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Multiple Access For DL communication, the PHY uses the Time-Division Multiplexing (TDM) scheme whereby data is transmitted by the BS as a single stream with data for each SS multiplexed onto the stream and received by all SSs within the sector. All the SSs using the same channel attempt to receive all portions of the DL, but retain only the portion of the data they are meant to retain (identified by the CID for unicast, multicast, and broadcast. Encryption also ensures that an unintended SS cannot make meaningful use of the data). Though transmitted as a single stream of data, the transmission may change its transmission characteristics (burst profile) multiple times within the DL frame to tradeoff between channel robustness and throughput. The properties and the boundary of each burst profile within the DL frame are indicated at the beginning of the DL frame (called DL-MAP) for all the SSs to understand. For UL communication, the PHY uses TDMA and Demand Assigned Multiple Access (DAMA) to allow communication from multiple SSs to a BS. The UL transmission frame is further divided into a number of timeslots, each of which is assigned by the BS for various purposes, including transmission of data by an SS to the BS. Two slots are reserved for contention-based communication; a large number of the timeslots are reserved for communication from SSs to the BS on an assignment basis. The assignment information is provided as part of the DL frame (referred to as UL-MAP). The SS that is assigned a timeslot transmits its data during the slot using the burst profile specified as part of the UL-MAP. The burst profile for one timeslot may be different from the burst profile for another timeslot.

The prototype for sleep( ) is in <dos.h>. This function is not defined by the ANSI/ISO C/C++ standard. This function is obsolete and not recommended for future code. The sleep( ) function suspends program execution for time number of seconds.

Earlier in the chapter, Figure 9-3 showed that when the user creates a new report, she can choose to create a PivotTable or a PivotTable and PivotChart. This is one way to create a PivotChart. Another way is to be on a PivotTable and click on the Options

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For most purposes, the nominal Cr of 0.015 (for concrete) with the nominal brake and steering drag of 0.003 added to it (total 0.018) is all you need. This generates 18.0 lbs. of rolling resistance force for a 1,000-lb. vehicle. The 3,800-lb. Ford Ranger pickup truck of 10 would have a rolling resistance of 68.4 lbs. (3,800 lbs. of pickup weight 3 0.018, or 3.8 3 18 lbs.). At 30 mph, the aerodynamic drag force on the Ford Ranger pickup truck of 10 is 31.08 lbs. less than half the contribution of its 68.4 lbs. of rolling resistance drag. Figure 5-5 shows the aerodynamic drag force and the rolling resistance force on the Ford Ranger pickup truck of 10 plotted for several vehicle speeds. These two forces, along with the acceleration or hill-climbing forces, constitute the propulsion or road load. Notice the 68.4 lbs. of rolling resistance force is the main component of drag until the aerodynamic drag force takes over above 45 mph. Adding the force required to accelerate at a 1 mph/sec rate nominally equivalent to that required to climb a 4.5 percent incline merely shifts the combined aerodynamic drag rolling resistance force curve upwards by 207.9 lbs. (3.8 3 54.7 lbs.) for the pickup. We ll look at these forces once again in the design section.

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Broadband @ > 1 Mbps Requires Compression Wideband @128 kbps- 1 Mbps Introduction of ADSL Require additional build out + Introduction of Cable Introduction of Modems broadband radio Requires additional build out + Requires additional build out + +

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