International Telemetering Conference Proceedings / October 25-28, 1999 / Riviera Hotel and Convention Center, Las Vegas, Nevada / The space shuttle has been flying for seventeen years and NASA plans to fly it for many more. To meet the requirement of supporting future flights, NASA has undertaken a Shuttle Upgrades Program to improve various shuttle components. The avionics on the solid rocket booster (SRB) is one of the areas being upgraded. To develop avionics hardware, the environments that they are to encounter during flight must be defined to a higher degree of fidelity than is currently available. This paper describes the effort to determine these environments via the use of a commercial off the shelf data acquisition system.

The Big Enterprises all over the world are setting up their services in cloud as this is cheaper and offers a lot of other benefits. These services have to be updated from time to time and for this, the enterprises have to upgrade their systems in the cloud. During these upgrades, the enterprises face a lot of problems known as compatibility issues. The companies are investing big time to avoid these compatibility issues. The investment could be in money, time, labor etc. also known as effort. Therefore, it is in our interest to attempt to reduce this effort. In this study, our main objectives are to calculate the effort required to maintain the backward compatibility during the upgrade process in the cloud and to find ways to reduce this effort. Reducing the effort will help the companies cut down their investment. A hypothesis was introduced saying that the network usage was dependent on the upgrade method chosen. We have chosen experimentation to be the suitable research method. To run our experiments, we have created a virtual environment similar to that of Ericsson. The experimental values were recorded. We recorded the values such as code complexity, total time for the upgrade process and the network usage during the experiment. Using these values, we tried to estimate the effort and scale it to real time scenarios. Using ANOVA we proved that our null hypothesis was correct. The results have then been discussed in detail and RQ1 is answered. Later RQ2 is answered based on the answer for RQ1. Through our analysis we were able to get a rough estimate of the effort (labor, time, cost) required to maintain backward compatibility. We propose that the existence of the tool mentioned will reduce the effort considerably. The features of the tool are explained in detail. Some future work as the actual development of the tool has been suggested.

O objetivo da tese foi adaptar, para as condições das rodovias brasileiras, as diretrizes da AASHTO para projetos de faixas adicionais de subida. Esta adaptação foi feita através de três aspectos: (i) geração de curvas de desempenho para caminhões típicos brasileiros; (ii) determinação da redução admissível de velocidade para caminhões; e (iii) estimativa do fluxo e da porcentagem de caminhões no tráfego que justifiquem economicamente a construção da faixa adicional. Quanto ao primeiro aspecto, constatou-se que as relações massa/potência encontradas para caminhões brasileiros (variam de 100 a 380 kg/kW) são significativamente maiores que a dos caminhões norte-americanos (120 kg/kW), o que inviabiliza o uso das curvas de desempenho que constam do livro verde da AASHTO. Nesta pesquisa, um modelo de locomoção de veículos foi calibrado e validado, logo após foram geradas curvas de desempenho para sete categorias de caminhões brasileiros. No segundo aspecto, as relações entre as diferenças de velocidade entre automóveis e caminhões, e índices de envolvimento de caminhões em acidentes foram obtidas. Para atingir esse objetivo, foram coletados dados sobre acidentes envolvendo caminhões, velocidade de veículos em aclives e volume diário médio. As relações foram comparadas com a utilizada nas diretrizes da AASHTO e as diferenças encontradas sugerem que a redução admissível na velocidade dos caminhões brasileiros deve ser de 20 km/h, em rodovias de pista simples, e de 35 km/h, em rodovias de pista dupla, se o índice de envolvimento de caminhões em acidentes for o que corresponde à redução máxima de velocidade admitida pela AASHTO (15 km/h). Em relação ao terceiro aspecto, foram analisadas relações benefício/custo para diversos cenários, visando estimar os fluxos de tráfego para os quais os custos fossem iguais aos benefícios. Os custos foram estimados a partir do investimento de capital necessário para a construção da ) faixa adicional, com base em projetos típicos do estado de São Paulo. Os benefícios estimados foram a redução do tempo de viagem e dos custos operacionais dos carros, ônibus e caminhões descarregados. Para a estimativa dos tempos de viagem, porcentagem do tempo trafegando em pelotões e porcentagem média de veículos em pelotões, foram feitas simulações, com e sem a faixa adicional, usando-se o modelo TRARR. Nessas simulações, os fluxos variaram entre 50 a 700 veíc/h e as porcentagens de caminhões de 10% a 40%. Os resultados indicam que os fluxos mínimos no aclive, que justifiquem economicamente a construção da faixa adicional, dependem da porcentagem de caminhões e da magnitude do aclive, variando de 340 veíc/h (10% de caminhões; aclives de até 3%) a 185 veíc/h (30% de caminhões; aclives de mais de 3%). / The objective of the research reported in this PhD dissertation was to adapt the AASHTO guidelines for design of climbing lanes to the Brazilian highways characteristics. This adaptation was carried out with regard to three aspects: (i) development of performance curves for typical Brazilian trucks; (ii) determination of the maximum speed reduction of slow trucks on upgrades; and (iii) estimation of minimum upgrade traffic flow rates and truck percents that would warrant the construction of climbing lanes on two-lane highways, from cost-effectiveness approach. Regarding the first aspect, it was verified that mass/power ratios for Brazilian trucks vary between 100 and 380 kg/kW and significantly differ from the ratio taken by AASHTO as representative of the average North-American truck (120 kg/kW); therefore, the truck performance curves from the AASHTO green book should not be used to design climbing lanes in Brazil. The green book\'s performance curves can be replaced by a family of performance curves for Brazilian trucks generated by a truck locomotion model, which was calibrated and validated in this research. With regard to the second aspect analyzed, the relationship between speed difference and truck accident involvement rates was studied. Data about truck accidents, speeds and annual average daily traffic were collected. These functions were compared to the one presented in the green book and the differences found suggest that, for the same truck accident involvement rate used to establish the maximum truck speed reduction adopted in the AASHTO policy (15 km/h), the admissible truck speed reduction on Brazilian roads would be 20 km/h on two-lane highways and 35 km/h on divided highways. With regard to the third aspect, benefit/cost ratios for several scenarios were analyzed in order to estimate upgrade traffic flow rates that would warrant the provision of climbing lanes. (continue) (continuation) The costs were estimated on the basis of the capital costs for the construction of the climbing lane, based on costs of climbing lanes built in the state of São Paulo. The benefits were estimated from the reduction of travel time and vehicle operating costs provided by the construction of a climbing lane. Travel times, percent time spent following, and average fraction of vehicles travelling in platoons with and without the climbing lane were estimated by means of traffic flow simulations carried out with TRARR. The simulations were run using traffic flows ranging from 50 to 700 veh/h, with truck percents varying from 10% to 40%. The results indicated upgrade traffic flow rates that warrants climbing lanes varying with truck percents and grades magnitude and range from 340 veh/h (grades of up to 3%, 10% trucks in flow) to 185 veh/h (grades of more than 3%, with 30% trucks).

O objetivo da tese foi adaptar, para as condições das rodovias brasileiras, as diretrizes da AASHTO para projetos de faixas adicionais de subida. Esta adaptação foi feita através de três aspectos: (i) geração de curvas de desempenho para caminhões típicos brasileiros; (ii) determinação da redução admissível de velocidade para caminhões; e (iii) estimativa do fluxo e da porcentagem de caminhões no tráfego que justifiquem economicamente a construção da faixa adicional. Quanto ao primeiro aspecto, constatou-se que as relações massa/potência encontradas para caminhões brasileiros (variam de 100 a 380 kg/kW) são significativamente maiores que a dos caminhões norte-americanos (120 kg/kW), o que inviabiliza o uso das curvas de desempenho que constam do livro verde da AASHTO. Nesta pesquisa, um modelo de locomoção de veículos foi calibrado e validado, logo após foram geradas curvas de desempenho para sete categorias de caminhões brasileiros. No segundo aspecto, as relações entre as diferenças de velocidade entre automóveis e caminhões, e índices de envolvimento de caminhões em acidentes foram obtidas. Para atingir esse objetivo, foram coletados dados sobre acidentes envolvendo caminhões, velocidade de veículos em aclives e volume diário médio. As relações foram comparadas com a utilizada nas diretrizes da AASHTO e as diferenças encontradas sugerem que a redução admissível na velocidade dos caminhões brasileiros deve ser de 20 km/h, em rodovias de pista simples, e de 35 km/h, em rodovias de pista dupla, se o índice de envolvimento de caminhões em acidentes for o que corresponde à redução máxima de velocidade admitida pela AASHTO (15 km/h). Em relação ao terceiro aspecto, foram analisadas relações benefício/custo para diversos cenários, visando estimar os fluxos de tráfego para os quais os custos fossem iguais aos benefícios. Os custos foram estimados a partir do investimento de capital necessário para a construção da ) faixa adicional, com base em projetos típicos do estado de São Paulo. Os benefícios estimados foram a redução do tempo de viagem e dos custos operacionais dos carros, ônibus e caminhões descarregados. Para a estimativa dos tempos de viagem, porcentagem do tempo trafegando em pelotões e porcentagem média de veículos em pelotões, foram feitas simulações, com e sem a faixa adicional, usando-se o modelo TRARR. Nessas simulações, os fluxos variaram entre 50 a 700 veíc/h e as porcentagens de caminhões de 10% a 40%. Os resultados indicam que os fluxos mínimos no aclive, que justifiquem economicamente a construção da faixa adicional, dependem da porcentagem de caminhões e da magnitude do aclive, variando de 340 veíc/h (10% de caminhões; aclives de até 3%) a 185 veíc/h (30% de caminhões; aclives de mais de 3%). / The objective of the research reported in this PhD dissertation was to adapt the AASHTO guidelines for design of climbing lanes to the Brazilian highways characteristics. This adaptation was carried out with regard to three aspects: (i) development of performance curves for typical Brazilian trucks; (ii) determination of the maximum speed reduction of slow trucks on upgrades; and (iii) estimation of minimum upgrade traffic flow rates and truck percents that would warrant the construction of climbing lanes on two-lane highways, from cost-effectiveness approach. Regarding the first aspect, it was verified that mass/power ratios for Brazilian trucks vary between 100 and 380 kg/kW and significantly differ from the ratio taken by AASHTO as representative of the average North-American truck (120 kg/kW); therefore, the truck performance curves from the AASHTO green book should not be used to design climbing lanes in Brazil. The green book\'s performance curves can be replaced by a family of performance curves for Brazilian trucks generated by a truck locomotion model, which was calibrated and validated in this research. With regard to the second aspect analyzed, the relationship between speed difference and truck accident involvement rates was studied. Data about truck accidents, speeds and annual average daily traffic were collected. These functions were compared to the one presented in the green book and the differences found suggest that, for the same truck accident involvement rate used to establish the maximum truck speed reduction adopted in the AASHTO policy (15 km/h), the admissible truck speed reduction on Brazilian roads would be 20 km/h on two-lane highways and 35 km/h on divided highways. With regard to the third aspect, benefit/cost ratios for several scenarios were analyzed in order to estimate upgrade traffic flow rates that would warrant the provision of climbing lanes. (continue) (continuation) The costs were estimated on the basis of the capital costs for the construction of the climbing lane, based on costs of climbing lanes built in the state of São Paulo. The benefits were estimated from the reduction of travel time and vehicle operating costs provided by the construction of a climbing lane. Travel times, percent time spent following, and average fraction of vehicles travelling in platoons with and without the climbing lane were estimated by means of traffic flow simulations carried out with TRARR. The simulations were run using traffic flows ranging from 50 to 700 veh/h, with truck percents varying from 10% to 40%. The results indicated upgrade traffic flow rates that warrants climbing lanes varying with truck percents and grades magnitude and range from 340 veh/h (grades of up to 3%, 10% trucks in flow) to 185 veh/h (grades of more than 3%, with 30% trucks).

<p>The topic of this thesis concerns the LHC, the next large particle accelerator at CERN which will start operating in 2007. Being based on superconductivity, the LHC needs to operate at very low temperatures, which makes great demands on the cryogenic system of the accelerator. To cope with the heat loads induced by the particle beam, a beam screen cooled with forced flow of supercritical helium is used.</p><p>There is an interest in upgrading the energy and luminosity of the LHC in the future and this would require a higher heat load to be extracted by the beam screen cooling system. The objective of this thesis is to quantify different ways to upgrade this system by mainly studying the effects of different pressure and temperatures levels as well as a different cooling medium, neon.</p><p>For this a numerical program which simulates one-dimensional pipe flow was constructed. The frictional forces were accounted for by the empirical concept of friction factor. For the fluid properties, software using empirically made correlations was used. To validate the numerical program, a comparison with previous experimental work was done. The agreement with experimental data was good for certain flow configurations, worse for others. From this it was concluded that further comparisons with experimental data must be made in order to tell the accuracy of the mathematical model and the correlations for fluid properties used.</p><p>When using supercritical helium, thermo-hydraulic instabilities may arise in the cooling loop. It was of special interest to see how well a numerical program could simulate and predict this phenomenon. It was found that the numerical program did not function for such unstable conditions; in fact it was much more sensitive than what reality is.</p><p>For the beam screen cooling system we conclude that to cope with the increased heat loads of future upgrades, an increase in pressure level is needed regardless if the coolant remains helium, or is changed to neon. Increasing the pressure level also makes that the problems with thermo-hydraulic instabilities can be avoided. Of the two coolants, helium gave the best heat extraction capacity. Unlike neon, it is also possible to keep the present temperature level when using helium.</p>

The topic of this thesis concerns the LHC, the next large particle accelerator at CERN which will start operating in 2007. Being based on superconductivity, the LHC needs to operate at very low temperatures, which makes great demands on the cryogenic system of the accelerator. To cope with the heat loads induced by the particle beam, a beam screen cooled with forced flow of supercritical helium is used. There is an interest in upgrading the energy and luminosity of the LHC in the future and this would require a higher heat load to be extracted by the beam screen cooling system. The objective of this thesis is to quantify different ways to upgrade this system by mainly studying the effects of different pressure and temperatures levels as well as a different cooling medium, neon. For this a numerical program which simulates one-dimensional pipe flow was constructed. The frictional forces were accounted for by the empirical concept of friction factor. For the fluid properties, software using empirically made correlations was used. To validate the numerical program, a comparison with previous experimental work was done. The agreement with experimental data was good for certain flow configurations, worse for others. From this it was concluded that further comparisons with experimental data must be made in order to tell the accuracy of the mathematical model and the correlations for fluid properties used. When using supercritical helium, thermo-hydraulic instabilities may arise in the cooling loop. It was of special interest to see how well a numerical program could simulate and predict this phenomenon. It was found that the numerical program did not function for such unstable conditions; in fact it was much more sensitive than what reality is. For the beam screen cooling system we conclude that to cope with the increased heat loads of future upgrades, an increase in pressure level is needed regardless if the coolant remains helium, or is changed to neon. Increasing the pressure level also makes that the problems with thermo-hydraulic instabilities can be avoided. Of the two coolants, helium gave the best heat extraction capacity. Unlike neon, it is also possible to keep the present temperature level when using helium.

Kaohsiung is located at the pivot of Asia-Pacific airlines and seaways traffic. It has been the second largest metro city of Taiwan. Since 1979 as Kaohsiung was switched to be a municipality directly under the Central Government after its population was increased over 1 million, now there are 1.5 million (April 2009) living in the city. Within the city, besides the Kaohsiung harbor, a natural deep-water port well-known as a container transshipment, there is also Hsiao-Kang international airport that makes Kaohsiung one of the rare cities with both seaport and airport. In addition, it contains abundantly solid industrial foundations such as the export processing zones, steel industry, petrochemical industry, cement plants, and various kinds of large-scale heavy industry regions. It has been the important strategic city for heavy industry and manufacturing industry, the locomotive engine of economic development of Taiwan, and has driven the first wave of Taiwan¡¦s economic development miracle since 1960s . However, as the industrial policy adjusted, the Central Government establishes Hsinchu Science Park in which not only attracts excellent professionals to join, but also continues to expand the business niche as well as asset size. The developmental gap between the Northern and the Southern Taiwan has thus been widened. In terms of industry activities and living functionalities, the difference deepens even more. Over the past decade, the traditional basic industries have been impacted by factors of going west (to mainland China) or south (to ASEAN markets), and Kaohsiung --- a city with function of both seaport and airport as well as heavy industries --- is lacking motive power of deep plowing and moment of essential growth during the process of industrial development. It is a challenge for Kaohsiung to transfer from a highly-polluted heavy industrial city to develop brand new industries or enhance added values of the current industries through the transformation of traditional industry. Kaohsiung has competitive advantages, including "international gateway with both harbor & airport" and "industry diversification", still it is situated at the pivotal location of south Taiwan, which is not replaceable. Although the traditional industries still influence and benefit Kaohsiung¡¦s economy, they begin to face operational difficulties while facing global economic change or shifting. Therefore it is an imperative topic of how to embark on upgrading or renewing Kaohsiung¡¦s industries so as to enhance professional techniques and increase economic benefits greatly. Moreover, since the new government inaugurated in May 2008, the Cross-Straits relations are getting smooth gradually which makes direct aircraft transportation II possible. Besides, the global financial tsunami happened in the second half of 2008 has impacted the traditional industries seriously. How to assist the industries to get through the crisis is the very issue worth thinking and discussion. Therefore it is necessary to investigate and analyze the developmental status quo as well as the direction of future transformation of Kaohsung¡¦s industries, furthermore, to work out plans, and practical strategies for encouraging industries. In cooperation with the governing requirements of Kaohsiung City Government, the purposes of this research are as follows: 1 to collect and manage transformative cases of domestic and oversea industries, and to investigate in terms of local viewpoint, the role of Kaohsiung industries, and the future development trends. 2. through ¡§Kaohsiung-Pingtung Development Strategy¡¨ to analyze the status quo of Kaohsiung industries, and to discuss feasible directions of industry transformation. 3. to investigate the difficulties and impediment of Kaohsiung industry transformations and industry upgrades, and to understand the role of Kaohsiung¡¦s industry in cooperation with developmental needs of the Central Government and the regional areas, 4. to work out and propose the supplementary measures and implementation strategies for Kaohsiung¡¦s industry transitions.

IP networks have become the unified platform that supports a rice and extremely diverse set of applications and services, including traditional IP data service, Voice over IP (VoIP), smart mobile devices (e.g., iPhone), Internet television (IPTV) and online gaming. Network performance and reliability are critical issues in today's operational networks because many applications place increasingly stringent reliability and performance requirements. Even the smallest network performance degradation could cause significant customer distress. In addition, new network and service features (e.g., MPLS fast re-route capabilities) are continually rolled out across the network to support new applications, improve network performance, and reduce the operational cost. Network operators are challenged with ensuring that network reliability and performance is improved over time even in the face of constant changes, network and service upgrades and recurring faulty behaviors. It is critical to detect, troubleshoot and repair performance degradations in a timely and accurate fashion. This is extremely challenging in large IP networks due to their massive scale, complicated topology, high protocol complexity, and continuously evolving nature through either software or hardware upgrades, configuration changes or traffic engineering. In this dissertation, we first propose a novel infrastructure NICE (Network-wide Information Correlation and Exploration) that enables detection and troubleshooting of chronic network conditions by analyzing statistical correlations across multiple data sources. NICE uses a novel circular permutation test to determine the statistical significance of correlation. It also allows flexible analysis at various spatial granularity (e.g., link, router, network level, etc.). We validate NICE using real measurement data collected at a tier-1 ISP network. The results are quite positive. We then apply NICE to troubleshoot real network issues in the tier-1 ISP network. In all three case studies, NICE successfully uncovers previously unknown chronic network conditions, resulting in improved network operations. Second, we extend NICE to detect and troubleshoot performance problems in IPTV networks. Compared to traditional ISP networks, IPTV distribution network typically adopts a different structure (tree-like multicast as opposed to mesh), imposes more restrictive service constraints (both in reliability and performance), and often faces a much larger scalability issue (managing millions of residential gateways versus thousands of provider-edge routers). Tailoring to the scale and structure of IPTV network, we propose a novel multi-resolution data analysis approach Giza that enables fast detection and localization of regions in the multicast tree hierarchy where the problem becomes significant. Furthermore, we develop several statistical data mining techniques to troubleshoot the identified problems and diagnose their root causes. Validation against operational experiences demonstrates the effectiveness of our approach in detecting important performance issues and identifying interesting dependencies. Finally, we design and implement a novel infrastructure MERCURY for detecting the impact of network upgrades on performance. It is crucial to monitor the network when upgrades are made because they can have a significant impact on network performance and if not monitored may lead to unexpected consequences in operational networks. This can be achieved manually for a small number of devices, but does not scale to large networks with hundreds or thousands of routers and extremely large number of different upgrades made on a regular basis. MERCURY extracts interesting triggers from a large number of network maintenance activities. It then identifies behavior changes in network performance caused by the triggers. It uses statistical rule mining and network configuration to identify commonality across the behavior changes. We systematically evaluate MERCURY using data collected at a large tier-1 ISP network. By comparing to operational practice, we show that MERCURY is able to capture the interesting triggers and behavior changes induced by the triggers. In some cases, MERCURY also discovers previously unknown network behaviors demonstrating the effectiveness in identifying network conditions flying under the radar. / text

abstract: Renewable portfolio standards prescribe for penetration of high amounts of re-newable energy sources (RES) that may change the structure of existing power systems. The load growth and changes in power flow caused by RES integration may result in re-quirements of new available transmission capabilities and upgrades of existing transmis-sion paths. Construction difficulties of new transmission lines can become a problem in certain locations. The increase of transmission line thermal ratings by reconductoring using High Temperature Low Sag (HTLS) conductors is a comparatively new technology introduced to transmission expansion. A special design permits HTLS conductors to operate at high temperatures (e.g., 200oC), thereby allowing passage of higher current. The higher temperature capability increases the steady state and emergency thermal ratings of the transmission line. The main disadvantage of HTLS technology is high cost. The high cost may place special emphasis on a thorough analysis of cost to benefit of HTLS technology im-plementation. Increased transmission losses in HTLS conductors due to higher current may be a disadvantage that can reduce the attractiveness of this method. Studies described in this thesis evaluate the expenditures for transmission line re-conductoring using HTLS and the consequent benefits obtained from the potential decrease in operating cost for thermally limited transmission systems. Studies performed consider the load growth and penetration of distributed renewable energy sources according to the renewable portfolio standards for power systems. An evaluation of payback period is suggested to assess the cost to benefit ratio of HTLS upgrades. The thesis also considers the probabilistic nature of transmission upgrades. The well-known Chebyshev inequality is discussed with an application to transmission up-grades. The Chebyshev inequality is proposed to calculate minimum payback period ob-tained from the upgrades of certain transmission lines. The cost to benefit evaluation of HTLS upgrades is performed using a 225 bus equivalent of the 2012 summer peak Arizona portion of the Western Electricity Coordi-nating Council (WECC). / Dissertation/Thesis / M.S. Electrical Engineering 2014

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