Distributed, decentralised and compensational mechanisms for platoon formation

Verkehrsprobleme nehmen mit der weltweiten Urbanisierung und der Zunahme der Anzahl der Fahrzeuge pro Kopf zu. Platoons, eine Formation von eng hintereinander fahrenden Fahrzeugen, stellen sich als mögliche Lösung dar, da bestehende Forschungen darauf hinweisen, dass sie zu einer besseren Straßenauslastung beitragen, den Kraftstoffverbrauch und die Emissionen reduzieren und Engpässe schneller entlasten können. Rund um das Thema Platooning gibt es viele Aspekte zu erforschen: Sicherheit, Stabilität, Kommunikation, Steuerung und Betrieb, die allesamt notwendig sind, um den Einsatz von Platooning im Alltagsverkehr näher zu bringen. Während in allen genannten Bereichen bereits umfangreiche Forschungen durchgeführt wurden, gibt es bisher nur wenige Arbeiten, die sich mit der logischen Gruppierung von Fahrzeugen in Platoons beschäftigen. Daher befasst sich diese Arbeit mit dem noch wenig erforschten Problem der Platoonbildung, wobei sich die vorhandenen Beispiele mit auf Autobahnen fahrenden Lastkraftwagen beschäftigen. Diese Fälle befinden sich auf der strategischen und taktischen Ebene der Planung, da sie von einem großen Zeithorizont profitieren und die Gruppierung entsprechend optimiert werden kann. Die hier vorgestellten Ansätze befinden sich hingegen auf der operativen Ebene, indem Fahrzeuge aufgrund der verteilten und dezentralen Natur dieser Ansätze spontan und organisch gruppiert und gesteuert werden. Dadurch entstehen sogenannte opportunistische Platoons, die aufgrund ihrer Flexibilität eine vielversprechende Voraussetzung für alle Netzwerkarte bieten könnten. Insofern werden in dieser Arbeit zwei neuartige Algorithmen zur Bildung von Platoons vorgestellt: ein verteilter Ansatz, der von klassischen Routing-Problemen abgeleitet wurde, und ein ergänzender dezentraler kompensatorischer Ansatz. Letzteres nutzt automatisierte Verhandlungen, um es den Fahrzeugen zu erleichtern, sich auf der Basis eines monetären Austausches in einem Platoon zu organisieren. In Anbetracht der Tatsache, dass alle Verkehrsteilnehmer über eine Reihe von Präferenzen, Einschränkungen und Zielen verfügen, muss das vorgeschlagene System sicherstellen, dass jede angebotene Lösung für die einzelnen Fahrzeuge akzeptabel und vorteilhaft ist und den möglichen Aufwand, die Kosten und die Opfer überwiegt. Dies wird erreicht, indem den Platooning-Fahrzeugen eine Form von Anreiz geboten wird, im Sinne von entweder Kostensenkung oder Ampelpriorisierung. Um die vorgeschlagenen Algorithmen zu testen, wurde eine Verkehrssimulation unter Verwendung realer Netzwerke mit realistischer Verkehrsnachfrage entwickelt. Die Verkehrsteilnehmer wurden in Agenten umgewandelt und mit der notwendigen Funktionalität ausgestattet, um Platoons zu bilden und innerhalb dieser zu operieren. Die Anwendbarkeit und Eignung beider Ansätze wurde zusammen mit verschiedenen anderen Aspekten untersucht, die den Betrieb von Platoons betreffen, wie Größe, Verkehrszustand, Netzwerkpositionierung und Anreizmethoden. Die Ergebnisse zeigen, dass die vorgeschlagenen Mechanismen die Bildung von spontanen Platoons ermöglichen. Darüber hinaus profitierten die teilnehmenden Fahrzeuge mit dem auf verteilter Optimierung basierenden Ansatz und unter Verwendung kostensenkender Anreize unabhängig von der Platoon-Größe, dem Verkehrszustand und der Positionierung, mit Nutzenverbesserungen von 20% bis über 50% im Vergleich zur untersuchten Baseline. Bei zeitbasierten Anreizen waren die Ergebnisse uneinheitlich, wobei sich der Nutzen einiger Fahrzeuge verbesserte, bei einigen keine Veränderung eintrat und bei anderen eine Verschlechterung zu verzeichnen war. Daher wird die Verwendung solcher Anreize aufgrund ihrer mangelnden Pareto-Effizienz nicht empfohlen. Der kompensatorische und vollständig dezentralisierte Ansatz weißt einige Vorteile auf, aber die daraus resultierende Verbesserung war insgesamt vernachlässigbar. Die vorgestellten Mechanismen stellen einen neuartigen Ansatz zur Bildung von Platoons dar und geben einen aussagekräftigen Einblick in die Mechanik und Anwendbarkeit von Platoons. Dies schafft die Voraussetzungen für zukünftige Erweiterungen in der Planung, Konzeption und Implementierung effektiverer Infrastrukturen und Verkehrssysteme.Traffic problems have been on the rise corresponding with the increase in worldwide urbanisation and the number of vehicles per capita. Platoons, which are a formation of vehicles travelling close together, present themselves as a possible solution, as existing research indicates that they can contribute to better road usage, reduce fuel consumption and emissions and decongest bottlenecks faster. There are many aspects to be explored pertaining to the topic of platooning: safety, stability, communication, controllers and operations, all of which are necessary to bring platoons closer to use in everyday traffic. While extensive research has already made substantial strides in all the aforementioned fields, there is so far little work on the logical grouping of vehicles in platoons. Therefore, this work addresses the platoon formation problem, which has not been heavily researched, with existing examples being focused on large, freight vehicles travelling on highways. These cases find themselves on the strategic and tactical level of planning since they benefit from a large time horizon and the grouping can be optimised accordingly. The approaches presented here, however, are on the operational level, grouping and routing vehicles spontaneously and organically thanks to their distributed and decentralised nature. This creates so-called opportunistic platoons which could provide a promising premise for all networks given their flexibility. To this extent, this thesis presents two novel platoon forming algorithms: a distributed approach derived from classical routing problems, and a supplementary decentralised compensational approach. The latter uses automated negotiation to facilitate vehicles organising themselves in a platoon based on monetary exchanges. Considering that all traffic participants have a set of preferences, limitations and goals, the proposed system must ensure that any solution provided is acceptable and beneficial for the individual vehicles, outweighing any potential effort, cost and sacrifices. This is achieved by offering platooning vehicles some form of incentivisation, either cost reductions or traffic light prioritisation. To test the proposed algorithms, a traffic simulation was developed using real networks with realistic traffic demand. The traffic participants were transformed into agents and given the necessary functionality to build platoons and operate within them. The applicability and suitability of both approaches were investigated along with several other aspects pertaining to platoon operations such as size, traffic state, network positioning and incentivisation methods. The results indicate that the mechanisms proposed allow for spontaneous platoons to be created. Moreover, with the distributed optimisation-based approach and using cost-reducing incentives, participating vehicles benefited regardless of the platoon size, traffic state and positioning, with utility improvements ranging from 20% to over 50% compared to the studied baseline. For time-based incentives the results were mixed, with the utility of some vehicles improving, some seeing no change and for others, deteriorating. Therefore, the usage of such incentives would not be recommended due to their lack of Pareto-efficiency. The compensational and completely decentralised approach shows some benefits, but the resulting improvement was overall negligible. The presented mechanisms are a novel approach to platoon formation and provide meaningful insight into the mechanics and applicability of platoons. This sets the stage for future expansions into planning, designing and implementing more effective infrastructures and traffic systems

Exploring the relationship between intelligent transport system capability and business agility within the Bus Rapid Transit in South Africa

Abstract: More than 65% of South Africans use public transportation to access educational, business, and financial activity. Mobility of individuals and products, particularly in metropolitan areas, suffers from delays, unreliability, absence of safety and air pollution. On the other hand, mobility demand is increasing quicker than South Africa's accessible infrastructure. Public transport services are poor in general, but this picture is transforming a high-quality mass transit system using high-capacity buses along dedicated bus lanes by implementing the Bus Rapid Transit (BRT) system. The BRT system appeared as the leading mode of urban passenger transit in the first decade of the twenty-first century after a few pioneering applications in the later portion of the twentieth century. In addition, Intelligent Transport System’s (ITS) advantages motivate both advanced and developing nations, such as South Africa, to invest in these techniques rather than spending enormous quantities on expanding the transportation network. Various stakeholders in government, academia and industry are in the process of presenting a shared vision of this new strategy and first practical steps should be taken towards this objective. Intelligent transport system capacity can provide better and more inclusive public transportation facilities to commuters through enhanced reliability and accessibility; to operators through efficiency gains; and to customers and operators in terms of cost-effectiveness and service provision affordability. International experience shows that capacities of the ITS can boost transportation profits by as much as 10-15%...D.Phil. (Engineering Management

Towards a human-centric data economy

Spurred by widespread adoption of artificial intelligence and machine learning, “data” is becoming a key production factor, comparable in importance to capital, land, or labour in an increasingly digital economy. In spite of an ever-growing demand for third-party data in the B2B market, firms are generally reluctant to share their information. This is due to the unique characteristics of “data” as an economic good (a freely replicable, non-depletable asset holding a highly combinatorial and context-specific value), which moves digital companies to hoard and protect their “valuable” data assets, and to integrate across the whole value chain seeking to monopolise the provision of innovative services built upon them. As a result, most of those valuable assets still remain unexploited in corporate silos nowadays. This situation is shaping the so-called data economy around a number of champions, and it is hampering the benefits of a global data exchange on a large scale. Some analysts have estimated the potential value of the data economy in US$2.5 trillion globally by 2025. Not surprisingly, unlocking the value of data has become a central policy of the European Union, which also estimated the size of the data economy in 827C billion for the EU27 in the same period. Within the scope of the European Data Strategy, the European Commission is also steering relevant initiatives aimed to identify relevant cross-industry use cases involving different verticals, and to enable sovereign data exchanges to realise them. Among individuals, the massive collection and exploitation of personal data by digital firms in exchange of services, often with little or no consent, has raised a general concern about privacy and data protection. Apart from spurring recent legislative developments in this direction, this concern has raised some voices warning against the unsustainability of the existing digital economics (few digital champions, potential negative impact on employment, growing inequality), some of which propose that people are paid for their data in a sort of worldwide data labour market as a potential solution to this dilemma [114, 115, 155]. From a technical perspective, we are far from having the required technology and algorithms that will enable such a human-centric data economy. Even its scope is still blurry, and the question about the value of data, at least, controversial. Research works from different disciplines have studied the data value chain, different approaches to the value of data, how to price data assets, and novel data marketplace designs. At the same time, complex legal and ethical issues with respect to the data economy have risen around privacy, data protection, and ethical AI practices. In this dissertation, we start by exploring the data value chain and how entities trade data assets over the Internet. We carry out what is, to the best of our understanding, the most thorough survey of commercial data marketplaces. In this work, we have catalogued and characterised ten different business models, including those of personal information management systems, companies born in the wake of recent data protection regulations and aiming at empowering end users to take control of their data. We have also identified the challenges faced by different types of entities, and what kind of solutions and technology they are using to provide their services. Then we present a first of its kind measurement study that sheds light on the prices of data in the market using a novel methodology. We study how ten commercial data marketplaces categorise and classify data assets, and which categories of data command higher prices. We also develop classifiers for comparing data products across different marketplaces, and we study the characteristics of the most valuable data assets and the features that specific vendors use to set the price of their data products. Based on this information and adding data products offered by other 33 data providers, we develop a regression analysis for revealing features that correlate with prices of data products. As a result, we also implement the basic building blocks of a novel data pricing tool capable of providing a hint of the market price of a new data product using as inputs just its metadata. This tool would provide more transparency on the prices of data products in the market, which will help in pricing data assets and in avoiding the inherent price fluctuation of nascent markets. Next we turn to topics related to data marketplace design. Particularly, we study how buyers can select and purchase suitable data for their tasks without requiring a priori access to such data in order to make a purchase decision, and how marketplaces can distribute payoffs for a data transaction combining data of different sources among the corresponding providers, be they individuals or firms. The difficulty of both problems is further exacerbated in a human-centric data economy where buyers have to choose among data of thousands of individuals, and where marketplaces have to distribute payoffs to thousands of people contributing personal data to a specific transaction. Regarding the selection process, we compare different purchase strategies depending on the level of information available to data buyers at the time of making decisions. A first methodological contribution of our work is proposing a data evaluation stage prior to datasets being selected and purchased by buyers in a marketplace. We show that buyers can significantly improve the performance of the purchasing process just by being provided with a measurement of the performance of their models when trained by the marketplace with individual eligible datasets. We design purchase strategies that exploit such functionality and we call the resulting algorithm Try Before You Buy, and our work demonstrates over synthetic and real datasets that it can lead to near-optimal data purchasing with only O(N) instead of the exponential execution time - O(2N) - needed to calculate the optimal purchase. With regards to the payoff distribution problem, we focus on computing the relative value of spatio-temporal datasets combined in marketplaces for predicting transportation demand and travel time in metropolitan areas. Using large datasets of taxi rides from Chicago, Porto and New York we show that the value of data is different for each individual, and cannot be approximated by its volume. Our results reveal that even more complex approaches based on the “leave-one-out” value, are inaccurate. Instead, more complex and acknowledged notions of value from economics and game theory, such as the Shapley value, need to be employed if one wishes to capture the complex effects of mixing different datasets on the accuracy of forecasting algorithms. However, the Shapley value entails serious computational challenges. Its exact calculation requires repetitively training and evaluating every combination of data sources and hence O(N!) or O(2N) computational time, which is unfeasible for complex models or thousands of individuals. Moreover, our work paves the way to new methods of measuring the value of spatio-temporal data. We identify heuristics such as entropy or similarity to the average that show a significant correlation with the Shapley value and therefore can be used to overcome the significant computational challenges posed by Shapley approximation algorithms in this specific context. We conclude with a number of open issues and propose further research directions that leverage the contributions and findings of this dissertation. These include monitoring data transactions to better measure data markets, and complementing market data with actual transaction prices to build a more accurate data pricing tool. A human-centric data economy would also require that the contributions of thousands of individuals to machine learning tasks are calculated daily. For that to be feasible, we need to further optimise the efficiency of data purchasing and payoff calculation processes in data marketplaces. In that direction, we also point to some alternatives to repetitively training and evaluating a model to select data based on Try Before You Buy and approximate the Shapley value. Finally, we discuss the challenges and potential technologies that help with building a federation of standardised data marketplaces. The data economy will develop fast in the upcoming years, and researchers from different disciplines will work together to unlock the value of data and make the most out of it. Maybe the proposal of getting paid for our data and our contribution to the data economy finally flies, or maybe it is other proposals such as the robot tax that are finally used to balance the power between individuals and tech firms in the digital economy. Still, we hope our work sheds light on the value of data, and contributes to making the price of data more transparent and, eventually, to moving towards a human-centric data economy.This work has been supported by IMDEA Networks InstitutePrograma de Doctorado en Ingeniería Telemática por la Universidad Carlos III de MadridPresidente: Georgios Smaragdakis.- Secretario: Ángel Cuevas Rumín.- Vocal: Pablo Rodríguez Rodrígue

Applications of biased-randomized algorithms and simheuristics in integrated logistics

Transportation and logistics (T&L) activities play a vital role in the development of many businesses from different industries. With the increasing number of people living in urban areas, the expansion of on-demand economy and e-commerce activities, the number of services from transportation and delivery has considerably increased. Consequently, several urban problems have been potentialized, such as traffic congestion and pollution. Several related problems can be formulated as a combinatorial optimization problem (COP). Since most of them are NP-Hard, the finding of optimal solutions through exact solution methods is often impractical in a reasonable amount of time. In realistic settings, the increasing need for 'instant' decision-making further refutes their use in real life. Under these circumstances, this thesis aims at: (i) identifying realistic COPs from different industries; (ii) developing different classes of approximate solution approaches to solve the identified T&L problems; (iii) conducting a series of computational experiments to validate and measure the performance of the developed approaches. The novel concept of 'agile optimization' is introduced, which refers to the combination of biased-randomized heuristics with parallel computing to deal with real-time decision-making.Las actividades de transporte y logística (T&L) juegan un papel vital en el desarrollo de muchas empresas de diferentes industrias. Con el creciente número de personas que viven en áreas urbanas, la expansión de la economía a lacarta y las actividades de comercio electrónico, el número de servicios de transporte y entrega ha aumentado considerablemente. En consecuencia, se han potencializado varios problemas urbanos, como la congestión del tráfico y la contaminación. Varios problemas relacionados pueden formularse como un problema de optimización combinatoria (COP). Dado que la mayoría de ellos son NP-Hard, la búsqueda de soluciones óptimas a través de métodos de solución exactos a menudo no es práctico en un período de tiempo razonable. En entornos realistas, la creciente necesidad de una toma de decisiones "instantánea" refuta aún más su uso en la vida real. En estas circunstancias, esta tesis tiene como objetivo: (i) identificar COP realistas de diferentes industrias; (ii) desarrollar diferentes clases de enfoques de solución aproximada para resolver los problemas de T&L identificados; (iii) realizar una serie de experimentos computacionales para validar y medir el desempeño de los enfoques desarrollados. Se introduce el nuevo concepto de optimización ágil, que se refiere a la combinación de heurísticas aleatorias sesgadas con computación paralela para hacer frente a la toma de decisiones en tiempo real.Les activitats de transport i logística (T&L) tenen un paper vital en el desenvolupament de moltes empreses de diferents indústries. Amb l'augment del nombre de persones que viuen a les zones urbanes, l'expansió de l'economia a la carta i les activitats de comerç electrònic, el nombre de serveis del transport i el lliurament ha augmentat considerablement. En conseqüència, s'han potencialitzat diversos problemes urbans, com ara la congestió del trànsit i la contaminació. Es poden formular diversos problemes relacionats com a problema d'optimització combinatòria (COP). Com que la majoria són NP-Hard, la recerca de solucions òptimes mitjançant mètodes de solució exactes sovint no és pràctica en un temps raonable. En entorns realistes, la creixent necessitat de prendre decisions "instantànies" refuta encara més el seu ús a la vida real. En aquestes circumstàncies, aquesta tesi té com a objectiu: (i) identificar COP realistes de diferents indústries; (ii) desenvolupar diferents classes d'aproximacions aproximades a la solució per resoldre els problemes identificats de T&L; (iii) la realització d'una sèrie d'experiments computacionals per validar i mesurar el rendiment dels enfocaments desenvolupats. S'introdueix el nou concepte d'optimització àgil, que fa referència a la combinació d'heurístiques esbiaixades i aleatòries amb informàtica paral·lela per fer front a la presa de decisions en temps real.Tecnologies de la informació i de xarxe

The Critical Role of Public Charging Infrastructure

Editors: Peter Fox-Penner, PhD, Z. Justin Ren, PhD, David O. JermainA decade after the launch of the contemporary global electric vehicle (EV) market, most cities face a major challenge preparing for rising EV demand. Some cities, and the leaders who shape them, are meeting and even leading demand for EV infrastructure. This book aggregates deep, groundbreaking research in the areas of urban EV deployment for city managers, private developers, urban planners, and utilities who want to understand and lead change

Cybersecurity issues in software architectures for innovative services

The recent advances in data center development have been at the basis of the widespread success of the cloud computing paradigm, which is at the basis of models for software based applications and services, which is the "Everything as a Service" (XaaS) model. According to the XaaS model, service of any kind are deployed on demand as cloud based applications, with a great degree of flexibility and a limited need for investments in dedicated hardware and or software components. This approach opens up a lot of opportunities, for instance providing access to complex and widely distributed applications, whose cost and complexity represented in the past a significant entry barrier, also to small or emerging businesses. Unfortunately, networking is now embedded in every service and application, raising several cybersecurity issues related to corruption and leakage of data, unauthorized access, etc. However, new service-oriented architectures are emerging in this context, the so-called services enabler architecture. The aim of these architectures is not only to expose and give the resources to these types of services, but it is also to validate them. The validation includes numerous aspects, from the legal to the infrastructural ones e.g., but above all the cybersecurity threats. A solid threat analysis of the aforementioned architecture is therefore necessary, and this is the main goal of this thesis. This work investigate the security threats of the emerging service enabler architectures, providing proof of concepts for these issues and the solutions too, based on several use-cases implemented in real world scenarios

Semantic discovery and reuse of business process patterns

Patterns currently play an important role in modern information systems (IS) development and their use has mainly been restricted to the design and implementation phases of the development lifecycle. Given the increasing significance of business modelling in IS development, patterns have the potential of providing a viable solution for promoting reusability of recurrent generalized models in the very early stages of development. As a statement of research-in-progress this paper focuses on business process patterns and proposes an initial methodological framework for the discovery and reuse of business process patterns within the IS development lifecycle. The framework borrows ideas from the domain engineering literature and proposes the use of semantics to drive both the discovery of patterns as well as their reuse