Pub Date : 2021-05-27DOI: 10.1109/SCSP52043.2021.9447384
M. Daniel, R. Dostál, S. Kozhevnikov, Aneta Matysková, K. Moudrá, André Maia Pereira, O. Přibyl
The field of smart cities and the latest problems in this area of expertise accent the need for interaction among different areas, such as transportation, energy management, education, buildings and others. New technologies and new methods allow for a fast development of each of the areas and of the city itself. At the same time, there is a need for further involvement of citizens and different stakeholders in the decision-making process within cities. In order to demonstrate the impact of a new policy (e.g., building a new shopping center) on certain city aspect (e.g., transportation), simulation models have been recognized as probably the best approach. Unfortunately, there is still no tool that would allow the stakeholders to evaluate the impact of such a policy on a city as a whole and from multiple perspectives. Dedicated simulation frameworks should be used in cooperation, one for transportation, one for energy grid management, another for its impact on the environment until all important aspects are covered. This paper describes a complex tool aiming on overcoming such complicated demands and giving the policy makers one tool to assess impact on different interconnected fields. It combines existing dedicated simulation frameworks into a complete software suite that can combine even contradictory results into one or more performance indicators. This can be used as a decision support system and help in involving citizens into the city government and planning. This article focuses on the utilization of mobility modelling in such a software.
{"title":"City Simulation Software: Perspective of Mobility Modelling","authors":"M. Daniel, R. Dostál, S. Kozhevnikov, Aneta Matysková, K. Moudrá, André Maia Pereira, O. Přibyl","doi":"10.1109/SCSP52043.2021.9447384","DOIUrl":"https://doi.org/10.1109/SCSP52043.2021.9447384","url":null,"abstract":"The field of smart cities and the latest problems in this area of expertise accent the need for interaction among different areas, such as transportation, energy management, education, buildings and others. New technologies and new methods allow for a fast development of each of the areas and of the city itself. At the same time, there is a need for further involvement of citizens and different stakeholders in the decision-making process within cities. In order to demonstrate the impact of a new policy (e.g., building a new shopping center) on certain city aspect (e.g., transportation), simulation models have been recognized as probably the best approach. Unfortunately, there is still no tool that would allow the stakeholders to evaluate the impact of such a policy on a city as a whole and from multiple perspectives. Dedicated simulation frameworks should be used in cooperation, one for transportation, one for energy grid management, another for its impact on the environment until all important aspects are covered. This paper describes a complex tool aiming on overcoming such complicated demands and giving the policy makers one tool to assess impact on different interconnected fields. It combines existing dedicated simulation frameworks into a complete software suite that can combine even contradictory results into one or more performance indicators. This can be used as a decision support system and help in involving citizens into the city government and planning. This article focuses on the utilization of mobility modelling in such a software.","PeriodicalId":158827,"journal":{"name":"2021 Smart City Symposium Prague (SCSP)","volume":"30 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-05-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116060304","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-05-27DOI: 10.1109/SCSP52043.2021.9447372
U. Nookala, Sihao Ding, Ebrahim Alareqi, Shanmukesh Vankayala
Ride-hailing services have gained tremendous importance in social life today, and the amount of resources involved have been hiking up. Ride-request data has been crucial in the research of improving ride-hailing efficiency and minimizing the cost. This work aims to model human mobility patterns to generate realistic ride-requests, addressing the prevailing problem of lack of historical training data and realistic synthetic data for different hypothetical scenarios. Synthetic generation also inherently carries anonymity. In particular, our work focuses on modeling both spatial and temporal distributions jointly for ride-hailing services. A Ride-Request Wasserstein Generative Adversarial Network (RR-WGAN) is proposed to generate plausible pick-up and drop-off geolocations. The generated ride-requests are extensively evaluated under a wide range of criteria we design, giving a comprehensive understanding of how the model performs. The proposed approach has achieved better performance than state-of-the-art methods in most scenarios. We believe this approach could provide value for ride-hailing service providers, research communities, and policy-makers.
{"title":"Synthetic Ride-Requests Generation using WGAN with Location Embeddings","authors":"U. Nookala, Sihao Ding, Ebrahim Alareqi, Shanmukesh Vankayala","doi":"10.1109/SCSP52043.2021.9447372","DOIUrl":"https://doi.org/10.1109/SCSP52043.2021.9447372","url":null,"abstract":"Ride-hailing services have gained tremendous importance in social life today, and the amount of resources involved have been hiking up. Ride-request data has been crucial in the research of improving ride-hailing efficiency and minimizing the cost. This work aims to model human mobility patterns to generate realistic ride-requests, addressing the prevailing problem of lack of historical training data and realistic synthetic data for different hypothetical scenarios. Synthetic generation also inherently carries anonymity. In particular, our work focuses on modeling both spatial and temporal distributions jointly for ride-hailing services. A Ride-Request Wasserstein Generative Adversarial Network (RR-WGAN) is proposed to generate plausible pick-up and drop-off geolocations. The generated ride-requests are extensively evaluated under a wide range of criteria we design, giving a comprehensive understanding of how the model performs. The proposed approach has achieved better performance than state-of-the-art methods in most scenarios. We believe this approach could provide value for ride-hailing service providers, research communities, and policy-makers.","PeriodicalId":158827,"journal":{"name":"2021 Smart City Symposium Prague (SCSP)","volume":"19 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-05-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124835228","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-05-27DOI: 10.1109/SCSP52043.2021.9447387
Sinziana I. Rasca, Jonas Høgli Major
World-wide, developed countries tend to have a higher share of transport related emissions. In Norway, approximately one third of transport emissions are connected to passenger cars. With most inhabitants living in small cities and towns that have low population densities and high car dependency, and having made passenger transport decarbonization a national priority, there is a need to account for the success or failure of implemented sustainable transport solutions in Norway.Research on sustainable transport and indicators to measure its development tends to focus on large cities raising the question if indicators defined for large cities fit to the realities of smaller urban settlements?The present research challenges the applicability of transport sustainability indicators, selected from international schemes, to the evaluation of public transport sustainability in small cities and towns. The region of Agder, Norway was chosen as a case study and a workshop involving local transport planners was organized for this purpose. The results of the workshop show that many indicators proposed by international schemes were evaluated as having little applicability in small cities and towns. Therefore, a real need of adapting sustainable transport indicators schemes to the realities and requirements of these urban forms exists.
{"title":"Applicability of Existing Public Transport Sustainability Indicators to Norwegian Small Cities and Towns","authors":"Sinziana I. Rasca, Jonas Høgli Major","doi":"10.1109/SCSP52043.2021.9447387","DOIUrl":"https://doi.org/10.1109/SCSP52043.2021.9447387","url":null,"abstract":"World-wide, developed countries tend to have a higher share of transport related emissions. In Norway, approximately one third of transport emissions are connected to passenger cars. With most inhabitants living in small cities and towns that have low population densities and high car dependency, and having made passenger transport decarbonization a national priority, there is a need to account for the success or failure of implemented sustainable transport solutions in Norway.Research on sustainable transport and indicators to measure its development tends to focus on large cities raising the question if indicators defined for large cities fit to the realities of smaller urban settlements?The present research challenges the applicability of transport sustainability indicators, selected from international schemes, to the evaluation of public transport sustainability in small cities and towns. The region of Agder, Norway was chosen as a case study and a workshop involving local transport planners was organized for this purpose. The results of the workshop show that many indicators proposed by international schemes were evaluated as having little applicability in small cities and towns. Therefore, a real need of adapting sustainable transport indicators schemes to the realities and requirements of these urban forms exists.","PeriodicalId":158827,"journal":{"name":"2021 Smart City Symposium Prague (SCSP)","volume":"14 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-05-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125555938","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-05-27DOI: 10.1109/SCSP52043.2021.9447377
Adam Orlický, A. Mashko, J. Mík
Communication interfaces of autonomous vehicles have extended the human-machine interaction to the streets of the cities. This brings into picture the necessity of efficient infrastructures and cooperative systems and consideration of multiple human agents in the system. For efficiency of interface design process, there is a need of automated assessment tools to deliver part of testing through simulations, based on known parameters – physical, geographical and biological. Diversity of available external interfaces and absence of standardization in them give freedom for creative search of related technologies. This paper suggests a tool for assessment of various types of visual eHMI with the help of graphical method applied in a microsimulation model. The proposed method allows testing of different scenarios and adjustment of parameters for different vehicle design, interfaces and human behavior scenarios. The presented method is demonstrated on several types of visual interfaces. The paper provides introduction to the concept of vehicle external interfaces in the context of autonomous driving with relevant challenges of user communication described in related research. The methodology is then presented on a demonstration scenario with description of measured parameters that define efficiency of communication interface. The results show how placement of an interface affects its visibility to observer.
{"title":"Microsimulation model for assessment of eHMI of autonomous vehicles","authors":"Adam Orlický, A. Mashko, J. Mík","doi":"10.1109/SCSP52043.2021.9447377","DOIUrl":"https://doi.org/10.1109/SCSP52043.2021.9447377","url":null,"abstract":"Communication interfaces of autonomous vehicles have extended the human-machine interaction to the streets of the cities. This brings into picture the necessity of efficient infrastructures and cooperative systems and consideration of multiple human agents in the system. For efficiency of interface design process, there is a need of automated assessment tools to deliver part of testing through simulations, based on known parameters – physical, geographical and biological. Diversity of available external interfaces and absence of standardization in them give freedom for creative search of related technologies. This paper suggests a tool for assessment of various types of visual eHMI with the help of graphical method applied in a microsimulation model. The proposed method allows testing of different scenarios and adjustment of parameters for different vehicle design, interfaces and human behavior scenarios. The presented method is demonstrated on several types of visual interfaces. The paper provides introduction to the concept of vehicle external interfaces in the context of autonomous driving with relevant challenges of user communication described in related research. The methodology is then presented on a demonstration scenario with description of measured parameters that define efficiency of communication interface. The results show how placement of an interface affects its visibility to observer.","PeriodicalId":158827,"journal":{"name":"2021 Smart City Symposium Prague (SCSP)","volume":"7 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-05-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129142545","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-05-27DOI: 10.1109/SCSP52043.2021.9447397
J. Mík, Premysl Toman, J. Svoboda
Nowadays we are facing the transition from human-driven vehicles to the higher levels of automated driving, where the driver's primary role does not have to be the driving as in its classical meaning. As the driving task would not be the primary, we can expect driver and all passengers to perform new activities while being in the vehicle. In this article we analyse results of four crash tests. One of them has a specific configuration, where the driver crash test dummy is set to the situation of the level four of the automated driving as if were carrying out some activity on the notebook. The research focuses moreover on free objects and the risks that they represent during the accident for passengers. The results of all four tests are mutually compared and discussed to get the idea how the unusual driver position including working activity could influence the impacts on human passengers. Other three configurations represent standard lateral crash test, frontal impact into the rigid barrier and the crash of the motorcycle. The results measured on the rider show extreme situation to which we can compare absolute values of drivers from the rest of analysed crash test. In the assessment we follow the parameters linked to the acting vehicles and of course parameters describing the impacts on drivers.
{"title":"Assessment of the passenger’s safety in autonomous cars","authors":"J. Mík, Premysl Toman, J. Svoboda","doi":"10.1109/SCSP52043.2021.9447397","DOIUrl":"https://doi.org/10.1109/SCSP52043.2021.9447397","url":null,"abstract":"Nowadays we are facing the transition from human-driven vehicles to the higher levels of automated driving, where the driver's primary role does not have to be the driving as in its classical meaning. As the driving task would not be the primary, we can expect driver and all passengers to perform new activities while being in the vehicle. In this article we analyse results of four crash tests. One of them has a specific configuration, where the driver crash test dummy is set to the situation of the level four of the automated driving as if were carrying out some activity on the notebook. The research focuses moreover on free objects and the risks that they represent during the accident for passengers. The results of all four tests are mutually compared and discussed to get the idea how the unusual driver position including working activity could influence the impacts on human passengers. Other three configurations represent standard lateral crash test, frontal impact into the rigid barrier and the crash of the motorcycle. The results measured on the rider show extreme situation to which we can compare absolute values of drivers from the rest of analysed crash test. In the assessment we follow the parameters linked to the acting vehicles and of course parameters describing the impacts on drivers.","PeriodicalId":158827,"journal":{"name":"2021 Smart City Symposium Prague (SCSP)","volume":"8 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-05-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131854052","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-05-27DOI: 10.1109/SCSP52043.2021.9447398
Ximena Jauregui, J. Weidner, R. Cheu
Automated Truck Lanes (ATLs) are most likely to be constructed in the median of a highway. Among the important design considerations of an ATL are the locations and lengths of the entrances and exits. These decisions are critical for automated trucks that to enter the freeway and join the ATL and for automated trucks to leave the ATL to exit the freeway. This research presents, through VISSIM microscopic traffic simulation, a series of scenarios that tested the possible locations and lengths of entrances and exits for an ATL relative to the locations of on-ramps and off-ramps. The simulation testbed was along a major truck corridor intersected by two closely spaced interchanges. The corridor consisted of an ATL in the median and three general purpose lanes in the same direction. The design year was 2045. Based on the results of the simulation runs, the recommended distance between the on-ramp from an upstream interchange to the ATL entrance was 10,560 ft (3,220 m). A similar distance is also recommended between the exit of the ATL and the downstream off-ramp. The recommended length of the ATL’s entrance or exit was 2,400 ft (730 m).
{"title":"Locations and Length of Entrances and Exits of an Automated Truck Lane on a U.S. Freeway","authors":"Ximena Jauregui, J. Weidner, R. Cheu","doi":"10.1109/SCSP52043.2021.9447398","DOIUrl":"https://doi.org/10.1109/SCSP52043.2021.9447398","url":null,"abstract":"Automated Truck Lanes (ATLs) are most likely to be constructed in the median of a highway. Among the important design considerations of an ATL are the locations and lengths of the entrances and exits. These decisions are critical for automated trucks that to enter the freeway and join the ATL and for automated trucks to leave the ATL to exit the freeway. This research presents, through VISSIM microscopic traffic simulation, a series of scenarios that tested the possible locations and lengths of entrances and exits for an ATL relative to the locations of on-ramps and off-ramps. The simulation testbed was along a major truck corridor intersected by two closely spaced interchanges. The corridor consisted of an ATL in the median and three general purpose lanes in the same direction. The design year was 2045. Based on the results of the simulation runs, the recommended distance between the on-ramp from an upstream interchange to the ATL entrance was 10,560 ft (3,220 m). A similar distance is also recommended between the exit of the ATL and the downstream off-ramp. The recommended length of the ATL’s entrance or exit was 2,400 ft (730 m).","PeriodicalId":158827,"journal":{"name":"2021 Smart City Symposium Prague (SCSP)","volume":"39 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-05-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114487432","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-05-27DOI: 10.1109/SCSP52043.2021.9447400
Okan Gurbuz, R. Cheu
Most universities are constantly challenged by not having enough parking spaces for students, faculty (professors), and staff. One common solution used by the universities to manage the access and use of limited parking spaces is "zoning". Zoning is grouping one or several adjacent parking lots into a zone and controlling the zone’s usage by issuing parking permits. This paper introduces a methodology called Zoning and Zone Permit Pricing (Z2P2) to assist University Parking Offices in grouping parking lots into zones and recommending the annual permit price for each zone. This methodology incorporates the concept of the value of time and the last-mile travel time. It has been coded as part of SPARKMAN: A Smart Parking Management Decision Support Tool. The paper reports the application of the Z2P2 methodology to a university campus. The analysis results have suggested ways to improve the current permit prices.
{"title":"Zoning and Zone Permit Pricing for Smart Parking Management at a University Campus","authors":"Okan Gurbuz, R. Cheu","doi":"10.1109/SCSP52043.2021.9447400","DOIUrl":"https://doi.org/10.1109/SCSP52043.2021.9447400","url":null,"abstract":"Most universities are constantly challenged by not having enough parking spaces for students, faculty (professors), and staff. One common solution used by the universities to manage the access and use of limited parking spaces is \"zoning\". Zoning is grouping one or several adjacent parking lots into a zone and controlling the zone’s usage by issuing parking permits. This paper introduces a methodology called Zoning and Zone Permit Pricing (Z2P2) to assist University Parking Offices in grouping parking lots into zones and recommending the annual permit price for each zone. This methodology incorporates the concept of the value of time and the last-mile travel time. It has been coded as part of SPARKMAN: A Smart Parking Management Decision Support Tool. The paper reports the application of the Z2P2 methodology to a university campus. The analysis results have suggested ways to improve the current permit prices.","PeriodicalId":158827,"journal":{"name":"2021 Smart City Symposium Prague (SCSP)","volume":"42 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-05-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115877668","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-05-27DOI: 10.1109/SCSP52043.2021.9447376
A. Kalašová, K. Čulík, M. Poliak
Humanity is on the threshold of a new age where people transform a significant part of reality into the virtual world. Direct face-to-face interaction is converting to communication via social networks. It has many advantages. For example, it is no more necessary to be in the workplace - we can work from home (home-office). Information and communication technologies such as the internet, information transmission, data processing, the rapid development of electronics have allowed us to create a new concept of our cities. These technologies have made the phenomenon of Smart City in recent years. One of the pillars of Smart Cities, without which the project would not work, is the economy of sharing. In our paper, we outline the economics of sharing in road transport as an essential part of smart mobility. This sharing is possible thanks to using digital platforms. We will focus mainly on applications used by taxi services. A significant item of the concept is human. Therefore our research aims to describe the role of people in the system. Without the active support of humans, Smarts Cities could not exist. Finally, we describe the regulatory environment of taxi services at the EU level and in the Slovak Republic.
{"title":"Smartphone-based Taxi Applications as Essential Part of Smart City","authors":"A. Kalašová, K. Čulík, M. Poliak","doi":"10.1109/SCSP52043.2021.9447376","DOIUrl":"https://doi.org/10.1109/SCSP52043.2021.9447376","url":null,"abstract":"Humanity is on the threshold of a new age where people transform a significant part of reality into the virtual world. Direct face-to-face interaction is converting to communication via social networks. It has many advantages. For example, it is no more necessary to be in the workplace - we can work from home (home-office). Information and communication technologies such as the internet, information transmission, data processing, the rapid development of electronics have allowed us to create a new concept of our cities. These technologies have made the phenomenon of Smart City in recent years. One of the pillars of Smart Cities, without which the project would not work, is the economy of sharing. In our paper, we outline the economics of sharing in road transport as an essential part of smart mobility. This sharing is possible thanks to using digital platforms. We will focus mainly on applications used by taxi services. A significant item of the concept is human. Therefore our research aims to describe the role of people in the system. Without the active support of humans, Smarts Cities could not exist. Finally, we describe the regulatory environment of taxi services at the EU level and in the Slovak Republic.","PeriodicalId":158827,"journal":{"name":"2021 Smart City Symposium Prague (SCSP)","volume":"24 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-05-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122191415","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-05-27DOI: 10.1109/SCSP52043.2021.9447374
M. Dietmannsberger, J. Burkhardt
The transition of mobility from fossil-fuelled to emission-free drives is gaining speed in public transport. Transport companies have to face challenges in increased complexity when identifying an optimum system approach and choosing the most suitable technology. A modelling and evaluation approach is introduced to compare the diesel to several battery-electric bus systems and permits the assessment of the importance of each of the system components. Although the modelling is quite simple, the use of data derived from several years of bus operation provides reliable results that show annualized costs are about 30 percent higher and that the main cost drivers are the high investment costs for buses and batteries. CO2 emissions have been reduced by at least two-thirds whereas the remaining emissions mainly result from the manufacturing of the batteries. Sensitivity analyses show that a carefully thought out matching of bus and battery lifetime is crucial in order to optimize both annual costs and emission savings. Due to the simplicity of the model, it can easily be adopted by other transport companies and yet high quality of results can be ensured while still relying on data derived from bus operation.
{"title":"Modelling and Assessment of System Costs and CO2-Emissions for Electrification of Bus Fleets","authors":"M. Dietmannsberger, J. Burkhardt","doi":"10.1109/SCSP52043.2021.9447374","DOIUrl":"https://doi.org/10.1109/SCSP52043.2021.9447374","url":null,"abstract":"The transition of mobility from fossil-fuelled to emission-free drives is gaining speed in public transport. Transport companies have to face challenges in increased complexity when identifying an optimum system approach and choosing the most suitable technology. A modelling and evaluation approach is introduced to compare the diesel to several battery-electric bus systems and permits the assessment of the importance of each of the system components. Although the modelling is quite simple, the use of data derived from several years of bus operation provides reliable results that show annualized costs are about 30 percent higher and that the main cost drivers are the high investment costs for buses and batteries. CO2 emissions have been reduced by at least two-thirds whereas the remaining emissions mainly result from the manufacturing of the batteries. Sensitivity analyses show that a carefully thought out matching of bus and battery lifetime is crucial in order to optimize both annual costs and emission savings. Due to the simplicity of the model, it can easily be adopted by other transport companies and yet high quality of results can be ensured while still relying on data derived from bus operation.","PeriodicalId":158827,"journal":{"name":"2021 Smart City Symposium Prague (SCSP)","volume":"51 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-05-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129092759","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-05-27DOI: 10.1109/SCSP52043.2021.9447389
Yinying He, C. Csiszár
Mobility as a Service (MaaS) is proposed as a user-centric mobility and information service. Accordingly, various manual customization settings are available in MaaS applications. Customization and personalization opportunities of applications have been studied in much research in qualitative way, but quantitative analyses are still missing. Our research objective is to fill this research niche by introduction of quantitative analysis method to evaluate customization settings. The main functions with customization opportunities are summarized, then the scoring evaluation criteria are determined, and finally the coefficient of variation method is applied to calculate the weights of functions. We have evaluated 20 MaaS applications by our method. We found that route setting of journey planning function, functions to provide additional information and services, are assigned with relatively higher weights; Accordingly, the application ‘MyCircero’ from Italy obtain the highest grade. Considering ‘mobility for all’ and personalization tendency, we recommend to involving more precise settings for mobility-impaired in route setting, and to develop various setting options for tourists. Our results facilitate the functional planning and development of MaaS applications.
{"title":"Analysis method of customization settings for Mobility as a Service","authors":"Yinying He, C. Csiszár","doi":"10.1109/SCSP52043.2021.9447389","DOIUrl":"https://doi.org/10.1109/SCSP52043.2021.9447389","url":null,"abstract":"Mobility as a Service (MaaS) is proposed as a user-centric mobility and information service. Accordingly, various manual customization settings are available in MaaS applications. Customization and personalization opportunities of applications have been studied in much research in qualitative way, but quantitative analyses are still missing. Our research objective is to fill this research niche by introduction of quantitative analysis method to evaluate customization settings. The main functions with customization opportunities are summarized, then the scoring evaluation criteria are determined, and finally the coefficient of variation method is applied to calculate the weights of functions. We have evaluated 20 MaaS applications by our method. We found that route setting of journey planning function, functions to provide additional information and services, are assigned with relatively higher weights; Accordingly, the application ‘MyCircero’ from Italy obtain the highest grade. Considering ‘mobility for all’ and personalization tendency, we recommend to involving more precise settings for mobility-impaired in route setting, and to develop various setting options for tourists. Our results facilitate the functional planning and development of MaaS applications.","PeriodicalId":158827,"journal":{"name":"2021 Smart City Symposium Prague (SCSP)","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2021-05-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129337984","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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