Questions related to Transportation Management
I'm currently writing my master’s thesis at the Politecnico di Milano in collaboration with the Gruppo Ferrovie dello Stato Italiane, which evaluates the design and implementation of MaaS (Mobility as a Service). To design a customer-centric mobility, I created a survey to understand the needs and problems of the users and identify their preferences.
The questionnaire takes only a few minutes of your time. By filling it out and sharing it with friends/acquaintances of your network you will give me a great help and you will contribute shaping the future of mobility!
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For instance, in urban transportation there are several participants, e.g., mobility service providers, infrastructure and traffic management centres, passengers, local-, and state governance etc. Each participant collect/generate- and store data. The level of integration would be higher if either
- the participants share their data with each other (which would be quite idealistic), or
- there are a data platform, to where participants transfer their data (this can be a data warehouse for example).
High integration would be advantageous, as development projects require data for efficient execution. The main reason of my related research is to enable efficient, standardized and data-based decision support for transportation development projects.
I've thought about interpreting data systems as graphs and calculate the level of integration, based on the number of different connections/relations between the participants, but this may result in a rather decentralised/overcomplicated system, in which, the more connections are, the higher the integration is.
I would aim to
- estimate the optimal number of connections between participants, and
- develop a data warehouse framework, where participants do not need to communicate but they transfer their data to the warehouse, in which the data is stored in a structured manner.
In the next step, maybe compare the two solutions. I know there are several policy/management related barriers of data sharing (specially between the participants), this way, the data warehouse seems like a better idea. Of course, sharing data with the warehouse may assume some central legal actions (e.g., law enforcement of data sharing).
Thank you very much for your answers in advance!
I am planning to study effect on logistics performance/efficiency with provision of private freight terminals and private slidings in Nepal, currently where ICD and ICP are owned by govermnment alone. I couldn't find sufficient papers for review though, and i am looking for help from the community.
IoT/LPWAN User Survey Link: https://lnkd.in/dVdK-ea
Dear Sir/Madam, We are surveying the use of Low-Power Wide-Area Network (LPWAN) technologies (e.g., LoRa, SigFox, NB-IoT) for the Internet of Things (IoT) solutions for Smart Cities and Transportation Systems. If you or your organization has relevant experience/practices in deploying LPWAN technology, we appreciate you can help take this survey on LPWAN applications. The survey is part of a research project sponsored by VDOT. We greatly appreciate if you can complete the survey by August 14, 2020. Thank you very much. ----------------- Thank you for your help in completing the survey!
I would like to ask about the difference between Relative Importance Index and Relative Importance Weight Factors in terms of their uses and formulas.
Thanks in advance.
Different stakeholders of transportation system are often found concerned with different aspects of it. For instance,
- The traveller or commuter thinks about what will be the travel time on a particular route? Whether he/she will be able to reach the destination in time?
- The transportation manager thinks about how the system performed yesterday? which locations are the worst performers?
- The traffic engineer thinks about the locations of congestion hotspots and the peak hours for various routes.
- The planners and researchers think about what will be the travel demand in future and how they can address it.
Based on their concerns, they have different expectations from the "Intelligent Transportation System". I am looking for these expectations from different perspectives especially for developing countries like India.
TIA comes with the legal background. Therefore it has been allowed normalize traffic level for all. But there are significant road segments that cannot allow the legal level.
If there any article journals related this please let me know. I like to make a framework for my study. therefore I need the base that other localities use.
I want to calculate the lateral shifting / lane changing behaviour of vehicle in a traffic stream. I want to know about some methods by which practically this distance can be calculated on road?
This is for our minor project. Time available is a month. We are trying for some alternative way for preparation of DPRs for PMGSY roads as against the traditional way of going for the surveys and then using it as a major basis for DPR preparation. We have with us an already made DPR to compare the results. We also do not expect accurate results, but want to quantify the difference. How can i use DEM or other related things for the same. Please advise on the same. Thank you
North West Corner Method (NWCM) , Least Cost Method (LCM) and Vogel’s Approximation Method (VAM) are the classical methods for solving transportation problems and are well discussed in all the operation research books.
NWCM was introduced by Charnes in 1953, VAM was introduced by Reinfeld and Vogel in1958,
It would be important for me to get information about any case where data from ITS (Traffic control systems, information systems etc.) were used to develop VDF.
Given that the spatial organization of the city is fixed (or worse, increasingly sprawled) what can we do to reduce the VMT needed for commuting? Are there signs that US style patterns will dominate in large cities?
Variations in development of any region are dictates of the available resources and the levels of their development, thus presenting regions as developed, developing, and under-developed regions. The main goal of regional planning as a field of study is to promote regional development.
In France, the maximum length of a freight train is 750 meters, including the locomotive. The French nework is built with marshalling yards and passing sidings allowing this length. In Europe, this length is not the same everywhere: for instance a train going from Paris to Milano must be cut into two trains when it enters in Italy where the length is 550 m. Since 2012, the length of 850 m is allowed for some routes (Paris - Marseilles). Trials have been running successfully with trains of 1500 m.