esa-sceva/satcom-chunk-collection huggingface dataset:
## 3 Methodology
### Variables  
In Chile, planning standards are based on the requirements established by the General Ordinance of Urbanism and Constructions (OGUC). This ordinance, which is part of the General Law of Urbanism and Constructions (LGUC), regulates administrative processes, urban planning, and technical standards for planning and construction that must be adhered to in terms of both aspects.  
A relevant article related to accessibility elements and people with disabilities, specifically concerning sidewalks and pedestrian crossings, is as follows.  
Article 2.2.8 of the OGUC [10] aims to guarantee the autonomous and trouble-free use, as well as the permanence and movement of all individuals, including those with disabilities, particularly those with reduced mobility. According to this article, new public spaces and those undergoing renovation must comply with the specific provisions:  
* At road intersections, pedestrian crossings must include non-slip ramps to overcome the height difference between the sidewalks and the roadways.
* These ramps should not exceed a 12% slope, with a maximum length of 1.5 m and a minimum width preferably determined by the demarcated lines of the corresponding signalized pedestrian crossing.
* If there are no demarcated lines, the minimum width of sidewalks should be 1.50 m.
* Additionally, these ramps and sidewalks must be free of obstacles.
* When sidewalks or roadways are replaced, the corresponding curb cuts and ramps should be constructed to ensure the continuity of pedestrian circulation.  
Based on the previously established design criteria, a comprehensive checklist has been developed to evaluate the accessibility of each considered element. This checklist is designed to address all essential design characteristics and ensure that accessibility standards are met.  
The checklist is grounded in a detailed evaluation of all aspects listed in the previous tables, which contain the relevant design criteria. Each element to be evaluated, such as sidewalks, has its own section in the checklist.  
In the first columns of each list, pertinent questions related to the established design criteria are presented. For example, for sidewalks, questions such as \"Does the sidewalk have a minimum width of 1.5 m?\" are raised. These questions reflect the accessibility standards and requirements that must be met.  
The answers to these questions are recorded in a binary format, either as \"yes\" or \"no\". This allows for a clear and precise evaluation of each element in terms of its compliance with the established design criteria. In addition to recording the responses, further tracking can be carried out to include additional comments or notes if necessary. The following variables were analyzed:  
* Sidewalk width (m);
* Number of obstacles on the sidewalk;
* Condition of tactile paving and guide;\(\bullet\) Number of curb cuts at intersections;  
\(\bullet\) Condition of zebra crossing markings (yield or stop) or pedestrian paths (traffic lights);  
\(\bullet\) Crossing widths (m);  
\(\bullet\) Number of obstacles at crossings;  
\(\bullet\) Condition of pedestrian refuges.
## 1 Introduction  
Reducing CO\({}_{2}\) emissions requires engagement at multiple levels. In addition to institutional actions, changes at the local level, particularly at the lowest levels of the social structure, are also necessary [1]. The individual behaviors of vehicle users have a significant impact on global CO\({}_{2}\) emissions. Daily operation of private cars, driving style, and attention to fuel efficiency contribute to cumulative effects that can influence the transition towards more sustainable transport [2]. In light of this, it becomes justified to analyze the factors affecting CO\({}_{2}\) emissions from motor vehicles, which is the focus of this article.  
The aim of the study is to analyze the impact of selected dynamic vehicle parameters on the adopted level of CO\({}_{2}\) emissions depending on the vehicle's driving modes, i.e., starting, urban driving, and highway driving, using the mentioned modeling technique based on data from the OBD system, collected under real driving conditions.  
This has led to the following contributions:1. Identification of key dynamic vehicle parameters influencing CO2 emissions depending on the driving mode used.
2. Comparison and assessment of CO2 emissions across different driving modes, enabling the determination of which modes are characterized by the highest environmental burden and how they can be optimized.
3. Proposal of a modeling technique that reflects real vehicle operating conditions and provides an understanding of how dynamic parameters affect CO2 emissions under various road conditions.
4. Development of a method that allows for optimizing fuel consumption and CO2 emissions at the individual user level through better management of velocity and driving fluidity.  
The structure of the article is as follows. After introducing the subject based on current knowledge and the authors' experience, the issue of Poland's emissions (the country of study) is presented in the context of the EU. Next, the research methods used in the article are presented. The most important element of the paper is the mathematical analysis of the collected empirical data, followed by the presentation of logistic regression models for the three driving modes, along with their evaluation and comparison. The article concludes with a discussion of the results and the presentation of final conclusions.
## 4 Optimization Analysis of the Waterproof Performance of the Waterstop
### Optimal Analysis of the Adhesion between the Waterstop and Concrete  
The waterproof capacity of the waterstop depends on its surface contact pressure and adhesive force. Because the contact pressure is difficult to change, the waterproof capacity can be optimized by increasing the adhesive force of the waterstop as follows: (1) the surface of the waterstop a double-sided adhesive layer can be affixed, (2) the surface of the waterstop can be coated with strong adhesive coatings, such as epoxy-quartz sand, and (3) by beating or setting grooves in the waterstop surface. There are also different ways to improve the adhesive force of the waterstop. To analyze the deformation state of the waterstop under different bonding forces, the finite element model was established by taking the waterstop II as an example. This can be accomplished by setting the bond force C = 1 between rubber and concrete obtained in the test, setting different bond forces, and applying the same deformation as above. The calculated results are shown in Figures 22-24.  
The calculation results show that: (1) the size of the adhesive force does not affect the compression deformation stress on the waterstop, and (2) in the case of tensile and settlement deformation, the greater the bond force, the greater the deformation stress on the waterstop and when the bond force reaches a certain degree, the deformation stress exceeds the dangerous level.  
To sum up, the bonding optimization of the waterstop and concrete should be limited to a certain range, combined with size optimization, to increase the long-term resistance of the waterstop to water seepage and meet the requirements of service life.  
Figure 21: Settlement deformation stress on waterstops of various size.
# Enhancing the 3 GPP V2X Architecture with Information-Centric Networking
## 6 Evaluation Methodology
### Simulation Tools and Settings  
A 3 GPP-calibrated simulator was developed in MATLAB(r), which closely models the content requests generation pattern and the transmission procedures over the cellular interfaces for both the proposed and the benchmark solutions.  
**Packet dissemination over the cellular infrastructure.** We focused on a single cell with an eNodeB receiving grant requests for Interest transmissions (over the LTE-Uu interface) from a set of UEs in coverage. The eNodeB forwards the packets in DL via multicast to potential providers that are supposed to be located in the same cell. In particular, MBMS Single Frequency Networks (MBSFN) is considered as a multicasting scheme. A pattern of subframes is periodically reserved for MBSFN in the physical layer with periodicity equal to the Multicast CHannel (MCH) Scheduling Period (\(T_{MSP}\)) that is set equal to 10 ms, in agreement with recent enhancements for MBSFN in the V2X context [9].  
Two hops were assumed to be traveled, in the worst case (i.e., in the case of a missing PIT entry in the eNodeB), by each request (in the following, we use the term Interest when referring both to content request packets generated in the baseline solution and for the genuine NDN packets) generated by a consumer: from the consumer UE to the eNodeB and from the eNodeB to other UEs in the cell. For simplicity, we assumed that, in the eNodeB, there is no cached content for the Interests issued by consumers, thus the Data packets travel two hops.  
**NDN settings**. Different Interest packet sizes were considered (from 100 to 1000 bytes). Smaller sizes were considered to resemble short (unsigned) Interests, whereas larger sizes were for signed Interests with long names and additional attributes. Unlike our proposal (labeled as _NDN_ in plots), the considered benchmark solution, referred to as _baseline_, does not allow Interest aggregation at the eNodeB; hence, requests by different UEs for the same content are treated as distinct requests.  
Moreover, the decision about the DL forwarding are taken at the V2X AS; instead, our solution allows the decision to be taken at the eNodeB, which is enhanced with the NDN forwarding fabric and, specifically, with the name-aware resource allocation strategy.  
**Content settings.** We assumed a varying number of Interests (i.e., 50 and 300) for contents belonging to a catalog of size 1000. To consider multiple UEs in the same cell that may request the same content, we modeled the content popularity according to the Zipf's law, when the parameter characterizing the distribution, i.e., \(\alpha\), is equal to 0.8 and 1.2.  
The results were averaged over 100 runs and reported with 95% confidence intervals.
# Visible Light Communications through Diffusive Illumination of Sculptures in a Real Museum
## 4 Results and Discussion
### Bordoni's Font: Polar Snt and Per Maps
Differently from expectations, the _Holy Water Font_ sculpture features a better SNR (22 dB) in the _frontal_ configuration as compared to the mural painting case, achieving error-free communication. Furthermore, better PER performances are maintained in a \(\pm\) 15\({}^{\circ}\)  angular range (see panel a), whilst PER performances get worse at large angles with respect to the painting case, still allowing successful packet delivery in the whole 180\({}^{\circ}\)  angular range. Figure 5: (**a**) [PERSON]’s _Holy Water Font_; (**b**) polar map of the received SNR amplitude value considering a noise of \(\sigma_{\text{RMS}}=2.2\) mV. A 10 dB SNR is still guaranteed at 4 m and with 75\({}^{\circ}\)  misalignment. Black dots represent the experimental data, whereas the colour map is a cubic spline interpolation. (**c**) Communication performances in terms of PER at 2 m (orange area) and 4 m (green area) as a function of the radial angle. At 2 m, an error-free communication has been performed for all the angles, while at 4 m a PER \(<10^{-1}\) is always guaranteed. The peculiar shape of the recorded PER pattern shown in Figure 6 can be ascribed to the geometric differences between networks discussed above, and to the nature of the finished surface of the sculpture, whose white marble finish strongly limits absorption effects of visible light as compared to the coloured painting. Moreover, the reduced distance between the spotlight and the sculpture leads to a larger light irradiance as compared to the paintings case. The combination of such features makes the performances of our VLC prototype with sculptures better than initially expected for the _frontal_ configuration, yet allowing for successful communication at very large view angles. A detailed prediction of the emission lobes in case of realistic, three-dimensional diffusive surfaces requires further studies in terms of optical models, nevertheless our results highlight the possibility to establish effective VLC communication using diffusive illumination of three-dimensional artworks in museum settings. As our channel is a non-LoS, diffusive one, we argue that IEEE 802.15.7 PHY V type for diffused light sources [32] could be the most adequate to encompass applications like those described in our work. As mode 6 of PHY V also embeds OOK Manchester as modulation/encoding, our results show that, despite the relatively low baudrate of 28 kBaud, our system is highly outperforming the bandwidth of 2.2 kHz requested by PHY V mode 6. By properly setting (in future developments) the software to include, e.g., Hamming error correction codes, we expect to attain bitrates much higher than the 400 bps which are requested by IEEE 802.15.7 PHY V.
# Road Event Detection and Classification Algorithm Using Vibration and Acceleration Data
## 7 Current Scope and Limitations  
The proposed approach, based on a Random Forest classifier, offers a robust and efficient solution for real-time road event detection using vibration and acceleration data. Our method leverages multiaxis sensor data (x, y, z) to enhance classification accuracy, distinguishing itself from traditional single-axis or rule-based techniques. By incorporating dynamic feature extraction and noise reduction, the algorithm provides improved adaptability to various urban traffic conditions. Furthermore, unlike deep learning-based methods, which often require extensive labeled datasets and high computational resources, our approach maintains high classification accuracy with lower computational overhead [23].  
However, certain limitations must be acknowledged. First, while the Random Forest model effectively handles various road events, its performance can be impacted by variations in road conditions in different geographical regions. Training the model on a more extensive and diverse dataset could further improve generalization [24]. Second, the current implementation does not integrate additional sensor modalities, such as gyroscopes or GPS, which could improve classification accuracy in ambiguous scenarios. Finally, while the model is optimized for real-time processing suitable for resource-constrained embedded systems, it may require further optimizations, such as model pruning or feature selection [25].  
To address these limitations, future work will focus on expanding the dataset to include more diverse driving environments, integrating multi-modal sensor data, and optimizing the algorithm for low-power embedded systems. In addition, exploring deep learning architectures or hybrid models could further improve event classification performance while maintaining computational efficiency [26].
# Combined Navigation and Tracking with Applications to Low Earth Orbit Satellites +
## 4 Experimental Results
### Loop-Aiding Results: CN0 Ramp  
The same sky map of the reference scenario of Figure 3 was re-used to validate the loop-aiding concept. A decreasing CN0 ramp was applied to a few Xona satellites to simulate signal progressive obscuration. The reported CN0 at the receiver was plotted for the regular, unaided loops configuration and then compared with loop aiding. As expected, loop aiding improved the tracking sensitivity at low CN0, whereas the unaided configuration lost tracking (Figure 9a). Note that only the SV indicated in the legend of Figure 9b was aided. The number of aided channels was chosen to represent an average situation, where few satellites are obscured but the estimated receiver coordinates are still good enough to compute accurate predictions.  
It was not straightforward to map the benefits of loop aiding from ranging to positioning domains. For simplicity, the simulated scenarios were short (~13 min) and open sky, with only a CN0 ramp applied. The tests were performed in cold-start conditions so that small random differences in the acquisition sequence could have minor effects on the results. With these assumptions, position and velocity Cumulative Distribution Functions (CDFs) were compared. The position results are plotted in Figure 9c and show an improvement in the positioning error when aiding is switched on. Velocity was basically unchanged, with marginal benefit on outliers.
# Multi-Party Controlled Semi-Quantum Dialogue Protocol Based on Hyperentangled Bell States
## 3 Security Analysis
### Attack by the Dishonest Party  
Typically, an attack by a dishonest participant, also known as a collusion attack, involves two parties attempting to bypass the control imposed by the controller, aiming to communicate directly without the controller's permission. However, in the proposed MCSQD protocol, before the hyperentangled state sequences are distributed, the A particles in sequence \(S_{A}\) undergo unitary operations \(R=\{I,X,H\}\) by multi-party controllers to encode control information. Therefore, without the controller's permission, the encoded particles lose their original correlations, making it impossible for the participants to deduce the correct secret information.
# Prediction of Vibration-Mode-Induced Noise of Structure-Acoustic Coupled Systems
## 4 Results and Discussion
### Coupling Analysis
#### 4.1.2 Time History Analysis  
The shell vibration caused by the impact load changes the sound pressure in the reverberation chamber. Figure 3 shows the propagation of sound pressure within the reverberation chamber over time, using COMSOL's isosurface function. One millisecond after the impact, sound pressure was locally generated at the impact area at the bottom left of the shell plane. After 3 ms and 9 ms, the impact area exceeded the size of the shell, and the pressure propagated to the front part of the reverberation chamber. At t = 21 ms, the pressure propagated across the entire reverberation chamber. According to these analysis results, the sound pressure was generated by vibration of shell, and propagated the whole reverberant chamber gradually as the shape of sound pressure. It also showed that the propagation time was influenced by room characteristics, such as damping ratio. The sound pressure level was changed as time lapsed. In Figure 3, the sound pressure was denser near the impact points, and it propagated to the surrounding area to the 9 ms. After 9 ms, the sound pressure level was scattered whole area of reverberation chamber, but the level of that was weaker due to damping.  
Figure 4 shows the time history of the acceleration and sound pressure at the accelerometer and microphone locations shown in Figure 2. Figure 4a shows the time history of acceleration at the bottom left corner of the shell plane, and Figure 4b shows the time history of the sound pressure recorded by the microphones installed in the center. The acceleration responses are in the form of free vibration and disappear within 2 s; however, the sound pressure responses can be observed for up to 5 s. This phenomenon likely occurred because the damping ratio of the acoustic domain was small owing to the large impedance of the reverberation chamber.
# Enhancing Reactive Ad Hoc Routing Protocols with Trust
###### Abstract  
In wireless ad hoc networks, security and communication challenges are frequently addressed by deploying a trust mechanism. A number of approaches for evaluating trust of ad hoc network nodes have been proposed, including the one that uses neural networks. We proposed to use packet delivery ratios as input to the neural network. In this article, we present a new method, called TARA (Trust-Aware Reactive Ad Hoc routing), to incorporate node trusts into reactive ad hoc routing protocols. The novelty of the TARA method is that it does not require changes to the routing protocol itself. Instead, it influences the routing choice from outside by delaying the route request messages of untrusted nodes. The performance of the method was evaluated on the use case of sensor nodes sending data to a sink node. The experiments showed that the method improves the packet delivery ratio in the network by about 70%. Performance analysis of the TARA method provided recommendations for its application in a particular ad hoc network.  
ad hoc network; trust; reactive routing; route discovery; packet delivery ratio +
Footnote †: journal:  
0000-0001-4000-0000-0000-0000-0000-0000-0000-0000-0000-0000-0000-0000-0000-00000-00000-00000-0000-00000-00000-00000-00000-00000-00000  
nication overhead is lower, and node batteries are saved compared to proactive routing protocols [13].
## 2 System and Signal Model
### Mode of Relay Selection
#### 2.4.3 Case 3 (Relay-Destination-Select)  
In this mode, the relay selection is based on the \(R_{i}D\) channel quality, and the UAV node that achieves the highest quality of the second hop is chosen to relaying between \(R_{i}\) and \(D\) as  
\[I_{3}=\arg\max_{i=1,2\cdots,N}\bigl{\{}\gamma_{R_{i}D}\bigr{\}}, \tag{9}\]  
where \(I_{3}\in\{1,2\cdots,N\}\) is the index of the best relay. In this way, only the second hop needs a feedback channel.