Beyond First/Last Mile Active Transportation - BikeShare@UH

Bike sharing is a new green transportation solution that has been developed and adopted at various cities around the world. In this paper, we present the process and results of the design and prototypes that a group of undergraduate students developed for a BikeShare@UH program during Summer 2017. After presenting the detailed results of four project teams focusing on customer discovery, bike share station (BSS) location identification, cloud-based mobile computing platform for user engagement and bike share program operation and management, smart lock, and alternative energy source based on PV panel. With the phase one implementation at the University planned in Spring 2018, we anticipate gathering real time data and feedback to improve the system.Cockrell School of Engineerin

Using Bicycles for the First and Last Mile of a Commute

Bicycle ridership as a partial or total workday method of commute is increasing in popularity. With that increase in cyclists comes challenges for transportation agencies: how can the needs of cyclists fit seamlessly with the needs of non-cyclists, especially those utilizing light rail and commuter rail such as Caltrain On June 3, 2009, MTI, the Commonwealth Club of California and the United States Department of Transportation sponsored Using Bicycles for the First and Last Mile of a Commute in San Jose Co-sponsors of the event included Caltrain, Bay Area Metropolitan Transportation Commission (MTC), Silicon Valley Bicycle Coalition, Silicon Valley Leadership Group, and Valley Transit Authority (VTA). Introducing keynote speaker Carl Guardino was MTI\u27s Executive Director Rod Diridon, Sr. A panel discussion, moderated by newspaper columnist Gary Richards included Dr. Kevin Krizek from the University of Boulder, MTC\u27s Sean Co; Federal Transit Administration representative Alex Smith, San Francisco Bicycle Coalition founder Shirley Johnson, Silicon Valley Bicycling Coalition Executive Director Corinne Winter, City of San Jos? Bicycle and Pedestrian Program Coordinator John Brazil, and Caltrain Special Assistant to the CEO Mark Simon

Factors Determining Transit Access by Car Owners: Implications for Intermodal Passenger Transportation Planning

Although walking is the dominant mode of transportation to transit facilities, there are strong variations by socio-demographics, geography, mode of public transit used and other factors. There is particularly a need to understand ways in which car owners who choose to use public transportation can be encouraged to carpool, walk or bicycle in the “first mile” and “last mile” of the transit trip, instead of driving. These considerations have implications for addressing cold start trips resulting from short drives to transit facilities, active transportation strategies that may benefit transit users who currently drive, and in deriving solutions for shared transportation such as bicycle-sharing and car-sharing programs. Using data collected in the Chicago Metropolitan Area, we investigate how the mode choice for the access trip to transit stations is related to costs, personal and household variables, trip characteristics, and neighborhood factors including crash frequencies, crime prevalence, neighborhood racial characteristics, population density, roadway density etc. for persons in car owning households. The results suggest that while much of the choice depends on personal and trip related variables, some neighborhood level factors as well as the provision of parking at transit stations have important relationships to mode choice that can influence built environment factors such as density and policy areas such as the provision and operation of transit parking facilities

CAFE Increases: Missing the Elephant in the Living Room

In a Joint Center paper, Kleit and Lutter identify externalities of about $0.08 per mile for driving light duty vehicles. Rather than recognize the huge externalities from current driving, they focus on a tiny increment that would come from increasing CAFE standards. A first best policy would tax congestion, pollution emissions and gasoline, and increase safety. If that policy is not politically feasible, a second best policy would increase gasoline taxes$1.75 per gallon. Contrary to Kleit and Lutter, we find sound economic reasons for CAFE.

Enveloping algebras of Malcev algebras

We first discuss the construction by Perez-Izquierdo and Shestakov of universal nonassociative enveloping algebras of Malcev algebras. We then describe recent results on explicit structure constants for the universal enveloping algebras (both nonassociative and alternative) of the 4-dimensional solvable Malcev algebra and the 5-dimensional nilpotent Malcev algebra. We include a proof (due to Shestakov) that the universal alternative enveloping algebra of the real 7-dimensional simple Malcev algebra is isomorphic to the 8-dimensional division algebra of real octonions. We conclude with some brief remarks on tangent algebras of analytic Bol loops and monoassociative loops. This is a revised and expanded version of the survey talk given by the first author at the Second Mile High Conference on Nonassociative Mathematics at the University of Denver (Denver, Colorado, USA, June 22 to 26, 2009).Comment: 15 page

Emerging Communication Technologies (ECT) Phase 4 Report

The Emerging Communication Technology (ECT) project investigated three First Mile communication technologies in support of NASA s Crew Exploration Vehicle (CEV), Advanced Range Technology Working Group (ARTWG), and the Advanced Spaceport Technology Working Group (ASTWG). These First Mile technologies have the purpose of interconnecting mobile users with existing Range Communication infrastructures on a 24/7 basis. ECT is a continuation of the Range Information System Management (RISM) task started in 2002. This is the fourth year of the project

The Net Neutrality Debate: Twenty Five Years after United States v. AT&T and 120 Years after the Act to Regulate Commerce

Apparent ignorance of more than a century of economic history now threatens the competitive constitution of the Internet under the guise of "net neutrality." Net neutrality is a slogan that stands for the proposition that the Internet and physical means of access to it should be available to all on uniform, non-discriminatory terms. Proponents of net neutrality fear, first, that access to bottlenecks, such as the "last mile" to the home, will be monopolized and second, that the successful monopolist will seek to favor its own vertical services by excluding or disfavoring others. Net neutrality is their answer to these threats. But the architects of the concept of net neutrality have simply resurrected the traditional na

Autonomous personal vehicle for the first- and last-mile transportation services

This paper describes an autonomous vehicle testbed that aims at providing the first- and last- mile transportation services. The vehicle mainly operates in a crowded urban environment whose features can be extracted a priori. To ensure that the system is economically feasible, we take a minimalistic approach and exploit prior knowledge of the environment and the availability of the existing infrastructure such as cellular networks and traffic cameras. We present three main components of the system: pedestrian detection, localization (even in the presence of tall buildings) and navigation. The performance of each component is evaluated. Finally, we describe the role of the existing infrastructural sensors and show the improved performance of the system when they are utilized

Swimming three ice miles within fifteen hours

Ice Mile swimming (1608 m in water of below 5 °Celsius) is becoming increasingly popular. This case study aimed to identify body core temperature and selected haematological and biochemical parameters before and after repeated Ice Miles. An experienced ice swimmer completed three consecutive Ice Miles within 15 h. Swim times, body core temperatures, and selected urinary and haematological parameters were recorded. Body core temperature reached its maximum between 5, 8 and 15 min after immersion (37.7°C, 38.1°C, and 38.0°C, respectively). The swimmer suffered hypothermia during the first Ice Mile (35.4°C) and body core temperature dropped furthermore to 34.5°C during recovery after the first Ice Mile. He developed a metabolic acidosis in both the first and the last Ice Mile (pH 7.31 and pH 7.34, respectively). We observed hyperkalaemia ([K⁺] > 5.5 mM) after the second Ice Mile (6.9 mM). This was followed by a drop in [K⁺] to3.7 mM after the third Ice Mile. Anticipatory thermogenesis (i.e. an initial increase of body core temperature after immersion in ice cold water) seems to be a physiological response in a trained athlete. The results suggest that swimming in ice-cold water leads to a metabolic acidosis, which the swimmer compensates with hyperventilation (i.e. leading to respiratory alkalosis). The shift of serum [K⁺] could increase the risk of a cardiac arrhythmia. Further studies addressing the physiology and potential risks of Ice Mile swimming are required to substantiate this finding