major limitation for battery electric vehicles, especially for the ones meant for long haul routes, until an extensive charging infrastructure is developed. Therefore, in this thesis, the emission reduction potential of electric vehicles is evaluated following a life cycle approach for passenger cars and city buses. This is done by comparing their emissions with that of conventional diesel and hybrid electric vehicles for real driving cycles by means of 0D numerical simulations. This is complemented with life cycle cost studies for the different vehicles to see which powertrain option can be efficient in terms of emissions but also cost. Moreover, low-carbon synthetic fuels are also evaluated as an alternative drop-in solution to replace diesel fuel and see the change it can bring on a life cycle basis for hybrid and conventional internal combustion engine vehicles. These evaluations are done for different locations globally to observe the local factors that affect the results of each powertrain option for the two vehicle segments. Thus, this work is intended to evaluate the life cycle results for the policymakers and automobile manufacturers globally, for the emissions as well as the cost associated with each powertrain option. As an outcome of this research, several challenges are observed related to emissions and cost of the battery electric vehicles that need to be addressed before their mass adoption. Hence, the use of hybrid vehicles as a short-term solution to address the global emission reduction urgency is proposed for the road transportation sector. Which, in fact, may also be considered a long-term solution if powered with low-carbon fuels. / Tripathi, S. (2023). Life Cycle Analysis of Different Powertrain Technologies for Decarbonising Road Transportation [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/196725

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