28 research outputs found

    Opportunities and Challenges for Deploying Connected and Automated Vehicles to Address Transportation Disparities in Urban Areas

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    As the development and testing of connected and automated vehicles (CAV) accelerates, it is important for government stakeholders, planners, and policymakers to have a better understanding of the challenges and opportunities CAVs will bring to infrastructure, communities, and lifestyles. There is general consensus among scholars and transportation practitioners that CAV will “disrupt” transportation systems, land use patterns, and socioeconomic power structures as they exist today.The implications of CAV on transportation infrastructure have been the subject of numerous academic and professional studies, suggesting both positive and negative effects may occur. Furthermore, in an American context, transportation planning has historically contributed to the vast socioeconomic and racial inequities still seen today, so particular emphasis should be given to the potential for CAV development to compound equity issues. Regardless, the rapid development of CAV technology has led to a compressed timeline for planners and policymakers to put policies, plans, and infrastructure into place to prepare for the mainstreaming of CAVs, and the evolution of the current transportation system. In order to identify strategic ways to leverage CAV to best support communities of all scales, researchers at the University of Minnesota have gathered information from community members and stakeholders across the state. Building on previous research and community discussions surrounding CAV opportunities in Greater Minnesota, this project sought to understand the needs of transportation disadvantaged communities that have limited access to transportation due to level of income, ability, or service extent, and explores whether CAV could be an appropriate solution. This research particularly focused on such communities in the “East Metro” of the Twin Cities, with particular focus given to the east side of Saint Paul, downtown, and Frogtown areas. Much of the equity-related research conducted in the Twin Cities metropolitan area is focused on Minneapolis, and there is a relative gap in the literature for evaluating transportation challenges of the East Metro. Transportation is undoubtedly an issue for everyone, but these challenges are most difficult for individuals with limited access to transportation due to income, ability, or extent of service area. CAVs have the potential to mitigate some of these transportation challenges, but the policy measures discussed in this paper should be considered to ensure that CAV deployment does not recreate or exacerbate the inequities of today\u27s transportation system

    Best Types of Commodity Flow Data for Freight, Railroad, and Ports and Waterways Studies

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    The understanding of freight movement is critical to economic development and competitiveness and to make decisions regarding the transportation system. Despite the increased interest in freight planning and modeling, freight data are limited in availability and granularity, and the existing sources are incomplete or outdated. This research analyzes various types of public and proprietary freight databases to determine which are most helpful for planning, programming, and designing future infrastructure on the truck, rail, air, and waterway networks within Minnesota and surrounding states. There are some comprehensive multimodal freight databases that provide different levels of data granularity. These are typically complemented with other data sources that are specific to a transportation mode. We also interview stakeholders involved in freight planning in Minnesota to identify data gaps and capture current and future data needs. Important needs include (i) mode specific freight data, especially for waterways and ports and air freight; (ii) equity considerations in freight transportation; and (iii) understanding the relationship between freight transportation and climate change. Additional freight data are much needed overall to inform economic development and funding prioritization, as well as to evaluate and minimize supply chain disruptions

    Introducing Context to the Determinants of Individual Legislative Effectiveness in the U.S. House of Representatives

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    (Statement of Responsibility) by Kimberly Napoline(Thesis) Thesis (B.A.) -- New College of Florida, 2016RESTRICTED TO NCF STUDENTS, STAFF, FACULTY, AND ON-CAMPUS USE(Bibliography) Includes bibliographical references.This bibliographic record is available under the Creative Commons CC0 public domain dedication. The New College of Florida Libraries, as creator of this bibliographic record, has waived all rights to it worldwide under copyright law, including all related and neighboring rights, to the extent allowed by law.Faculty Sponsor: Reilly, Kimberl

    Driving Toward an Electric Future: Policy and Research for Electric Vehicles

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    Report completed by student Kimberly Napoline, who was enrolled in PA 8991: Independent Research, taught by Frank Douma in Fall 2019.This project was completed as part of a partnership between City of St. Anthony Village and the University of Minnesota’s Resilient Communities Project (http://www.rcp.umn.edu). The goal of this project was to provide information and recommendations to the city in planning for electric vehicles. City of St. Anthony Village project lead Jay Hartman collaborated with student, Kimberly Napoline, and faculty adviser, Frank Douma, as part of an independent study in in the Humphrey School of Public Affairs. A final student report from the project is available.This project was supported by the Resilient Communities Project (RCP), a program at the University of Minnesota whose mission is to connect communities in Minnesota with U of MN faculty and students to advance community resilience through collaborative, course-based projects. RCP is a program of the Center for Urban and Regional Affairs (CURA). More information at http://www.rcp.umn.edu

    Opportunities and Challenges for Deploying Connected and Automated Vehicles to Address Transportation Disparities in Urban Areas

    No full text
    As the development and testing of connected and automated vehicles (CAV) accelerates, it is important for government stakeholders, planners, and policymakers to have a better understanding of the challenges and opportunities CAVs will bring to infrastructure, communities, and lifestyles. There is general consensus among scholars and transportation practitioners that CAV will “disrupt” transportation systems, land use patterns, and socioeconomic power structures as they exist today.The implications of CAV on transportation infrastructure have been the subject of numerous academic and professional studies, suggesting both positive and negative effects may occur. Furthermore, in an American context, transportation planning has historically contributed to the vast socioeconomic and racial inequities still seen today, so particular emphasis should be given to the potential for CAV development to compound equity issues. Regardless, the rapid development of CAV technology has led to a compressed timeline for planners and policymakers to put policies, plans, and infrastructure into place to prepare for the mainstreaming of CAVs, and the evolution of the current transportation system. In order to identify strategic ways to leverage CAV to best support communities of all scales, researchers at the University of Minnesota have gathered information from community members and stakeholders across the state. Building on previous research and community discussions surrounding CAV opportunities in Greater Minnesota, this project sought to understand the needs of transportation disadvantaged communities that have limited access to transportation due to level of income, ability, or service extent, and explores whether CAV could be an appropriate solution. This research particularly focused on such communities in the “East Metro” of the Twin Cities, with particular focus given to the east side of Saint Paul, downtown, and Frogtown areas. Much of the equity-related research conducted in the Twin Cities metropolitan area is focused on Minneapolis, and there is a relative gap in the literature for evaluating transportation challenges of the East Metro. Transportation is undoubtedly an issue for everyone, but these challenges are most difficult for individuals with limited access to transportation due to income, ability, or extent of service area. CAVs have the potential to mitigate some of these transportation challenges, but the policy measures discussed in this paper should be considered to ensure that CAV deployment does not recreate or exacerbate the inequities of today\u27s transportation system

    Isolation of N‑Heterocyclic Alkyl Intermediates en Route to Transition Metal N‑Heterocyclic Carbene Complexes: Insight into a C–H Activation Mechanism

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    An imidazolinium cation has been incorporated into an arene-linked diphosphine pincer ligand, <b>[2]</b><sup><b>+</b></sup>, and the metalation of this ligand has been investigated via direct imidazolinium C–H activation to Pd<sup>0</sup> and Pt<sup>0</sup>. The expected NHC-ligated metal-hydride species <b>[5]­PF</b><sub><b>6</b></sub> (M = Pt) and <b>6</b> (M = Pd) are obtained if the halide-free imidazolinium salt <b>[2]­PF</b><sub><b>6</b></sub> is used. In contrast, treatment of the imidazolinium chloride salt <b>[2]­Cl</b> with M­(PPh<sub>3</sub>)<sub>4</sub> leads to isolation of N-heterocyclic alkyl M<sup>II</sup> species <b>3</b> (M = Pd) and <b>4</b> (M = Pt), in which the imidazolinium C–H bond remains intact. Interestingly, there are no apparent agostic interactions between the imidazolinium protons and the metal centers in <b>3</b> and <b>4</b>, indicating that these species represent an unusual type of arrested C–H activation intermediate. While Pd complex <b>3</b> is thermally stable, Pt complex <b>4</b> undergoes C–H activation to afford the corresponding NHC-Pt<sup>II</sup>-hydride species <b>[5]­Cl</b> upon heating. Additionally, both complexes <b>3</b> and <b>4</b> undergo rapid C–H activation upon abstraction of the metal-bound halide to form <b>6</b> and <b>[5]­PF</b><sub><b>6</b></sub>, respectively. The nature of the bonding in the unusual N-heterocyclic alkyl species is investigated computationally

    Isolation of N‑Heterocyclic Alkyl Intermediates en Route to Transition Metal N‑Heterocyclic Carbene Complexes: Insight into a C–H Activation Mechanism

    No full text
    An imidazolinium cation has been incorporated into an arene-linked diphosphine pincer ligand, <b>[2]</b><sup><b>+</b></sup>, and the metalation of this ligand has been investigated via direct imidazolinium C–H activation to Pd<sup>0</sup> and Pt<sup>0</sup>. The expected NHC-ligated metal-hydride species <b>[5]­PF</b><sub><b>6</b></sub> (M = Pt) and <b>6</b> (M = Pd) are obtained if the halide-free imidazolinium salt <b>[2]­PF</b><sub><b>6</b></sub> is used. In contrast, treatment of the imidazolinium chloride salt <b>[2]­Cl</b> with M­(PPh<sub>3</sub>)<sub>4</sub> leads to isolation of N-heterocyclic alkyl M<sup>II</sup> species <b>3</b> (M = Pd) and <b>4</b> (M = Pt), in which the imidazolinium C–H bond remains intact. Interestingly, there are no apparent agostic interactions between the imidazolinium protons and the metal centers in <b>3</b> and <b>4</b>, indicating that these species represent an unusual type of arrested C–H activation intermediate. While Pd complex <b>3</b> is thermally stable, Pt complex <b>4</b> undergoes C–H activation to afford the corresponding NHC-Pt<sup>II</sup>-hydride species <b>[5]­Cl</b> upon heating. Additionally, both complexes <b>3</b> and <b>4</b> undergo rapid C–H activation upon abstraction of the metal-bound halide to form <b>6</b> and <b>[5]­PF</b><sub><b>6</b></sub>, respectively. The nature of the bonding in the unusual N-heterocyclic alkyl species is investigated computationally
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