Living lab conceptual framework: co-creation and impact assessment of an automated last-mile delivery service

The Future Mobility Solutions Living Lab (LL) at the European Commission's Joint Research Centre was created to bring the Living Lab concept closer to the policy, academic and industrial realms. For higher efficiency and effectiveness of work we have developed a framework, in which projects are distinguished into four categories based on their objectives: business model validation, solutions co-creation, technical validation and impact assessment. This allows to adopt a LL tailored-made approach while allowing a faster identification of the most suitable methods and tools in each specific case. This paper presents results from the application of the LL framework to the co-creation and impact assessment of a last-mile delivery service, outlining ways to refine and validate the LL conceptual framework based on these first experiences

Impact of New Mobility Solutions on Travel Behaviour and Its Incorporation into Travel Demand Models

Advancement in the fields of electrification, automation, and digitalisation and emerging social trends are fuelling the transformation of road transport resulting in the introduction of various innovative mobility solutions. Yet the reaction of people to many of the new solutions is still vastly unknown. This creates an unprecedented quandary for transport planners who are requested to design future transport systems and create the related investment plans without fully validated models to base the assessment upon. As some evidence on citizens’ behaviour concerning new mobility solutions starts to be progressively made available, first attempts to update the existing models begin to emerge. Nevertheless, a lot more is needed as some of the transpiring mobility solutions have not yet reached the market, making the corresponding behaviour changes imponderable. In this context, the main purpose of this paper is to provide a review on how travel behaviour changes linked to the deployment of new mobility solutions have been considered in travel demand models. The new mobility solutions studied include carsharing, dynamic ridesharing, micromobility sharing services, and personal and shared autonomous vehicles. An overview and comparison of relevant studies implementing activity or trip-based demand models and other methodologies are presented. The analysis shows that the results of the different studies heavily depend on the extent to which behavioural changes are considered. The results of the review thus point to the need for holistic demand models that carefully mimic the urban reality with everything it has to offer and account for the importance of individual traits in the decision-making processes. Such models need an in-depth understanding of the microscopic mechanisms leading to the travel behaviour shifts linked to the most innovative mobility solutions. To achieve this level of detail, mobility living labs and their real-life experiments and experience with citizens, which are flourishing in Europe, are suggested to play a crucial role in the years to come

2nd Symposium on Management of Future motorway and urban Traffic Systems (MFTS 2018): Booklet of abstracts: Ispra, 11-12 June 2018

The Symposium focuses on future traffic management systems, covering the subjects of traffic control, estimation, and modelling of motorway and urban networks, with particular emphasis on the presence of advanced vehicle communication and automation technologies. As connectivity and automation are being progressively introduced in our transport and mobility systems, there is indeed a growing need to understand the implications and opportunities for an enhanced traffic management as well as to identify innovative ways and tools to optimise traffic efficiency. In particular the debate on centralised versus decentralised traffic management in the presence of connected and automated vehicles has started attracting the attention of the research community. In this context, the Symposium provides a remarkable opportunity to share novel ideas and discuss future research directions.JRC.C.4-Sustainable Transpor

Weak C-cleft extensions, weak entwining structures and weak Hopf algebras

En este artigo formúlase a noción de extensión cleft feble para unha estructura entrelazante feble nunha categoría monoidal trenzada C. Próbase que, dada unha extensión deste tipo, se obtén unha xeneralización dun produto semidirecto a este contexto. Estes resultados permiten obter versións para álxebras de Hopf febles de resultados clásicos de álxebras de Hopf, como o teorema de Radford para álxebras de Hopf febles con proxección.The authors would like to thank the referee for his constructive and interesting comments. The authors have been supported by Ministerio de Ciencia y Tecnología, by Xunta de Galicia and by FEDER, Projects: BFM2003-07353-C02-01, BFM2003-07353-C02-02, PGIDITO4PXIC32202PN, PGIDITO4PXIC20703PN.S

Effect of Nanoparticles on Modified Screen Printed Inhibition Superoxide Dismutase Electrodes for Aluminum

A novel amperometric biosensor for the determination of Al(III) based on the inhibition of the enzyme superoxide dismutase has been developed. The oxidation signal of epinephrine substrate was affected by the presence of Al(III) ions leading to a decrease in its amperometric current. The immobilization of the enzyme was performed with glutaraldehyde on screen-printed carbon electrodes modifiedwith tetrathiofulvalene (TTF) and different types ofnanoparticles. Nanoparticles of gold, platinum, rhodium and palladium were deposited on screen printed carbon electrodes by means of two electrochemical procedures. Nanoparticles were characterized trough scanning electronic microscopy, X-rays fluorescence, and atomic force microscopy. Palladium nanoparticles showed lower atomic force microscopy parameters and higher slope of aluminum calibration curves and were selected to perform sensor validation. The developed biosensor has a detection limit of 2.0 0.2 Mfor Al(III), with a reproducibility of 7.9% (n = 5). Recovery of standard reference material spiked to buffer solution was 103.8% with a relative standard deviation of 4.8% (n = 5). Recovery of tap water spiked with the standard reference material was 100.5 with a relative standard deviation of 3.4% (n = 3). The study of interfering ions has also been carried out.Vice-presidency for Research at the University of Costa Rica (Project 804-B5-117), Ministerio de Ciencia e Innovación (MICINN Spain) and Fondo Europeo de Desarrollo Regional (FEDER) (Projects :TEC-TEC20013-40561-P and MUSSEL RTC-2015-4077-2)

Crossed Products in Weak Contexts

his version of the article has been accepted for publication, after peer review (when applicable) and is subject to Springer Nature’s AM terms of use, but is not the Version of Record and does not reflect post-acceptance improvements, or any corrections. The Version of Record is available online at: https://doi.org/10.1007/s10485-008-9139-2We define the general notion of crossed products in a weak context, which generalizes the ones defined by Blattner, Cohen and Montgomery, Doi and Takeuchi in the context of Hopf algebras and the one given by Brzezin´ ski. Also, the crossed products obtained by the authors, for weak Hopf algebras living in a symmetric monoidal category and weak C-cleft extensiMinisterio de Educación, proxectos MTM2007-62427, MTM2006-14908-CO2-01. Xunta de Galicia, proxecto PGIDT07PXB32-2079PR.S

Teenagers and Automated Vehicles: Are They Ready to Use Them?

ABSTRACT: Mobility needs, expectations, and concerns vary across age groups and are closely linked to users' views on the future of the road transport system. Automated vehicles are expected to have a significant impact on the future of the road transport system, and pilot deployments are increasingly being tested in Europe and beyond, which is also thanks to the evolving regulatory landscape. As a result, several studies have started to analyse citizens' attitudes towards this technology. However, very few studies have focused on teenagers' views on automated vehicles, although today's children and teenagers could be among the first users of such vehicles. Studying teenagers and the way they envisage automated vehicles in the future is of particular significance in defining transport planning strategies and supporting upcoming policy orientations. To cover this gap, the present study aims to explore teenagers' views about automated vehicles and whether and how they could fit into their future transport setting. A series of on-line and face-to-face focus groups, a demonstration of an automated vehicle prototype, supporting engagement activities, and a post-pre survey were used to collect their views on the topic. The results show that even though the teenagers acknowledged the potential advantages, they also expressed concerns in relation to the interactions with other road users, to automated driving systems' reliability, to safety, and to data privacy. In particular, these safety concerns revealed an unwillingness on the part of the teenagers to be among the first users of automated vehicles.This research has been funded by the European Commission Joint Research Centre Institutional Funds

The r-evolution of driving: from Connected Vehicles to Coordinated Automated Road Transport (C-ART)

Connected and automated vehicles could revolutionise road transport. New traffic management approaches may become necessary, especially in light of a potential increase in travel demand. Coordinated Automated Road Transport (C-ART) is presented as a novel approach that stakeholders may consider for an eventual full realisation of a safe and efficient mobility system.JRC.C.4-Sustainable Transpor

An analysis of possible socio-economic effects of a Cooperative, Connected and Automated Mobility (CCAM) in Europe

A Cooperative, Connected and Automated Mobility (CCAM) is likely to have significant impacts on our economy and society. It is expected that CCAM unveils new and unprecedented mobility opportunities that hold the potential to unlock a range of safety, environmental and efficiency benefits. At the same time, it is anticipated that it will bring deep changes in the labour market, progressively making some occupations and skills less relevant, while at the same time opening up new opportunities for different businesses and requiring new and more advanced skills. With Europe accounting for 23% of global motor vehicle production (Acea Statistics, 2016) and almost 72% of inland freight transported by road in Europe (European Commission, 2017a), the full deployment of Connected and Automated Vehicle (CAV) technologies is expected to have a substantial impact on the European economy. The economic impacts of CAVs will go far beyond the automotive industry, into sectors like insurance, maintenance and repair or health, among others. While it is clear that CAVs could offer unique opportunities for value creation, it is also essential to acknowledge that they might imply a substantial transformation of our industries and our social and living systems. The study is aimed at analysing the value at stake for both industry and society as a result of a transition towards a CCAM mobility in Europe. It aims at identifying the economic sectors that are most likely to be affected by CCAM as well as the influencing factors driving future changes in each sector. The ultimate goal is to estimate ranges of potential effects for the main affected sectors, with the support of a set of scenarios. The study also aims at analysing the potential effects of CCAM on the workforce and pursues the identification of skills that need to be addressed in the mobility transition. The focus of the study is exclusively paid on road transport and covers both passenger and freight transport.JRC.C.4-Sustainable Transpor

Temporal Indices of Landscape Change: A Proposal to Measure Variations in the Conservation Status of Vegetation at Fine Resolution

P. 1-16The goal of this study was to propose scientific and objective indices capable of measuring the changes that occur in the conservation status of the vegetation of a particular area over a period of time. To this end, phytosociologically-based vegetation cartography at a detailed scale was used, carried out at two di erent times, and the distance from the climax stage of the territory was calculated for each time. Three temporal indices of landscape change are proposed: Conservation Status Variation Index (ConSVI), Conservation Status Variation Velocity Index (ConSVVe) and Change Ratio (ChanRat). These enable the intensity, velocity, and percentage of change to be measured, and to determine whether this change is progressive or regressive—in other words, whether it is approaching or receding from the climax. To test the proposal, it was applied to a territory in Northwest Spain. The proposed indices are universally applicable to any territory and are the first of their kind to operate at a detailed scale with a phytosociological basis. They also enable an objective measurement to be made of the landscape change that has occurred, meaning that they have immense practical utility in studies of managing and planning territorial resources.S