Using Incomplete Information for Complete Weight Annotation of Road Networks -- Extended Version

We are witnessing increasing interests in the effective use of road networks. For example, to enable effective vehicle routing, weighted-graph models of transportation networks are used, where the weight of an edge captures some cost associated with traversing the edge, e.g., greenhouse gas (GHG) emissions or travel time. It is a precondition to using a graph model for routing that all edges have weights. Weights that capture travel times and GHG emissions can be extracted from GPS trajectory data collected from the network. However, GPS trajectory data typically lack the coverage needed to assign weights to all edges. This paper formulates and addresses the problem of annotating all edges in a road network with travel cost based weights from a set of trips in the network that cover only a small fraction of the edges, each with an associated ground-truth travel cost. A general framework is proposed to solve the problem. Specifically, the problem is modeled as a regression problem and solved by minimizing a judiciously designed objective function that takes into account the topology of the road network. In particular, the use of weighted PageRank values of edges is explored for assigning appropriate weights to all edges, and the property of directional adjacency of edges is also taken into account to assign weights. Empirical studies with weights capturing travel time and GHG emissions on two road networks (Skagen, Denmark, and North Jutland, Denmark) offer insight into the design properties of the proposed techniques and offer evidence that the techniques are effective.Comment: This is an extended version of "Using Incomplete Information for Complete Weight Annotation of Road Networks," which is accepted for publication in IEEE TKD

Evaluation of In-Use Fuel Economy and On-Board Emissions for Hybrid and Regular CyRide Transit Buses, October 2012

The objective of this project was to evaluate the in-use fuel economy and emission differences between hybrid-electric and conventional transit buses for the Ames, Iowa transit authority, CyRide. These CyRide buses were deployed in the fall of 2010. Fuel economy was compared for the hybrid and control buses. Several older bus types were also available and were included in the analysis. Hybrid buses had the highest fuel economy for all time periods for all bus types. Hybrid buses had a fuel economy that was 11.8 percent higher than control buses overall, 12.2 percent higher than buses with model years 2007 and newer, 23.4 percent higher than model years 2004 through 2006, 10.2 percent higher than model years 1998 through 2003, 38.1 percent higher than model years 1994 through 1997, 36.8 percent higher than model years 1991 through 1993, and 36.8 percent higher for model years pre-1991. On-road emissions were also compared for three of the hybrid buses and two control buses using a portable emissions monitor. On-average, carbon dioxide, carbon monoxide, and hybrid carbon emissions were much higher for the control buses than for the hybrid buses. However, on average nitrogen oxide emissions were higher for the hybrid buses

Plume mapping and isotopic characterisation of anthropogenic methane sources

Methane stable isotope analysis, coupled with mole fraction measurement, has been used to link isotopic signature to methane emissions from landfill sites, coal mines and gas leaks in the United Kingdom. A mobile Picarro G2301 CRDS (Cavity Ring-Down Spectroscopy) analyser was installed on a vehicle, together with an anemometer and GPS receiver, to measure atmospheric methane mole fractions and their relative location while driving at speeds up to 80 kph. In targeted areas, when the methane plume was intercepted, air samples were collected in Tedlar bags, for delta C-13-CH4 isotopic analysis by CF-GC-IRMS (Continuous Flow Gas Chromatography-Isotope Ratio Mass Spectrometry). This method provides high precision isotopic values, determining delta C-13-CH4 to +/- 0.05 per mil. The bulk signature of the methane plume into the atmosphere from the whole source area was obtained by Keeling plot analysis, and a delta C-13 -CH4 signature, with the relative uncertainty, allocated to each methane source investigated. Both landfill and natural gas emissions in SE England have tightly constrained isotopic signatures. The averaged delta C-13-CH4 for landfill sites is -58 +/- 3%o. The delta C-13-CH4 signature for gas leaks is also fairly constant around -36 +/- 2 parts per thousand, a value characteristic of homogenised North Sea supply. In contrast, signatures for coal mines in N. England and Wales fall in a range of -51.2 +/- 0.3 parts per thousand to 30.9 +/- 1.4 parts per thousand, but can be tightly constrained by region. The study demonstrates that CRDS-based mobile methane measurement coupled with off-line high precision isotopic analysis of plume samples is an efficient way of characterising methane sources. It shows that iiotopic measurements allow type identification, and possible location of previously unknown methane sources. In modelling studies this measurement provides an independent constraint to determine the contributions of different sources to the regional methane budget and in the verification of inventory source distribution. (C) 2015 Elsevier Ltd. All rights reserved

Using mobility information to perform a feasibility study and the evaluation of spatio-temporal energy demanded by an electric taxi fleet

Half of the global population already lives in urban areas, facing to the problem of air pollution mainly caused by the transportation system. The recently worsening of urban air quality has a direct impact on the human health. Replacing today’s internal combustion engine vehicles with electric ones in public fleets could provide a deep impact on the air quality in the cities. In this paper, real mobility information is used as decision support for the taxi fleet manager to promote the adoption of electric taxi cabs in the city of San Francisco, USA. Firstly, mobility characteristics and energy requirements of a single taxi are analyzed. Then, the results are generalized to all vehicles from the taxi fleet. An electrificability rate of the taxi fleet is generated, providing information about the number of current trips that could be performed by electric taxis without modifying the current driver mobility patterns. The analysis results reveal that 75.2% of the current taxis could be replaced by electric vehicles, considering a current standard battery capacity (24–30 kWh). This value can increase significantly (to 100%), taking into account the evolution of the price and capacity of the batteries installed in the last models of electric vehicles that are coming to the market. The economic analysis shows that the purchasing costs of an electric taxi are bigger than conventional one. However, fuel, maintenance and repair costs are much lower. Using the expected energy consumption information evaluated in this study, the total spatio-temporal demand of electric energy required to recharge the electric fleet is also calculated, allowing identifying optimal location of charging infrastructure based on realistic routing patterns. This information could also be used by the distribution system operator to identify possible reinforcement actions in the electric grid in order to promote introducing electric vehicles