Chen Chen, Tingting Xiao, Tie Qiu, Ning Lv · 5 authors
To improve the urban traffic condition and reduce accidents, we propose a platoon-driving model for autonomous vehicles in a free-flow traffic state in this article. This model allows vehicles with successful path matching to be grouped in a platoon and led by the platoon head (PH). In addition, a PH selection scheme is introduced to provide an incentive for vehicles to be PHs and maintain the dynamic update of platoons. Next, a smart contract is employed to enable the payment based on a blockchain between the PH and platoon members (PMs), avoiding the malicious and false payments. The numerical results show that the platoon model is superior to the individual driving model in terms of fuel consumption. The comparison between carpooling and noncarpooling modes within the platoon shows that our model has a better performance in terms of PH revenue and PM's service charge.
Miloš N. Mladenović, Montasir Abbas, Claudio Roncoli, Sanaz Bozorg Chenani
Development of integrated mobility and traffic management strategies is an important aspect of the ongoing transition of urban mobility systems. Extending from existing credit schemes, this research presents a system design and evaluation of a framework based on the principle of Universal Basic Mobility. In particular, using premises of long-term cooperation and hierarchical self-organization, the system design includes user-based Mobility Credits interrelated with Priority Levels. To complement the cooperation framework, system architecture is formulated in line with the distributed ledger technology. The proposed framework is tested using web-based interaction in the form of stated-preference experiment. Results are analyzed through statistical distributions and a discrete-choice model of user decision-making within the proposed framework. This research concludes that this framework could nudge uses towards reciprocity and altruism in their travelling behavior. In addition, experiment participants have provided a range of comments related to positive features, potential for failure, and further development. Finally, the paper ends by raising several implications for wider citizen participation in the integrated mobility system design and evaluation.
This chapter explores the variation across states in size, condition, and financing of the nation’s highway system and suggests ways to build and maintain the system to meet the needs of the 21st century economy. It provides preliminary evidence of how the differences lead to regional differences in the net return to highway capital. The chapter examines the decentralized approach to financing highways and the selection of highway projects. It also explores evidence of the extent to which this mechanism allows for states and local entities to pursue the sometimes conflicting goals of meeting local demand by businesses and residents for transportation services and providing for an efficient national highway system. A hallmark of the nation’s highway system is the federal-state partnership in which states select the projects they wish to undertake and the federal government matches state funding by up to 90 percent of total project costs on eligible highway projects.
Autonomous Vehicle Platoon (AVP) is the most promising solution to various problems in the Intelligent Transportation System. However, how to effectively manage the join and leaving vehicles, and ensure the profit of the platoon leader remains an open problem. In this paper, we propose a dynamic AVP management protocol by implementing Ethereum. Vehicle who wants to join and leave the platoon has to communicate with the platoon leader, and all messages will be related to the corresponding transactions regulated by the smart contract. Considering the cost efficiency of the AVP system, a hybrid chain model is constructed. The public chain provides with certification records. All platoon message communication records will be stored on the privacy chain and will be upload to the public chain as platoon operation incident record. The evaluation result and security analysis indicate that our proposed scheme is practical for AVP scenario in terms of both efficient and secure.
Sep 8, 2017·Proceedings of the 2017 ACM International Joint Conference on Pervasive and Ubiquitous Computing and Proceedings of the 2017 ACM International Symposium on Wearable Computers
As cities become increasingly dense, they must turn to novel technologies and frameworks to address the mobility challenges that will arise. 50% of trips in the U.S. are less than 3 miles, and could be replaced by a more sustainable and space-efficient mode of transportation, such as bicycling, if effective policies and incentives were implemented.
Rashid Mehmood, Royston Meriton, Gary Graham, Patrick Hennelly · 5 authors
Purpose The purpose of this paper is to advance knowledge of the transformative potential of big data on city-based transport models. The central question guiding this paper is: how could big data transform smart city transport operations? In answering this question the authors present initial results from a Markov study. However the authors also suggest caution in the transformation potential of big data and highlight the risks of city and organizational adoption. A theoretical framework is presented together with an associated scenario which guides the development of a Markov model. Design/methodology/approach A model with several scenarios is developed to explore a theoretical framework focussed on matching the transport demands (of people and freight mobility) with city transport service provision using big data. This model was designed to illustrate how sharing transport load (and capacity) in a smart city can improve efficiencies in meeting demand for city services. Findings This modelling study is an initial preliminary stage of the investigation in how big data could be used to redefine and enable new operational models. The study provides new understanding about load sharing and optimization in a smart city context. Basically the authors demonstrate how big data could be used to improve transport efficiency and lower externalities in a smart city. Further how improvement could take place by having a car free city environment, autonomous vehicles and shared resource capacity among providers. Research limitations/implications The research relied on a Markov model and the numerical solution of its steady state probabilities vector to illustrate the transformation of transport operations management (OM) in the future city context. More in depth analysis and more discrete modelling are clearly needed to assist in the implementation of big data initiatives and facilitate new innovations in OM. The work complements and extends that of Setia and Patel (2013), who theoretically link together information system design to operation absorptive capacity capabilities. Practical implications The study implies that transport operations would actually need to be re-organized so as to deal with lowering CO 2 footprint. The logistic aspects could be seen as a move from individual firms optimizing their own transportation supply to a shared collaborative load and resourced system. Such ideas are radical changes driven by, or leading to more decentralized rather than having centralized transport solutions (Caplice, 2013). Social implications The growth of cities and urban areas in the twenty-first century has put more pressure on resources and conditions of urban life. This paper is an initial first step in building theory, knowledge and critical understanding of the social implications being posed by the growth in cities and the role that big data and smart cities could play in developing a resilient and sustainable transport city system. Originality/value Despite the importance of OM to big data implementation, for both practitioners and researchers, we have yet to see a systematic analysis of its implementation and its absorptive capacity contribution to building capabilities, at either city system or organizational levels. As such the Markov model makes a preliminary contribution to the literature integrating big data capabilities with OM capabilities and the resulting improvements in system absorptive capacity.
This paper shows that the inefficiency of fiscal decentralization in the presence of spillovers, a main tenet of the decentralization literature, is overturned in a particular transportation context. In a monocentric city where road (bridge) capacity is financed by budget-balancing user fees, decentralized capacity choices (made by individual zones within the city) generate the social optimum despite the presence of spillovers. This conclusion is closely tied to the famous self-financing theorem of transporation economics.
After detailed research on Chengguan Railway Line's transportation organization and its traffic control characteristic, we makes improvement for traditional CTC system and design a decentralized and autonomous CTC system named FZy-CTC system in this paper. Then the paper analyses the system software and hardware structure, discusses the key technologies as network security, stage-plan adjustment, logic train number tracking, dispatching command safety select-control, regional interlocking control, GSM-R communication and describes the system functions. Finally current system operation situation shows that FZy-CTC system accomplishes the function of remote and intellectualized control of train operation and shunting operation route with labor intensity relieved and production efficiency improved.
China has the largest urban public transport sector in the world. In principle, strategic policy is determined by the central government, and passed down through the organs of state for implementation. In recent years that strategy has included giving priority to public transport and reforming the supply arrangements to secure a more commercial and competitive sector. In practice, responsibility for implementation is completely decentralized, with municipalities having both complete responsibility for financing urban public transport and substantial freedom to interpret central government guidance at the local level. This paper considers the reforms that have already occurred under this regime, the constraints and limitations on the reform process, and the most recent initiatives being undertaken. It shows that a very wide range of systems are being experimented with simultaneously, with so far no sign that central government would intervene in detail or to provide central government finance specifically for the sector.
ABSTRACT\nPrioritizing public tramjport in large cities requires huge amount of money.\nIn Kuala Lumpur for example, public transport services are relatively poor and inefficient due in part to the inability by the major operators to mobilize ample investment capital. Besides, the new funding systems such as the Public Transportation Trust Fund (PTTF) may not be able to solve the problem because they are still unclear and incoherent. Other key challenges are: lack of a pro-transit policy. rapid motorization. urban decentralization as well as dependence on fare\nrevenue and banks to fund new investments. CrucianF. due to the poor design of private rail concessions, government intervention has been inevitable.\n\nKeywords: large cities, public transit, Kuala Lumpur, funding
The Czech Republic and Slovakia, like other transition countries in Central and Eastern Europe, have given significant lip service to fiscal decentralization and engaged in public administration reforms. But the subnational governments of their public finance systems still lack relative autonomy, which could be addressed partly through developing independent revenue sources for their municipalities and regions. Currently, such independent revenue sources include the proceeds of a strictly nominal property tax as well as those of a small set of local user fees and taxes designed and approved by the central governments. Together they represent only about 5 percent of total municipal budget revenues.
The context of transportation has changed significantly with the globalisation of supply chains, steeply rising fuel costs and further emphasis on environmental performance. Since transportation accounts for an ever larger share of costs, lead times and environmental im-pact, there are increased pressures for more efficient execution.Major tools for improving efficiency are the use of information and communication systems to better plan, monitor and control the transport activities. This calls for reliable data capture, storage, processing and communication. Here, recent hardware and software ad-vancements leading to technologies available at a reasonable price wait to be utilised for distributed decision-making.Road hauliers are currently the subjects of significant pressure to incorporate the new ap-plications into their operations from vehicle suppliers, the government and transport buyers; either directly or via their contracted logistics service providers. Hauliers are generally very small companies operating at a very small (if any) profit margin. They are often not able to employ or develop their own technical competence. Hence, they risk being forced to invest in several costly systems with overlapping functionality; each fulfilling certain needs of their strong counterparts rather than their own.This article takes the road hauliers’ perspective, with the purpose of identifying their need for information and communication support, while analyzing how they are matched with the current supply of technologies. The concept of Smart Freight Transport Systems (SFTS) is developed in a case study setting as a departure from the truck and haulier level. The rendering also departs from what is currently available on the market and what is likely to be available within a five-year timeframe rather than trying to define a highly futuristic view.
This paper focuses on issues and concepts involved in the road administration organization, management, and financing. Road Administration organization is analyzed using a cost function which supported a decentralized fractal organization for a road agency. Road management systems are then discussed. It is argued that for the management systems to be useful must be compatible with the agency organization. Finally, the Road Fund and road user charges are discussed and their importance to road administration management elaborated.
Edward W. Hill, Billie K. Geyer, Claudette Robey, John F. Brennan · 5 authors
This paper investigates the transportation expenditure geographic pattern in Ohio from 1980 to 1988. It focuses on the location and spatial patterns of state transportation spending and finance. It then compares these variables with transportation need and demand indicators. The aim of the report is to ascertain whether or not the state's transportation money is being spent appropriately to meet the many challengers occurring today in metropolitan areas. Some of these challenges include traffic congestion, aging infrastructure, and decentralizing economic development.
Most economists agree that new investments in highways at this point in time in the United States have little impact on overall growth in output. New highways play a more important role in shifting economic activities among places, drawing jobs from other locations into the highway corridors, a phenomenon known as negative spillovers. The objective of this dissertation is two-fold, to examine the proposal to decentralize highway finance, which aims to solve the financial responsibility mismatch problem that stems from economic spillovers of highways, and to test the hypothesis of economic spillovers of highway investment at the metropolitan level. First, to better understand how spillovers influence the highway investment decision, the theoretical framework from the interjurisdictional tax competition literature is borrowed to model governments' investment behaviors. Numerical simulations show that decentralized local governments, which independently maximize output in their own jurisdiction, may engage in wasteful investments in highways with the presence of spillovers. Second, to shed more light on the spatial detail of economic spillovers, empirical tests of the spillover hypothesis are conducted at the metropolitan level, with census tracts as the unit of observation. The results of the quasi-experiment reveal census tract employment growth patterns that confirm the existence of negative spillovers caused by the opening of the Interstate 105 in 1993. The benefiting area, which grew substantially after the highway was opened, is limited to a long narrow corridor around the highway, while nearby locations outside the corridor experienced slow growth relative to the rest of the metropolitan area after controlling for various factors. Together, these results suggest that although negative spillovers are present at the metropolitan level, decentralizing highway finance may not be an effective policy to deal with the financial responsibility mismatch problem. Highway finance should remain centralized within metropolitan areas, and regional governing bodies should pay special attention to the distributional impact of highway projects.
After years of debate, there is still much disagreement about the economic impacts of highway infrastructure. This article suggests that recent empirical evidence can help reconcile the divergent views on the role of highways in the economy. The resolution illuminates two ideas that should be more prominent in transportation policy. First, highways are associated with both local economic gains (often near a project) and economic losses (often distant from a project). In a system of centralized highway finance, this creates the possibility of a geographic mismatch between the areas that pay for highway projects and the areas that benefit from those projects. Second, efficiently using the available highway capital is potentially as effective as building additional highway stock in enhancing the local economic impacts of highways. Both ideas suggest the need for more decentralized, project-specific highway finance that includes a role for efficient pricing. The policy implications of a more decentralized highway finance system are discussed in the closing section of the article.
This dissertation examines why and how jurisdictions choose to finance their roads. The systematic causes of revenue choice are explored qualitatively by examining the history of turnpikes. The question is approached analytically by employing game theory to model revenue choice on a long road. The road is covered by a series of jurisdictions seeking to maximize local welfare. Jurisdictions are responsible for building and maintaining the local network. Complexity arises because local network users may not be local residents, and local residents may use non-local networks. Key factors posited to explain the choice of revenue mechanism include the length of trips using the road, the size of the governing jurisdiction, the degree of excludability, and the transaction costs of toll collection. These factors dictate the size and scope of the free rider problem. It is hypothesized that smaller jurisdictions and lower collection costs favor tolling policies over taxes.The analytical model is operationalized by assuming jurisdictions have two decisions: the strategic decision to tax or toll, and the tactical decision of setting the rate of tax or toll. Models of user demand as a function of trip distance and monetary cost and of network costs as a function of traffic flow and the number of toll collections are specified. The values of the constants and coefficients of the model are developed from recent cost literature and the estimation of a model of collection costs from California Toll Bridge data.The model is applied to evaluate the dissertation's hypotheses. The application evaluates the welfare implications of a jurisdiction and its neighbors imposing general tax, cordon toll, odometer tax, or perfect toll policies. Sensitivity tests of the model under alternative behavioral assumptions, and with varying model coefficients are conducted. Finally, policy implications from the analysis are drawn. The general trends which bode well for road pricing (electronic toll collection (ETC), decentralization, advanced infrastructure, privatization, and federal rules) are established. Possible scenarios for three cases are presented: deploying ETC and building new toll roads, and converting free roads.
The aim of this report is to discuss appropriate planning philosophy for road development. The paper analyses the fundamental economic characteristic of road and transport service supply and demand. Two alternatives are considered: (1) that the citizens, in the political process, should be able to choose the main direction of the development of the structure of society including the transport infrastructure, and (2) that decentralized decision-making should be encouraged and facilitated by clear economic principles of pricing as well as investment criteria.
Increasingly, a volatile public policy issue in rapidly growing areas is traffic congestion. The sprawl of suburban growth, decentralization of urban centers and the shift of jobs from urban centers to suburban areas contributes to traffic congestion. Traditionally, government's response to traffic congestion has been to use engineering, public finance and regulatory control to design and build new highway systems or expand exiting ones. The authors suggest instead that state and local governments use a combination of techniques to better manage land use applications and explore public finance alternatives to achieve a better balance between travel demand, transportation capacity and environmental concerns.
This article examines the broad spectrum of public policies and their outcomes in Western Europe and North America, in order to identify sources of success and failure, and thus determine ways of improving the effectiveness of transit subsidization. Empirical evidence suggests that decentralization of transit finance and decision making may enhance the effectiveness of subsidies. Transit subsidies are as important as government policies affecting the costs of auto ownership and use. In the United States large transit subsidies have led to negligible ridership growth and no increase in the proportion of tripmaking by mass transit. Greater decentralization of decision making and financing might be an approach to increasing its effectiveness.