Synergy between public space politics and mobility strategies

¿Hasta qué punto y en qué circunstancias movilidad, como aspecto funcional e inevitable del entorno humano, se puede convertir en un elemento afirmativo de espacio público dándole un nuevo significado y un valor añadido? Diálogo entre movilidad y espacio público se puede explicar mediante la comprensión de las estrategias de movilidad como partidario de la integración de diferentes lógicas urbanas, observando infraestructura como un elemento de configuración de espacio público y al cuestionar transporte como pivote del carácter e identidad de espacio público. El objetivo principal de esta discusión es la integración urbana y contextual de los sistemas de transporte vistos como confluencias de lógica urbana y lógica de transporte desarrolladas como una sola expresión. Armonizando esta paradoja es posible crear sinergias entre espacio público y transporte que ganan nuevas dimensiones.Up to which point and under which circumstances mobility, as a functional and an inevitable aspect of the human environment, can become an affirmative element of public space giving it a new significance and an additional value? Dialog between mobility and public space can be explained by understanding mobility strategies as a supporter of integration of different urban logics, by observing infrastructure as an element of public space configuration and by questioning transport as a pivot of public space character and identity. The main focus of this discussion is on mobility lines, specifically urban and contextual integration of transport systems seen as a crossroads between urban and transport logic, developed as a single expression. Harmonizing this paradox it is possible to create synergies between public space and mobility which gain new dimensions

Synergizing Roadway Infrastructure Investment with Digital Infrastructure for Infrastructure-Based Connected Vehicle Applications: Review of Current Status and Future Directions

The file attached to this record is the author's final peer reviewed version. The Publisher's final version can be found by following the DOI link.The safety, mobility, environmental and economic benefits of Connected and Autonomous Vehicles (CAVs) are potentially dramatic. However, realization of these benefits largely hinges on the timely upgrading of the existing transportation system. CAVs must be enabled to send and receive data to and from other vehicles and drivers (V2V communication) and to and from infrastructure (V2I communication). Further, infrastructure and the transportation agencies that manage it must be able to collect, process, distribute and archive these data quickly, reliably, and securely. This paper focuses on current digital roadway infrastructure initiatives and highlights the importance of including digital infrastructure investment alongside more traditional infrastructure investment to keep up with the auto industry's push towards this real time communication and data processing capability. Agencies responsible for transportation infrastructure construction and management must collaborate, establishing national and international platforms to guide the planning, deployment and management of digital infrastructure in their jurisdictions. This will help create standardized interoperable national and international systems so that CAV technology is not deployed in a haphazard and uncoordinated manner

Operational effectiveness of connected vehicle smartphone technology on a signalized corridor

Over the last decade, extensive research efforts have been placed on performance evaluation and the benefits of innovative CV applications. Findings indicate that CV technology can effectively mitigate the safety, mobility, and environmental challenges experienced on transportation networks. Most of research evaluated CV technology through simulation studies. However, a field study provides a more ideal method of assessing CV technology effectiveness. Therefore, a field study to obtain the actual effectiveness of CV technology was warranted, to validate previous findings, and to add to the body of knowledge surrounding this topic. This thesis presents both a field study and simulation evaluation of the effectiveness of CV smartphone technology on a 1.1 mile segment of State Road 121, containing five intersections, in Gainesville, Florida. Field observations were conducted using a CV application, developed by Connected Signals, Inc., that uses a smartphone application, called EnLighten, to communicate intersection information to driver’s smartphone, which serves as a vehicle on-board unit. Traffic operation and safety performance was evaluated using start-up lost time, discharge distribution model, and speed harmonization. Findings show that the CV smartphone technology improved intersection performance with a reduction in start-up lost time of approximately 86%. Additionally, driving safety improved with a reduction in speed variability by nearly 61% between vehicles in a specific lane for a 100% CV penetration rate. Cost analyses of deploying CV smartphone technology indicate that implementation may result in an average total economic cost savings associated with crashes of nearly $6.8 million at the study site, and approximately$5.6 billion statewide. Findings of the simulation evaluation revealed that the CV technology improved performance of intersections operating at a Level of Service (LOS) B or better, compared to lower operating levels. Operational performance improved at intersections operating at a LOS C with a 30% to 60% CV penetration rate

Public Policy Targets in EU Broadband Markets: The Role of Technological Neutrality

The European Commission has recently sought to substantially revise how it regulates the telecommunication industry, with a key goal being to incentivise investment in high-speed broadband networks. Ambitious goals to incentivise investment in high-speed broadband networks have been set across the European Union, initially in the "Digital Agenda for Europe" and more recently in its "Gigabit strategy". These goals reflect the view of many that there are widespread and significant socio-economic benefits associated with broadband. Our analysis explores the consequence of target setting at a European level, in terms of encouraging investment and picking which technology should be adopted within the context of technological neutrality. We demonstrate that while public policy targets might implicitly favour specific technologies, especially when gigabit targets are defined, the technological choices that occur within individual Member States are shaped by the complex and dynamic interaction between a series of path dependencies that may vary significantly across as well as within Member States. Adopting an ecosystem perspective, we propose a conceptual framework that identifies the key factors associated with technological neutrality and informs a rational decision-making process.Series: Working Papers / Research Institute for Regulatory Economic

Beyond the blueprint : a critical view on plans for transit-oriented development (TOD) in the new indonesian capital

Indonesia is relocating its capital city from Jakarta to a new city built from scratch called IKN (Ibu Kota Negara/Nusantara). Starting with the prioritized Government Precinct, the full relocation will be completed by 2045. The master plan emphasizes Transit-oriented Development (TOD) principles to encourage walking and transit, including incorporating the 10-minute concept. Meanwhile, South Korea has been moving the administrative capital city to Sejong City since 2007 and will be finished by 2030. Both cities share similar goals and approaches to implementing TOD; however, TOD can have pros and cons. While TOD can reduce traffic congestion, improve health, spur economic benefits and foster a sense of community, it can lead to gentrification, limited parking space that discourages early dwellers and vacant districts that induces negative impacts. Moreover, walking in Indonesia is unpopular due to the lack of safe, comfortable, and reliable transit modes, motorcycle and ride-hailing service dependence, and thermal comfort issues. Therefore, this thesis aims to identify the TOD aspects in IKN walkability and transit planning that may face issues after the city is developed based on the study case of pre- and post-construction Sejong so that IKN can anticipate and prepare. The Government Precinct encourages walking and transit by providing various types of pedestrian environments, permeable edges, and multiple transit systems, including BRT. The planned walking environments and transit nodes accommodate the 15-minute radius. Still, the planners must also consider the local context for the walkable distance, provide amenities that enhance thermal comfort, support modal shift facilities, and be vibrant with activities all time of the day and week so it is not vacant after working hours. Learning from Sejong, forcing people to walk in the interconnected walkways and limiting the parking lot to encourage people to use BRT is inefficient and inconvenient. Adopting a design adaptable to unforeseen challenges is crucial to promote social interaction, active mobility by walking and transit, and reducing automobile dependency. IKN must also implement non-physical interventions by enforcing strict policies, maximizing public transport frequency, and conducting regular assessments. A successful IKN plan can be a template for other TOD megaprojects globally

Dissipation of stop-and-go waves via control of autonomous vehicles: Field experiments

Traffic waves are phenomena that emerge when the vehicular density exceeds a critical threshold. Considering the presence of increasingly automated vehicles in the traffic stream, a number of research activities have focused on the influence of automated vehicles on the bulk traffic flow. In the present article, we demonstrate experimentally that intelligent control of an autonomous vehicle is able to dampen stop-and-go waves that can arise even in the absence of geometric or lane changing triggers. Precisely, our experiments on a circular track with more than 20 vehicles show that traffic waves emerge consistently, and that they can be dampened by controlling the velocity of a single vehicle in the flow. We compare metrics for velocity, braking events, and fuel economy across experiments. These experimental findings suggest a paradigm shift in traffic management: flow control will be possible via a few mobile actuators (less than 5%) long before a majority of vehicles have autonomous capabilities

Study on Air Interface Variants and their Harmonization for Beyond 5G Systems

[ES] La estandarización de la Quinta Generación de redes móviles o 5G, ha concluido este año 2020. No obstante, en el año 2014 cuando la ITU empezó el proceso de estandarización IMT-2020, una de las principales interrogantes era cuál sería la forma de onda sobre la cual se construiría la capa física de esta nueva generación de tecnologías. El 3GPP se comprometió a entregar una tecnología candidata al proceso IMT-2020, y es así como dentro de este proceso de deliberación se presentaron varias formas de onda candidatas, las cuales fueron evaluadas en varios aspectos hasta que en el año 2016 el 3GPP tomó una decisión, continuar con CP-OFDM (utilizada en 4G) con numerología flexible. Una vez decidida la forma de onda, el proceso de estandarización continuó afinando la estructura de la trama, y todos los aspectos intrínsecos de la misma. Esta tesis acompañó y participó de todo este proceso. Para empezar, en esta disertación se evaluaron las principales formas de onda candidatas al 5G. Es así que se realizó un análisis teórico de cada forma de onda, destacando sus fortalezas y debilidades, tanto a nivel de implementación como de rendimiento. Posteriormente, se llevó a cabo una implementación real en una plataforma Software Defined Radio de tres de las formas de onda más prometedoras (CP-OFDM, UFMC y OQAM-FBMC), lo que permitió evaluar su rendimiento en términos de la tasa de error por bit, así como la complejidad de su implementación. Esta tesis ha propuesto también el uso de una solución armonizada como forma de onda para el 5G y sostiene que sigue siendo una opción viable para sistemas beyond 5G. Dado que ninguna de las forma de onda candidatas era capaz de cumplir por sí misma con todos los requisitos del 5G, en lugar de elegir una única forma de onda se propuso construir un transceptor que fuese capaz de construir todas las principales formas de onda candidatas (CP-OFDM, P-OFDM, UFMC, QAM-FBMC, OQAM-FBMC). Esto se consiguió identificando los bloques comunes entre las formas de onda, para luego integrarlos junto con el resto de bloques indispensables para cada forma de onda. La motivación para esta solución era tener una capa física que fuese capaz de cumplir con todos los aspectos del 5G, seleccionando siempre la mejor forma de onda según el escenario. Esta propuesta fue evaluada en términos de complejidad, y los resultados se compararon con la complejidad de cada forma de onda. La decisión de continuar con CP-OFDM con numerología flexible como forma de onda para el 5G se puede considerar también como una solución armonizada, ya que al cambiar el prefijo cíclico y el número de subportadoras, cambian también las prestaciones del sistema. En esta tesis se evaluaron todas las numerologías propuestas por el 3GPP sobre cada uno de los modelos de canal descritos para el 5G (y considerados válidos para sistemas beyond 5G), teniendo en cuenta factores como la movilidad de los equipos de usuario y la frecuencia de operación; para esto se utilizó un simulador de capa física del 3GPP, al que se hicieron las debidas adaptaciones con el fin de evaluar el rendimiento de las numerologías en términos de la tasa de error por bloque. Finalmente, se presenta un bosquejo de lo que podría llegar a ser la Sexta Generación de redes móviles o 6G, con el objetivo de entender las nuevas aplicaciones que podrían ser utilizadas en un futuro, así como sus necesidades. Completado el estudio llevado a cabo en esta tesis, se puede afirmar que como se propuso desde un principio la solución, tanto para el 5G como para beyond 5G, la solución es la armonización de las formas de onda. De los resultados obtenidos se puede corroborar que una solución armonizada permite alcanzar un ahorro computacional entre el 25-40% para el transmisor y del 15-25% para el receptor. Además, fue posible identificar qué numerología CP-OFDM es la más adecuada para cada escenario, lo que permitiría optimizar el diseño y despliegue de las redes 5G. Esto abriría la puerta a hacer lo mismo con el 6G, ya que en esta tesis se considera que será necesario abrir nuevamente el debate sobre cuál es la forma de onda adecuada para esta nueva generación de tecnologías, y se plantea que el camino a seguir es optar por una solución armonizada con distintas formas de onda, en lugar de solo una como sucede con el 5G.[CA] L'estandardització de la Quinta Generació de xarxes mòbils o 5G, ha conclòs enguany 2020. No obstant això, l'any 2014 quan la ITU va començar el procés d'estandardització IMT-2020, uns dels principals interrogants era quina seria la forma d'onda sobre la qual es construiria la capa física d'esta nova generació de tecnologies. El 3GPP es va comprometre a entregar una tecnologia candidata al procés IMT-2020, i és així com dins d'este procés de deliberació es van presentar diverses formes d'onda candidates, les quals van ser avaluades en diversos aspectes fins que l'any 2016 el 3GPP va prendre una decisió, continuar amb CP-OFDM (utilitzada en 4G) amb numerología flexible. Una vegada decidida la forma d'onda, el procés d'estandardització va continuar afinant la frame structure (no se m'ocorre nom en espanyol), i tots els aspectes intrínsecs de la mateixa. Esta tesi va acompanyar i va participar de tot este procés. Per a començar, en esta dissertació es van avaluar les principals formes d'onda candidates al 5G. És així que es va realitzar una anàlisi teòrica de cada forma d'onda, destacant les seues fortaleses i debilitats, tant a nivell d'implementació com de rendiment. Posteriorment, es va dur a terme una implementació real en una plataforma Software Defined Radio de tres de les formes d'onda més prometedores (CP-OFDM, UFMC i OQAM-FBMC), la qual cosa va permetre avaluar el seu rendiment en termes de la taxa d'error per bit, així com la complexitat de la seua implementació. Esta tesi ha proposat també l'ús d'una solució harmonitzada com a forma d'onda per al 5G i sosté que continua sent una opció viable per a sistemes beyond 5G. Atés que cap de les forma d'onda candidates era capaç de complir per si mateixa amb tots els requeriments del 5G, en compte de triar una única forma d'onda es va proposar construir un transceptor que fóra capaç de construir totes les principals formes d'onda candidates (CP-OFDM, P-OFDM, UFMC, QAM-FBMC, OQAM-FBMC). Açò es va aconseguir identificant els blocs comuns entre les formes d'onda, per a després integrar-los junt amb la resta de blocs indispensables per a cada forma d'onda. La motivació per a esta solució era tindre una capa física que fóra capaç de complir amb tots els aspectes del 5G, seleccionant sempre la millor forma d'onda segons l'escenari. Esta proposta va ser avaluada en termes de complexitat, i els resultats es van comparar amb la complexitat de cada forma d'onda. La decisió de continuar amb CP-OFDM amb numerología flexible com a forma d'onda per al 5G es pot considerar també com una solució harmonitzada, ja que al canviar el prefix cíclic i el número de subportadores, canvien també les prestacions del sistema. En esta tesi es van avaluar totes les numerologías propostes pel 3GPP sobre cada un dels models de canal descrits per al 5G (i considerats vàlids per a sistemes beyond 5G), tenint en compte factors com la mobilitat dels equips d'usuari i la freqüència d'operació; per a açò es va utilitzar un simulador de capa física del 3GPP, a què es van fer les degudes adaptacions a fi d'avaluar el rendiment de les numerologías en termes de la taxa d'error per bloc. Finalment, es presenta un esbós del que podria arribar a ser la Sexta Generació de xarxes mòbils o 6G, amb l'objectiu d'entendre les noves aplicacions que podrien ser utilitzades en un futur, així com les seues necessitats. Completat l'estudi dut a terme en esta tesi, es pot afirmar que com es va proposar des d'un principi la solució, tant per al 5G com per a beyond 5G, la solució és l'harmonització de les formes d'onda. dels resultats obtinguts es pot corroborar que una solució harmonitzada permet aconseguir un estalvi computacional entre el 25-40% per al transmissor i del 15-25% per al receptor. A més, va ser possible identificar què numerología CP-OFDM és la més adequada per a cada escenari, la qual cosa permetria optimitzar el disseny i desplegament de les xarxes 5G. Açò obriria la porta a fer el mateix amb el 6G, ja que en esta tesi es considera que serà necessari obrir novament el debat sobre quina és la forma d’onda adequada per a esta nova generació de tecnologies, i es planteja que el camí que s’ha de seguir és optar per una solució harmonitzada amb distintes formes d’onda, en compte de només una com succeïx amb el 5G.[EN] The standardization of the Fifth Generation of mobile networks or 5G is still ongoing, although the first releases of the standard were completed two years ago and several 5G networks are up and running in several countries around the globe. However, in 2014 when the ITU began the IMT-2020 standardization process, one of the main questions was which would be the waveform to be used on the physical layer of this new generation of technologies. The 3GPP committed to submit a candidate technology to the IMT-2020 process, and that is how within this deliberation process several candidate waveforms were presented. After a thorough evaluation regarding several aspects, in 2016 the 3GPP decided to continue with CP-OFDM (used in 4G) but including, as a novelty, the use of a flexible numerology. Once the waveform was decided, the standardization process continued to fine-tune the frame structure and all the intrinsic aspects of it. This thesis accompanied and participated in this entire process. To begin with, this dissertation evaluates the main 5G candidate waveforms. Therefore, a theoretical analysis of each waveform is carried out, highlighting its strengths and weaknesses, both at the implementation and performance levels. Subsequently, a real implementation on a Software Defined Radio platform of three of the most promising waveforms (CP-OFDM, UFMC, and OQAM-FBMC) is presented, which allows evaluating their performance in terms of bit error rate, as well as the complexity of its implementation. This thesis also proposes the use of a harmonized solution as a waveform for 5G and argues that it remains a viable option for systems beyond 5G. Since none of the candidate waveforms was capable of meeting on its own with all the requirements for 5G, instead of choosing a single waveform, this thesis proposes to build a transceiver capable of building all the main waveforms candidates (CP-OFDM, P-OFDM, UFMC, QAM-FBMC, OQAM-FBMC). This is achieved by identifying the common blocks between the waveforms and then integrating them with the rest of the essential blocks for each waveform. The motivation for this solution is to have a physical layer that is capable of complying with all aspects of beyond 5G technologies, always selecting the best waveform according to the scenario. This proposal is evaluated in terms of complexity, and the results are compared with the complexity of each waveform. The decision to continue with CP-OFDM with flexible numerology as a waveform for 5G can also be considered as a harmonized solution, since changing the cyclic prefix and the number of subcarriers, changes also the performance of the system. In this thesis, all the numerologies proposed by the 3GPP are evaluated on each of the channel models described for 5G (and considered valid for beyond 5G systems), taking into account factors such as the mobility of the user equipment and the operating frequency. For this, a 3GPP physical layer simulator is used, and proper adaptations are made in order to evaluate the performance of the numerologies in terms of the block error rate. Finally, a sketch of what could become the Sixth Generation of mobile networks or 6G is presented, with the aim of understanding the new applications that could be used in the future, as well as their needs. After the completion of the study carried out in this thesis, it can be said that, as stated from the beginning, for both 5G and beyond 5G systems, the solution is the waveform harmonization. From the results obtained, it can be corroborated that a harmonized solution allows achieving computational savings between 25-40% for the transmitter and 15-25% for the receiver. In addition, it is possible to identify which CP-OFDM numerology is the most appropriate for each scenario, which would allow optimizing the design and deployment of 5G networks. This would open the door to doing the same with 6G, i.e., a harmonized solution with different waveforms, instead of just one as in 5G.Flores De Valgas Torres, FJ. (2020). Study on Air Interface Variants and their Harmonization for Beyond 5G Systems [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/164442TESI

A Data-driven Methodology Towards Mobility- and Traffic-related Big Spatiotemporal Data Frameworks

Human population is increasing at unprecedented rates, particularly in urban areas. This increase, along with the rise of a more economically empowered middle class, brings new and complex challenges to the mobility of people within urban areas. To tackle such challenges, transportation and mobility authorities and operators are trying to adopt innovative Big Data-driven Mobility- and Traffic-related solutions. Such solutions will help decision-making processes that aim to ease the load on an already overloaded transport infrastructure. The information collected from day-to-day mobility and traffic can help to mitigate some of such mobility challenges in urban areas. Road infrastructure and traffic management operators (RITMOs) face several limitations to effectively extract value from the exponentially growing volumes of mobility- and traffic-related Big Spatiotemporal Data (MobiTrafficBD) that are being acquired and gathered. Research about the topics of Big Data, Spatiotemporal Data and specially MobiTrafficBD is scattered, and existing literature does not offer a concrete, common methodological approach to setup, configure, deploy and use a complete Big Data-based framework to manage the lifecycle of mobility-related spatiotemporal data, mainly focused on geo-referenced time series (GRTS) and spatiotemporal events (ST Events), extract value from it and support decision-making processes of RITMOs. This doctoral thesis proposes a data-driven, prescriptive methodological approach towards the design, development and deployment of MobiTrafficBD Frameworks focused on GRTS and ST Events. Besides a thorough literature review on Spatiotemporal Data, Big Data and the merging of these two fields through MobiTraffiBD, the methodological approach comprises a set of general characteristics, technical requirements, logical components, data flows and technological infrastructure models, as well as guidelines and best practices that aim to guide researchers, practitioners and stakeholders, such as RITMOs, throughout the design, development and deployment phases of any MobiTrafficBD Framework. This work is intended to be a supporting methodological guide, based on widely used Reference Architectures and guidelines for Big Data, but enriched with inherent characteristics and concerns brought about by Big Spatiotemporal Data, such as in the case of GRTS and ST Events. The proposed methodology was evaluated and demonstrated in various real-world use cases that deployed MobiTrafficBD-based Data Management, Processing, Analytics and Visualisation methods, tools and technologies, under the umbrella of several research projects funded by the European Commission and the Portuguese Government.A população humana cresce a um ritmo sem precedentes, particularmente nas áreas urbanas. Este aumento, aliado ao robustecimento de uma classe média com maior poder económico, introduzem novos e complexos desafios na mobilidade de pessoas em áreas urbanas. Para abordar estes desafios, autoridades e operadores de transportes e mobilidade estão a adotar soluções inovadoras no domínio dos sistemas de Dados em Larga Escala nos domínios da Mobilidade e Tráfego. Estas soluções irão apoiar os processos de decisão com o intuito de libertar uma infraestrutura de estradas e transportes já sobrecarregada. A informação colecionada da mobilidade diária e da utilização da infraestrutura de estradas pode ajudar na mitigação de alguns dos desafios da mobilidade urbana. Os operadores de gestão de trânsito e de infraestruturas de estradas (em inglês, road infrastructure and traffic management operators — RITMOs) estão limitados no que toca a extrair valor de um sempre crescente volume de Dados Espaciotemporais em Larga Escala no domínio da Mobilidade e Tráfego (em inglês, Mobility- and Traffic-related Big Spatiotemporal Data —MobiTrafficBD) que estão a ser colecionados e recolhidos. Os trabalhos de investigação sobre os tópicos de Big Data, Dados Espaciotemporais e, especialmente, de MobiTrafficBD, estão dispersos, e a literatura existente não oferece uma metodologia comum e concreta para preparar, configurar, implementar e usar uma plataforma (framework) baseada em tecnologias Big Data para gerir o ciclo de vida de dados espaciotemporais em larga escala, com ênfase nas série temporais georreferenciadas (em inglês, geo-referenced time series — GRTS) e eventos espacio- temporais (em inglês, spatiotemporal events — ST Events), extrair valor destes dados e apoiar os RITMOs nos seus processos de decisão. Esta dissertação doutoral propõe uma metodologia prescritiva orientada a dados, para o design, desenvolvimento e implementação de plataformas de MobiTrafficBD, focadas em GRTS e ST Events. Além de uma revisão de literatura completa nas áreas de Dados Espaciotemporais, Big Data e na junção destas áreas através do conceito de MobiTrafficBD, a metodologia proposta contem um conjunto de características gerais, requisitos técnicos, componentes lógicos, fluxos de dados e modelos de infraestrutura tecnológica, bem como diretrizes e boas práticas para investigadores, profissionais e outras partes interessadas, como RITMOs, com o objetivo de guiá-los pelas fases de design, desenvolvimento e implementação de qualquer pla- taforma MobiTrafficBD. Este trabalho deve ser visto como um guia metodológico de suporte, baseado em Arqui- teturas de Referência e diretrizes amplamente utilizadas, mas enriquecido com as característi- cas e assuntos implícitos relacionados com Dados Espaciotemporais em Larga Escala, como no caso de GRTS e ST Events. A metodologia proposta foi avaliada e demonstrada em vários cenários reais no âmbito de projetos de investigação financiados pela Comissão Europeia e pelo Governo português, nos quais foram implementados métodos, ferramentas e tecnologias nas áreas de Gestão de Dados, Processamento de Dados e Ciência e Visualização de Dados em plataformas MobiTrafficB