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Cellular network deployment with three sectors per site and a frequency reuse factor of one is key to supporting high data rate applications in LTE Advanced Networks. However, such configurations result in increased inter-cell interference. In this paper we model the effects of inter-cell interference on an LTE-Advanced network at two carrier frequencies. We consider two urban environments and four cell ranges. The effects of inter-cell interference are separated into inter-site interference and inter-sector interference. A site-specific 3D ray-tracing tool is used to model the communication channel between the base stations (serving and interfering links) and the user equipment terminals. The inter-site interference is first modelled in terms of its dominant interference proportion and then validated using previously reported field measurements recorded in London (U.K.). Secondly, the inter-site and inter-sector interference components are modelled as a function of user equipment relative position from the serving base stations. Our approach is compatible with the standardized ITU-R model and our proposal can easily be added to these international models. Our model requires no system layout for the interferers and reduces the required channel generation time by a factor of 12 compared with the system layout method. [ABSTRACT FROM AUTHOR]

In August 2020, students took to the streets of London in a mass protest over their A-level results (that determine entry to university), chanting “F*ck the algorithm.” Their A-level grades had been determined by an algorithm that depended on past school performance, a system of teacher ratings, and for smaller student groups, the use of Centre Assessed Grades. Commendably Ofqual (the U.K. Government Office of Qualifications and Examinations Regulation) were transparent in their use of the algorithm so that affected stakeholders were informed of the algorithm’s existence and the key details of how it was developed. The design of the data set produced an algorithm with biased outputs, which hardcoded preexisting educational, policy, and societal biases. Due to the large numbers of students, the single “results day” output and the wider interests of schools, teachers, parents, and universities, the unfairness of the outcome was magnified. Add to this that the students were, by definition, academically proficient individuals, many of whom derived from privileged and supportive backgrounds, which meant that they had the awareness and capacity to challenge. Hence, the impact of this biased algorithm was not received silently and so it was hard to deny, deflect, and dismiss. However, this is not always the case, and many systems are deployed with similar biases and harmful outcomes but the impact is dissipated over time and individuals, and therefore not so immediately obvious and easy to challenge. This is particularly the case when the people impacted do not have the advantages that enabled the A-level students to challenge. [ABSTRACT FROM AUTHOR]

The article discusses personal transportation in the 21st century, and postulates a national system of automated transport. The article discusses Cybercars, which are fully automated road vehicles. A fleet of such vehicles forms a cybernetic transportation system (CTS) for passengers or goods, operating on either a simple route or an elaborate network to provide on-demand door-to-door transportation. The CTS controls the fleet through a central management system. In 1997, a fleet of four cybercars was put into operation at Schiphol Airport in Amsterdam, Netherlands. A larger system is planned to be put into operation at Heathrow Airport in London, England in 2008. Issues discussed include obstacle avoidance, platoon operation of closely spaced vehicles, navigation, and communications.