Emerging transport technologies and the modal efficiency framework: A case for mobility as a service (MaaS)

The land passenger transport sector lies on the cusp of a major transformation, guided by collaborative consumption, next generation vehicles, demographic change and digital technologies. Whilst there is widespread enthusiasm across the community for this nexus of disruptors, the wholescale implications on road capacity, traffic congestion, land use and the urban form remains unclear, and by extension, whether this emerging transport paradigm will bring a net benefit to the transport system and our communities. Some issues include the proliferation of point-to-point transportation, a continuation of universal vehicle ownership, and the demise of fixed route public transport—all envisaged by various industry leaders in technology and transportation. In this paper, we develop the modal efficiency framework, with axes representing spatial and temporal efficiency to illustrate why some of these developments may be geometrically incompatible with dense urban environments. We then investigate three potential scenarios likely to emerge and explain why they may be problematic with reference to this framework. Mobility as a service (MaaS) based on shared mobility and modal integration is then introduced as a sustainable alternative which accounts for the realities of spatial and temporal efficiency. Various models for implementing MaaS are evaluated including the distinction between commercially-motivated models (presently well advanced in research and development), and systems which incorporate an institutional overlay. The latter, government-led MaaS, is recommended for implementation given the opportunity for incorporating road pricing as an input into package price, defined by time of day, geography and modal efficiency. In amidst the hype of this emerging transport paradigm, a critical assessment of the realm of possibilities can better inform government policy and ensure that digital disruption occurs to our advantage

Mode-agnostic mobility contracts: identifying broker/aggregator models for delivering mobility as a service (MaaS)

Mobility as a service (MaaS) promises a bold new future where bundled public transport and shared mobility options will provide consumers with seamless mobility on par with and exceeding that of private vehicle ownership. Whilst there is a growing body of work examining the market and end user demand for MaaS, there remains a limited understanding of the supply-side around new business models for delivering these integrated mobility services. Mobility broker/aggregator models have been proposed, but to date there exists no quantitative evidence to empirically test the conditions around which interested businesses might invest or supply in this new entrepreneurial model. In this paper, we propose the idea of mode-agnostic mobility contracts as the interface for bringing together specialised businesses as part of the new MaaS ecosystem. We identify the relevant attributes and attribute levels defining these contracts through an extensive interview and participatory research program with key stakeholders including MaaS operators, conventional transport operators, public transport authorities and consultancies, with a focus in the Nordic countries where such schemes are presently well advanced. These mobility contracts were then incorporated as part of a stated choice survey, and we document the face-to-face pilot used to finesse the survey instrument prior to the main survey. A preliminary mixed logit choice model based on collected data (n=202) is presented to showcase the potential of our stated preference survey to reveal what the market is willing to deliver in terms of MaaS and how the future service delivery ecosystem might look

Emerging transport technologies and the modal efficiency framework: A case for mobility as a service (MaaS)

The land passenger transport sector lies on the cusp of a major transformation, guided by collaborative consumption, next generation vehicles, demographic change and digital technologies. Whilst there is widespread enthusiasm across the community for this nexus of disruptors, the wholescale implications on road capacity, traffic congestion, land use and the urban form remains unclear, and by extension, whether this emerging transport paradigm will bring a net benefit to the transport system and our communities. Some issues include the proliferation of point-to-point transportation, a continuation of universal vehicle ownership, and the demise of fixed route public transport—all envisaged by various industry leaders in technology and transportation. In this paper, we develop the modal efficiency framework, with axes representing spatial and temporal efficiency to illustrate why some of these developments may be geometrically incompatible with dense urban environments. We then investigate three potential scenarios likely to emerge and explain why they may be problematic with reference to this framework. Mobility as a service (MaaS) based on shared mobility and modal integration is then introduced as a sustainable alternative which accounts for the realities of spatial and temporal efficiency. Various models for implementing MaaS are evaluated including the distinction between commercially-motivated models (presently well advanced in research and development), and systems which incorporate an institutional overlay. The latter, government-led MaaS, is recommended for implementation given the opportunity for incorporating road pricing as an input into package price, defined by time of day, geography and modal efficiency. In amidst the hype of this emerging transport paradigm, a critical assessment of the realm of possibilities can better inform government policy and ensure that digital disruption occurs to our advantage.Institute of Transport and Logistics Studies. Faculty of Economics and Business. The University of Sydne

The doxa of Christ and his followers in the fourth Gospel : an inquiry into the meaning and background of doxa in John 17:22

Although an abundance of literature is available regarding the glory of Christ in the Fourth Gospel, relatively little has been written on the glory of Christ’s followers in this Gospel. John 17.21-23 is frequently cited to promote various causes with the assumption that this text refers to church unity, but the theme of the glory that Christ has given to his people to enable their unity has scarcely been noted, and there are many diverse understandings of the nature of the oneness for which the Johannine Jesus prayed. What is the glory that Christ has given to believers? Diverse theories have been proposed, but no clear, convincing answers have been offered by contemporary interpreters. In this thesis, answers to the questions regarding the nature of the δόξα in 17.22-23 are found primarily in Chapter 17 and in the Farewell Discourse(s), but contributions are garnered from relevant passages in other sections of the Gospel as well. This is also true of the question regarding the nature of oneness in 17.22-23. The following questions are addressed: (1) Who are the people to whom Jesus has given δόξα in John 17.20-23? (2) What is the δόξα that Jesus has given to his followers? (3) What is meant by oneness of the believers in vv. 20-23? A survey of the lexicographical background of δόξα is focused on the use of δόξα in the LXX, since NT usage usually follows that of the LXX. The meaning of do,xa in the LXX, however, is partly dependent on its meaning in nonbiblical Greek and partly on the meanings of the Hebrew words that δόξα renders in the LXX. A consideration of the meanings of δόξα in the Greek OT is supplemented by an inquiry into the δόξα of the Messiah and of God's People in the LXX. Δόξα in the Apocrypha, glory in the OT Pseudepigrapha, and memra, yeqara, and shekinah in the Targums are discussed in the sections that follow, since the intertestamental writings form an important bridge between the OT and the NT. The survey of the lexicographical background of δόξα concludes with a discussion of the meanings of δόξα in the NT. Proceeding with the supposition that answers to the questions regarding the nature of the gift of δόξα and of oneness in 17.22-23 are found primarily in Chapter 17 and in the Farewell Discourse(s), the study of Chapter 17 begins first in 17.22-23 and its paragraph (vv. 20-23), and radiates out from there into the rest of Chapter 17 and the Farewell Discourse(s). Relevant passages in other sections of the Fourth Gospel are examined as well. This study does not attempt to discuss every text in the Fourth Gospel that speaks of δόξα or δόξαζω, but those that are most closely associated with the passage under consideration are studied and discussed.Thesis (PhD (New Testament Studies))--University of Pretoria, 2008.New Testament Studiesunrestricte

Tracing the Evolution of Water Quality in Waller Creek on the UT-Austin Campus

This study analyzes the discrete anthropogenic inputs (ie. pipe discharge) to Waller Creek and provides evidence that swimming pool discharge is a major source of creek water constituents.Waller Creek Working Grou

Understanding MaaS: Past, Present and Future

Daily references to the changing landscape in the provision of passenger transport services is made in the transport literature, including grey material. Mobility as a Service (MaaS) is the acronym which appears to have caught the imagination of technology providers with promises of a new era of passenger transport whereby assets need not be owned and services can be bought at the point of need. It is the technological developments which have spearheaded the new understanding of MaaS.MaaS has evolved into a concept that integrates public and private transport services to provide one- stop access through a common interface. MaaS is at the centre of the popular view on future collaborative and connected mobility. For transport policy, MaaS is seen as a way to reduce car traffic, and its negative externalities, by enabling citizens to satisfy their mobility needs without having to own assets such as automobiles, either conventional or (in the future) self-driving. MaaS also opens new choices for non-car owning citizens who previously had limited transport options, making some of them socially excluded. Whilst definitions vary, the concept of MaaS has several dimensions: in the form of a smart app and in real-time, it provides mobility services using multimodal options, through a sophisticated journey planner that provides the user with multiple customised options and offers the opportunity for payment either at the point of use or with a pre-purchased mobility bundle. This single platform is envisaged to eventually be transferable around the world from city to city and region to region and also to remain pervasive to the user by working and monitoring the journey in real-time and providing options for recovery in the case of disruption, and with an aspiration to support public equity objectives.MaaS has also received considerable attention in recent years from decision-makers (for instance, the Finnish government has implemented new transport regulations intended to facilitate MaaS developments) and practitioners (examples of MaaS start-ups include MaaS Global in Finland, EC2B in Sweden and Moovel in Germany) as well as researchers (e.g., Hensher and Mulley (2019) Hensher, 2017; Jittrapirom, 2017; Sochor et al., 2016; Wong et al., 2019; Mulley, 2017). Still, the knowledge of MaaS is nascent, trials for the most part have not been thoroughly evaluated and the evidence for the mobility and societal benefits of MaaS have yet to be confirmed.The paper is structured as follows. The next section provides the literature context that underpins the part of the title of this paper relating to the ‘Past’. This is followed by a section detailing the present in terms of a current MaaS trial in Sydney, New South Wales, designed to provide another ‘data point’ in our current understanding of MaaS. The penultimate section looks to the future and the challenges ahead by identifying some key questions critical to the development of MaaS. The final section concludes

Delivering mobility as a service (MaaS) through a broker/aggregator business model

Mobility as a service (MaaS) promises a bold new future where bundled public transport and shared mobility options (carsharing, ridesharing, bikesharing and microtransit) will provide consumers with seamless mobility on par with and exceeding that of private vehicle ownership. Whilst there is a growing body of work examining the market and end user demand for MaaS, there remains a limited understanding of the supply-side around new business models for delivering these integrated mobility services. Mobility broker/aggregator models have been proposed, but to date there exists no quantitative evidence to empirically test the conditions around which interested businesses might invest or supply in this new entrepreneurial model. In this paper, the idea of mode-agnostic mobility contracts (first proposed in Wong et al. (2018)) are tested as the interface for bringing together specialised businesses as part of a future transport ecosystem. Data is collected from 202 organisations across 28 countries and mixed logit models estimated to identify the importance of contract attributes like modal mix, government support, return on investment, branding and equity contribution on respondent interest to partake in a MaaS business. Willingness-to-pay estimates are then devised to identify the potential value proposition of a mobility broker/aggregator to the business community

Phenotypic analysis of images of zebrafish treated with Alzheimer's γ-secretase inhibitors

<p>Abstract</p> <p>Background</p> <p>Several γ-secretase inhibitors (GSI) are in clinical trials for the treatment of Alzheimer's disease (AD). This enzyme mediates the proteolytic cleavage of amyloid precursor protein (APP) to generate amyloid β protein, Aβ, the pathogenic protein in AD. The γ-secretase also cleaves Notch to generate Notch Intracellular domain (NICD), the signaling molecule that is implicated in tumorigenesis.</p> <p>Results</p> <p>We have developed a method to examine live zebrafish that were each treated with γ-secretase inhibitors (GSI), DAPT {N- [N-(3,5-Difluorophenacetyl-L-alanyl)]-S-phenylglycine <it>t</it>-Butyl Ester}, Gleevec, or fragments of Gleevec. These compounds were first tested in a cell-based assay and the effective concentrations of these compounds that blocked Aβ generation were quantitated. The mortality of zebrafish, as a result of exposure to different doses of compound, was assessed, and any apoptotic processes were examined by TUNEL staining. We then used conventional and automatic microscopes to acquire images of zebrafish and applied algorithms to automate image composition and processing. Zebrafish were treated in 96- or 384-well plates, and the phenotypes were analyzed at 2, 3 and 5 days post fertilization (dpf). We identified that AD95, a fragment of Gleevec, effectively blocks Aβ production and causes specific phenotypes that were different from those treated with DAPT. Finally, we validated the specificity of two Notch phenotypes (pigmentation and the curvature of tail/trunk) induced by DAPT in a dose-dependent manner. These phenotypes were examined in embryos treated with GSIs or AD95 at increasing concentrations. The expression levels of Notch target gene <it>her6 </it>were also measured by <it>in situ </it>hybridization and the co-relationship between the levels of Notch inhibition by DAPT and AD95 and the severity of phenotypes were determined.</p> <p>Conclusion</p> <p>The results reported here of the effects on zebrafish suggest that this newly developed method may be used to screen novel GSIs and other leads for a variety of therapeutic indications.</p

A statistical gap-filling method to interpolate global monthly surface ocean carbon dioxide data

We have developed a statistical gap-filling method adapted to the specific coverage and prop-erties of observed fugacity of surface ocean CO2(fCO2). We have used this method to interpolate the Sur-face Ocean CO2Atlas (SOCAT) v2 database on a 2.5832.58 global grid (south of 708N) for 1985–2011 atmonthly resolution. The method combines a spatial interpolation based on a ‘‘radius of influence’’ to deter-mine nearby similar fCO2values with temporal harmonic and cubic spline curve-fitting, and also fits long-term trends and seasonal cycles. Interannual variability is established using deviations of observations fromthe fitted trends and seasonal cycles. An uncertainty is computed for all interpolated values based on thespatial and temporal range of the interpolation. Tests of the method using model data show that it performsas well as or better than previous regional interpolation methods, but in addition it provides a near-globaland interannual coverage

The Molecular and Spatial Epidemiology of Typhoid Fever in Rural Cambodia.

Typhoid fever, caused by the bacterium Salmonella Typhi, is an endemic cause of febrile disease in Cambodia. The aim of this study was to better understand the epidemiology of pediatric typhoid fever in Cambodia. We accessed routine blood culture data from Angkor Hospital for Children (AHC) in Siem Reap province between 2007 and 2014, and performed whole genome sequencing (WGS) on the isolated bacteria to characterize the S. Typhi population. The resulting phylogenetic information was combined with conventional epidemiological approaches to investigate the spatiotemporal distribution of S. Typhi and population-level risk factors for reported disease. During the study period, there were 262 cases of typhoid within a 100 km radius of AHC, with a median patient age of 8.2 years (IQR: 5.1-11.5 years). The majority of infections occurred during the rainy season, and commune incidences as high as 11.36/1,000 in children aged <15 years were observed over the study period. A population-based risk factor analysis found that access to water within households and increasing distance from Tonle Sap Lake were protective. Spatial mapping and WGS provided additional resolution for these findings, and confirmed that proximity to the lake was associated with discrete spatiotemporal disease clusters. We confirmed the dominance of MDR H58 S. Typhi in this population, and found substantial evidence of diversification (at least seven sublineages) within this single lineage. We conclude that there is a substantial burden of pediatric typhoid fever in rural communes in Cambodia. Our data provide a platform for additional population-based typhoid fever studies in this location, and suggest that this would be a suitable setting in which to introduce a school-based vaccination programme with Vi conjugate vaccines