Scipedia: Documents published in 2018

Methodology for an optimal deployment of the recharging infrastructure for electric vehicles

Scipedia content — Tue, 26 Jan 2021 13:59:16 +0100

184 p. CO2 emissions must be reduced to meet the international commitments to tackle climate change. One of the most promising alternatives for such reduction is the electrification of transport, especially in urban environments, due to its advantages in terms of lack of local emissions and noise reduction. Yet, the lack of publicly accessible charging infrastructure is preventing the mass-adoption of electro-mobility. EV customers want to see a dense enough publicly accessible charging infrastructure network, but they will seldom use it if they can use private home charging. Hence, the economic feasibility of deploying such charging infrastructure must be carefully assessed. Although there have been several attempts to assess the economic performance of operating publicly accessible charging infrastructure, none of them if able to handle the complexity of electro-mobility (by e.g. merging all different charging alternatives into the same analysis). This thesis aims at filling the identified gap, by defining a new methodology which looks at the whole value chain, is business-oriented, performs a quantitative analysis, compares EV against ICE vehicles and takes into account the relationships between the different charging alternatives into a single assessment. The three main contributions of the thesis are: 1) The new methodology extends the scope for analysing complex business cases to consider the different dimensions of the business case at the same time, 2) This new methodology highlights the crucial need to involve appropriate representatives of the relevant stakeholders (decision-makers) in the analysis from the very beginning of the process, and 3) The new methodology has an oriented, tailored approach from the early stages of the analysis to obtain significant results which increase the reliability of the outcomes and guide the decision-making process.

Cooperative driver assistance system for the lane change

Scipedia content — Tue, 26 Jan 2021 13:58:19 +0100

The increase in the number of deaths due to ground traffic accidents is a global problem. In such context, the development of new vehicular technologies is considered an alternative to improve road safety. Within the field of new vehicle technologies, it is possible to find driver assistance systems. These systems interact in an active or passive way with the driver, reducing their workload by presenting information about their surroundings, which may imply the safer direction of a land vehicle. Taking into account that one of the main reasons for road traffic fatalities in the world is the lane change in a road, hereby we created a cooperative driver assistance system for the lane change, arising from the combination of a kinematic model and a probabilistic graphical one. By combining these two models, we try to improve the response in the assistance of the system, given the direct dependence of the system with a human. Due to the latter, the response of such systems cannot be deterministic in nature. One of the motivations to use probabilistic graphical models is the flexibility of this machines learning technique in modeling the problem addressed in this thesis. In addition to this contribution of applying a specific probabilistic graphical model in our assistance system, other contributions can be found in this thesis, including the development of a Driving simulation platform with a reconfigurable structure. The ability to reconfigure the structure of the driving simulator platform was of great importance for the development and evaluation of the assistance system hereby proposed in each of its stages. In addition, the decision to model a cooperative approach in our assistance system is due to the great potential of the vehicular communications with respect to improving transport safety and efficiency. The moderate cost that is being projected in vehicular communications is another relevant fact. Finally, the description and application of our assistance system model can be considered as a possibility in the area for the development of an application that needs a close response to the reality, based on the uncertainties present in the problem under consideration. O aumento no número de mortes por causa de acidentes de tráfego terrestre é um problema global. No âmbito dessa problemática, o desenvolvimento de novas tecnologias veiculares é considerado uma alternativa para melhorar a segurança viária. Dentro do domínio das novas tecnologias veiculares, é possível encontrar sistemas de assistência ao motorista. Esses sistemas interagem de maneira ativa ou passiva com o motorista, conseguindo reduzir sua carga de trabalho, apresentando informações de seu entorno, o que pode implicar uma direção mais segura de um veículo terrestre. Levando em consideração que um dos principais motivos de mortes por acidentes de tráfego terrestre no mundo é a mudança de faixa em uma pista, neste trabalho, realizamos a tarefa de criar um sistema cooperativo de assistência ao motorista para a mudança de faixa, a partir da combinação de um modelo cinemático e de um modelo gráfico probabilístico. Mediante a combinação destes dois modelos, procuramos melhorar a resposta na assistência por parte do sistema, dada a dependência direta que o sistema tem dos humanos. Por essa última razão, a resposta deste tipo de sistemas não pode ser determinística por natureza. Uma das motivações para utilizar os modelos gráficos probabilísticos é a flexibilidade da técnica de machine learning em modelar o problema abordado nesta tese. Além dessa contribuição de aplicar um modelo gráfico probabilístico específico em nosso sistema de assistência, outras contribuições podem ser encontradas nesta tese, incluindo o desenvolvimento de uma plataforma de simulação para a condução, com uma estrutura reconfigurável. A capacidade de poder reconfigurar a estrutura da plataforma de simulação foi de grande importância para o desenvolvimento e avaliação do sistema de assistência proposto nesta tese, em cada uma de suas etapas. Além disso, a decisão de modelar um enfoque cooperativo, em nosso sistema de assistência, se deve ao grande potencial que tem as comunicações veiculares com respeito à melhora da segurança e da eficiência do transporte. O custo moderado que está sendo projetado nas comunicações veiculares é outro fato relevante. A descrição e aplicação de nosso modelo final podem ser considerados mais uma possibilidade na área para o desenvolvimento de uma aplicação, que precise de uma resposta próxima da realidade, a partir das incertezas presentes no problema considerado.

Optimisation du réseau de routes en zone terminale

Scipedia content — Tue, 26 Jan 2021 13:47:06 +0100

n Terminal Manoeuvring Area (TMA) at hub airports is the main problem in Chinese air transportation system. At most of the hub airports, the capacity is near saturated or even overloaded. Civil Aviation Administration of China (CAAC) reported that Air Traffic Management (ATM) is the main cause of delays. Despite the already overloaded ATM system, the Chinese airplanes fleet is continuing to expand. China will become the largest traffic flow in the world before the end of 2035. There is an urgent need to develop a new more efficient method for sequencing and merging arrival flows in TMA, so that airports can maximise the benefits from the emerging Communication, Navigation and Surveillance (CNS) techniques, and consequently increasing capacity. Automation can be highly efficient in ATM, however, due to safety considerations, full automation in ATM is still a challenge. Facing extremely dense operations in complex TMA, we can consider reducing traffic complexity by solving all potential conflicts in advance with a feasible trajectory control for controllers, or automating a large proportion of routine operations, such as sequencing, merging and spacing. As parallel runways are a common structure of Chinese hub airports, in this thesis, we propose a novel system to integrated sequencing and merging aircraft to parallel runways. Our methodology integrates a Area Navigation (RNAV)-based 3D Multi-Level and Multi-Point Merge System (MLMPMS), a hybrid heuristic optimization algorithm and a simulation module to find good, systematic, operationally-acceptable solutions. First, a Receding Horizon Control (RHC) technique is applied to divide 24-hour traffic optimization problem into several sub-problems. Then, in each sub-problem, a tailored Simulated Annealing (SA) algorithm and a trajectory generation module worn together to find a near-optimal solution. Our primary objective is to rapidly generate conflict-free and economical trajectories with easy, flexible and feasible control methods. Based on an initial solution, we continuously explore possible good solutions with less delay and shorter landing interval on runway. Taking Beijing Capital International Airport (BCIA) as a case to study, numerical results show that our optimization system performs well. First, it has very stable de-conflict performance to handle continuously dense traffic flows. Compared with Hill Climbing (HC), the tailored SA algorithm can always guarantee a conflict-free solution not only for the mixed iii or segregated parallel approach (arrivals only) pattern, but also for the independent parallel operation (integrated departures and arrivals) pattern. Second, with its unique Multi-Level Point Merge (ML-PM) route network, it can provide a good trajectory control solution to efficiently and economically handle different kinds of arrival flows. It can realize a shorter flying time and a near-Continuous Descent Approach (CDA) descent for arrival aircraft, compared with baseline. For normal traffic, with near-equal traffic demand for two runways, with landing balancing function ON, the average flying time on different Standard Terminal ARrival (STAR) routes can be reduced up to 8 minutes compared with the baseline. It also realizes an easier re-sequencing of aircraft with more relaxed position shifting as well, compared with conventional sequencing method. Theoretically, the Maximum Position Shifting (MPS) can be up to 6 positions, overcoming the hard constraint of 3 position shifts (MPS "= 3). For asymmetric traffic, with big difference on traffic demand for two runways, with runway balancing function ON, it is more likely to find a conflict-free solution compared with the runway balancing function OFF, and again reduces the average flying time. Third, it is efficient for the segregated parallel approach patterns. Compared with hard constrained position shifting, which is often used in current Arrival Manager (AMAN) system and controller’s manual-control First Come First Served (FCFS) method, it can reduce the average delay, average additional transit time in super dense arrival situations. The average time flown level per flight is less than 12% of total transit time in TMA. Fourth, in independent parallel patterns, it can provide a range of useful information concerning the associated objective value, the average flying time, crossing trajectories in hot spots between arrivals and departures, the efficiency of using different designed sequencing legs in ML-PM route network. Thus, it helps the Air Navigation Service Provider (ANSP) to find the best configuration of ML-PM route network to efficiently satisfy the traffic demand. Last but not least, the computation time of our system is reasonable. It generally needs around 290s-350s for 2 hours of heavy traffic demand with the mixed parallel approach. In conclusion, theoretically, our system realizes good trajectory planning of dense flows at busy airports. It can guarantee a conflict-free solution, increase runway throughput, and minimize delay. At the same time, it can simplify merging, re-sequencing, and improve the economical descent profile with advanced ML-PM route design. Although the methodology defined here is illustrated using the BCIA airport, it could be easily applied to airports worldwide.; La congestion dans les Terminal Manoeuvring Area (TMA) des aéroports en hub est le principal problème dans le transport aérien chinois. Face au trafic extrêmement dense dans les TMAs, nous pouvons envisager d'automatiser une grande partie des opérations de routine, comprenant la planification, le séquencement et la séparation. Nous proposons dans cette thèse un nouveau système automatisé de séquencement des avions et de fusion des flux vers des pistes parallèles, qui sont utilisées dans la plupart des aéroports chinois. Notre méthodologie intègre un réseau de route 3D nommé Multi-Level and Multi-Point Merge System (MLMPMS) basé sur le concept de l'Area Navigation (RNAV) et un algorithme d'optimisation heuristique hybride pour trouver une solution correcte, opérationnellement acceptable. Un algorithme de Simulated Annealing (SA) spécifique et un module de génération de trajectoire collaborent pour rechercher la solution quasi optimale. Notre objectif est de générer en temps réel des trajectoires sans conflit, minimisant la consommation de carburant et permettant des méthodes de contrôle faciles et flexibles. Dans ce but, nous explorons en permanence les solutions possibles avec le moins de retard et assuront l'atterrissage le plus rapide. Nous déterminons quatre variables de décision pour contrôler chaque vol : l'heure et la vitesse d'entrée dans la TMA, le temps de vol sur l'arc de séquencement et le choix de la piste utilisée. La simulation de trajectoire dans les différentes phases de vol est basée sur le modèle de performances BADA. Dans le cas de l'aéroport de Beijing Capital International Airport (BCIA), les résultats numériques montrent que notre système d'optimisation de bonnes performances sur le séquencement et la fusion des trajectoires. Tout d'abord, il permet d'assurer des performances de résolution conflit très stables pour gérer les flux de trafic continuellement denses. Par rapport à l'algorithme Hill Climbing (HC), le SA peut toujours trouver une solution sans conflit, non seulement pour l'approche parallèle mixte ou séparée~(pour les arrivées), mais aussi pour les configurations parallèles indépendantes~(départs et arrivées intégrés). Ensuite, avec un réseau d'itinéraires Multi-Level Point Merge (ML-PM) unique, il peut fournir une bonne solution de contrôle de la trajectoire pour traiter efficacement et économiquement différents types de flux d'arrivée. Il peut réaliser un temps de vol plus court et une descente vers le bas en Continuous Descent Approach (CDA) pour l'avion d'arrivée. Il peut réaliser un re-séquencement plus facile des avions avec un déplacement de position plus relâché. Théoriquement, les Maximum Position Shifting (MPS) peuvent atteindre 6 positions, surpassant la contrainte difficile de 3 positions. Troisièmement, l'algorithme montre son efficacité dans un modèle d'approche parallèle séparé avec une capacité de séquencement plus relâché. Par rapport au décalage de position forcé dur, qui est souvent utilisé dans le système actuel Arrival Manager (AMAN) et la méthode First Come First Served (FCFS) utilisé par les contrôleurs, il peut réduire le délai et le temps de transit moyens dans une situation d'arrivée très dense. Le palier par vol est inférieur à 12\\% du temps de transit total dans la TMA. Quatrièmement, en configuration parallèle indépendant, il peut fournir des informations différentes concernant la valeur objectif associée, le temps de vol moyen, les trajectoires de croisement en point chaud entre les arrivées et les départs, l'efficacité avec différents arcs de séquencement conçus dans le réseau de route ML-PM etc.. Enfin, le temps de calcul de notre système est raisonnable. Il nécessite généralement environ 290s-350s pour 2 heures de forte demande de trafic avec une approche parallèle mixte. En conclusion, théoriquement, notre système réalise une bonne planification de trajectoire en flux denses. Il peut assurer une solution sans conflit, augmenter le débit, minimiser le délai. Dans le même temps, il peut simplifier la fusion, le re-séquencement, l'amélioration du profil de descente économique associé avec la conception de l'itinéraire avancé ML-PM. Bien que la méthodologie définie ici soit appliquée à l'aéroport BCIA, elle pourrait également être appliquée à d'autres aéroports dans le monde.

Analysis of traffic performance in roundabouts with high and unbalanced traffic flow using signals on the main road

Scipedia content — Tue, 26 Jan 2021 13:45:48 +0100

Neste trabalho foi analisado um novo modelo de operação em rotatória implantado no município de Araraquara-SP, cuja preferência é da via principal que possui semáforos a certa distância da interseção, com o início de verde em diferentes momentos para cada direção da via principal. Os semáforos defasados permitem o ordenamento do fluxo e geram brechas maiores ao reduzir o headway entre veículos, o que possibilita a operação em pelotões e, consequentemente, aumenta a capacidade da interseção e reduz o número de conflitos. A proposta foi comparada com duas outras operações mais usuais: rotatória moderna e rotatória convencional (com e sem preferência para a via circular, respectivamente). A elaboração do trabalho foi dividida em cinco partes: primeiramente é apresentada, de forma detalhada, como é operado o modelo proposto. Em seguida, com dados obtidos em campo por filmagens nas três operações de rotatória em análise, foram determinadas as brechas críticas, através de cinco métodos determinísticos, e o headway em fila pelo método de Siegloch (1973). A terceira parte do trabalho foi a análise das distribuições de veículos na rotatória que, junto com o modelo de aproveitamento das brechas, compuseram os modelos de capacidade. Durante a quarta etapa foi realizada uma adaptação da metodologia de dimensionamento semafórico de Webster devido à possibilidade de entrada da via não preferencial, mesmo com o semáforo aberto na via principal, caso haja brecha suficiente. Finalmente, na quinta etapa, com a calibração do software AIMSUN, foram realizadas simulações dos três cenários utilizando o atraso crítico de controle como variável de análise, ou seja, o maior atraso entre as aproximações devido à existência da interseção. Foi verificado que ao instalar os semáforos na via principal, que possui a preferência na entrada da rotatória, o aumento da capacidade, principalmente ao comparar cenários com alta taxa de conversão ou em situação de fluxo desequilibrado entre as aproximações. Ao final foram calibrados modelos de capacidade para a operação em estudo baseados nas simulações, podendo ser aplicados em qualquer situação ao variar a brecha crítica e o headway em fila. In this work, a new traffic-circle operation, implemented in the city of Araraquara-SP, was analysed. The operation consists in offer the traffic preference to the main road with traffic lights installed before the approximation point, with the green time beginning in different moments in which direction to order the use of the intersection and to generate larger gaps by reducing the headway between vehicles, allowing the operation in platoons. The objective is to increase the capacity of the intersection and to reduce the number of conflicts. The proposal was compared with two other more usual operations: roundabouts and conventional traffic circle (with and without preference for the circular track, respectively). The elaboration of the work was divided in five parts: firstly, it is presented, in detail, how the signalized traffic circle is operated. Then, with data obtained in the field by recording the three operations in analysis, the critical gaps were determined, through five deterministic methods, and the follow-up headway. The third part of the work was the analysis of vehicle distributions at the traffic circles and, together with the gap utilization model, the capacity models were determined. During the fourth stage, Webster\\'s signal methodology was adapted because of the possibility of non-preferential entering in the traffic circle, even with the green light of the signal on the main road, if there is a sufficient gap. Finally, in the fifth step, with the calibration of the AIMSUN software, simulations of the three scenarios were performed using, as a variable, the critical control delay (the highest delay between the approximations due to the existence of the intersection). It was verified that offer the traffic preference to the main road with traffic lights installed before the approximation point, the capacity increases significantly, mainly when comparing scenarios with high conversion rate or in situation of unbalanced traffic flow between the approaches. At the end, capacity models were calibrated for the study operation based on the simulations, and it may be applied in any situation by varying the critical gap and the follow-up headway.

Sistema de soporte de decisiones para la programación de viajes en empresas de transporte interprovincial terrestre

Scipedia content — Tue, 26 Jan 2021 13:42:26 +0100

Stratégies optimales d'allocation des ressources pour véhicules électriques dans les réseaux intelligents

Scipedia content — Tue, 26 Jan 2021 13:42:08 +0100

With the increased environmental concerns related to carbon emission, and rapid drop in battery prices (e.g., 35% drop in 2017), the market share of Electric Vehicles (EVs) is rapidly growing. The growing number of EVs along with the unprecedented advances in battery capacity and technology results in drastic increase in the total energy demand of EVs. This large charging demand makes the EV charging scheduling problem challenging. The critical challenge is the need for online solution design since in practical scenario the scheduler has no information of future arrivals of EVs in a time-coupled underlying problem. This thesis studies online EV scheduling problem and provides three main contributions. First, we demonstrate that the classical problem of online scheduling of deadlinesensitive jobs with partial values is similar to the EV scheduling problem and study the extension to EV charging scheduling by taking into account the processing rate limit of jobs as an additional constraint to the original problem. The problem lies in the category of time-coupled online scheduling problems without availability of future information. Using competitive ratio, as a well-established performance metric, two online algorithms, both of which are shown to be (2 − 1/U)-competitive are proposed, where U is the maximum scarcity level, a parameter that indicates demand-to-supply ratio. Second, we formulate a social welfare maximization problem for EV charging scheduling with charging capacity constraint. We devise charging scheduling algorithms that not only work in online scenario, but also they address the following two key challenges: (i) to provide on-arrival commitment; respecting the capacity constraint may hinder fulfilling charging requirement of deadline-constrained EVs entirely. Therefore, committing a guaranteed charging amount upon arrival of each EV is highly required; (ii) to guarantee (group)-strategy-proofness as a salient feature to promote EVs to reveal their true type and do not collude with other EVs. Third, we tackle online scheduling of EVs in an adaptive charging network (ACN) with local and global peak constraints. Two alternatives in resource-limited scenarios are to maximize the social welfare by partially charging the EVs (fractional model) or selecting a subset of EVs and fully charge them (integral model). For the fractional model, both offline and online algorithms are devised. We prove that the offline algorithm is optimal. We prove the online algorithm achieves a competitive ratio of 2. The integral model, however, is more challenging since the underlying problem is NP-hard due to 0/1 selection criteria of EVs. Hence, efficient solution design is challenging even in offline setting. We devise a low-complexity primal-dual scheduling algorithm that achieves a bounded approximation ratio. Built upon the offline approximate algorithm, we propose an online algorithm and analyze its competitive ratio in special cases; Avec les préoccupations environnementales croissantes liées aux émissions de carbone et la chute rapide des prix des batteries, la part de marché des véhicules électriques (EV) augmente rapidement. Le nombre croissant de EV ainsi que les progrès sans précédent dans la capacité de la batterie et de la technologie entraîne une augmentation drastique de la demande totale d'énergie destinée aux véhicules électriques. Cette forte demande de charge rend complexe le problème de planification de la charge. Même en prenant avantage de la propriété reportable des demandes de charge et d'une planification adéquate, la demande globale pourrait dépasser le taux de charge tolérable des stations, étant donné les contraintes physiques des dispositifs de charge et des transformateurs. Le principal défi est la nécessité de concevoir des solutions en ligne puisque, dans la pratique, l'ordonnanceur ne dispose d'aucune information sur les arrivées futures d'EV. Cette thèse étudie le problème d'ordonnancement des EV en ligne et fournit trois contributions principales. Premièrement, nous démontrons que le problème classique de la programmation en ligne des tâches sensibles aux échéances avec des valeurs partielles est similaire au problème d'ordonnancement EV et étudions l'extension de la programmation des charges EV en prenant en compte de la limite de traitement des travaux. Le problème réside dans la catégorie des problèmes d'ordonnancement en ligne couplés dans le temps sans disponibilité d'informations futures. Le premier algorithme proposé est déterministe, tandis que le second est randomisé et bénéficie d'une complexité de calcul plus faible. Deuxièmement, nous formulons un problème de maximisation du bien-être social pour la planification de la charge des EV avec une contrainte de capacité de charge. Nous avons conçu des algorithmes d'ordonnancement de charge qui non seulement fonctionnent dans un scénario en ligne, mais aussi qui répondent aux deux principaux défis suivants : (i) fournir un engagement à l'arrivée ; (ii) garantir la résistance aux stratégies (de groupe). Des simulations approfondies utilisant des traces réelles démontrent l'efficacité de nos algorithmes d'ordonnancement en ligne par rapport à la solution hors-ligne optimale non-engagée. La troisième contribution concerne la planification en ligne des véhicules électriques dans un réseau de recharge adaptatif (ACN) avec des contraintes de pics locaux et globaux. Nous avons conçu un algorithme d'ordonnancement primal-dual de faible complexité qui atteint un rapport d'approximation borné. Des résultats expérimentaux détaillés basés sur des traces montrent que les performances des algorithmes en ligne proposés sont proches de l'optimum hors ligne et surpassent les solutions existante

Flight Plan Information Exchange using SWIM

Scipedia content — Tue, 26 Jan 2021 13:40:57 +0100

PildoLabs is developing a UTM system to coordinate manned and unmanned aircraft operations for emergency operations. The system needs a mechanism to (1) validate and publish flight plans involved in the emergency operations and (2) provide a mechanism for third party systems to query published flight plans. SWIM is an aeronautical information exchange standard that is being developed in the frame of SESAR aimed at facilitating standardized information sharing. EUROCONTROL already provides some SWIM based services, including a flight plan management sets. The objec

Linkage and complex interdependence in the air: a study of the political role of the International Federation of Air Traffic Controllers' Associations (IFATCA)

Scipedia content — Tue, 26 Jan 2021 13:38:48 +0100

Decision support for air traffic management based on probabilistic weather forecasts

Scipedia content — Tue, 26 Jan 2021 13:37:47 +0100

von Martin Steinheimer Arbeit an der Bibliothek noch nicht eingelangt - Daten nicht geprueft Technische Universität Wien, Masterarbeit, 2019 (VLID)4354884

A microscopic framework for modeling and simulating human and automated driving

Scipedia content — Tue, 26 Jan 2021 13:35:51 +0100

von Manuel Lindorfer Zusammenfassung in deutscher Sprache Technische Universität Wien, Dissertation, 2019 (VLID)4421663

Study of a ground delay program

Scipedia content — Tue, 26 Jan 2021 13:34:03 +0100

In this project the Ground Delay Program (GDP) and the Collaborative Decision Making (CDM) concepts have been studied. A statistical analysis on all GDPs that occurred during April of 2018 and during the year 2006 in the United States of America has been done. Some statistics have been derived on the number of GDPs and their causes. Results show that the 90% of the GDPs took place in only 13 and 16 airports, respectively. In both statistics Newark (EWR), in New York, have been the airport with more regulations. In addition, in April the 87% of the GDPs were caused by bad weather conditions versus a 74% in 2006. Furthermore, a complex study has been done at 2006 as the assigned delay and the number of affected flights per airport showing that the 90% of the total delay was assigned only in 10 airports, being Chicago the airport with more delay assigned. The same behaviour was observed with the number of affected flights: 90\\% of the flights has been related to only 10 different airports and Chicago again, was the airport with more affected flights. The results of the number of affected flights and the assigned delay have indicated a relationship. However, many airports with more flights and delay are also in the highest positions of the number of GDPs per airport list. The last part of the project is a simulation of as deterministic GHP for two different scenarios using Matlab. An optimal allocation of slots to flights taking into account its cost and the number of connection passengers of each flight has been analysed. The results have shown an exponential behaviour which increases for a high airport acceptance rates and when the flights have connection passengers. Using Ratio-by-Schedule the minimum costs have been obtained.

Softwarisation intelligente et sécurisée des réseaux

Scipedia content — Tue, 26 Jan 2021 13:33:47 +0100

The recent trend toward Network Softwarization is driving an unprecedented technoeconomic shift in the Telecom and ICT (Information and Communication Technologies) industries. By separating the hardware on which network functions/services run and the software that realizes and controls the network functions/services, Software-Defined Networking (SDN) and Network Function Virtualization (NFV) are creating an open ecosystem that drastically reduces the cost of building networks and changes the way operators operate their networks. SDN and NFV paradigms add more flexibility and enable more control over networks, thus, related technologies are expected to dominate a large part of the networking market in the next few years (estimated at USD 3.68B in 2017 and forecasted by some to reach $54B by 2022 at a Compound Annual Growth Rate (CAGR) of 71.4%). However, one of the major operators’ concerns about Network Softwarization is security. In this thesis, we have first designed and implemented a pentesting (penetration testing) framework for SDN controllers. We have proposed a set of algorithms to fingerprint a remote SDN controller without having direct connection to it. Using our framework, network operators can evaluate the security of their SDN deployments (including Opendaylight, Floodlight and Cisco Open SDN Controller) before putting them into production. Second, we have studied the Topology Discovery problem in SDN controllers and discovered major security (as well as performance) issues around the current de-facto OpenFlow Topology Discovery Protocol (OFDP). In order to fix these major issues, we have designed and implemented a new secure and efficient OpenFlow Topology Discovery Protocol (called sOFTDP). sOFTDP requires minimal changes to the OpenFlow switch design and is shown to be more secure than previous workarounds on traditional OFDP. Also, sOFTDP outperforms OFDP by several orders of magnitude which we confirmed by extensive experiments. The second axis of our research in this thesis is smart management in softwarized networks. Inspired by the recent breakthroughs in machine learning techniques, notably, Deep Neural Networks (DNNs), we have built a traffic engineering engine for SDN called NeuRoute, entirely based on DNNs. Current SDN/OpenFlow controllers use a default routing based on Dijkstra’s algorithm for shortest paths, and provide APIs to develop custom routing applications. NeuRoute is a controller-agnostic dynamic routing framework that (i) predicts traffic matrix in real time, (ii) uses a neural network to learn traffic characteristics and (iii) generates forwarding rules accordingly to optimize the network throughput. NeuRoute is composed of two main components: NeuTM and NeuRoute-TRU. NeuTM is a traffic matrix (TM) prediction framework that uses Long Short Term Memory (LSTM) Neural Network architecture to learn long-range traffic dependencies and characteristics then accurately predicts future TMs. NeuRoute-TRU is a path selection engine that computes optimal paths for traffic matrices predicted by NeuTM. NeuRoute-TRU achieves the same results as the most efficient dynamic routing heuristic but in much less execution time.; La tendance récente vers la “Softwarization” des réseaux entraîne un changement techno-économique sans précédent dans les secteurs des TIC (technologies de l'information et de la communication). En séparant le matériel sur lequel fonctionnent les fonctions/services réseau et le logiciel qui réalise et contrôle de ces fonctions/services, les réseaux logiciels (ou SDN, Software-Defined Networking) et la virtualisation des fonctions réseau (NFV, Network Function Virtualizatino) créent un écosystème ouvert qui réduit considérablement le coût de provisionnement des réseaux et change la façon dont les opérateurs gèrent et exploitent leurs réseaux. Les paradigmes SDN et NFV introduisent plus de flexibilité et permettent un meilleur contrôle, ainsi les technologies associées devraient dominer une grande partie du marché du réseautage dans les prochaines années (estimé à 3,68 milliards USD en 2017 et prévu par certains pour atteindre 54 milliards USD d'ici 2022 à un taux de croissance annuel composé (TCAC) de 71,4%). Cependant, l'un des soucis majeurs des opérateurs à propos de Network Softwarization est la sécurité. Dans cette thèse, nous avons d'abord conçu et implémenté un framework de test de pénétration (pentesting) pour les contrôleurs SDN. Nous avons proposé un ensemble d'algorithmes pour l'empreinte digitale d'un contrôleur SDN distant, i.e. sans avoir besoin d’une connexion directe au contrôleur. En utilisant notre framework, les opérateurs réseau peuvent évaluer la sécurité de leurs déploiements SDN (y compris Opendaylight, Floodlight et Cisco Open SDN Controller) avant de les mettre en production. Deuxièmement, nous avons étudié le problème de découverte de topologie dans les réseaux SDN. Nous avons constaté des problèmes de sécurité, ainsi que de performance, majeurs autour du protocole OFDP (OpenFlow Topology Discovery Protocol). Afin de résoudre ces problèmes majeurs, nous avons conçu et implémenté un nouveau protocole, sécurisé et efficace, pour la découverte de topologie dans les réseaux OpenFlow. Notre protocole est appelé sOFTDP; secure and efficient OpenFlow Topology Discovery Protocol. sOFTDP nécessite des modifications minimales à la conception de base du commutateur OpenFlow et s'avère plus sûr que le OFDP traditionnel et les améliorations plus récente sur OFDP. En outre, sOFTDP surpasse OFDP de plusieurs ordres de grandeur en terme de performance, ce que nous avons confirmé par des tests approfondies. Le deuxième axe de notre recherche dans cette thèse est la gestion intelligente et automatique des réseaux logiciels. Inspirés par les avancées récentes dans les techniques d'apprentissage automatique, notamment les réseaux de neurones profonds (DNN, Deep Neural Networks), nous avons créé un moteur d'ingénierie de trafic pour le SDN appelé NeuRoute, entièrement basé sur les DNN. Les contrôleurs SDN/OpenFlow actuels utilisent par défaut un routage basé sur l'algorithme de Dijkstra pour les chemins les plus courts mais fournissent des API pour développer des applications de routage personnalisées. NeuRoute est un framework de routage dynamique indépendant du contrôleur qui (i) prédit la matrice de trafic en temps réel, (ii) utilise un réseau neuronal pour apprendre les caractéristiques du trafic et (iii) génère automatiquement des règles de routage pour optimiser le débit du trafic. NeuRoute est composé de deux composants principaux: NeuTM et NeuRoute-TRU. NeuTM prédit la matrice de trafic (TM, Traffic Matrix) en utilisant une architecture de réseau neuronal à mémoire à long terme (LSTM, Long Short Term Memory) pour apprendre les dépendances et les caractéristiques du trafic sur une longue période, puis prédire avec précision les futures TM. NeuRoute-TRU est un moteur de sélection de chemin qui calcule les chemins optimaux pour les matrices de trafic prédites par NeuTM. NeuRoute-TRU obtient les mêmes résultats que l'heuristique de routage dynamique la plus efficace, mais avec beaucoup moins de temps d'exécution.

Optimization technique applied for packet routing in SDN network and analysis in emulated scenarios

Scipedia content — Tue, 26 Jan 2021 13:28:51 +0100

Orientador: Akebo Yamakami Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Elétrica e de Computação Made available in DSpace on 2019-07-24T19:36:09Z (GMT). No. of bitstreams: 1 Oliveira_JulianeReginaDe_M.pdf: 5964399 bytes, checksum: d9319ac99f44e8a1689a7f72dd567a89 (MD5) Previous issue date: 2019 Resumo: Os métodos de engenharia de tráfego oferecem aos usuários das redes de computadores melhor desempenho no decorrer das atividades. A otimização de fluxo em redes apresenta como resultado os caminhos com os menores custos, as principais abordagens são: Dijkstra e o PFCM. A principal característica do paradigma de computação SDN é a separação do plano de controle e dados. Nas redes legadas, os softwares dos equipamentos são embutidos e fechados. A segregação dos planos permite aos administradores das redes melhor controle e gerenciamento da mesma por apresentar plano de controle aberto que possibilita criar regras de acordo com as políticas dos negócios, aumentando a flexibilidade. Os princípios de SDN sugiram nos anos 90 e passaram pelas seguintes etapas: (1) redes ativas, (2) separação do plano de dados e controle, (3) OpenFlow e os sistemas operacionais de rede. Atualmente as redes SDN apresentam evolução e contribuem para a melhora da engenharia de tráfego. Este trabalho pretende avaliar os caminhos obtidos, as taxas de vazão e o tempo de transferência dos fluxos de dados utilizando as seguintes propostas: algoritmo Dijkstra, algoritmo Dijkstra Modificado e o PFCM. Duas redes de computadores foram criadas utilizando uma ferramenta de emulação de redes SDN e um controlador central responsável pela determinação dos caminhos e a instalação das regras de fluxos nos equipamentos com suporte ao protocolo OpenFlow Abstract: The Traffic engineering methods give computer networks users better performance in the course of their activities. The flow optimization in networks results in the paths with the lowest costs, the main approaches are: Dijkstra and PFCM. The main feature of the SDN computing paradigm is the separation of the control plane and data. In legacy network, the equipment software is embedded and closed. The segregation of the plans allows network administrators to better control and manage the plan by having an open control plan that enables them to create rules according to business policies, increasing flexibility. The principles of SDN suggest in the 1990s and went through the following steps: (1) active networking, (2) separating control and data planes, (3) OpenFlow and network operating systems. Currently SDN networks present evolution and contribution to the improvement of traffic engineering. This work aims to evaluate paths obtained, throughput rates and time of data flows transfer using the following proposals: Dijkstra algorithm, Modified Dijkstra algorithm and PFCM. Two computer networks were created using an SDN network emulation tool and a central controller responsible for determining the paths and the installation of the flow rules in the equipment with OpenFlow protocol support Mestrado Engenharia de Computação Mestra em Engenharia Elétrica 133796/2017-5 CNPQ

Passenger Flight Experience of Urban Air Mobility

Scipedia content — Tue, 26 Jan 2021 13:27:02 +0100

The first part of a study of passenger flight experience of Urban Air Mobility was completed. This first part included the design of different Urban Air Mobility vehicle models, in which the passenger flight experience would be quantitatively measured. A first version of a simulator setup, in which the measurements were performed, was also developed. Three concept vehicle models, a single main rotor, a side-by-side rotor and a quadrotor, were designed in the conceptual design software NDARC. The vehicles were electrically propelled with battery technology based on future technology predictions and were designed for autonomous flight with one passenger. The emissions of the vehicles were analyzed and compared with an existing turboshaft helicopter. The interface between NDARC and the flight dynamics analysis and control system software FlightCODE, which was used to create control systems to the NDARC models, was developed to fit the vehicle configurations considered. The simulator setup was created with a VR headset, the flight simulation software X-Plane, an external autopilot software and stress sensors. Trial runs with the simulator setup were performed and gave important data for the continued development. Planned upgrades of the simulation station were presented and the continuation of the study was discussed.

Stochastic Model Predictive Control for Eco-Driving Assistance Systems in Electric Vehicles

Scipedia content — Tue, 26 Jan 2021 13:26:48 +0100

Electric vehicles are expected to become one of the key elements of future sustainable transportation systems. The first generation of electric cars are already commercially available but still, suffer from problems and constraints that have to be solved before a mass market might be created. Key aspects that will play an important role in modern electric vehicles are range extension, energy efficiency, safety, comfort as well as communication. An overall solution approach to integrating all these aspects is the development of advanced driver assistance systems to make electric vehicles more intelligent. Driver assistance systems are based on the integration of suitable sensors and actuators as well as electronic devices and software-enabled control functionality to automatically support the human driver. Driver assistance for electric vehicles will differ from the already used systems in fuel-powered cars such as electronic stability programs, adaptive cruise control etc. in a way that they must support energy efficiency while the system itself must also have a low power consumption. In this work, an eco-driving functionality as the first step towards those new driver assistance systems for electric vehicles will be investigated. Using information about the internal state of the car, navigation information as well as advanced information about the environment coming from sensors and network connections, an algorithm will be developed that will adapt the speed of the vehicle automatically to minimize energy consumption. From an algorithmic point of view, a stochastic model predictive control approach will be applied and adapted to the special constraints of the problem. Finally, the solution will be tested in simulations as well as in first experiments with a commercial electric vehicle in the SnT Automation & Robotics Research Group (SnT ARG).

Optimization in one-way car sharing with electric cars and relocations

Scipedia content — Tue, 26 Jan 2021 13:24:56 +0100

This thesis aims at modelling and solving optimization problems related to the management of one-way-electric-car-sharing systems, where users can take a car from a station, use it, and then return it to another station. This generally leads to an imbalanced distribution of cars, with some full stations and other empty ones. A solution to this problem, implemented by car-sharing operators, is to employ staff agents to move cars as needed. However, identifying this need is a non-trivial optimization problem, especially since the system may be more constrained when the vehicles used are electric, which generates battery recharging and autonomy constraints. The global optimization problem addressed is then divided into two sub-problems. The first one is assigning the cars to customers, as well as their routing; it is denoted by ROCSP (Recharging OneWay Car Sharing Problem). The second problem involves agents planning and routing; it is denoted by ESRP (Employee Scheduling Routing Problem). 1. For the ROCSP, we propose two Mixed-integer linear programming (MILP) modelizations of the problem: One based on flows and the other based on paths. This means that the two models include the battery-recharging constraints in two different ways. As the exact resolution through the MILP models is quite expensive in terms of computational time and is not adapted for the resolution of real-size car-sharing instances, we introduce heuristics that enable the optimization of cars-redistribution and service management of the service within a reasonable amount of time. These heuristics allows the calculation of the number of cars and the various redistribution operations to be performed on a given day. 2. For the ESRP, this second problem is also addressed with MILP models for the exact resolution, and some heuristics are suggested for an approximate resolution. This process has reasonable calculation time and aims at finding the minimum number of agents to perform the necessary relocation operations that stem from the first problem, namely, the ROCSP. Once the ROCSP and ESRP solved in their static versions, we then focus on the ROCSP by exploring another variant of the problem : ROCSP with dynamic reservation. We also suggest to explore a new concept : Auto-CoPartage, which is a hybridization of car-sharing and carpooling. The stated algorithms are validated on the Auto Bleue electrical vehicles fleet in the network of the city of Nice, essentially by relying on flow generation models to estimate the demand, but also using other instances that we have generated for other cities. All the data are handled using a Geographical Information System.; Cette thèse a pour objectif de modéliser et résoudre des problèmes d’optimisation d’un système d’auto-partage avec des voitures électriques dit « à un seul sens », où les utilisateurs peuvent prendre une voiture dans une station et la laisser ensuite dans une autre. Ce fonctionnement conduit généralement à une situation de déséquilibre dans la répartition des voitures avec certaines stations pleines et d’autres vides. Une des solutions utilisées par les opérateurs d’autopartage pour pallier ce problème est le recours à des agents pour déplacer les voitures selon le besoin. Identifier et répondre à ce besoin est un problème d’optimisation non trivial, notamment à cause de l’usage de véhicules électriques, ce qui engendre des contraintes de rechargement de batteries et d’autonomie. Le problème d’optimisation est décomposé en deux sous-problèmes : le premier est le problème d’affectation des voitures aux clients, ainsi que leurs routages, que nous nommons ROCSP pour Recharging One way Car Sharing Problem ; le second problème est celui du planning des agents et leurs routages que nous nommons ESRP pour Employee Scheduling Routing Problem. 1. Résolution du ROCSP : deux modélisations en Programmation Linéaire en Nombres Entiers (PLNE) sont proposées, la première basée sur les flots et la deuxième sur les chemins, ce qui fait que les deux modèles intègrent de manière différente les contraintes de recharge électrique. Comme la résolution exacte à travers les modèles PLNE s’avère très gourmande en temps de calcul et non adaptée aux instances d’auto-partage de taille réelle, nous proposons des heuristiques qui permettent dans un temps raisonnable d’optimiser la redistribution des voitures et la gestion du service. Ces heuristiques permettent de calculer le nombre de voitures et les différentes opérations de relocalisation (redistribution des voitures) à réaliser sur une journée donnée. 2. Résolution du ESRP : un modèle PLNE est proposé pour la résolution exacte du ESRP, et, en complément, des heuristiques sont proposées pour une résolution approchée et relativement rapide. L’objectif est la détermination du nombre minimal d’agents nécessaire pour effectuer les opérations de relocalisation qui découlent du premier problème, le ROCSP. Dans une partie prospective, et une fois les ROCSP et ESRP résolus dans leur version statique, nous nous focaliserons sur une autre variante du problème avec réservation dynamique. Nous proposons également d’explorer un nouveau concept - l’auto-copartage - qui se veut une hybridation entre autopartage et covoiturage. Les algorithmes proposés ont été validés sur le réseau Auto Bleue de la ville de Nice essentiellement, qui gère une flotte de véhicules électriques, en s’appuyant sur des modèles de génération de flux pour estimer la demande, mais aussi d’autres instances que nous avons générées pour simuler d’autres villes, au sein d’un Système d’Information Géographique.

Advancing the life cycle energy optimisation methodology

Scipedia content — Tue, 26 Jan 2021 13:24:27 +0100

The Life Cycle Energy Optimisation (LCEO) methodology aims at finding a design solution that uses a minimum amount of cumulative energy demand over the different phases of the vehicle's life cycle, while complying with a set of functional constraints. This effectively balances trade-offs, and therewith avoids sub-optimal shifting between the energy demand for the cradle-to-production of materials, operation of the vehicle, and end-of-life phases. This work further develops the LCEO methodology and expands its scope through three main methodological contributions which, for illustrative purposes, were applied to a vehicle sub-system design case study. An End-Of-Life (EOL) model, based on the substitution with a correction factor method, is included to estimate the energy credits and burdens that originate from EOL vehicle processing. Multiple recycling scenarios with different levels of assumed induced recyclate material property degradation were built, and their impact on the LCEO methodology's outcomes was compared to that of scenarios based on landfilling and incineration with energy recovery. The results show that the inclusion of EOL modelling in the LCEO methodology can alter material use patterns and significantly effect the life cycle energy of the optimal designs. Furthermore, the previous model is expanded to enable holistic vehicle product system design with the LCEO methodology. The constrained optimisation of a vehicle sub-system, and the design of a subset of the processes which are applied to it during its life cycle, are simultaneously optimised for a minimal product system life cycle energy. In particular, a subset of the EOL processes' parameters are considered as continuous design variables with associated barrier functions that control their feasibility. The results show that the LCEO methodology can be used to find an optimal design along with its associated ideal synthetic EOL scenario. Moreover, the ability of the method to identify the underlying mechanisms enabling the optimal solution's trade-offs is further demonstrated. Finally, the functional scope of the methodology is expanded through the inclusion of shape-related variables and aerodynamic drag estimations. Here, vehicle curvature is taken into account in the LCEO methodology through its impact on the aerodynamic drag and therewith its related operational energy demand. In turn, aerodynamic drag is considered through the estimation of the drag coefficient of a vehicle body shape using computational fluid dynamics simulations. The aforementioned coefficient is further used to estimate the energy required by the vehicle to overcome aerodynamic drag. The results demonstrate the ability of the LCEO methodology to capitalise on the underlying functional alignment of the structural and aerodynamic requirements, as well as the need for an allocation strategy for the aerodynamic drag energy within the context of vehicle sub-system redesign. Overall, these methodological developments contributed to the exploration of the ability of the LCEO methodology to handle life cycle and functional trade-offs to achieve life cycle energy optimal vehicle designs. Livscykelenergioptimerings-metodologin (LCEO) syftar till att hitta en designlösning som använder en minimal mängd av energi ackumulerat över de olika faserna av en produkts (i detta arbete i formen av ett fordon) livscykel, samtidigt som den uppfyller en förutbestämd uppsättning funktionella begränsningar. Genom detta kan avvägningar balanseras effektivt, och därmed undviks suboptimala förskjutningar mellan energibehovet för vagga-till-produktion av material, fordonets användningsfas samt hantering av det uttjänta fordonet, på engelska kallad End-Of-Life (EOL). Detta arbete vidareutvecklar LCEO-metodologin och utvidgar dess omfattning genom tre huvudsakliga metodologiska bidrag, som, för illustrativa syften, har applicerats på en fallstudie av ett fordons sub-systemdesign. En EOL-modell baserad på substitution med korrigeringsfaktorer, är inkluderad för att uppskatta energikrediter och bördor som härrör från hanteringen av det uttjänta fordonet. Flera olika scenarier som beskriver återvinning med olika nivåer av antagen degradering av egenskaper hos de återvunna materialen har definierats, och deras respektive LCEO utfall har jämförts med motsvarande resultat för scenarier baserade på deponering och förbränning med energiåtervinning. Resultaten visar att införandet av en EOL-modell i LCEO-metodologin kan ändra flöden och mönster kring materialanvändning och har en signifikant påverkan på den totala livscykelenergin i de optimala fordonsdesignen Då valet av EOL-modell har signifikans för LCEO utfallet, har de föregående, statiska modellerna kompletterats med en utvidgning mot en mer holistisk systemstudie utifrån LCEO. I denna utvidgning studeras frågor kring optimerade produktsystem, framförallt avseende en delmängd av EOL processernas parametrar som har inkluderats i form av kontinuerliga designvariabler med antagna barriärfunktioner som modellerar deras genomförbarhet. Resultaten visar att LCEO kan användas för att finna den optimala designen av en fordonskomponent tillsammans med dess associerade, ideala, syntetiska EOL-scenario. Dessutom demonstreras metodens förmåga att identifiera de underliggande mekanismer som möjliggör den optimala lösningens avvägningar. För att utöka komplexiteten i de ansatta funktionella begränsningarna har även form-relaterade variabler och aerodynamiska motståndsberäkningar tagits med. I det här fallet används krökningen på den studerade fordonskomponenten som ytterligare en variabel i LCEO analyser, med dess inverkan på det aerodynamiska motståndet och i och med detta variationer i användningsfasens energibehov. I detta fallet har det aerodynamiska motståndet tagits med i analysen genom uppskattning av motståndskoefficienten av en fordonskomponent framtagen genom strömningsmekaniska beräkningar. Denna uppskattning används sedan för att modellera den energi som krävs av fordonet för att övervinna det aerodynamiska luftmotståndet. I detta sammanhang visas också på behovet av en strategi för allokering av den aerodynamiska motståndsenergin hos en sub-komponent i relation till helheten, när fokus ligger på design av ett sub-system hos ett fordon. Resultaten visar att LCEO beskriver den underliggande funktionella synergin mellan de ansatta strukturella och de aerodynamiska kraven. Detta arbete bidrar till att LCEO utvecklas i flera olika avseenden som utgör väsentliga steg mot en pro-aktiv metod som kan hantera livscykel- och funktionella avvägningar i en optimal fordonsdesign ur ett livscykelenergiperspektiv.

Tesla inc

Scipedia content — Tue, 26 Jan 2021 13:24:10 +0100

The role of innovation resistance in the design of service innovations : A study on shared mobility services

Scipedia content — Tue, 26 Jan 2021 13:13:21 +0100

ording to innovation literature, between 50% and 90% of innovations fail. An explanation for failing innovations is offered by scholars in the field of innovation resistance, who argue that it is more relevant to pay attention to the reasons why consumers reject an innovation, rather than learning about their motivations to adopt a new product or service. At the same time, previous marketing literature has devoted little attention towards design, despite its strategic importance and its role as a driver of innovation and competitive advantage. The purpose of this study was to investigate how companies perceive innovation resistance towards service innovations and how it is reflected in the service design. The major takeaways in this study revealed that companies were aware of all the barriers, except for social risk and perceived security risk. Furthermore, companies made most service design adaptations based on the usage and value barrier both prior and post launch. Also, although the tradition and norm barrier and image barrier were considered critical for an innovation’s success, companies did not change the service design accordingly. Finally, it was revealed that companies followed a hybrid approach of innovation, where more of a design-driven innovation strategy was used to generate innovation ideas and a user-centered approach was applied by involving consumers in pilot studies and listening to the consumer voices post launch.

Dynamic response characteristics of fluid transmission lines

Scipedia content — Tue, 26 Jan 2021 13:11:34 +0100

What energy source for the light vehicle segment in Brazil?: an electricity, ethanol and gasoline price analysis

Scipedia content — Tue, 26 Jan 2021 13:09:47 +0100

Submitted by Helene Reydet (helene.reydet@sciencespo.fr) on 2018-12-06T20:34:33Z No. of bitstreams: 1 MPGI Thesis Helene Reydet.pdf: 1330168 bytes, checksum: 3e2b87fc556622d447955d91b135b41a (MD5) Rejected by Josineide da Silva Santos Locatelli (josineide.locatelli@fgv.br), reason: Dear Hélène, Page 1: Put the title and your name in CAPITAL letter Page 2: Organize the text because the lines are misaligned, in Knowledge Field put your adviser field: Gestão e Competitividade em Empresas Globais Page 4: Put the title and your name in CAPITAL letter, Organize the text because the lines are misaligned, in Knowledge Field put your adviser field: Gestão e Competitividade em Empresas Globais, in data da aprovação, put your presentation date: 13/11/2018, in banca examinadora below the line put just the name of professors, it is necessary all professors All titles like Acknowldgments, Abstract and Resumo must to be in CAPITAL and on the middle of page. I am sending again the model, please, make the corrections and post again on 2018-12-07T14:23:55Z (GMT) Submitted by Helene Reydet (helene.reydet@sciencespo.fr) on 2018-12-10T22:31:57Z No. of bitstreams: 1 Thesis Helene Reydet vF.pdf: 988433 bytes, checksum: e870adbc6ff5f67163d43dba6a070316 (MD5) Rejected by Josineide da Silva Santos Locatelli (josineide.locatelli@fgv.br), reason: Dear Hélène, Please, see below what is necessary to correct: Why your name is different your documents? In the documents have a sharp accent: HÉLÈNE REYDET Page 2: See the model and difference between your work, it is misaligned: Thesis presented to Escola de Administração de Empresas de São Paulo of Fundação Getulio Vargas, as a requirement to obtain the title of Master in International Management (MPGI). Page 3: The Ficha Catalográfica must to have all the informations with the name of person that made it. Page 4: Your name is twice, withdraw one; It is not necessary raise the letters of these words: ACKNOWLDGMENTS, ABSTRACT, RESUMO, CONTENTS, LIST OF FIGURES, LIST OF TABLES, ABBREVIATIONS. The KEYWORDS must to be in the same page of the ABSTRACT and the same size. The “PALAVRAS-CHAVE” must to be in the same page of the “RESUMO” and the same size. The number of pages just can start at the introduction considering the numbers before and put them on the superior right side of the page. Please, correct and post again on 2018-12-11T12:07:10Z (GMT) Submitted by Helene Reydet (helene.reydet@sciencespo.fr) on 2018-12-21T10:37:36Z No. of bitstreams: 1 MPGI Thesis Helene Reydet.pdf: 1249386 bytes, checksum: 51d0705decf1aa1454eb0e764f36f4a0 (MD5) Approved for entry into archive by Josineide da Silva Santos Locatelli (josineide.locatelli@fgv.br) on 2018-12-21T10:59:17Z (GMT) No. of bitstreams: 1 MPGI Thesis Helene Reydet.pdf: 1249386 bytes, checksum: 51d0705decf1aa1454eb0e764f36f4a0 (MD5) Approved for entry into archive by Suzane Guimarães (suzane.guimaraes@fgv.br) on 2018-12-21T13:45:16Z (GMT) No. of bitstreams: 1 MPGI Thesis Helene Reydet.pdf: 1249386 bytes, checksum: 51d0705decf1aa1454eb0e764f36f4a0 (MD5) Made available in DSpace on 2018-12-21T13:45:16Z (GMT). No. of bitstreams: 1 MPGI Thesis Helene Reydet.pdf: 1249386 bytes, checksum: 51d0705decf1aa1454eb0e764f36f4a0 (MD5) Previous issue date: 2018-11-13 The early and widespread adaptation of Flex-Fuel vehicles (FFVs) in Brazil has enabled the country to be a leader for ethanol production and use in the light vehicle segment. However, given the country’s natural resources and today’s technological progress when it comes to Electric vehicles (EVs), electricity is an energy source that owes to be considered as an alternative to ethanol for light vehicles. To the best of our knowledge, no study has been performed to compare the country’s price of electricity and ethanol as energy sources for this vehicle segment. This is a first attempt to consider both alternatives in the Brazilian market. The goal of this market study is to provide the reader with an understanding of both ethanol and electricity’s price attractivity as energy sources for light vehicles in Brazil. The United States were used as a benchmark in order to evaluate both energy source relative attractivity. The results obtained demonstrated a clear competitive advantage of electricity over ethanol and gasoline in the light vehicle segment in Brazil. When considering median price of energy sources alone, electricity is 6.6 times cheaper than ethanol and 6.7 times cheaper than gasoline. What’s more, the price gap between energy sources is much higher in Brazil compared to the US, making electricity comparatively more attractive in Brazil. Thus, when considering prices alone, electricity is therefore an desirable option to look into in Brazil for the light vehicle segment, both in terms of absolute and relative numbers. While this market study is a first attempt at comparing electricity and ethanol as energy sources for light vehicles in Brazil, further research will be needed in order to evaluate the total cost of ownership for FFVs and EVs as well as to understand the challenges ahead in terms of infrastructure, electric grid capacity and EV subsidies, etc. A adaptação inicial e generalizada de veículos Flex-Fuel (FFVs) no Brasil permitiu ao país ser líder na produção e uso de etanol no segmento de veículos leves. No entanto, dados os recursos naturais do país e o atual progresso tecnológico em relação aos veículos elétricos (VE), a eletricidade ´e uma fonte de energia que deve ser considerada como uma alternativa ao etanol para veículos leves. Até onde sabemos, nenhum estudo foi realizado para comparar o pre¸co no país da eletricidade e do etanol como fontes de energia para esse segmento de veículos. Esta ´e uma primeira tentativa de considerar as duas alternativas no mercado brasileiro. O objetivo deste estudo de mercado ´e de fornecer ao leitor uma compreensão do mercado de veículos leves comparando a atratividade do pre¸co do etanol e da eletricidade como fontes de energia para o referido segmento no Brasil. Os Estados Unidos foram utilizados como referência para avaliar a atratividade relativa da fonte de energia. Os resultados obtidos demonstraram uma clara vantagem competitiva da eletricidade sobre o etanol e a gasolina no segmento de veículos leves no Brasil. Quando se considera o preço médio das fontes de energia sozinha, a eletricidade é 6,6 vezes mais barata que o etanol e 6,7 vezes mais barata que a gasolina. Além do mais, a diferença de preço entre essas fontes de energia ´e muito maior no Brasil em compara¸c˜ao com a diferença observada nos Estados Unidos, tornando a eletricidade comparativamente ainda mais atraente no Brasil. Assim, ao considerar apenas os preços, a eletricidade é uma opção atrativa a ser considerada para o mercado brasileiro de veículos leves, tanto em números absolutos quanto relativos. Enquanto este estudo de mercado ´e uma primeira tentativa de comparar a eletricidade e o etanol como fontes de energia para veículos leves no Brasil, mais pesquisas serão necessárias para avaliar o custo total de propriedade para FFVs e EVs, bem como para entender os desafios futuros em termos de infra-estrutura, capacidade de rede elétrica e subsídios de EV, etc.

Transport cost function

Scipedia content — Mon, 25 Jan 2021 20:20:03 +0100

Servicing the needs of major inner-urban trip generators

Scipedia content — Mon, 25 Jan 2021 20:19:49 +0100

This report explores the role of commercial shared mobility services in supporting the needs of major trip generators, using the inner urban Adelaide as a case study. The commercial shared mobility services covered in this report are characterised by carshare (such as GoGet), rideshare (UBER), bicycle share (dockless within the context of Adelaide provided by OfO and OBike) and shared e-scooters (such as provided by Lime, Beam and Ride). Major trip generators described in this report are characterised by festivals, sporting events or public facilities (such as hospitals, universities and transport interchanges) that attract relatively high numbers of participants and workers.

AEOLIX Reference Book

Scipedia content — Mon, 25 Jan 2021 20:12:30 +0100

This is a documentation on the AEOLIX Reference Book (ARB), a website created during the project to collect, highlight and present emerging trends, technologies and practices that are of interest to the problem domain of the project (http://reference.aeolix.eu). The purpose of this document is to present the content of the website.

Fishing activity near Wintershall offshore pipelines

Scipedia content — Mon, 25 Jan 2021 20:06:34 +0100

On the North Sea bottom lie numerous pipelines to link oil- or gas offshore units, - platforms and processing stations on land. Although pipeline tubes are coated and covered with protective layers (Concrete Weight Coating), the pipelines risk being damaged through man-made threats like fishing activities with bottom trawls (trawling interference), anchoring and dropped objects. IRM Systems performs integrated risk assessments of pipelines for amongst others Wintershall. Spatial maps of fishing activity would contribute to this risk assessment. Therefore, WMR was tasked to quantify the amount of fishing activity in the vicinity of Wintershall pipelines. Fishing activity has been quantified at a spatial scale of approximate 2500 m2 blocks (50m by 50m) using fishing Vessel Monitoring System (VMS) data for 2016 and 2018. In total, for each year 69 shapefiles specifying the fishing intensity in a buffer area of 100m either side of the pipeline, were delivered. The overall total trawl fishing intensity in 2016 and 2018 along the pipeline trajectories ranges from 0 - 18.83 times per grid cell per year and is the result of combining all beam-trawl fleet activities, though split by large beam trawls and shrimp trawls. There is substantial difference in effort between 2016 and 2018 which varies up to 200% for some pipeline segments. Though, at the North Sea scale, fishing has been relatively stable over the past 10 years. Highest fishing intensities are recorded within the 12nm zone where the effort of the shrimp trawlers is most abundant and has increased almost 5-fold in some areas from 2010 and has not come to a halt yet. At the spatial scale relevant in this study, small spatial differences make for substantial differences though.

Multiphase Approach to Developing Model of Logistics for Coastal Tourist Destinations

Scipedia content — Mon, 25 Jan 2021 20:04:47 +0100

m""/em""em"The process of urbanization of coastal tourist destinations (CTDs) is taking place at high speed and at the same time creating a lot of complex problems. The positive trend of urbanization has resulted in increased volume of freight transport which leads to burdening the traffic network, time losses and causes traffic congestion problems on the streets with increased environmental pollution due to emissions, noise and vibration. These findings brought to some research being started on the EU level, aiming to develop new logistic solutions, so these areas could be developed on a sustainable basis. With this in mind, the paper proposes a method of developing a novel model of logistics (MoL) for CTDs through several stages. The point of proposed MoL lies in achieving optimal connectivity of transportation, warehousing and physical distribution of goods, and making it a single functional model, so as to allow simultaneous optimization of logistic processes in a CTD, and to incorporate logistics in tourist offer."/em

Impact of critical variables on economic viability of converted diesel city bus into electric bus

Scipedia content — Mon, 25 Jan 2021 19:57:20 +0100

A European Strategy for low-emission mobility of 2016 states that Europe needs to accelerate the transition towards low- and zero-emission vehicles like some plug-in hybrids, full electric cars and fuel cell (i.e. hydrogen-powered) vehicles. Transition to a low-carbon economy is supported in all EU countries including Latvia. Through the Strategy, the European Commission is working to strengthen the economy by promoting sustainable urban mobility and increased use of clean and energy efficient vehicles and looking into how to accelerate this process. Cities are crucial for the delivery of this strategy, and electrification of buses is a step towards reducing the fossil fuel dependency of the transportation sector as well as creation of a healthier urban environment. At the same time electric buses are still a challenge for public transport operators due to high aquisition costs of a new vehicle and lack of charging infrastructure. Therefore conversion of diesel city bus into electric bus is one of the alternatives considered. The development of local economy along with the technological opportunities are important factors to be considered in the decision making regarding the use of electric bus in a city. Economic viability of converted diesel city bus into electric bus can be parameterized using an economic model that allows to estimate an impact of critical variables on the total cost of ownership. In this paper, a specific case of operating converted diesel bus into electric bus in a city of Latvia is analyzed. With the help of economic model critical variables are determined as well as their switching values, which make the use of converted diesel engine bus into an electric vehicle economically viable. The results of economic analysis are in favour of converted electric bus which apart from lower O&M costs provide additional benefits to the environment.

Program Progress Performance Report #2 - April 30 2018

Scipedia content — Mon, 25 Jan 2021 19:36:44 +0100

Semi-Annual "Program Progress Performance Report (PPPR)" from the US DOT Tier 1 University Transportation Center for Underground Transportation Infrastructure (UTC-UTI) covering work done during the period July 2017 to April 2018. The report summarizes the status of our research and our accomplishments in terms of student activities, outreach, leveraging US DOT funding, faculty and researchers' accomplishments, products such as publications and websites, participants and collaborators, and the impact of our work.

Cameroon City Competitiveness Diagnostic

Scipedia content — Mon, 25 Jan 2021 19:36:20 +0100

The purpose of this report is to help policymakers improve economic development and job creation in Cameroon’s cities. The report is part of the World Bank’s Technical Assistance project on Enhancing Economic Performance of African Cities, supporting clients in the Ministry of Economy, Planning and Regional Development (MINEPAT), Ministry of Urban Development (MINDHU) and the Urban Metropolitan Councils (Communauté Urbaines), particularly of Douala, Kribi and Bamenda, in the areas of: a) economic analyses and b) institutional support to strengthen their ability to plan and implement relevant reforms. This study utilized various research methodologies including (1) desk based analysis of quantitative data; (2) focus group discussions with over 120 local firms and stakeholders in Douala, Bamenda, Kribi; and (3) institutional analysis of Cameroon’s decentralization framework to identify appropriate institutional mechanisms for promoting local economic development. The report highlights the importance of investing in Cameroon’s cities and makes key recommendations to national and local government for the key investments and reforms needed to improve economic competitiveness and job creation.

Criticality Evaluation of Low Density Product Oxides for Air Transport for the ES-3100 Package

Scipedia content — Mon, 25 Jan 2021 19:35:59 +0100

APACHE - Report on the availability of the APACHE framework

Scipedia content — Mon, 25 Jan 2021 19:35:25 +0100

The APACHE project proposes a new framework to assess European ATM (air traffic management) performance based on simulation, optimization and performance assessment tools that will be able to capture the complex interdependencies between KPAs at different modelling scales. In this context, a new platform (the APACHE Framework) has been developed in the Project, which is the result of the integration (and enhancement) of different existing tools previously developed by some of the APACHE consortium members. This deliverable is the software availability note of the APACHE Framework. This document firstly describes how the different system components have been integrated into a single workflow, aiming at fulfilling the requirements of the Project. Verification and integration tests of the whole APACHE Framework are presented, showing the successful integration of the different components. Then, validation tests of the individual components of the APACHE Framework are described, taking into account that the validation at system level (i.e. the validation of the whole APACHE Framework as a unified tool to assess ATM performance) is out of the scope of this Deliverable and will be reported in D5.1. Supported by all these tests, the evaluation of the requirements identified in previous Deliverable D3.2 is presented, showing the evidences that proof the fulfilment of requirements and giving a rationale for those (very few) requirements not fulfilled or changed. Finally, this report concludes with a summary of all limitations and assumptions taken when developing the APACHE Framework, aiming at clearly identifying the maturity level of the developed Framework and pointing towards future enhancements and developments of the tool.

ACTIVAGE - Report on IoT devices

Scipedia content — Mon, 25 Jan 2021 19:25:23 +0100

In order to have a complete Architecture of the ACTIVAGE platform, the device domain constituted of smart sensor and actuator nodes, gateways, connectivity and its associated protocols must be also considered. Therefore, it is imperative to identify the different devices required to implement the uses cases considered in the different Deployment sites (DSes). A systematic analysis is performed on the device, gateway, cloud and applications domains constituting each of the nine DSes. This analysis is based on several registration forms in order to gather key elements of each domain. The original goal was to collect information concerning only the device domain. However during the first months of the project, this goal changed to also include the three other domains in order to get an overall, homogenized, and rich technical information view of each DS. The additional information includes, the DS topology, the applications foreseen, the security and privacy mechanism to be implemented in the overall system, the servers used and their locations, and other information required to facilitate, in Task 3.2, the Security and Privacy assessments. Furthermore, this document gives a summary and classification of the different devices used in each DS allowing the identification of communalities, potential synergies and knowledge sharing between DSs. For the cases where, no suitable solutions are available, new devices could be prototyped in order to support a given use case with the right device or the right security protection level. Finally and in order to have a more complete document, the following aspects are also included: a list of key concepts in the device and gateway domains are explicitly defined to be shared and used in the overall project, a short introduction on the evolution of the communication systems is given in order to understand key IoT concepts at IoT architecture level and in particular at the device and gateway domains, including some security ones, and a brief market analysis on the home automation and health care devices.

Maritime issues in digital age

Scipedia content — Mon, 25 Jan 2021 19:24:49 +0100

This book is a collection of research studies in the cross-section of maritime studies, information and communication technologies, and operations research. It contains a “layer” of topics that are more technical, and a “layer” of topics that are more managerial and business oriented. The fields of research are related to the author’s quite diverse interests in certain periods of time, and her success in applying for some research grants. The manuscript can serve as valuable material for educational and research purposes. This is especially important if we keep in mind that digitalization in maritime sector lags behind other business and industry sectors. Knjiga povzema več področij upravljanja pomorskega prometa in spremljajočih vsebin. Analizira spekter pomorstva, informacijske tehnologije in nekatere pristope s področja operacijskih raziskav. Pokriva tako tehnična kot upravljavska znanja.

Greening inner-urban travel with sharing economy mobility services: barriers to the provision of shared mobility services final report

Scipedia content — Mon, 25 Jan 2021 19:22:07 +0100

This report explored the key barriers to the provision of thesesharing economy mobility services to highlight the actions thatcan be taken by policy makers and other organisations tosupport their availability. The study involved two stages: aliterature review investigating the current state of knowledgeboth domestically and internationally; and in-depth interviewswith experts from organisations such as service providers,lobby groups and policymakers. The objective was to learntheir perceptions on shared mobility service provision barriersand expected developments on increasing the use of sharedmobility services.The analysis found that the Australia cities have similar sharedmobility issues that are evident in other places around theworld, for example, the paucity of suitable parkingspaces/numbers and locations for shared mobility facilities,and the need for smart technology that elicits information formeeting travel demands.The study found a number of barriers relating to the notalways smooth interaction between policy makers andcommercial enterprises, suggesting opportunities for newcooperative business models, joint partnerships and sharedresponsibilities in the provision of shared mobility services.In particular, the lack of acknowledgement in accepting sharedmobility services as merit goods, in the same way as otherpublic transport services, prevented shared mobility frombeing supported by the government policy intervention. Refereed/Peer-reviewed

ON THE NUMERICAL SIMULATION OF THE RESPONSE OF GAS PIPELINES UNDER COMPRESSION

Scipedia content — Mon, 25 Jan 2021 19:17:11 +0100

Steel gas pipelines may be subjected to buckling failure under large compressive straining, caused by seismically induced ground deformations. This paper further elaborates on the buckling response of this type of networks, through the presentation of representative results from a series of axial compression static analyses that were conducted on segments of steel gas pipelines. Above ground and embedded segments of diverse radius to thickness ratios (R/t) were simulated by means of inelastic shell elements. The trench of embedded pipelines was modelled using solid elastic elements, while an advanced contact model was used to simulate the pipe-soil interface. Salient parameters that affect the axial response, including the internal pressure and the existence of imperfections on the segment, were considered in this study. In line with previous evidence, the results reveal a reduction of the axial response of the pipe segment with increasing levels of internal pressure. In parallel, internal pressure leads the limit stresses to occur at progressively higher axial deformations, while limit loads computed for embedded pipelines are higher compared to those predicted for equivalent above ground pipelines, as a result of the soil confinement.

Spot-r by Triax

Scipedia content — Mon, 25 Jan 2021 19:16:07 +0100

Triax’s Spot-r system was developed to tackle the construction industry’s unique safety and productivity challenges, stemming from a demonstrated lack of total jobsite visibility and automatically collected, easily accessible field data. Spot-r by Triax combines a proprietary mesh network with sensor technology to record and transmit previously unattainable workforce and equipment location, activity and safety data within a defined area – all in real-time. The Spot-r network is installed around the site and operates in a 900 MHz network, with a subset using a cellular connection to forward Spot-r sensor data to Triax’s custom, cloud dashboard. In the hazardous construction environment, the wearable Spot-r Clip detects worker slips, trips, or falls on site and sends automatic alerts to designated personnel. Workers can also trigger an alert to supervisors via their wearable device. In a situation that requires an evacuation, superintendents can activate the Spot-r EvacTag, which augments current evacuation procedures with a visual, high-decibel alarm. Real-time worker headcounts and floor- and zone-based location via the Spot-r dashboard eliminates time spent tracking down people or information and helps account for workers during an evacuation. Operating off the same network and working with the Spot-r Clip, the Spot-r EquipTag adheres to nearly any piece of equipment to track real-time location, utilization, and operator identity, providing a comprehensive view of how resources are interacting on site. Aggregate utilization data by operator, subcontractor, zone, or time period helps coordinate resources and minimize downtime. By automatically collecting real-time data from workers and equipment - without technical limitations such as wireless internet, project scope, or clear line of sight to the sky - Spot-r provides unprecedented visibility into site operations and safety, helping contractors build safer and smarter. Spot-r is currently being used on more than 40 sites by some of the nation’s leading contractors, including Turner and Gilbane.

Intend D5.2 Data Management Plan

Scipedia content — Mon, 25 Jan 2021 19:01:51 +0100

INTEND D 5.2 establishes the Data Management Plan for the INTEND projec

Intend D5.1 Dissemination And Exploitation Strategy Plan

Scipedia content — Mon, 25 Jan 2021 18:58:48 +0100

INTEND D 5.1 establishes the dissemination and exploitation strategy plan for the INTEND projec

MDP (MACHINE DRIVE POWER) INTELLIGENT COMPACTION TECHNOLOGY

Scipedia content — Mon, 25 Jan 2021 18:54:58 +0100

Caterpillar developed MDP (Machine Drive Power) technology to fill this gap. Rather than an accelerometer and vibratory drum, it uses the principle of rolling resistance to provide indications of soil stiffness. This allows it to perform more reliably on cohesive and granular soils with less variability than accelerometer systems. It also means that the technology can be used on both vibratory and static drum compactors, which are often used on larger sites. While the technology is quite useful on its own, it is even better as a complementary technology to the existing accelerometer-based systems. Contractors who use vibratory soil compactors equipped with MDP and accelerometer-based measurement systems enjoy the widest application range, able to ensure uniform, high quality compaction on nearly any soil type.

Use of ergonomic principles in manual order picking systems

Scipedia content — Mon, 25 Jan 2021 18:50:23 +0100

Successful companies are continually striving to streamline costs and optimize processes, enabling them to grow progress, develop and ensure competitiveness on the market. A large part of the costs arises in warehouses, where up to 55% of total costs are generated by order- picking, which makes it important and interesting in terms of research. The paper explores "picker to part" order- picking concept, which enables flexible work and is the optimal choice for most companies. The concept is associated with a high level of work- related injuries and work -related illnesses. Work requires physical efforts resulting from handling heavy goods, performing repetitive movements and using manipulative means. Hum an as the main actor of the concept affects the costs caused by picking and the quality of work done, which depends on technological support, physically and psychologically capable and motivated people. Due to the high costs of service, the focus on time planning and productivity increases. Contrary, the lack of attention is paid to the working conditions and the health status of the pickers. To overcome this gab, a review of scientific and professional literature on ergonomic principles in picking concept "picker to part" was carried out, followed by a quantitative survey of ergonomic properties in warehousing activities. Results revealed that more than 60% of the surveyed order-pickers associate problems with health with the characteristics of work, about 24% of them associate health problems with the use of a particular means of transport, and all agree that provided measures to reduce physical effort and greater support of technologies influence on increased speed of work and better health status of order-pickers.

Document type: Article

INTEND D 2.3 Report on Political Imperatives

Scipedia content — Mon, 25 Jan 2021 18:48:04 +0100

INTEND D 2.3 "Report on political imperatives" illustrates the findings regarding Political Imperatives, those influencing the future of the European transport sector. The identification of the European Political Imperatives in the transport sector is guided by the influence they can have in being ‘game-changers’ for the whole sector.

Assessing the Recovery Aftermaths of Selected Disasters in the Gulf of Mexico

Scipedia content — Mon, 25 Jan 2021 18:45:37 +0100

This research examined quantitatively in-port grain loading levels during the periods preceding and succeeding selected human-made and natural disasters among U.S. Gulf Coast ports. The array of selected disasters consisted of the 2010 British Petroleum oil spill, the 2011 Mississippi River flood, Hurricane Katrina, Hurricane Gustav, and Hurricane Isaac. The outcomes of the analyses showed that the examined in-port Gulf Coast grain loading activities have not fully recovered and achieved the level of normalcy that existed before the examined cataclysms.

Document type: Article

Subsidizing Mass Adoption of Electric Vehicles: Quasi-Experimental Evidence from California

Scipedia content — Mon, 25 Jan 2021 18:44:27 +0100

Little is known about demand for EVs in the mass market. In this paper, we exploit a natural experiment that provides variation in large EV subsidies targeted at low- and middle-income households in California. Using transaction-level data, we estimate two important policy parameters using triple differences: the subsidy elasticity of demand for EVs and the rate of subsidy pass-through. Estimates show that demand for EVs amongst low- and middle-income households is price-elastic and pass-through is complete. We use these estimates to calculate the expected subsidy bill required for California to reach its goal of 1.5 million EVs by 2025.

Supernova Light Curves and Spectra from Several Code Pipelines

Scipedia content — Mon, 25 Jan 2021 18:39:00 +0100

Management and logistics

Scipedia content — Mon, 25 Jan 2021 18:31:23 +0100

The scientific monograph titled Logistics and Management – selected topics is the result of a bilateral project, lasting from 2013 to 2015 and titled “Preparation of a joint scientific monograph in the field of logistics and management issued at the Faculty of Logistics in Celje and the Maritime Faculty of Kotor”. The project was managed by Professor Maja Fošner, PhD, from the Faculty of Logistics at the University of Maribor, and Professor Veselin Draskovic, PdD, from the Maritime Faculty of Kotor, Montenegro. The main goal of the monograph is to give a comprehensive account of selected areas from the field of logistics and challenges in the development of logistics, such as risk management and supply chains, transport cost, competences in logistics, urban logistics, green logistics, seaport cooperation, logistics network optimisation, logistics in tourism, logistics in performance management, systemic logistics providers and solutions to problems of transportation task. Wishing to offer a comprehensive presentation of various areas in the field of logistics, the authors of the monograph contributions, who participated on the project (Maja Fošner, Bojan Rosi, Borut Jereb, Marjan Sternad, Veselin Draskovic (ed.), Mimo Draskovic, Sanja Bauk, Senka Sekulac-Ivosevic), invited to cooperation also other researchers from the Faculty of Logistics and the Maritime Faculty of Kotor (Irena Gorenak, Matjaž Knez, Matevž Obrecht, Sonja Mlaker Kač, Tina Cvahte, Darja Topolsek, Drago Pupavac, Zeljko Ivanovic, Oleksandr Dorokhov, and Ludmila Malyaretz) who enriched the present monograph with their contributions. The monograph is aimed at professional public and anyone interested in the field of logistics. It should also serve as a useful aid in the study of logistics.

Pollution or Crime: The Effect of Driving Restrictions on Criminal Activity

Scipedia content — Mon, 25 Jan 2021 18:24:18 +0100

Driving restriction programs have been implemented in many cities around the world to alleviate pollution and congestion problems. Enforcement of such programs is costly and can potentially displace policing resources used for crime prevention and crime detection. Hence, driving restrictions may increase crime. To test this hypothesis, this paper exploits both temporal and spatial variation in the implementation of Quito, Ecuador's Pico y Placa program and evaluates its effect on crime. Both difference-in-difference and spatial regression discontinuity estimates provide credible evidence that driving restrictions can increase crime rates.

Document type: Article

Bamako : An Engine of Growth and Service Delivery

Scipedia content — Mon, 25 Jan 2021 18:23:21 +0100

This study focuses on Bamako, the capital of Mali, that dominates the country’s urban landscape. Acentral premise of policy-making in cities is that the flexibility, practicality, and focus of local governments make them ideal players to understand and respond to the needs of their citizens. Indeed, cities mostly aim their problem-solving at local conditions. In Mali, the economic importance of the capital city cannot be understated – it is the nerve center of the national economy. If the capital, Bamako, were to be removed, Mali would lose 36 percent of GDP. Thus, reforms and investments aimed at tackling urban development challenges in the capital will have knock-on effects on national economic development. This report also demonstrates how a variety of data could be used for urban innovations: opportunistic data, which is collected for one purpose and then used for another (such as data owned by cellphone companies and then used to understand urban mobility); purposely-sensed data, which is collected using cheap and ubiquitous sensors that can be deployed in public spaces (for instance, to better understand land and building use); and user-generated data, which comes from engaging people through social media platforms or crowdsourcing (for instance, through Open Street Map communities to track urban infrastructure investments and use). A summary of recommendations for unleashing Bamako’s potential includes coordinating land use and connective infrastructure, financing and managing better public service delivery, and investing in urban institutions.

Influence of road transport infrastructure on agricultural sector development in Nigeria

Scipedia content — Mon, 25 Jan 2021 18:07:07 +0100

The study investigated the effects of road transport infrastructure on agricultural sector development in Nigeria from 1985 to 2014, using secondary annual time series data on agricultural development (proxy by gross domestic product in the Agric sector) road transport infrastructure (proxy by length of paved road per square kilometer of area) export and capital, all obtained from the Central Bank of Nigeria (CBN) [3], and National Bureau of Statistics (NBS) [16], statistical bulletins. The data were analyzed using Granger Causality test and Ordinary Least Square estimation techniques. The study concluded that a positive and statistically significant relationship exists between road transport infrastructures (LRT) also evidence was found of a unidirectional causality from agricultural sector development to transport infrastructure. The study, therefore, recommends that adequate and timely maintenance of existing roads should be carried out as well as enacting appropriate regulations that ensure proper implementation and completion of new road construction contracts in the country in order to boost agricultural sector development, reduce wastage of farm produce and increase the possibility of economic diversification.

Document type: Article

Developing a Tele-Visit system in ACTIVAGE project

Scipedia content — Mon, 25 Jan 2021 18:06:55 +0100

The work described in this technical note is part of the technological development activities, for the year 2018, related to the H2020 project ACTIVAGE, a European Multi Centric Large Scale Pilot on Smart Living Environments.

Big Data Methodologies, Tools and Infrastructures

Scipedia content — Mon, 25 Jan 2021 18:03:54 +0100

Big Data opens up new opportunities to define “Intelligent” mobility and transportation solutions. The transportation industry is a leader in creating the so-called Internet of Everything. Each day vast volumes of data are generated through sensors in passenger counting and vehicle locator systems and ticketing and fare collection systems, just to name a few."br" The goal is to create value out of this amount of data, by providing a comprehensive picture of what’s happening, using business analytics, leveraging big data tools and predictive analytics, to help transportation agencies improve operations, reduce costs and hopefully better serve travelers."br" The technical challenge is that much of this Big Data is non-standard data (e.g., social, geospatial or sensor-generated data that does not an easy fit into traditional, structured, relational data warehouses or databases)."br" An additional challenge is that with such an amount of real-time structured and unstructured data captured from a variety of sources, it is difficult to determine which data is most valuable. Terabytes of data are collected and result in an added complexity to the underlying IT infrastructures."br" These terabytes of data require immense amounts of storage in silo after silo of transportation operator data centers. In order to analyze Big Data, an appropriate Data Infrastructure needs to be in place to:"br" 1. store and maintain data"br" 2. analyze data"br" 3. present results in a clear visual way"br" Several Big Data platforms have been proposed recently, open source and proprietary. In order to tackle the demands and challenges in the transportation domain, an optimal stack of Big Data technologies needs to be selected and designed based on the application requirements."br" This is not an easy task."br" This report, which is a follow up of Deliverable 1.1, offers an in-depth introduction to relevant technologies for Big Data Analytics and Big Data Management. It also looks at how these technologies are applied to build a Big Data Platform suitable for the transport sector. We present in detail how application-specific benchmarking can be used in order to evaluate which Big Data technologies are most suited for the domain. We conclude the report with an applied example of using data analytics for urban mobility."br" This document offers the reader a technical insight into existing Big Data technologies at various levels: software management, data platform, and application. In order to evaluate which specific software components in the Big Data stack are more suitable for transport applications, with high volume and high-velocity requirements, a benchmarking approach is presented."br" The future of data analytics in transportation has many applications and opportunities."br" The main challenge is using significantly improved technologies and methods to gather and understand the data in order for business decisions to be informed by better insights.

Historical transport policy developments: comparative analysis report (D4.3)

Scipedia content — Mon, 25 Jan 2021 18:01:05 +0100

This document, D4.3 Comparative analysis report, constitutes the third technical report produced as part of WP4 during Task 4, “A comparative analysis of policy processes across the five stage-3 cities”. It draws on the work done in Tasks 1, 2 and 3 as introduced in the 1st WP4 Technical report. http://create-mobility.eu/; Bringing together findings from each stage 3 cities (Berlin, Copenhagen, Paris Ile-de-France, London, Vienna), this D4.3 Comparative analysis report seeks to develop a comprehensive comparative analysis of policy developments relating to traffic congestion and car use over the past four decades. More precisely, it identifies those change factors that are specific to transport policies, and those that are related with the salience of transport issues in each city’s wider socio-political context. Moreover, it contributes to the understanding of which factors facilitated the introduction of sustainable mobility policies and which have retarded or blocked their introduction in different political and institutional contexts. Finally, this D4.3 Comparative analysis report discusses the relevance of the stage 1-to-3 evolutionary approach for understanding policy change

TOD Implementation Resources and Tools

Scipedia content — Mon, 25 Jan 2021 17:58:51 +0100

Transit-oriented development, commonly known as TOD, is a planning and design strategy that focuses on creating urban development patterns which facilitate the use of public transit,walking and cycling, as primary modes of transport and which supports vibrant, diverse and livable communities. This is achieved by concentrating urban densities, communities and activities within a 5-10 minute walking distance from mass rapid transit stations (both bus and rail-based), developing quality urban space and providing convenient and efficient access to a diverse mix of land uses. TOD brings together elements of land use and transport planning, urban design, urban regeneration, real estate development, financing, land value capture, and infrastructureimplementation to achieve more sustainable urban development. Since TOD implementation can be complex, it is essential that cities understand the dynamics at play related to all citysystems- real estate economics, transit routing, infrastructure design, land use planning and zoning, the development of the local economy through urban regeneration, and urban design- toachieve the concept’s full potential. TOD, as a tool, enables city actors to negotiate through varying urban priorities to ultimately prioritize inclusion and resilience in an optimized environment. The World Bank considers these priorities as the bedrock of successful TODs.

INTEND D3.1 Report on main Megatrends

Scipedia content — Mon, 25 Jan 2021 17:58:37 +0100

INTEND D 3.1 Report on main Megatrends aims to identify and catalogue global megatrends affecting both passenger and freight transportation and discuss the implications of the key megatrends for transport concepts.

APACHE - Results from simulations and analysis of results

Scipedia content — Mon, 25 Jan 2021 17:55:24 +0100

This document presents the results from validation exercises of the APACHE Project. Its purpose is to identify, describe and assess the results generated by the different assessments and simulations carried out towards the fulfilment of the objectives of the Project. The APACHE Project proposes a new framework to assess European ATM (air traffic management) performance based on simulation, optimization and performance assessment tools. This framework implements new (or enhanced) performance indicators (PIs) aiming at bridging some of the gaps identified in current state-of-the-art methodologies in ATM performance assessment. Furthermore, this Framework can also be used to better identify interdependencies and trade-offs between different key performance areas (KPA). In order to validate these new PIs and the proposed methodology, one post-ops and four pre-ops scenarios have been assessed (analysing historical and simulated/synthesised data, respectively). Pre- ops scenarios are designed to perform an initial assessment of certain SESAR 2020 solutions and to test the appropriateness of the APACHE PIs to capture ATM performance in the future concept of operations envisaged by SESAR 2020. Each scenario is composed, in turn, by several Case Studies, mainly to assess the sensibility to different air traffic demand levels and different quality of the input data. Moreover, ad-hoc “a priori” case studies have also been conducted to assess specific trade-offs between KPAs. Finally, some of the PIs currently used by the SES Performance Scheme have been implemented for benchmarking purposes. Results show the appropriateness of the new PIs proposed by APACHE, especially for the Cost-efficiency, Environment and Safety KPAs. PIs for Access and Equity, Capacity and Flexibility represent indeed a contribution beyond current practices, but deserve more research and fine-tuning to raise their maturity level.

World Bank’s Engagement with Transport in Cities : The Early Years

Scipedia content — Mon, 25 Jan 2021 17:51:50 +0100

This study looks at the project practice in light of the strategy as declared in the sector paper. The main focus is on the first decade of the urban transport lending program (1972–82). By and large, this batch of projects adhered to the strategy, except there was little effort to engage with land use planning. Project investments included roads in slum areas, improvements of radial corridors and central area road networks, fleet and facilities for city- and state-owned public transport operators, and select investments in major road and urban rail projects. On the policy side, projects strove to improve cost recovery of public-owned transport operators, facilitate the private provision of public transport services, designate street space for exclusive use of buses, and introduce congestion charges. In the institutional dimension, projects assisted in setting up traffic management units and some form of metropolitan transport planning entities. Investment outcomes varied. Some projects were highly successful, notably the two projects in Brazil that focused on roads in slums and bus priority. Others were highly disappointing, as in Tehran, where the government went into major road building rather than pursue traffic management and public transport improvements championed by the project. Project policy initiatives produced mixed results with less than complete achievement of cost recovery in public transport services and a failure to introduce congestion charges. Improved regulation of privately provided public transport had several bright spots (e.g., Kuala Lumpur, Calcutta), but also persistent failures (e.g., Kingston). Efforts to set up traffic management units in the city government gave some very good results (e.g., Tunis), but the creation and nurture of metropolitan transport planning institutions turned out to be far more difficult. Overall, these pioneering efforts in both strategy and practice were well conceived and executed and played a catalytic role in most client cities. Weak aspects include overselling traffic management as a substitute (rather than a complement) to road investments, together with failing to evolve a constructive approach to urban road network development in rapidly growing cities. There were no attempts to tackle urban road funding as a part of the national road funding setup. Instead, over-optimistically, several projects attempted to introduce sophisticated price instruments such as congestion charging, which proved a long shot in the weak policy and institutional environments found in many client cities.

Report on Legal Issues

Scipedia content — Mon, 25 Jan 2021 17:47:50 +0100

This Deliverable identifies and examines various legal issues that are relevant to the production of, access to, linking of and re-use of big data in the transport sector."br" Chapter 2 sets the scene and introduces the concept of big data, its particular characteristics, its possible use in the transport sector, the existing policy framework, and the identified legal issues."br" In Chapter 3, the authors examine the various identified legal issues and discuss the challenges and opportunities that may arise in this respect, coming up with notably the following findings: Privacy and data protection: Some concepts, principles and obligations under data protection law appear to be problematic for the uptake of big data. In particular, the broad definition of "personal data" and "processing", the qualification of the various actors involved as (joint-)controllers or processors, the core data protection principles, the need to identify a ground for processing, the requirement to conduct data protection impact assessments, the implementation of privacy by design and by default measures, the rights of data subjects, and the requirement to put in place adequate data transfer mechanisms seem difficult to reconcile with the concept of big data. (Cyber-)Security: The requirement to put in place security measures is imposed in various legislations at EU and national level, including key instruments like the GDPR and the NIS Directive. However, such legislative framework remains rather general and vague as to which specific measures are deemed appropriate. In order to comply with this requirement, organisations involved in big data analytics generally need to rely on security experts and take into account the evolving guiding documents published by authorities such as ENISA. Relying on certification mechanisms, seals, marks, and codes of conduct will enable companies complying with their legal obligations and demonstrate their compliance. Breach-related obligations: The various actors of the (big) data value chain need to implement measures, procedures and policies to abide by the strict notification requirements and be prepared to provide the necessary information to the authorities, within the imposed deadlines. Such requirements will also need to be adequately reflected in the various contracts between the stakeholders involved in the chain in order to adequately address any incident that may occur. Anonymisation / pseudonymisation: Anonymisation and pseudonymisation techniques generally provide fertile ground for opportunities with respect to big data applications, including in the transport sector. Nevertheless, a balance will need to be struck between, on the one hand, the aspired level of anonymisation (and its legal consequences) and, on the other hand, the desired level of predictability and utility of the big data analytics. Supply of digital content and services (personal data as counter-performance): Personal data as a form of payment for the supply of digital content is an emerging reality. In this respect, the proposed EU legal framework on the supply of digital content and services will ensure an adequate level of protection for the consumer. Nevertheless, the obligations concerning data may make some current digital services inoperable. Some companies may also start to charge for digital content services that are currently free. On a wider scale the ecosystem of innovative services in the field of transport could be jeopardised. Free flow of data: The free flow of data presents a scenario in which no legal barriers hinder the cross-border flow of data. Such cross-border data flows may be restricted by data localisation requirements, which come in many shapes and forms. The new EU Free Flow Regulation should ensure the free flow of data across EU Member States, ensure data availability for regulatory control by EU authorities, and encourage the creation of codes of conduct for cloud services. The elimination of data localisation requirements is expected to create more innovation, which will positively impact big data analytics in the transport sector. Intellectual property in big data environment: All intellectual property rights examined may have, to some extent, an impact on the use of big data, including in the transport sector. Depending on the manner in which and the extent with which a right holder may exercise its exclusive rights attached to the intellectual property right concerned, intellectual property rights may pose a barrier to data access, interoperability, and exploitation. Open data: The EU institutions have taken both legislative and non-legislative measures to encourage the uptake of open data, most notably through the PSI Directive which attempts to remove barriers to the re-use of public sector information throughout the EU. Open data is a key component of most big data applications. A proposal for a revision of the PSI Directive intends to extend the scope of application to public undertakings, including actors in the transport sector such as ports and airports, public passenger transport services by rail and by road, and air carriers and EU ship owners fulfilling public service obligations. Sharing obligations: While private companies often generate huge amounts of data, they are not always prepared to voluntarily share this data outside the company. This is due to the large number of legal, commercial and technical challenges associated with private sector data sharing. In certain circumstances, private companies are therefore legally required to share their data. This Deliverable succinctly examines the body of legislation specific to the transport sector that could impact a company's control of, the access to, or the rights in data. The analysis has shown that data sharing obligations are increasingly adopted in the context of Intelligent Transport Systems. Data ownership: In a big data context, different third-party entities may try to claim ownership in (parts of) a dataset, which may hinder the production of, access to, linking and re-use of big data, including in the transport sector. This Deliverable demonstrates however that the current legal framework relating to data ownership is not satisfactory. No specific ownership right subsists in data and the existing data-related rights do not respond sufficiently or adequately to the needs of the actors in the data value cycle. Up until today, the only imaginable solution is capturing the possible relationships between the various actors in contractual arrangements, i.e. data sharing agreements. Data sharing agreements: It is unclear whether the common practice to use data sharing agreements to govern the access to and/or exchange of data between stakeholders in a big data analytics lifecycle enables covering all possible situations with the necessary and satisfactory legal certainty. Data sharing agreements entail numerous limitations in the absence of a comprehensive legal framework regulating numerous rights (e.g. ownership, access or exploitation rights) attached to data, the way in which such rights can be exercised, and by whom. Liability: The EU institutions have looked into and continue to examine issues related to extra-contractual liability, statutory liability, and safety requirements in the context of disruptive technologies, including in the transport sector. Based on their continued efforts, it will be possible to determine whether any regulatory intervention is required. The contractual liability legal framework, which differs across the EU, may however limit the uptake of new technologies, including big data in the transport sector. The present Deliverable further looks into the relevance for big data in the transport sector of the exemption of liability for intermediaries (the so-called safe harbour regime), and the proposed liability regime for suppliers of digital content and services under the Draft Directive on the Supply of Digital Content. Competition: Assessing the market conduct of companies with access to large volumes of data raises complex issues under competition law. The difficulty of the exercise is compounded by the fact that the analysis also needs to take into account data privacy and consumer protection issues that are intimately linked to the questions under competition law. The present Deliverable considers three main areas in which competition law may have an impact on the use of big data. In view of the important role of big data in the transport sector, the Deliverable discusses the competition law issues that could arise with respect to organisations belonging to the broadly-defined "transport sector". Finally, the last Chapter serves as a conclusion and introduces possible ways of moving forward to encourage the production of, access to, linking of and re-use of big data in the transport sector, with a particular focus on the EU. The several improvements suggested by this Deliverable vary between the different legal issues and range from avoiding restrictive interpretations by the relevant authorities or courts, over soft law measures (such as guidelines and codes of conduct), to regulatory intervention at EU level.

APACHE - Final project results report

Scipedia content — Mon, 25 Jan 2021 17:44:27 +0100

This report summarises all the research activities performed by the APACHE project and highlights the main project outcomes and contributions. The APACHE Project proposes a new approach based on simulation, optimization and performance assessment tools, which aim to better capture ATM performance (by means of new or enhanced performance indicators), as well as the complex interdependencies between key performance areas (KPAs). Besides performing a thorough review on the SESAR 2020 Concept of Operations and different Performance Frameworks, the main contributions of the Project are the integration of several background tools into a single platform, enabling the “APACHE Framework”; the proposal and validation of 73 new (or enhanced) performance indicators; and the assessment of ATM interdependencies by using this Framework. This report briefly describes these contributions, highlighting the progress done beyond state-of-the-art methodologies in ATM performance assessment. This report also describes the links with the SESAR programme, identifying the potential uptake of results to Industrial Research and outlines potential future research and innovation activities.

AEOLIX Living Labs Operational ImpactsAssessment

Scipedia content — Mon, 25 Jan 2021 17:33:27 +0100

This document provides the AEOLIX impact assessment of living labs at the operational level. It is based on three main impacts namely business, environment, and socio-economic impacts. The three impacts are sub-divided further into sub-categories. The report collects data from twelve living labs involved in with AEOLIX. One of the main goals of AEOLIX was to reduce the costs for various logistics activities as implemented in twelve living labs. The expected benefits in the business area are from reducing the consumption of different resources, reducing the time used for various activities, and from increasing the productivity in certain areas. The economic or business benefits came along two dimensions: (i) in terms of time and (ii) in terms of money. In terms of time, AEOLIX facilitated reducing the time spent on various activities at the companies. In terms of money, AEOLIX helped to save the costs of specific logistics activities within the living lab. For the environmental aspect an overall value of 20% was set as target value for reduction in CO2 emission using AEOLIX. Only one of all living labs reached this target value, but there was anyhow a reduction found in all living labs. AEOLIX and its functions have also helped in reducing noise pollution at some of the living labs. In some cases, there was quite a considerable reduction. For the socio-economic aspects the job creation, SME empowerment, and the improved quality of life are addressed. This study has explored the impact of AEOLIX on job creation in terms of drivers’ and operators’ jobs. Since the AEOLIX implementation is still in its initial phases, respondents were unable to estimate how many jobs (drivers and/or operators) were created in the long run. SME Empowerment was measured as the increase in SMEs’ market share and the increase in direct collaboration between SMEs and large organizations. The results were meager both with regard to the market share and the extent of collaboration. The improved quality of life is measured in the way AEOLIX puts more focus on work, the less stress at work and a positive attitude towards people using it. The results reflect that AEOLIX has greatly helped employees to put more focus on work and to reduce stress levels. Managers consider this as a positive side of the return on investment (ROI) as the business processes are improved. AEOLIX impact on various socio-economic aspects is in principle positive but as this process is very slow to emerge it takes time to observe any changes in social aspects. Acceptance and trust on AEOLIX can be captured as a majority of the evaluation managers of the living labs found the AEOLIX functions (dashboard, connectivity engine and toolkit) useful to a great extent. The willingness to continue using AEOLIX functions and their usefulness are directly related to each other. This means that the more useful a function is, the more users are willing to continue using it. The AEOLIX platform, through various services and functions, has a positive impact on society in general and on workers in particular. Although this impact cannot be evaluated financially for the first year of the AEOLIX implementation, numerous studies show that a more satisfying and less stressful job, together with a more welcoming and stimulating environment, have an important economic impact in the long-term period. Therefore, the fact that AEOLIX has a positive impact on society will also prove to be an economic benefit for the different companies.

Hamburg Workshop results: MSP Challenge Baltic Sea edition

Scipedia content — Mon, 25 Jan 2021 17:31:47 +0100

Chongqing 2035 : A Regional Strategy to Increase Connectivity and Economic Integration

Scipedia content — Mon, 25 Jan 2021 17:30:44 +0100

Cities can increase economic growth and participate in global economic flows by acting as hubs or gateways to regional corridors, that are supported by three dimensions of connectivity: physical (infrastructure) connectivity, digital connectivity, and economic integration. Integrating these dimensions increases economic output and generates more high-quality jobs. Connectivity integration also helps a city accumulate knowledge and has positive spillover effects for the broader economy. Chongqing stands out for its well-developed infrastructure and digital connectivity, but it has yet to leverage these assets to promote regional economic integration. This report recommends: leverage existing transport infrastructure and supplement it with better integration between land, air, and water transport to build a major logistics hub; strengthen cooperation with Chengdu, Sichuan, and other regional partners to promote regional economic integration; and improve digital infrastructure with faster internet connection speeds and promote the wider adoption of digitization of services.

Conveying Path Setup Type in PCE Communication Protocol (PCEP) Messages

Scipedia content — Mon, 25 Jan 2021 17:30:27 +0100

Path Computation Element (PCE) can compute Traffic Engineering (TE) paths through a network that are subject to various constraints. Currently, TE paths are Label Switched Paths (LSPs) which are set up using the RSVP-TE signaling protocol. However, other TE path setup methods are possible within the PCE architecture. This document proposes an extension to the PCE communication protocol (PCEP) to allow support for different path setup methods over a given PCEP session.

Promoting Open and Competitive Markets in Road Freight and Logistics Services : The World Bank Group’s Markets and Competition Policy Assessment Tool Applied in Peru, The Philippines and Vietnam

Scipedia content — Mon, 25 Jan 2021 17:28:11 +0100

This study shows how the World Bank Group’s Markets and Competition Policy Assessment Tool (MCPAT) can help economies identify reform areas that would make government interventions in freight and logistics services more conducive to competition. The study focuses on three case studies among Asia-Pacific Economic Cooperation (APEC) countries - Peru, Philippines and Vietnam - to illustrate the importance of identifying specific areas for behind-the-border reforms. The analysis focuses on containerized cargo and multimodal transport links between road and maritime transportation, building on primary data collection through novel questionnaires for stakeholders. This study identifies potential competition issues to monitor and makes specific recommendations by country and topic. Potential competition issues include abuse of dominance through exclusionary or discriminatory practices, predominantly in access to multimodal infrastructure and slot allocation along the chain, as well as potential collusive practices in the wholesale segment (for example, among carriers) and in highly specialized services, such as pilotage and towing in port terminals. Furthermore, given the tendency toward (horizontal and vertical) mergers and acquisitions in freight forwarding, it is essential to continue evaluating changes in market structure and the potential impact of these changes on market contestability.

Tools and Techniques for Teaching Collaborative Regional Planning and Enhancing Livability and Sustainable Transportation in Gateway and Natural Amenity Regions

Scipedia content — Mon, 25 Jan 2021 17:21:37 +0100

Historical transport policy developments : technical reports for Stage 3 cities (D4.2): D4.2

Scipedia content — Mon, 25 Jan 2021 17:20:12 +0100

The report includes 5 city monographs or technical reports. http://create-mobility.eu/; These documents, D4.2 technical reports for stage 3 cities, reflect the work produced as part of WP4 during Task 3, “Qualitative analysis of transport policy development cycle processes in the five Stage 3 cities during the Shift from Stage 1 to Stage 3”. Paying attention to case-specific contextual factors, policy instruments and programmes and involved stakeholders, this case-study approach unveils the processes and the main driversfor change. D4.2 reports contribute to understanding the shift away from car-oriented policies towards alternative transport policies in different city contexts. Each report seeks to develop a comprehensive qualitative analysis of the historical development of policies relating to traffic congestion and car use over the past four decades. It investigates the ways in which transport policies are designed and implemented in the five Stage 3 cities, how they have evolved over time, which policy mix has been favoured at different times, their intended/unexpected effects, and how coordination has been ensured.

Historical transport policy developments : technical report for Stage 3 city, Berlin

Scipedia content — Mon, 25 Jan 2021 17:19:07 +0100

This document, D4.2 Berlin report, is part of the second series of technical reports produced as part of WP4 during Task 3, “Qualitative analysis of transport policy development cycle processes in the five Stage 3 cities during the Shift from Stage 1 to Stage 3”. It seeks to develop a comprehensive qualitative analysis of the historical development of policies relating to traffic congestion and car use over the past four decades. It investigates the ways in which transport policies are designed and implemented in the five Stage 3 cities, how they have evolved over time, which policy mix has been favoured at different times, their intended/unexpected effects, and how coordination has been ensured. Published as part of D4.2 report "halshs-02382094"; The D4.2 Berlin report examines the evolution of Berlin’s transport policy in order to understand the shiftaway from car-oriented policies towards alternative transport policies. The main objective of the case study reportis to identify those factors – or combinations of factors – that explain transport policy change over time. Whichpolicy objectives, instruments and measures were introduced? How were they elaborated? By whom? Were theysuccessfully implemented?It shows that despite major dramatic political changes, there is a certain level of continuity in Berlin’stransport policy development. The pivotal role of public transport and more specifically, of rail-based networks, isensured through long term and robust forms of governance combined with within-policy dynamics in the transportsector. The integrated approach to transport, that emerged in West-Berlin in the late 1980s and which hasbecome the core of the city’s policy since the early 2000s, accounts for such continuity insofar as itseeks to make public transport as attractive as possible in order to provide a strong alternative to car use, while atthe same time favouring incentives rather than constraining approaches to car use. In addition, the status of othermodes of transport remained ambiguous until the recent period, thus leading to recent controversies. Theseresults confirm the originality of the analysis carried out in WP4 for the understanding of transport policydevelopments in Berlin.

A Multimodal Network Approach to the Inland and Coastal Waterway System

Scipedia content — Mon, 25 Jan 2021 17:16:56 +0100

The inland waterway system carries a significant percentage of the national"br" freight. Maintenance operations including dredging and dam repair are important"br" to maintaining the effective and efficient operation of the system. Dredging projects"br" are for recovery of the navigational channel draft from the shoaling effect while"br" lock/dam repair is about maintaining a maximum possible operational hours to"br" reduce the waiting and delay of vessels therein. The special feature in this study"br" is that the shoaling effect is random, as is subject to weather and other effects."br" This study specially deals with maintenance fund allocation to these maintenance"br" requests by first proposing a multimodal approach for formulating the waterway"br" maintenance problem in a connected network, which considers rivers, locks/dams,"br" and highways and railways.

Melaka Sustainability Outlook Diagnostic : Supporting Report 5 - Shifting Melaka’s Mobility Modal Split

Scipedia content — Mon, 25 Jan 2021 17:04:46 +0100

Melaka’s state structure plan 2035 envisions a comprehensive and integrated transport network for the state in Malaysia. The plan involves increasing the capacity and quality of international seaport and airport infrastructure, along with rail connectivity. The plan includes a Bus Rapid Transit system (BRT) with the development of Transit-Oriented Development (TOD) nodes. These investments in mobility infrastructure will boost Melaka’s economic growth. New provision of infrastructure mobility and in particular the BRT lines with TOD projects are an opportunity to reshape more efficiently Melaka’s urban form and increase its economic density, which is a pre-condition for reaching the structure plan 2035 target of doubling gross domestic product (GDP) per capita and shifting to a service economy. Melaka is a car-oriented city and state where low density and fragmented urban form reduce physical proximity between where people live and work. Therefore, effective provision of a first-class public transport system is a fundamental building block supporting Melaka’s aspiration to become a high-income economy. Integrating transport mobility in land use plans and enhance walkability should thus become a priority. The integration of land use intensification, transit infrastructure provision, and economic policy with TOD will make Melaka State more competitive, with higher-quality neighborhoods, lower infrastructure costs, and lower carbon dioxide (C02) emissions per unit of GDP. This supporting report elaborates on Melaka’s urban mobility.

Challenges and the Road Ahead for Intermodal Freight Terminals

Scipedia content — Mon, 25 Jan 2021 16:55:21 +0100

Historical transport policy developments : technical report for Stage 3 city, Copenhagen

Scipedia content — Mon, 25 Jan 2021 16:45:00 +0100

This document, D4.2 Copenhagen report, is part of the second series of technical reports produced as part of WP4 during Task 3, “Qualitative analysis of transport policy development cycle processes in the five Stage 3 cities during the Shift from Stage 1 to Stage 3”. It seeks to develop a comprehensive qualitative analysis of the historical development of policies relating to traffic congestion and car use over the past four decades. It investigates the ways in which transport policies are designed and implemented in the five Stage 3 cities, how they have evolved over time, which policy mix has been favoured at different times, their intended/unexpected effects, and how coordination has been ensured. Published as part of D4.2 report "halshs-02382094"; When, why and how was Copenhagen able to (re-)invent itself successfully into “the bicycle city”? To whatextent are these developments replicable in other cities in CREATE and beyond? This report both highlights andaccounts for the process of gradual yet transformative change, which has characterized transport policy developments inCopenhagen and its metropolitan area over the past four decades. It provides some explanation as to why and how asustainable urban transport agenda emerged as a major political priority and flagship initiative. It also suggests that thesituation is not as clear-cut as suggested by political discourses: pro-car policies and car use have not been completelyabandoned in Copenhagen, and similarly, sustainable mobility policies are being strengthened beyond the city’s limits.In this perspective, the analytical framework developed as part of WP4, which combines the public policyapproach with the urban governance approach (see WP4 D4.1 report), proved particularly useful in order to examine theambiguous relationship between policy discourses on the one hand, and policy outcomes on the other hand. More thanin any other cases studied in WP4, the Copenhagen case confirms the need to examine policy implementation dynamicsin order to make sense of the choice and selection of policy instruments, including the role attributed from an early stageon to communication-based policy tools.

APACHE - Final report on communication and dissemination

Scipedia content — Mon, 25 Jan 2021 16:40:04 +0100

This document reviews the communication and dissemination plan for the APACHE Project and reports on the specific actions performed during whole duration of the Project (9 May 2016 to 8 May 2018). The success of these activities is measured against different metrics that were established beforehand in the APACHE Project communication and dissemination plan. Targets achieved include the Participation in the SESAR innovation days; publications in conference proceedings; dedicated stakeholder consultation activities and workshops; consultation with the APACHE external experts advisory board; dissemination towards Industrial Research and SESAR scientific committee; and visitors of the APACHE public web site. Conversely, some other targets were not achieved, namely: journal papers published; targets set for social media communication (twitter and LinkedIn), press releases; communication to general public; and the APACHE final event, which was finally cancelled. The report concludes with recommendations and specific actions that are foreseen after the closure of the project, once the final results will be available and additional dissemination and communication actions will be done, especially aiming to address some of the abovementioned unachieved targets.

Security of Gas Supply in South Eastern Europe

Scipedia content — Mon, 25 Jan 2021 16:39:11 +0100

Much of the debate on European gas security which followed the Russia-Ukraine crisis of January 2009, neglected the fact that consumers which lost their gas supply were limited to countries in south Eastern Europe. Anastasios Giamouridis and Spiros Paleoyannis have reviewed the security of supply situation in the gas markets of South Eastern Europe by examining the potential for pipeline interconnectors, LNG and gas storage in these countries. While multi-billion Euro pipelines bringing 10-30 Bcm/year of Caspian gas to and through the region, have tended to grab the headlines, smaller scale solutions such as interconnectors (with reverse flow), floating LNG regasification facilities and additional storages – which could be shared between a number of countries – could be a more immediate and affordable solution for countries struggling in the aftermath of recession and financial crisis. The markets of Albania, Bulgaria, Greece, Bosnia and Herzegovina, Croatia, Montenegro, Serbia, UNMIK/Kosovo and the former Yugoslav Republic of Macedonia may only account for a few percentage points of total European gas demand, but this is outweighed by the importance of ensuring that their supplies can be assured in the event of any future interruptions similar to the events of 2009.

E-Purse Transit Pass: The Potential of Public Transport Smart Card System in the Philippines

Scipedia content — Mon, 25 Jan 2021 16:34:43 +0100

Public transport in the urban areas in the Philippines, takes several trips everyday with Philippines being the second populated country in the South East Asia. Buses and jeeps accounts for this trips, which people utilizes for their work and living. With greater demand to use public transportation, fare collection payment could be very hassle for both driver and passengers. The main objective of this study was to explore the potential of implementing a smart card system in the Philippines to improve the fare payment matrix in public transport utilities and analyze its impact to hypothetically solve issues on the worsening of traffic problem in urban areas, variability in implementation of fare matrix, and nondiscriminatory request to avail of PWD, student and senior citizen discount. A survey questionnaire was used for data collection and snowball purposive sampling was applied to draw the 300 research participants from several demographic, which includes public utility passengers categorized into four (4) namely regular, student, Person With Disabilities (PWD) and senior citizens; public transport operators and drivers. Quantitative method and deductive approach was used in the process to assess the validity of findings. Participant observation was also conducted to understand the participant’s gratification on the benefits that the framework may offer to the people thus resulting to a qualitative research and to understand the correlation of the quantitative findings based from the survey. With the proposed framework, the acceptability of the visualized used of smart card could result to a highly sustainable transport payment system in the country that can help promote faster, convenient, standardized fare payment collection and matrix, gratified and placated passenger experience within the region and positive realization of a cost-effective way of transportation for economical commuters.

Reinforced piled embankment for a high-speed railway over soft soil

Scipedia content — Mon, 25 Jan 2021 16:33:33 +0100

geosynthetic, reinforced, piled embankment is an effective and economic method to solve the problems of possible bearing failure, unacceptable settlement and slope instability for an embankment built over soft soil this has led to its widespread use, especially for high-speed railway embankments. Some design methods have been developed to assess the performance of these reinforced structures, which are mainly based on the results from small-scale models and numerical simulations. However, the reliability of these methods needs to be validated under full-scale field tests. This paper presents a numerical and analytical study for a full-scale field test of the Fengyang high-speed railway embankment. The results were analyzed and discussed in terms of the settlement of subsoil, the stressconcentration ratio (SCR), the axial force and the frictional stress of the pile. They showed that the settlement of the subsoil, from both the finite-element method (FEM) and the analytical method, were in good agreement with the measurement, and thus was a reliable parameter to assess the performance of the piled embankment with reasonable accuracy. The SCR was overestimated by the modified Terzaghi method, with a difference of 25%, while it was underestimated by the FEM, with a difference of approximately 20%. It was also shown that the tensile force in the reinforcement could be effectively assessed using the proposed analytical method, while it was overestimated by the FEM with a difference of 44%. Z geosintetiki ojačan pilotni nasip predstavlja učinkovito in gospodarno metodo za reševanje težav glede nosilnosti temeljnih tal in nesprejemljivih posedkov ter nestabilnosti brežin nasipov zgrajenih na mehkih tleh, kar vodi do široke uporabe, zlasti za nasipe železnic visokih hitrosti. Razvite so bile nekatere metode projektiranja za ocenjevanje uspešnosti teh ojačanih konstrukcij, ki v glavnem temeljijo na rezultatih iz modelov v zmanjšanem merilu in numeričnih simulacij. Zanesljivost teh metod mora biti preverjena s terenskimi preizkusi v naravni velikosti. V članku je predstavljena numerična in analitična študija na terenskem preizkusu v naravni velikosti, in sicer, na nasipu za železnico visokih hitrosti Fengyang. Rezultati so bili analizirani in komentirani za posedke zemljine, razmerje koncentracije napetosti (RKN), osno silo in trenjsko napetost v pilotu. Pokazalo se je, da so rezultati posedkov dobljeni z metodo končnih elementov (MKE) in analitično metodo bili zelo blizu merjenim, in to je bil zanesljiv parameter, da bo ocenitev obnašanja s piloti ojačanega nasipa sprejemljivo natančna. RKN je bil po modificirani Terzaghijevi metodi precenjen za 25%, medtem, ko je bil po MKE podcenjen za približno 20%. Pokazano je bilo tudi, da bi se natezna sila v ojačitvi lahko učinkovito ocenila s predlagano analitično metodo, medtem ko je bila s FEM precenjena za 44%.

Historical transport policy developments : technical report for Stage 3 city, Paris Île-de-France region

Scipedia content — Mon, 25 Jan 2021 16:32:52 +0100

This document, D4.2 Paris Île-de-France region report, is part of the second series of technical reports produced as part of WP4 during Task 3, “Qualitative analysis of transport policy development cycle processes in the five Stage 3 cities during the Shift from Stage 1 to Stage 3”. It seeks to develop a comprehensive qualitative analysis of the historical development of policies relating to traffic congestion and car use over the past four decades. It investigates the ways in which transport policies are designed and implemented in the five Stage 3 cities, how they have evolved over time, which policy mix has been favoured at different times, their intended/unexpected effects, and how coordination has been ensured. Published as part of D4.2 report "halshs-02382094"; The analysis done in CREATE highlights the critical role played by political and institutional conflicts in acontext of exacerbated fragmentation and the extent to which a large variety of actors, namely different levels ofgovernment, technical agencies, political parties, elite groups and professional networks, compete in order toshape transport governance and the distribution of transport policy resources. This was achieved throughcontinuous institutional reforms, major conflicts and competition strategies, and the development of highly visiblepolicy initiatives and projects.By contrast to other cities under study in WP4, where consensus-seeking strategies account for policychange over time, competition emerges as the main driver for change in the case of the Paris and Ile-de-Franceregion: competition between levels of government, between political parties, between transport companies andbetween social and economic groups. Together, this accounts for the coexistence over a long period of time oftwo highly differentiated models of urban and spatial planning in the capital-city region: on the one hand aliveable, sustainable and compact model in which the automobile is integrated in a larger regional sustainabletransport system, and on the other hand, a regional growth model which primarily relies on the automobile inorder to ensure daily accessibility for commuters to the core metropolitan area.Interestingly, such levels of competition have not led to inertia and the report documents the ways inwhich demographics and urbanization dynamics were instrumental in triggering various forms of collective actionacross the region. In terms of transport policy developments and transport behaviours, the evolution of transportpolicy objectives, resources and tools sheds light on both the “What’s” (substance) and the “How’s” (governance)of transport policy change. On the one hand, it shows how a sustainable approach to transport planning andpolicy-making progressively emerged at the margins of the transport policy sector, through the diffusion ofalternative representations and policy solutions, and by drawing on small-scale innovations. But on the otherhand, the evolution of transport policy objectives, resource and tools also highlight how state elites and networksare able to successfully resist bottom-up pressures and maintain, in a number of cases, a state-led approach totransport planning in the capital-city region that prioritizes its role as the national powerhouse.Acknowledging the continued coexistence of both dynamics as well as their interplay over timecontributes to better understanding remaining spatial disparities in terms of transport policy developments - aresult that echoes the analysis done in WP3 regarding individual/collective choices pertaining to transportation inParis and the Ile-de-France region. A shift away from the automotive city undoubtedly took place in the Paris Ilede-France region, and the development of stage 3 policies is precisely documented. Yet this result remainsambiguous: this evolution is unevenly spread – both socially and spatially, recent conflicts over specific transportpolicy initiatives confirmed the permanence of high resistance capacities and the ability of a number of newentrants and old players to draw on new technologies in order to promote car-based forms of mobility.

Assessing network structure with practical sampling methods

Scipedia content — Mon, 25 Jan 2021 16:27:52 +0100

Using data from an enumerated network of worldwide flight connections between airports, we examine how sampling designs and sample size influence network metrics. Specifically, we apply three types of sampling designs: simple random sampling, nonrandom strategic sampling (i.e., selection of the largest airports), and a variation of snowball sampling. For the latter sampling method, we design what we refer to as a controlled snowball sampling design, which selects nodes in a manner analogous to a respondent-driven sampling design. For each design, we evaluate five commonly used measures of network structure and examine the percentage of total air traffic accounted for by each design. The empirical application shows that (1) the random and controlled snowball sampling designs give rise to more efficient estimates of the true underlying structure, and (2) the strategic sampling method can account for a greater proportion of the total number of passenger movements occurring in the network.

Document type: Report

Efficiency analysis with non parametric method: illustration of the Tunisian ports

Scipedia content — Mon, 25 Jan 2021 15:12:25 +0100

itle"Abstract"/jats:title""jats:p"This paper applies a non-parametric method to provide level technical efficiency for 7 Tunisian ports during 18 years (1998-2015). These ports represent different data set. The use of the model of variable returns to scale (VRS) has led to interesting results. The results show that the most ports are characterized by low levels of technical efficiency, with the exception port of Rades. In addition, the result shows the variation of variable returns to scale and constant returns to scale of technical portâs efficiency. Furthermore, we concluded that the panel data improves the efficiency estimates.

Document type: Article

The Challenges Urbanization in West Africa

Scipedia content — Mon, 25 Jan 2021 14:57:31 +0100

The Sahel is experiencing rapid and disorderly urbanization. The capital cities of Bamako, Conakry, and Niamey dominate the urban landscape in their respective countries. In each of these three countries, the economic importance of the capital city is enormous. For instance, Bamako represents about 34 percent of gross domestic product (GDP), whereas Conakry and Niamey each represent about 27 percent of GDP in their respective countries. Furthermore, as their populations are increasing at a faster rate than anywhere else in the world, the attendant youth bulge could turn into either a demographic dividend, whereby cities take advantage of a temporary boom in the working age population to productively employ young people, or a demographic disaster, accompanied by urban instability if cities do not meet these aspirations.

A method to identify and prioritize resilience factors for the U.S. Marine Transportation System

Scipedia content — Mon, 25 Jan 2021 14:57:11 +0100

APACHE - Exploitation plan

Scipedia content — Mon, 25 Jan 2021 14:55:41 +0100

This document is the Exploitation Plan of the APACHE project. Its purpose is to identify, describe and assesses the different exploitable results and foreground generated by the project. The APACHE project proposes a new framework to assess European ATM (air traffic management) performance based on simulation, optimization and performance assessment tools that will be able to capture the complex interdependencies between KPAs at different modelling scales. In this context, a new platform (the APACHE Framework) has been developed in the project, which is the result of the integration (and enhancement) of different existing tools previously developed by some of the APACHE consortium members. The importance of this report resides in the description of the exploitation of the project results, as they are the basis for future research. Each partner has provided its own exploitation intentions identifying exploitable services and all the exploitable results of the project, which are foreseen to be further developed in the future. Also, each partner has identified the research challenges from lessons learnt to take into account for their own research activities and services.

Egypt : Enabling Private Investment and Commercial Financing in Infrastructure

Scipedia content — Mon, 25 Jan 2021 14:54:42 +0100

In 2016 the Government of Egypt (GoE) has embarked on an ambitious and much needed transition towards a better economic policy. While the macroeconomic stability and market confidence have been largely restored, the overall fiscal situation remains challenging. With limited fiscal space, solely relying on public resources to fund infrastructure investments, will no longer be a viable strategy to meet the country's needs. Building on the success of attracting private investment in renewables and natural gas sector, there is significant potential for replicating the success across other infrastructure sectors. Egypt has recognized that in order to raise competitiveness, increase investments in human capital, and sustain the benefits of the homegrown reform; it will need to continuously shift its development model towards creating an enabling environment for the private sector to invest more, export more and generate more jobs. Starting with Energy, Transport, Water and Sanitation and Agriculture, this report highlights the tremendous potential and opportunities available in each of these sectors. Additionally, it also presents a roadmap for sectoral transformation, whilst highlighting the cross-cutting enabling and functional activities required to facilitate this transition.

Intend Project D 2.1 Transport Projects & Future Technologies Synopses Handbook

Scipedia content — Mon, 25 Jan 2021 14:53:06 +0100

INTEND Deliverable D 2.1 main is to provide a transport projects and future technologies synopses handbook. The overall aim is to gather, review and analyse relevant research documents from the European and international literature that has been produced through sponsored research projects, scientific publications, forward looking exercises, industry studies and strategic research agendas, with emphasis on transport. The aforementioned combination of research projects and pertinent literature has been reviewed with the purpose of identifying technologies that require advancing or future technologies that will be used by the transport sector within a time horizon of 2020- 2035 thus enabling the sector to meet future demand and needs within the future context. The transport modes that were covered include road, aviation, rail, and maritime while transport systems and infrastructure are treated horizontally across the four modes.

APACHE - Functional requirements and specifications for the ATM performance assessment framework

Scipedia content — Mon, 25 Jan 2021 14:45:29 +0100

Data Production for Urban Goods Transport Planning and Management: How to Manage “No Data” Situations in the Big Data Era

Scipedia content — Mon, 25 Jan 2021 12:38:21 +0100

International audience; This chapter deals with data production within the paradox of big-no data in urban logistics. More precisely, the chapter aims to make an overview on data production in urban logistics and present the main issues, as well as a framework, to overcome that paradox. First, the big-no data paradox is defined and motivated. Second, the question of demand and route estimation in urban logistics is examined more in-depth via an overview of current data production methods and techniques used to estimate demand and transport flows. Third, a framework to produce unified databases filling those data lacks is introduced as well as an analysis on how the different data production techniques can be used to overcome that paradox. Finally, research directions regarding urban goods transport data production are provided.

Drone Imagery for OpenStreetMap Sidewalk Data Enrichment

Scipedia content — Mon, 25 Jan 2021 12:35:58 +0100

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Costs and Benefits of Railway Urban Logistics

Scipedia content — Mon, 25 Jan 2021 12:35:46 +0100

International audience; This chapter presents a general framework to assess urban rail logistics suitability via a socio-economic cost-benefit analysis, also called social cost-benefit analysis (SCBA). First, the author proposes an overview on the basic notions of SCBA starting from those of classical cost-benefit analysis (CBA) then identifies and presents the main types of costs and benefits of railway urban logistics services and the related final delivery services associated to them using low emission road vehicles to serve final customers from the railway stops. After that, the main modelling issues needed for SCBA assessment are presented. Finally, as an example of application, the author proposes to assess a scenario of deployment of a freight tramway in Paris, in a possible configuration. The results show the potential of those approaches but also show that it is important to contextualize them and inform the different users about their real capabilities.

Vibration Strength of Pipelines

Scipedia content — Mon, 25 Jan 2021 12:25:30 +0100

How Much Will the Belt and Road Initiative Reduce Trade Costs?

Scipedia content — Mon, 25 Jan 2021 12:24:59 +0100

This paper studies the impact of transport infrastructure projects of the Belt and Road Initiative on shipment times and trade costs. Based on a new data on completed and planned Belt and Road transport projects, Geographic Information System analysis is used to estimate shipment times before and after the Belt and Road Initiative. Two sets of data are computed to address different research questions: a global database based on an analysis of 1,000 cities in 191 countries and 47 sectors and a regional database that focuses on more granular information (1,818 cities) for Belt and Road economies only. The paper uses sectoral estimates of âvalue of timeâ to transform changes in shipment times into changes in ad valorem trade costs at the country-sector level. The findings show that the Belt and Road Initiative will significantly reduce shipment times and trade costs. For the world, the average reduction in shipment time will range between 1.2 and 2.5 percent, leading to reduction of aggregate trade costs between 1.1 and 2.2 percent. For Belt and Road economies, the change in shipment times and trade costs will range between 1.7 and 3.2 percent and 1.5 and 2.8 percent, respectively. Belt and Road economies located along the corridors where projects are built experience the largest gains. Shipment times along these corridors decline by up to 11.9 percent and trade costs by up to 10.2 percent. The paper also shows that these effects are magnified by policy reforms that reduce border delays and improve corridor management.

Document type: Article

DC Distribution Systems and Microgrids

Scipedia content — Mon, 25 Jan 2021 12:15:43 +0100

DC electric power distribution systems have higher efficiency, better current carrying capacity and faster response when compared to conventional AC systems. They also provide a more natural interface with many types of renewable energy sources. Furthermore, there are fewer issues with reactive power flow, power quality and frequency regulation, resulting in a notably less complex control system. All these facts lead to increased applications of DC systems in modern power systems. Still, design and operation of these systems imposes a number of specific challenges, mostly related to lack of mature protection technology and operational experience, as well as very early development stage of standards regarding DC based power infrastructure. This book provides an up-to-date overview of recent research activities in the control, protection and architectural design of a number of different types of DC distribution systems and microgrids. Practical requirements and implementation details of several types of DC distribution systems used in the real world industrial applications are also presented. Several types of coordinated control design concepts are shown, with concepts of stabilization being explained in detail. The book reviews the shortcomings and future developments concerning the practical DC system integration issues.

A 2050 Vision for Energy-efficient and CO2-free Urban Logistics

Scipedia content — Mon, 25 Jan 2021 12:14:30 +0100

Beyond 2020 NextGen Compliance: Human Factors and Cognitive Loading Issues for Commercial and General Aviation Pilots

Scipedia content — Mon, 25 Jan 2021 12:13:22 +0100

As previously identified by the authors, digitized flight decks have realigned SHELL model components and introduced cognitive overload concerns. Considering changes from implementing Next Generation air traffic management requirements in 2020, the authors assess digitized interfaces associated with cockpit displays of information integral to performance based navigation and similar operations. Focus is placed on Automatic Dependent Surveillance Broadcast, digitized communications, and expanded electronic flight bags. The ADSB (In) cockpit display will enable pilots to have flight visual awareness on aircraft, terrain, weather and hazards to flight through live satellite updates every second. Increased optical demands and cognitive loading are anticipated for general aviation and commercial pilots, beyond operational levels for those currently using advanced technologies. With nearly continuous cognitive processing and embedded information in the enhanced SHELL model by the authors, potential overload and concerns of situational awareness become likely candidates for human factors problems. Addressing these concerns, areas of emphasis for transition to NextGen 2020 operations are delineated, potential risks among increased cognitive disparities identified, and suggested foci recommended.

Europe and Central Asia Region

Scipedia content — Mon, 25 Jan 2021 12:07:47 +0100

The energy sector is sensitive to changes in seasonal weather patterns and extremes â e.g. floods, droughts, fire, storm, and landslide, that can affect the supply of energy, impact transmission capacity, disrupt oil and gas production, and impact the integrity of transmission pipelines and power distribution. Much infrastructure, built to design codes based on historic climate data, will require decisions in coming years regarding rehabilitation, upgrade or replacement. This poses both a challenge and an opportunity for adaptation. This review is one of a series of sectorâbased papers commissioned as background to the report âmanaging uncertainty: adapting to climate change in ECA countriesâ targeted at internal World Bank audiences as well as counterparts in client countries.

Smart Chair: IoT Based Health Telemetry for Air Traffic Controllers and Emergency Response Center Operators

Scipedia content — Mon, 25 Jan 2021 12:07:33 +0100

Zeitpolitische Aspekte in der Planungspraxis des Stadtverkehrs

Scipedia content — Mon, 25 Jan 2021 12:06:52 +0100

In der kommunalpolitischen und planerischen Diskussion zum Stadtverkehr verstecken sich in vielfÃ¤ltigen Themen zugleich auch Fragen der Zeitgerechtigkeit. Sie werden nur punktuell von Betroffenengruppen artikuliert und sind im Sinne der Verfahrensgerechtigkeit im Planungsprozess nur selten transparent mitverhandelt. Aktuell findet dies bei der Frage von Tempo 30 auf HauptverkehrsstraÃen in Verbindung mit der LÃ¤rmminderung statt. Deutlich werden zeitpolitische Fragen beim Fahrplanangebot fÃ¼r Bus und Bahn in der entsprechenden zeitlichen und rÃ¤umlichen Verteilung. Mit dem Planwerk des Nahverkehrsplans definieren die kommunalen AufgabentrÃ¤ger den Verkehrsunternehmen die Zugangsstandards fÃ¼r die FahrgÃ¤ste sowie andere qualitative Rahmenvorgaben - meist verbunden mit Ã¶ffentlichen Finanzierungsmechanismen. Dies bestimmt dann jeweils die Erreichbarkeiten und Teilhabechancen von Personengruppen in unterschiedlicher Weise. Durch neue Technik, wie Smartphone-Apps zur Fahrplaninformation, verbessert sich die Transparenz fÃ¼r eine bessere Zeiteffizienz im Sinne der persÃ¶nlichen Bewirtschaftung der eigenen Zeit. The primary aim of urban transport planning is to achieve spatial and temporal accessibility in the city. Like almost no other spatial planning discipline, it thus connects spatial and temporal planning issues consciously and as a matter of course. As an explicit spatial-temporal field of action, urban transport planning faces the challenge of attaining spatial and temporal justice. However, when making decisions about balancing various interests in urban transport planning these issues often seem to play only an indirect role and are rarely consciously considered. This is due, firstly, to the complexity of the various passenger interests caused by the requirements of different user groups (related to, for instance, social, economic, ethnic, age, health or occupational factors). Secondly, the conditions within which mobility providers (in local public transport these are increasingly private transport companies) operate are changing and they are restricted in their actions by economic constraints. Both factors are dependent on the constantly changing paradigms and principles of urban and transport planning. In the last century the rise of motorisation and the principle of urban areas being divided by function and planned to suit transport needs, following the Charter of Athens, rendered acceleration the central goal in the planning of urban transport and life. In contrast, current discussions about the extension of zones where speeds are limited to 30 km/h and the improvement of infrastructure for pedestrians and cyclists suggest a focus on deceleration. The objectives of the Paris climate agreement on decarbonisation and CO2-neutrality involve further challenges for urban transport, which should become more energy efficient and environmentally friendly through model shifts to local public transport and by replacing longer trips with local mobility. This offers opportunities for improving the temporal justice of urban transport.

Urban Logistics Spaces: What Models, What Uses and What Role for Public Authorities?

Scipedia content — Mon, 25 Jan 2021 12:03:09 +0100

International audience; Despite the failure of initial attempts and still uncertain economic profitability, UCCs are continuing to develop in France and elsewhere in Europe. This chapter shows that there is no single solution but rather a whole range of urban logistics spaces (ULSs) between which local authorities must decide on the basis of the objectives assigned to these facilities. It proposes the criteria to be taken into account and the institutional and regulatory measures that appear best adapted. The chapter classifies the different types of ULS and, for each of the six categories identified, specifies their scope of application, the elements regarding implementation and/or operating costs, and details the appropriate accompanying measures needed to favor their success. The six categories are the Urban Logistics Zone (ULZ), the Urban Distribution Center (UDC), the Vehicle Reception Point (VRP), the Goods Reception Point (GRP), the Urban Logistics Box (ULB) and the "mobile" Urban Logistics Space (mULS).

Lessons from Auckland in road transport planning: Making trade‑offs transparent

Scipedia content — Mon, 25 Jan 2021 11:59:16 +0100

Optimisation of Off-Road Transport Missions

Scipedia content — Mon, 25 Jan 2021 11:45:40 +0100

Mines, construction sites, road construction and quarries are examples of applications where construction equipment are used. In a production chain consisting of several construction machines working together, the work needs to be optimised and coordinated to achieve an environmental friendly, energy efficient and productive production. Recent rapid development within positioning services, telematics and human machine interfaces (HMI) opens up for control of individual machines and optimisation of transport missions where several construction machines co-operate. The production chain on a work site can be split up in different sub-tasks of which some can be transport missions. Taking off in a transport mission where one wheel loader ("loader" hereinafter) and two articulated haulers ("haulers" hereinafter) co-operate to transport material at a set production rate [ton/h], a method for fuel optimal control is developed. On the mission level, optimal cycle times for individual sub-tasks such as wheel loader loading, hauler transport and hauler return, are established through the usage of Pareto fronts. The haulers Pareto fronts are built through the development of a Dynamic Programming (DP) algorithm that trades fuel consumption versus cycle time for a road stretch by means of a time penalty constant. Through varying the time penalty constant n number of times, discrete fuel consumption - cycle time values can be achieved, forming the Pareto front. At a later stage, the same DP algorithm is used to generate fuel optimal vehicle speed and gear trajectories that are used as control signals for the haulers. Input to the DP algorithm is the distance to be travelled, road inclination, rolling resistance coefficient and a max speed limit to avoid unrealistic optimisation results. Thus, a method to describe the road and detect the road related data is needed to enable the optimisation. A map module is built utilising an extended Kalman Filter, Rauch-Tung-Striebel smoother and sensor fusion to merge data and estimate parameters not observable by sensors. The map module uses a model of the vehicle, sensor signals from a GPS or GNSS sensor and machine sensors to establish a map of the road. The wheel loader Pareto front is based on data developed in previous research combined with Volvo in-house data. The developed optimisation algorithms are implemented on a PC and in an interactive computer tablet based system. A human machine interface is created for the tablet, guiding the operators to follow the optimal control signals, which is speed for the haulers and cycle time for the loader. To evaluate the performance of the system it is tested in real working conditions. The contributions develop algorithms, set up a demo mission control system and carry out experiments. Altogether rendering in a platform that can be used as a base for a future design of an off-road transport mission control system.

Deep Learning Based Vehicle Make-Model Classification

Scipedia content — Mon, 25 Jan 2021 11:44:16 +0100

This paper studies the problems of vehicle make & model classification. Some of the main challenges are reaching high classification accuracy and reducing the annotation time of the images. To address these problems, we have created a fine-grained database using online vehicle marketplaces of Turkey. A pipeline is proposed to combine an SSD (Single Shot Multibox Detector) model with a CNN (Convolutional Neural Network) model to train on the database. In the pipeline, we first detect the vehicles by following an algorithm which reduces the time for annotation. Then, we feed them into the CNN model. It is reached approximately 4% better classification accuracy result than using a conventional CNN model. Next, we propose to use the detected vehicles as ground truth bounding box (GTBB) of the images and feed them into an SSD model in another pipeline. At this stage, it is reached reasonable classification accuracy result without using perfectly shaped GTBB. Lastly, an application is implemented in a use case by using our proposed pipelines. It detects the unauthorized vehicles by comparing their license plate numbers and make & models. It is assumed that license plates are readable.

AMoDSim: An Efficient and Modular Simulation Framework for Autonomous Mobility on Demand

Scipedia content — Mon, 25 Jan 2021 11:39:14 +0100

International audience; Urban transportation of next decade is expected to be disrupted by Autonomous Mobility on Demand (AMoD): AMoD providers will collect ride requests from users and will dispatch a fleet of autonomous vehicles to satisfy requests in the most efficient way. Differently from current ride sharing systems, in which driver behavior has a clear impact on the system, AMoD systems will be exclusively determined by the dispatching logic. As a consequence, a recent interest in the Operations Research and Computer Science communities has focused on this control logic. The new propositions and methodologies are generally evaluated via simulation. Unfortunately, there is no simulation platform that has emerged as reference, with the consequence that each author uses her own custom-made simulator, applicable only in her specific study, with no aim of generalization and without public release. This slows down the progress in the area as researchers cannot build on each otherâs work and cannot share, reproduce and verify the results. The goal of this paper is to present AMoDSim, an open-source simulation platform aimed to fill this gap and accelerate research in future ride sharing system

Altruistic Autonomy: Beating Congestion on Shared Roads

Scipedia content — Mon, 25 Jan 2021 11:36:48 +0100

Traffic congestion has large economic and social costs. The introduction of autonomous vehicles can potentially reduce this congestion, both by increasing network throughput and by enabling a social planner to incentivize users of autonomous vehicles to take longer routes that can alleviate congestion on more direct roads. We formalize the effects of altruistic autonomy on roads shared between human drivers and autonomous vehicles. In this work, we develop a formal model of road congestion on shared roads based on the fundamental diagram of traffic. We consider a network of parallel roads and provide algorithms that compute optimal equilibria that are robust to additional unforeseen demand. We further plan for optimal routings when users have varying degrees of altruism. We find that even with arbitrarily small altruism, total latency can be unboundedly better than without altruism, and that the best selfish equilibrium can be unboundedly better than the worst selfish equilibrium. We validate our theoretical results through microscopic traffic simulations and show average latency decrease of a factor of 4 from worst-case selfish equilibrium to the optimal equilibrium when autonomous vehicles are altruistic.

Classification of Delay-based TCP Algorithms From Passive Traffic Measurements

Scipedia content — Mon, 25 Jan 2021 11:32:35 +0100

Identifying the underlying TCP variant from passive measurements is important for several reasons, e.g., exploring security ramifications, traffic engineering in the Internet, etc. In this paper, we are interested in investigating the delay characteristics of widely used TCP algorithms that exploit queueing delay as a congestion signal. Hence, we present an effective TCP variant identification methodology from traffic measured passively by analyzing $\\beta$ , the multiplicative back-off factor to decrease the cwnd on a loss event, and the queueing delay values. We address how $\\beta$ varies as a function of queueing delay and how the TCP variants of delay-based congestion control algorithms can be predicted both from passively measured traffic and real measurements over the Internet. We further employ a novel non-stationary time series approach from a stochastic nonparametric perspective using a two-sided Kolmogorov-Smirnov test to classify delay-based TCP algorithms based on the $\\alpha$ , the rate at which a TCP sender's side cwnd grows per window of acknowledged packets, parameter. Through extensive experiments on emulated and realistic scenarios, we demonstrate that the data-driven classification techniques based on probabilistic models and Bayesian inference for optimal identification of the underlying delay-based TCP congestion algorithms give promising results. We show that our method can also be applied equally well to loss-based TCP variants.