DOCSLIB.ORG

Swutc/12/476660-00079-1 Free

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Swutc/12/476660-00079-1 Free Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. SWUTC/12/476660-00079-1 4. Title and Subtitle 5. Report Date FREE-FLOATING CARSHARING SYSTEMS: August 2012 INNOVATIONS IN MEMBERSHIP PREDICTION, MODE 6. Performing Organization Code SHARE, AND VEHICLE ALLOCATION OPTIMIZATION METHODOLOGIES 7. Author(s) 8. Performing Organization Report No. Katherine Kortum, Randy Machemehl 476660-00079-1 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Center for Transportation Research University of Texas at Austin 11. Contract or Grant No. 1616 Guadalupe Street, Suite 4.200 DTRT07-G-0006 Austin, Texas 78701 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Southwest Region University Transportation Center Texas A&M Transportation Institute Texas A&M University System 14. Sponsoring Agency Code College Station, Texas 77843-3135 15. Supplementary Notes Supported by revenues from the US Department of Transportation. 16. Abstract Free-floating carsharing systems are among the newest types of carsharing programs. They allow one-way rentals and have no set “homes” or docks for the carsharing vehicles; instead, users are permitted to drive the vehicles anywhere within the operating zone and leave the vehicle in a legal parking space. Compared to traditional carsharing operations, free-floating carsharing allows much greater spontaneity and flexibility for the user. However, it leads to additional operational challenges for the program. This report provides methodologies for some of these challenges facing both free-floating and traditional carsharing programs. First, it analyzes cities with carsharing to determine what characteristics increase the likelihood of the city supporting a successful carsharing program; high overall population, small household sizes, high transit use, and high levels of government employment all make the city a likely carsharing contender. Second, in terms of membership prediction, several modeling alternatives exist. All of the options find that the operating area is of key importance, with other factors (including household size, household densities, and proportion of the population between ages 20 and 39) of varying importance depending on the modeling technique. Third, carsharing trip frequencies and mode share are of value to both carsharing and metropolitan planning organizations, and this report provides innovative techniques to determine the number of trips taken and the share of total travel completed with carsharing (both free-floating and traditional). Fourth and finally, an original methodology for optimizing the vehicle allocation issue for free-floating carsharing organizations is provided. The methodology takes a user input for the total number of vehicles and returns the allocations across multiple demand periods that will maximize revenue, taking into account the cost of reallocating vehicles between demand periods. 17. Key Words 18. Distribution Statement Carsharing; Cars2Go; Binary Logit No restrictions. This document is available to the public through Metropolitan Modeling; Mode Share NTIS: Modeling National Technical Information Service 5285 Port Royal Road Springfield, Virginia 22161 19. Security Classif.(of this report) 20. Security Classif.(of this page) 21. No. of Pages 22. Price Unclassified Unclassified 123 Form DOT F 1700.7 (8-72) Reproduction of completed page authorized FREE-FLOATING CARSHARING SYSTEMS: INNOVATIONS IN MEMBERSHIP PREDICTION, MODE SHARE, AND VEHICLE ALLOCATION OPTIMIZATION METHODOLOGIES By Katherine Kortum Graduate Research Assistant The University of Texas at Austin and Randy Machemehl, P.E. Professor The University of Texas at Austin Report SWUTC/12/476660-00079-1 Project 476660-00079 Performed in cooperation with the Southwest Region University Transportation Center Center for Transportation Research The University of Texas at Austin 1616 Guadalupe Street, Suite 4.200 Austin, Texas 78701 August 2012 iv ABSTRACT Free-floating carsharing systems are among the newest types of carsharing programs. They allow one-way rentals and have no set “homes” or docks for the carsharing vehicles; instead, users are permitted to drive the vehicles anywhere within the operating zone and leave the vehicle in a legal parking space. Compared to traditional carsharing operations, which require the user to bring the vehicle back to its assigned parking space before being able to end the rental, free-floating carsharing allows much greater spontaneity and flexibility for the user. However, it leads to additional operational challenges for the program. This report provides methodologies for some of these challenges facing both free-floating and traditional carsharing programs. First, it analyzes cities with carsharing to determine what characteristics increase the likelihood of the city supporting a successful carsharing program; high overall population, small household sizes, high transit use, and high levels of government employment all make the city a likely carsharing contender. Second, in terms of membership prediction, several modeling alternatives exist. All of the options find that the operating area is of key importance, with other factors (including household size, household densities, and proportion of the population between ages 20 and 39) of varying importance depending on the modeling technique. Third, carsharing trip frequencies and mode share are of value to both carsharing and metropolitan planning organizations, and this report provides innovative techniques to determine the number of trips taken and the share of total travel completed with carsharing (both free-floating and traditional). Fourth and finally, an original methodology for optimizing the vehicle allocation issue for free-floating carsharing organizations is provided. The methodology takes a user input for the total number of vehicles and returns the allocations across multiple demand periods that will maximize revenue, taking into account the cost of reallocating vehicles between demand periods. v vi EXECUTIVE SUMMARY Carsharing, the rental of a vehicle by the minute or the hour, is a concept that is decades old, but it has become much more common in recent years. At the end of 2009, the carsharing organization Car2Go, run by Daimler Auto Group, began operating in Austin. Using data provided by Car2Go about its members and its rentals, this report has created new methodologies to understand the membership and usage of this new style of free-floating carsharing system. Exploratory analysis of the data shows that Car2Go members are concentrated in the central part of the city, an entirely expected finding. More interestingly, in the zip code corresponding to downtown Austin, one in six residents is currently a Car2Go member. High proportions of members can also be found in the neighborhoods around the university and just outside of downtown. Members tend to join at much higher rates when Car2Go puts on a promotional activity, with significant spikes in membership occurring when the program opened to the public and when the free membership period was about to expire. As the membership has grown more diverse than the initial City of Austin employees who made up the pilot test group, the vehicles have been used during larger parts of both the day and the week; weekend and after-work rentals were nearly non-existent in the program’s initial months, but now carsharing is just as likely to occur on Saturday as Tuesday and it also occurs at all hours of the day and night. As members have grown more comfortable with the service, they have also become more efficient in their use of the service, taking advantage of the one-way option. A study of metropolitan areas examines objective characteristics that make a city likely to have a successful carsharing program. Unsurprisingly, population is a key factor, as larger cities are more likely to have carsharing services than are small cities. Smaller average household sizes and larger fractions of the population commuting via transit also make a city more amenable to carsharing. Most interestingly, increasing numbers of government workers in a metropolitan area also increase the likelihood of carsharing succeeding; this may be connected to the many governmental agencies contracting with carsharing services to reduce their own fleet sizes and the associated costs of owning the vehicles. Ethnicity, median age, and household income, all of which have appeared as significant variables in previous carsharing literature, did not prove to be statistically significant in this analysis. Membership prediction is of great importance to carsharing organizations as they plan their operational characteristics. Several alternatives to this prediction are possible, including two-step models and a one-step model. In the two-step version, binary logit modeling determines which census blocks are likely to contain any members, and either linear regression or logit modeling estimates the proportion of those blocks that are members. The preferred alternative, however is a one-step Heckman sample selection model, which correlates the errors in the two dependent variables (binary membership and continuous membership proportions). The Heckman sample selection model shows that the geofence location is a vital factor in determining membership, as are household size, fraction of commuters using transit, age, race, and proportion of 20-39 year olds living in an area. vii Mode share modeling is another innovative
Load more

Recommended publications
  • List of Brands
    Global Consumer 2019 List of Brands Table of Contents 1. Digital music 2 2. Video-on-Demand 4 3. Video game stores 7 4. Digital video games shops 11 5. Video game streaming services 13 6. Book stores 15 7. eBook shops 19 8. Daily newspapers 22 9. Online newspapers 26 10. Magazines & weekly newspapers 30 11. Online magazines 34 12. Smartphones 38 13. Mobile carriers 39 14. Internet providers 42 15. Cable & satellite TV provider 46 16. Refrigerators 49 17. Washing machines 51 18. TVs 53 19. Speakers 55 20. Headphones 57 21. Laptops 59 22. Tablets 61 23. Desktop PC 63 24. Smart home 65 25. Smart speaker 67 26. Wearables 68 27. Fitness and health apps 70 28. Messenger services 73 29. Social networks 75 30. eCommerce 77 31. Search Engines 81 32. Online hotels & accommodation 82 33. Online flight portals 85 34. Airlines 88 35. Online package holiday portals 91 36. Online car rental provider 94 37. Online car sharing 96 38. Online ride sharing 98 39. Grocery stores 100 40. Banks 104 41. Online payment 108 42. Mobile payment 111 43. Liability insurance 114 44. Online dating services 117 45. Online event ticket provider 119 46. Food & restaurant delivery 122 47. Grocery delivery 125 48. Car Makes 129 Statista GmbH Johannes-Brahms-Platz 1 20355 Hamburg Tel. +49 40 2848 41 0 Fax +49 40 2848 41 999 [email protected] www.statista.com Steuernummer: 48/760/00518 Amtsgericht Köln: HRB 87129 Geschäftsführung: Dr. Friedrich Schwandt, Tim Kröger Commerzbank AG IBAN: DE60 2004 0000 0631 5915 00 BIC: COBADEFFXXX Umsatzsteuer-ID: DE 258551386 1.
    [Show full text]
  • Me, My Car, My Life
    Me, my car, my life …in the ultraconnected age kpmg.com/automotive © 2014 KPMG LLP, a Delaware limited liability partnership and the U.S. member firm of the KPMG network of independent member firms affiliated with KPMG International Cooperative (“KPMG International”), a Swiss entity. All rights reserved. Printed in the U.S.A. The KPMG name, logo and “cutting through complexity” are registered trademarks or trademarks of KPMG International. NDPPS 296372 A message from Gary Silberg Not since the first automotive revolution has there been such stunning innovation in the industry. Autonomous vehicles are only part of the story. The convergence of consumer and automotive technologies and the rise of mobility services are transforming the automotive industry and the way we live our lives. Two years ago, the KPMG automotive team did a deep 2. Enormous opportunities in new markets. dive into emerging autonomous vehicle technologies. The Mature markets are becoming saturated, while new result was our 2012 white paper, Self Driving Cars: The markets are emerging. History teaches that when people Next Revolution, a look at the convergence of sensor and make it into the middle class, they go shopping for cars. communication technologies needed to create self-driving In China, India and sub-Saharan Africa millions, if not cars. The more we learned about the technologies and billions of new buyers are reaching that threshold. But the their impact, the more enthusiastic we became about their future won’t look like the past, because just as these new potential for reshaping our lives. buyers get ready to open their wallets, new alternatives to ownership are popping up and gaining traction.
    [Show full text]
  • Acquiring Zipcar: Brand Building in the Share Economy
    Boston University School of Management BU Case Study 12-010 Rev. December 12, 2012 Acquiring Zipcar Brand Building in the Share Economy By Susan Fournier, Giana Eckhardt and Fleura Bardhi Scott Griffith, CEO of Zipcar, languished over his stock charts. They had something here, everyone agreed about that. Zipcar had shaken up the car rental industry with a “new model” for people who wanted steady access to cars without the hassle of owning them. Sales had been phenomenal. Since its beginning in 2000, Zipcar had experienced 100%+ growth annually, with annual revenue in the previous year of $241.6 million. Zipcar now boasted more than 750,000 members and over 8,900 cars in urban areas and college campuses throughout the United States, Canada and the U.K. and claimed nearly half of all global car-sharing members. The company had continued international expansion by purchasing the largest car sharing company in Spain. The buzz had been wonderful. Still, Zipcar’s stock price was being beaten down, falling from a high of $31.50 to a current trade at $8 and change (See Exhibit 1). The company had failed to turn an annual profit since its founding in 2000 and held but two months’ of operating cash on hand as of September 2012. Critics wondered about the sustainability of the business model in the face of increased competition. There was no doubt: the “big guys” were circling. Enterprise Rent-a-Car Co. had entered car sharing with a model of its own (See Exhibit 2). The Enterprise network, which included almost 1 million vehicles and more than 5,500 offices located within 15 miles of 90 percent of the U.S.
    [Show full text]
  • Car Sharing Market In
    CarSharing: State of the Market and Growth Potential By Chris Brown, March/April 2015 - Also by this author Though aspects of carsharing have existed since 1948 in Switzerland, it was only in the last 15 years that the concept has evolved into a mobility solution in the United States. Photo by Chris Brown. In that time, the carsharing market has grown from a largely subsidized, university research-driven experiment into a full-fledged for-profit enterprise, owned primarily by traditional car rental companies and auto manufacturers. Today, Zipcar (owned by Avis Budget Group), car2go (owned by Daimler), Enterprise CarShare and Hertz 24/7 control about 95% of the carsharing market in the U.S. Compared to car rental, total fleet size and revenues for carsharing remain relatively small. The “Fall 2014 Carsharing Outlook,” produced by the Transportation Sustainability Research Center at the University of California, Berkeley, reports 19,115 carsharing cars in the U.S., shared by about 996,000 members. Total annual revenue for carsharing in the U.S. is about $400 million, compared to the $24 billion in revenue for the traditional car rental market. Those carshare numbers have roughly doubled in five or six years, demonstrating steady growth but not an explosion. Yet technology, new transportation models, shifting demographics and changing attitudes on mobility present new opportunities. Is carsharing poised to take advantage? Market Drivers As carsharing in the U.S. is essentially consolidated under those four market leaders, they will inevitably be the drivers of much of that growth. Market watchers see one-way — or point-to-point carsharing — as a growth accelerator.
    [Show full text]
  • Carsharing's Impact and Future
    Carsharing's Impact and Future Advances in Transport Policy and Planning Volume 4, 2019, Pages 87-120 October 23, 2019 https://doi.org/10.1016/bs.atpp.2019.09.002 Susan Shaheen, PhD Adam Cohen Emily Farrar 1 Carsharing's Impact and Future Authors: Susan Shaheen, PhDa [email protected] Adam Cohenb [email protected] Emily Farrarb [email protected] Affiliations: aCivil and Environmental Engineering and Transportation Sustainability Research Center University of California, Berkeley 408 McLaughlin Hall Berkeley, CA 94704 bTransportation Sustainability Research Center University of California, Berkeley 2150 Allston Way #280 Berkeley, CA 94704 Corresponding Author: Susan Shaheen, PhD [email protected] 2 Carsharing’s Impact and Future ABSTRACT Carsharing provides members access to a fleet of autos for short-term use throughout the day, reducing the need for one or more personal vehicles. This chapter reviews key terms and definitions for carsharing, common carsharing business models, and existing impact studies. Next, the chapter discusses the commodification and aggregation of mobility services and the role of Mobility on Demand (MOD) and Mobility as a Service (MaaS) on carsharing. Finally, the chapter concludes with a discussion of how the convergence of electrification and automation is changing carsharing, leading to shared automated and electric vehicle (SAEV) fleets. Keywords: Carsharing, Shared mobility, Mobility on Demand (MOD), Mobility as a Service (MaaS), Shared automated electric vehicles (SAEVs) 1 INTRODUCTION Across the globe, innovative and emerging mobility services are offering residents, businesses, travelers, and other users more options for on-demand mobility. In recent years, carsharing has grown rapidly due to changing perspectives toward transportation, car ownership, business and institutional fleet ownership, and urban lifestyles.
    [Show full text]
  • Moving Together in the 21St Century: How Ridesharing Supports Livable Communities
    Moving Together in the 21st Century: How Ridesharing Supports Livable Communities June 2013 Prepared for: U.S. Department of Transportation Office of Planning, Environment, and Realty Federal Highway Administration Prepared by: U.S. Department of Transportation Research and Innovative Technology Administration John A. Volpe National Transportation Systems Center Notice This document is distributed by the U.S. Department of Transportation, in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. If trade or manufacturer’s name or products are mentioned, it is because they are considered essential to the objective of the publication and should not be considered as an endorsement. The United States Government does not endorse products or manufacturers. Quality Assurance Statement The Federal Highway Administration (FHWA) provides high-quality information to serve Government, industry, and the public in a manner that promotes public understanding. Standards and policies are used to ensure and maximize the quality, objectivity, utility, and integrity of its information. FHWA periodically reviews quality issues and adjusts its programs and processes to ensure continuous quality improvement. Form Approved REPORT DOCUMENTATION PAGE OMB No. 0704-0188 The public reporting burden for this collec ion of information is estimated to average 1 hour per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collec ion of information. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing the burden, to Department of Defense, Washington Headquarters Services, Directorate for Information Operations and Reports (0704-0188), 1215 Jefferson Davis Highway, Suite 1204, Arlington, VA 22202-4302.
    [Show full text]
  • A New Way to Go: the Transportation Apps and Vehicle-Sharing Tools
    A New Way to Go The Transportation Apps and Vehicle-Sharing Tools that Are Giving More Americans the Freedom to Drive Less TRAIN TICKETS CARSHARE RIDESHARE BIKESHARE BUS SCHEDULE NEXT BUS HOME ARRIVES 2 MINUTES . NE UTES... NEXT TRAIN ARRIVES 6 MINUTES... BIKESHARE 4 BLOCKS . CARSHARE 3 BLO A New Way to Go The Transportation Apps and Vehicle-Sharing Tools that Are Giving More Americans the Freedom to Drive Less U.S. PIRG Education Fund Frontier Group Tony Dutzik and Travis Madsen, Frontier Group Phineas Baxandall, Ph.D. U.S. PIRG Education Fund Fall 2013 Acknowledgments U.S. PIRG Education Fund and Frontier Group sincerely thank David Burwell, director of the energy and climate program at the Carnegie Endowment for International Peace; Robin Chase, founder and former CEO of Zipcar, Buzzcar and GoLoco; Amanda Eaken, deputy director of sustainable communities at the Natural Resources Defense Council; David Gold- berg, communications director at Transportation for America; Darnell Grisby, director of policy development and research at the American Public Transportation Association; Todd Litman, executive director of the Victoria Transport Policy Institute; Deron Lovaas, director of federal transportation policy at the Natural Resources Defense Council; Kirstie Pecci, staff attorney at MASSPIRG Education Fund; Susan Shaheen, co-director of the Transportation Sustainability Research Center at the University of California, Berkeley; Serena Unrein, public interest advocate at Arizona PIRG Education Fund; and Sue Zielinski, managing director of SMART (Sustainable Mobility & Accessibility Research & Transformation) at the University of Michigan for their review of drafts of this document, as well as for their insights and sugges- tions.
    [Show full text]
  • The Innovative Transportation Index the Cities Where New Technologies and Tools Can Reduce Your Need to Own a Car
    The Innovative Ridesourcing One-way Ridesharing carsharing Transportation Round-trip Peer-to-peer Real-time carsharing carsharing tracking Index Bikesharing Online Multi-modal apps timetables The Cities Where New Technologies Taxi hailing Virtual ticketing and Tools Can Reduce Your Need to Own a Car Education Fund The Innovative Transportation Index The Cities Where New Technologies and Tools Can Reduce Your Need to Own a Car Education Fund Written by: Lindsey Hallock and Jeff Inglis, Frontier Group February 2015 Acknowledgments The authors thank Tom Fairchild and Michael Schade of Mobility Lab; Larry Filler of LF Consulting; Deron Lovaas and Fernando Cazares of the Natural Resources De- fense Council’s Urban Solutions Program; Bibiana McHugh of TriMet; Robert Puentes of the Brookings Institution; Susan Shaheen and Adam Cohen of the Transportation Sustainability Research Center at the University of California, Berkeley; Alan Woodland of the CarSharing Association; and Susan Zielinski of Sustainable Mobility and Acces- sibility Research and Transformation (SMART) at the University of Michigan for their helpful review of this document. Thanks to Sharon Feigon of the Shared-Use Mobility Center for her contribution to this report. Additional thanks to Phineas Baxandall of U.S. PIRG Education Fund and Tony Dutzik and Tom Van Heeke of Frontier Group for editorial assistance. The authors bear responsibility for any factual errors. The recommendations are those of Frontier Group and Arizona PIRG Education Fund. The views expressed in this report are those of the authors and do not necessarily reflect the views of our funders or those who provided review. 2015 Frontier Group. Some Rights Reserved.
    [Show full text]
  • A New Course
    The Innovative Ridesourcing One-way Ridesharing carsharing Transportation Round-trip Peer-to-peer Real-time carsharing carsharing tracking Index Bikesharing Online Multi-modal apps timetables The Cities Where New Technologies Taxi hailing Virtual ticketing and Tools Can Reduce Your Need to Own a Car Education Fund The Innovative Transportation Index The Cities Where New Technologies and Tools Can Reduce Your Need to Own a Car Education Fund Written by: Lindsey Hallock and Jeff Inglis, Frontier Group February 2015 Acknowledgments The authors thank Tom Fairchild and Michael Schade of Mobility Lab; Larry Filler of LF Consulting; Deron Lovaas and Fernando Cazares of the Natural Resources Defense Council’s Urban Solutions Program; Bibiana McHugh of TriMet; Robert Puentes of the Brookings Institution; Susan Shaheen and Adam Cohen of the Transportation Sustainability Research Center at the University of California, Berkeley; Alan Woodland of the CarShar- ing Association; and Susan Zielinski of Sustainable Mobility and Accessibility Research and Transformation (SMART) at the University of Michigan for their helpful review of this document. Thanks to Sharon Feigon of the Shared-Use Mobility Center for her con- tribution to this report. Additional thanks to Phineas Baxandall of U.S. PIRG Education Fund and Tony Dutzik and Tom Van Heeke of Frontier Group for editorial assistance. The authors bear responsibility for any factual errors. The recommendations are those of Frontier Group and TexPIRG Education Fund. The views expressed in this report are those of the authors and do not necessarily reflect the views of our funders or those who provided review. 2015 Frontier Group. Some Rights Reserved.
    [Show full text]
  • UCTC PVS Project Reportfinal Shaheen
    PEER-TO-PEER (P2P) CARSHARING: UNDERSTANDING EARLY MARKETS, SOCIAL DYNAMICS, AND BEHAVIORAL IMPACTS Susan Shaheen, Ph.D. Elliot Martin, Ph.D. Apaar Bansal University of California Transportation Center Final Report September 2017 TABLE OF CONTENTS Table of Contents EXECUTIVE SUMMARY .................................................................................................................................. 3 1. INTRODUCTION ...................................................................................................................................... 10 2. BACKGROUND ........................................................................................................................................ 13 2.1 THE SHARING ECONOMY ............................................................................................................................... 13 2.2 CARSHARING AND THE SHARING ECONOMY ......................................................................................... 14 2.3 FRACTIONAL OWNERSHIP ............................................................................................................................. 17 2.4 HYBRID P2P-ROUNDTRIP CARSHARING MODEL ................................................................................. 18 2.5 PREVIOUS RESEARCH ON P2P CARSHARING IMPACTS ..................................................................... 18 3. P2P CARSHARING OPERATOR SURVEY RESULTS ................................................................. 20 3.1 DEMOGRAPHICS OF P2P CARSHARING
    [Show full text]
  • Planning for Shared Mobility
    UC Berkeley Recent Work Title Planning for Shared Mobility Permalink https://escholarship.org/uc/item/0dk3h89p ISBN 9781611901863 Authors Cohen, Adam Shaheen, Susan, PhD Publication Date 2018-03-01 DOI 10.7922/G2NV9GDD eScholarship.org Powered by the California Digital Library University of California PAS REPORTPAS 583 P LANNING FOR SHARED MOBILITY American Planning Association 205 N. Michigan Ave., Suite 1200 Chicago, IL 60601-5927 planning.org | Cohen and Shaheen and Cohen PAS REPORT 5 8 3 A MERICAN PLANNING ASSOCIATION PLANNING FOR SHARED MOBILITY Adam Cohen and Susan Shaheen POWER TOOLS ABOUT THE AUTHORS APA RESEARCH MISSION Adam Cohen is a shared mobility researcher at the Transporta- tion Sustainability Research Center at the University of California, APA conducts applied, policy-relevant research Berkeley. Since joining the group in 2004, his research has focused that advances the state of the art in planning on shared mobility and emerging technologies. He has coauthored practice. APA’s National Centers for Plan- numerous articles and reports on shared mobility in peer-reviewed ning—the Green Community Research Center, journals and conference proceedings. His academic background is the Hazards Planning Research Center, and the in city and regional planning and international affairs. Planning and Community Health Research PAS SUBSCRIBERS GET EVERY NEW PAS REPORT, PLUS Center—guide and advance a research direc- Susan Shaheen is an adjunct professor in the Department of Civil THESE RESOURCES FOR EVERYONE IN THE OFFICE TO SHARE tive that addresses important societal issues. and Environmental Engineering and a research engineer with the APA’s research, education, and advocacy pro- Institute of Transportation Studies at the University of California, grams help planners create communities of Berkeley.
    [Show full text]
  • Convergence Transportation and Information 6500 BC the Wheel
    convergence transportation and information 6500 BC the wheel 500 BC public roads and canals 1760 AD mobile engines convergence of transportation now and information culture image credit: millennial marketing median earnings economics age 18 - 34 + $871 + $639 2013 $33,883 1980 1990 2000 $35,845 $36,716 $37,335 - $3,472 data: New York Times August 2, 2015 transportation 1.autonomous vehicles 2.its 3.big data 4.sharing economy 5.virtual transactions information people freight movement movement photo credit: Google 1. autonomous vehicles goodbye to drivers image credit: Rand Corporation arrival of the self-driving car… …and truck photo credit: Mercedes Benz, Daimler AG …and drone photo credit: http://www.chapman-freeborn.com information technology radio sensing cameras radar LIDAR (laser) gps & cell phone sensing/mapping virtual transaction systems user interface design established emerging v2v and v2i communications vehicle control technology cruise control automatic braking system stability control established emerging adaptive cruise control lane alignment/steering crash avoidance cross traffic assistance parking assistance lidar lidar = light detection and ranging (3-d laser imaging) image credit: right – Tech Investing Daily; left - Velodyne stereo cameras image credit: engadget radar systems image credit: freescale semiconductor adaptive cruise control radar image credit: "Schema ICC" by Schema_ICC.PNG: M.Minderhoud derivative work: Malyszkz lane keeping image credit: Volvo stereo cameras cross-traffic assist integrated systems: short
    [Show full text]