Search

Automated Driving Systems (ADSs) commend a substantial reduction of human-caused road accidents while simultaneously lowering emissions, mitigating congestion, decreasing energy consumption and increasing overall productivity. However, achieving higher SAE levels of driving automation and complying with ISO26262 C and D Automotive Safety Integrity Levels (ASILs) is a multi-disciplinary challenge that requires insights into safety-critical architectures, multi-modal perception and real-time control. This paper presents an assorted effort carried out in the European H2020 ECSEL project—PRYSTINE. In this paper, we (1) investigate Simplex, 1oo2d and hybrid fail-operational computing architectures, (2) devise a multi-modal perception system with fail-safety mechanisms, (3) present a passenger vehicle-based demonstrator for low-speed autonomy and (4) suggest a trust-based fusion approach validated on a heavy-duty truck.

Fil: Mántaras, Guillermo. Universidad Nacional del Litoral. Facultad de Arquitectura, Diseño y Urbanismo; Argentina. Basado en el estudio y la investigación de diferentes planes de mejora en la movilidad urbana aplicados para mejorar los conflictos con el tránsito en distintas ciudades del mundo se puede inferir que, dentro de todo plan, la reducción vehicular es una de las medidas prioritarias a tomar ya que tener menos automóviles circulando en las calles es atacar al eje del problema. Un instrumento eficaz, utilizado para disminuir el número de vehículos que ingresan a una ciudad, es la aplicación de sistemas de reducción vehicular ubicados en la periferia urbana. Estos sistemas son conocidos como “Park and Ride”, “Estacionamientos disuasorios” o Centros de Transbordo Vehicular (CTV); éstos consisten en instalaciones para estacionamiento localizados en los principales ingresos de las ciudades, generalmente junto a estaciones de bus o metro, donde el usuario deja su vehículo particular estacionado con una tarifa muy económica para luego acceder a otro medio de transporte más eficiente y menos contaminante (bus eléctrico, tren, bicicleta) para culminar su traslado hasta su destino final en el centro urbano. El presente trabajo se propone proyectar un esquema de Plan de Movilidad Urbana Sustentable específico para la Ciudad de Santa Fe, para luego diseñar dentro del mismo un sistema de estaciones CTV adaptado a su infraestructura y red vial. A modo de ejemplo y como cierre se desarrollan dos propuestas arquitectónicas con sistemas constructivos diferentes para el desarrollo de una de las estaciones bajo las premisas del cuidado medioambiental y el uso eficiente del suelo. Based on the study and research of different urban mobility improvement plans applied to improve traffic conflicts in different cities around the world, it can be inferred that, within any plan, vehicle reduction is one of the priority measures to be taken. Since having fewer cars circulating on the streets is aacking the axis of the problem. An effective instrument, used to reduce the number of vehicles entering a city, is the application of vehicle reduction systems located in the urban periphery. These systems are known as "Park and Ride", "Dissuasive Parking" or Centro de Transferencia Vehicular (CTV); these consist of parking facilities located at the main entrances of the cities, generally next to bus or subway stations, where the user leaves his private vehicle parked at a very cheap rate to later access another more efficient and less polluting means of transport. (electric bus, train, bicycle) to complete your transfer to your final destination in the urban center. The present work intends to project a specific Sustainable Urban Mobility Plan scheme for the City of Santa Fe, to later design within it a system of CTV stations adapted to its infrastructure and road network. As an example and as a closing, two architectural proposals are developed with different construction systems for the development of one of the stations under the premises of environmental care and efficient land use. Universidad Nacional del Litoral

Torgen har under en väldigt lång tid i människans historia spelat en viktig funktion i människors liv. Stadens öppna platser har fungerat som en social mötesplats och detta ända sedan antikens dagar. Under mitten av 1800-talet fram till vår tid har torgen dessvärre börjat att alltmer tappa fokus som en social katalysator med liv och rörelse. Torgen blev snarare politiska platser och mer en maktsymbol än en mötesplats. Under 1900-talet uppkom andra motkrafter till torgens existens som en social plats. Mycket av detta berodde på bilen, men även på grund av nya levnadsvillkor och estetiska ideal. Som följd av den moderna stadsutvecklingen har dessutom små butiker flyttat från torget för att bilda större enheter. Men hur kan man transformera ett äldre torg till hur det en gång var eller borde ha varit? Under arbetets gång med detta omgestaltningsförslag av Davidhallstorg har det visat sig att dagens torg till stor del skiljer sig från torgens ursprungliga funktion. Gestaltningen försöker därför lösa problemet med problem som dagens storstadstorg kan ställas inför, såsom alldeles för dominerade av biltrafik och bilens behov och för lite aktiviteter. Förr i tiden ansågs städernas torg vara deras mittpunkter, och de var fulla av liv och rörelse. Arbetet i denna studie har fokuserat på att hitta en mer lämplig design för ett torg i centrala Malmö och därigenom försöka ge det tillbaka mer liv och rörelse som en social mötesplats. Resultatet visar sig att torg är sociala mötesplatser som måste finnas kvar för att skapa sociala mötesplatser utomhus för människor i storstadsmiljö. Därför är det inte lämpligt eller rekommenderat att ”slösa” bort torgyta till stora bilparkeringar. Studien visar att funktionen som torgen har trots allt är viktig än idag att skapa en bakgrund till formella och informella möten mellan människor, en social mötesplats för människor. Bara för vi lever i nya moderna tider betyder det inte att vi ändå inte är beroende av att möta och umgås med andra människor. Torgen utgör en utmärkt plats för detta. Torg behöver uppdateras med sina ändrade invånare, dvs. återupplivas så att de åter fyller en funktion som passar dagens krav och behov. Gestaltningsförslaget visar på vikten av att låta torgen leva upp tills sin rätta funktion och placera bilen i kanten eller under torget. Det går inte att glömma bort att bilen trots allt ännu är en stor del av vår vardag. Gestaltningsförslaget försöker hitta en lösning där både människa och maskin kan ta plats och vistas utan att den andra tar över för mycket, detta är av stor vikt. For a very long time in human history, squares have played an important role in people's lives. The city's open spaces have functioned as a social meeting place since the days of antiquity. During the middle of the 19th century until our time, the squares have unfortunately begun to lose focus more and more as a social catalyst with life and movement. The squares became rather political places and more a symbol of power than a meeting place. During the 20th century, other counterforces arose to the existence of the squares as a social place. Much of this was due to the car, but also due to new living conditions and aesthetic ideals. As a result of modern urban development, small shops have also moved from the square to form larger units. But how can one transform an older square into what it once was or should have been? During the work on this redesign proposal of Davidshallstorg, it has turned out that today's square is largely different from the squares' original function. The design therefore tries to solve the problem with problems that today's metropolitan squares can be faced with, such as being far too dominated by car traffic and the car's needs and too few activities. In the past, the town squares were considered to be their centers, and they were full of life and movement. The work in this study has focused on finding a more suitable design for a square in central Malmö and thereby trying to give it back more life and movement as a social meeting place. The result shows that squares are social meeting places that must remain in order to create social meeting places outdoors for people in a metropolitan environment. Therefore, it is not appropriate or recommended to "waste" square space to large car parks. The study shows that the function that the squares have, after all, is still important today to create a background for formal and informal meetings between people, a social meeting place for people. Just because we live in new modern times does not mean that we are still not dependent on meeting and socializing with other people. The squares are an excellent place for this. Squares need to be updated with their changed inhabitants, ie. revived so that they again fulfill a function that suits today's requirements and needs. The design proposal shows the importance of letting the squares live up to their proper function and placing the car at the edge or under the square. It is not possible to forget that the car is still a big part of our everyday life after all. The design proposal tries to find a solution where both man and machine can take place and stay without the other taking over too much, this is of great importance.

La delincuencia juvenil es una de las problemáticas que más aqueja los diferentes territorios del país, siendo el departamento del Atlántico uno de los más afectados. La gobernación de este departamento informó que existen alrededor de 2.000 jóvenes que delinquen activamente en los municipios que lo componen. También afirman que este fenómeno puede estar relacionado con la falta de oportunidades educativas, laborales y recreativas. Por tal motivo, se plantea la construcción de un centro deportivo y cultural en el municipio de Baranoa, el cual llevará por nombre Manuel Patrocinio Algarín. Dicho centro estará enfocado en brindar espacios de interacción en los que se puedan realizar actividades que posibiliten el descubrimiento y la explotación de habilidades en los jóvenes. El proyecto contará con un área de 3,25 ha, que incluyen un edificio principal, conformado por salones de arte, música y baile, una biblioteca, una sala de exposiciones, entre otros. El lote también incluirá un auditorio, un centro de acopio, una PTAR, parqueaderos, una vía interna con andenes y ciclorruta, y un edificio secundario, en el que se encontrará la enfermería. Además, el predio contará con un patinódromo, un parque, dos biogym, zonas verdes, una cancha de softbol, dos de tenis, una múltiple y zonas sociales. Con el fin de caracterizar la zona del proyecto, se realizaron estudios preliminares de topografía, estudios de suelos, hidrología e hidráulica. Posteriormente, se realizaron los diseños correspondientes a la vía, la estructura, redes internas y pluviales. Asimismo, se llevó a cabo un plan de manejo ambiental, la elaboración del presupuesto y la estructuración del proceso de licitación. En síntesis, en la planeación de este proyecto se aplicaron conceptos de las diferentes áreas ingenieriles de manera integral, las cuales fueron aprendidas a lo largo de la carrera y permitieron evidenciar la dependencia entre los aspectos que conforman un proyecto de ingeniería. Juvenile delinquency is one of the problems that most afflicts the different territories of the country, being the department of Atlántico one of the most afflicted. This department’s governorate informed that there are about 2000 youths that actively offend in the municipalities that compose it. They also affirm that this phenomenon might be related to the lack of educational, work and recreational opportunities. For this reason, the construction of a sports and cultural center in the municipality of Baranoa is proposed, which will be named Manuel Patrocinio Algarin. Said center will be focused on offering spaces for interaction in which activities that enable the discovery and exploitation of the youths skills can be carried out. The project will have an area of 3,25 ha, that includes a main building, formed by art, music and dance rooms, a library, a showroom, among other things. The plot will also include an auditorium, a collection center, a wastewater treatment plant, parking lots, an internal route with sidewalks and a bike path, and a secondary building, in which the infirmary will be located. In addition, the property will have a skating rink, a park, two biogym, green zones, a softball court, two tennis courts, a multiple court and social zones. In order to characterize the project´s area preliminary topography studies, soil, hydrology and hydraulics studies were carried out. Subsequently, the designs corresponding to the road, the structure, internal and rainwater networks were made. Likewise, an environmental management plan, the preparation of the budget and the structuring of the bidding process were carried out. To summarize, in the planning of this project, concepts from different engineering areas were applied comprehensively, which were learned throughout the career and allowed to show the dependence between the aspects that conform an engineering project.

Public spaces of car and of man are not separate. Despite the dimensions that form them are often unique, the qualities they possess are often shared - being spatially generous, functionally versatile and highly intertwined with urban fabric. Car parks, specifically, are curious places in a city. They serve the vast infrastructure of a larger whole while vehicles are, in the course of a daily cycle, shuffled in and out. Whether being above or below ground, the resulting spaces is that of a compressed machine, meant to utilize most out of its given footprint. Despite the required efficiency of spatial use, they still hold the car as its main subject, resulting in an architecture driven by a larger-than-human scale that equals that of plazas and avenues. It is this special quality of public-ness that a car park possesses, that I wanted to study. Within such a structure, generous voids in an endless flux between vacancy and occupancy leaves room for more - a public, even half-private, performance. I propose an above-ground multi-story car park where space of man and machine is partnered.

The paper presents the results of a study on parking standards conducted among the experts involved in developing municipal spatial plans, along with an overview of parking standards in more than 50 municipalities in Slovenia. The study shows that, although parking problems pose a considerable challenge in towns and cities, the experts’ awareness of how to use parking standards to meet these challenges, is still not sufficiently developed.

A rapidly growing number of vehicles in recent years cause long traffic jams and difficulty in the management of traffic in cities. One of the most significant reasons for increased traffic jams on the road is random parking in unauthorized and non-permitted places. In addition, managing of available parking places cannot achieve the expected reduction in traffic congestion related problems due to mismanagement, lack of real-time parking guidance to the drivers, and general ignorance. As the number of roads, highways and related resources has not increased significantly, a rising need for a smart, dynamic and effective parking solution is observed. Accordingly, with the use of multiple sensors, appropriate communication network and advanced processing capabilities of edge and cloud computing, a smart parking system can help manage parking effectively and make it easier for the vehicle owners. In this paper, we propose a multi-layer architecture for smart parking system consisting of multi-parametric parking slot sensor nodes, latest long-range low-power wireless communication technology and Edge-Cloud computation. The proposed system enables dynamic management of parking for large areas while providing useful information to the drivers about available parking locations and related services through near real-time monitoring of vehicles. Furthermore, we propose a dynamic pricing algorithm to yield maximum possible revenue for the parking authority and optimum parking slot availability for the drivers.

In this article we analyse the socio-spatial contexts and consequences of the practice of car parking in housing estates. Fredrik Barth’s idea of socially constructed boundaries and the theory of social practice form the theoretical basis of our analysis. The empirical material comes from research conducted in 2016 and 2017 in three Polish cities. We analyse the practice of parking in terms of the specific aspect of mobility that is ‘mooring’. The research shows that parking practices influence the structuring of territorial communities in housing estates on two levels: everyday activities, norms and rules, as well as social differences and boundaries in the space occupied by the housing estate.

The paper analyses multicriteria decision making methods as tool that enable both public and private developers and designers to determine the most appropriate alternative(s) in cases where there is uncertainty and economic, social, sustainable and functional criteria in conflict. For this, the paper analyses how the successive application of these methods may help to determine the best solution in parking infrastructure projects and to minimize the subjectivity of the decision makers. The significant criteria in the decision process, and the possible alternatives in terms of locations and typology are analyzed. For the analysis to be complete, all the stakeholders involved in the project must be included, including users because its importance. The proposed methodology covers all this features and includes user perception (user’s utility value) expressed in economic terms, criterion had not been incluided in previous research regarding the selection of alternatives for parking projects., El artículo analiza los métodos de decisión multicriterio como herramienta que permite a promotores, públicos o privados, y proyectistas determinar la(s) alternativa(s) más adecuadas en condiciones de incertidumbre y con criterios económicos, sociales, de sostenibilidad y funcionales en conflicto. La aplicación de estos métodos de manera secuencial puede ayudar a determinar la mejor solución y a minimizar la subjetividad del decisor. Se analizan los criterios determinantes en el proceso de decisión y diferentes ubicaciones y tipologías como alternativas. Para que el análisis sea completo, se deben incluir todas las partes interesadas participantes en el proyecto, incluyendo, por su importancia, a los usuarios. La metodología propuesta reúne estas características e incluye como criterio, la percepción del usuario (el valor de utilidad para el usuario), expresado en términos económicos, no incluido en investigaciones previas de selección de alternativas en aparcamientos.

В данной статье автором рассматриваются особенности формирования фасада здания автостоянки в структуре жилого комплекса. Объектом исследования является здание наземной автостоянки. Приводится перечень основных инновационных направлений в решении фасада паркинга в области архитектуры, градостроительства, конструкций и технологии, энергоэффективности, экологии, пожарной безопасности. Даётся краткая характеристика каждого из них. Также оцениваются перспективы применения фасадных решений, в случаи системного использования при проектирование жилых кварталов. Принципы и приёмы решения наружных стен автостоянки, рассматриваются автором с точки зрения получения новых архитектурных и градостроительных качеств жилого комплекса., The author examines the features of the building face of the parking area in the composition of the residential complex. The object of the study is the building of a surface parking. The list of the basic innovative directions in the solution of the parking face in the field of architecture, town-planning, designs and technology, energy efficiency, ecology, fire safety is given. A short characteristic of each of them is given as well. The prospects of using facade solutions are also evaluated, in case of systemic use in the design of residential quarters. The principles and techniques for exterior walls of the parking area are considered by the author from the point of view of obtaining new architectural and town-planning qualities of the residential complex.

Projekto tikslas yra suprojektuoti daugiabučių gyvenamųjų pastatų kompleksą, įvertinus sklypo gamtos sąlygas, esamą užstatymą, sklypo ir jo aplinkos kraštovaizdžio vizualines savybes, gamtos ir kultūros paveldo vertybes. Reikia atsižvelgti į tolimesnę plėtrą. Projektuojamas statinys turi būti modernus, originalus, estetiškas, atitinkantis šiuolaikinius ergonominius, kultūrinius, higieninius, kraštovaizdinius bei ekonominius reikalavimus. Darbo rezultatai: Atlikta sklypo analizė. Vietoj sklype esančio nebaigto statyti griaunamo pastato, kuris gadina rajono vaizdą, suprojektuotas naujas modernus gyvenamųjų pastatų kompleksas su parkingu, pasinaudojant šio pastato pamatais. Suprojektuotas kompleksas susideda iš trijų daugiabučių, kurie gali veikti nepriklausomai., The aim is to develop a multi-residental building complex, considering the sites current natural conditions, existing structures, the contextual landscape visual attributes, natural and cultural heritage values. Also considering further evolution. The designed structure must be modern, original, easthetic. It has to go well with moden norms of ergonomics, culture, landscape and economical parameters. Results: Completed a plot analysis of the site. In place of the currently standing, unfinished building, which ruins the view of the area, a new multi-residental building complex with parking is designed, which uses the foundation of the old building. The designed complex consists three multi-residental buildings, which could work indepentantly.

Diese Arbeit besch��ftigt sich mit der Neugestaltung des Talareals im Skigebiet Hochficht. Durch die Lage im ��sterreichischen Teil des B��hmerwaldes, an der Grenze zu Tschechien und Deutschland, steht die Thematik des Bauens in der Naturlandschaft im Vordergrund. Es wird ein Konzept vorgeschlagen, in dem der Neubau und die Landschaft gleichwertig behandelt werden. Der Entwurf wird in die vorhandene Situation eingebettet und schafft eine Weiterf��hrung der nat��rlichen Topgrafie. Die Dynamik des Skisports und die unterschiedlichen Bewegungsformen des Besuchers werden in die Formfindung aufgenommen. Es wird nach r��umlichen Parallelen des bestehenden Terrain und den Funktionsabl��ufen gesucht und diese auf symbiotische Weise verbunden. Durch eine Zentrierung der Funktionen werden bisherige versiegelte Fl��chen frei und k��nnen der Natur zur��ckgegeben werden. F��r den Besucher entsteht ein wiederhergestelltes Landschaftsbild. Die notwendige Infrastruktur wird Teil des Berges und somit selbst zu einem r��umlichen Erlebnis f��r den Benutzer., This paper is focused on the redesign of the valley centre at the bottom of the skiing resort Hochficht. Due to the site's location in B��hmerwald, being the wooded hill range around the border triangle between Germany, Austria and the Czech Republic, the theme of building in a natural environment is paramount. The concept suggested here treats the newly constructed buildings and the landscape as equal. The conception is integrated embedded into the current situation and constitutes a continuation of the natural topography. The dynamic of alpine skiing and a visitor's different ways of movement are integrated into the development of forms. Spatial parallels between the existent terrain and the functional sequences are detected and then symbiotically combined. As a result of the centring of functions currently sealed areas become available and can be renaturated. For the visitor a restored appearance of the landscape is created. The necessary infrastructure becomes part of the mountain and thus turns into a spatial experience itself for each respective user.

This dissertation examines how the city of Boston accommodated automobiles in their first decades of use, from about 1899 to 1930. The technological advances related to automobiles and their rapid rise in popularity among consumers did not immediately lead to the creation of a city for automobiles, especially in the downtown area and elsewhere in the central business district. Rather, the center city was only remade for automobilists after a protracted period of conflict. This interim period – one that saw a city built largely for pedestrians transformed into one built largely for motorists – was marked by several trends. The earliest accommodation was discrete, with automobilists adaptively reusing the existing public and private landscape. This dissertation discusses that reuse, especially the transformed customs that guided everyday use of the street and the transformation of urban stables into experimental and highly flammable garages. It offers a geography of the automobile landscape that emerged to sell, service and store motor cars, discussing the formation of Boston’s two “automobile rows” and the distribution and changing designs of garages and showrooms. It presents an architectural history of important but overlooked buildings, such as a livery stable designed by Peabody & Stearns, the Massachusetts Automobile Club (first built in 1902), and the Motor Mart (first built in 1905). This dissertation also accounts for the role of planners and other city officials as they worked to undo Boston’s fossilized landscape in a series of aggressive campaigns to widen existing roads and to create new boulevards for suburban commuters, beginning around 1917. Though these campaigns consistently failed in their promises to alleviate automobile congestion, Boston’s planners undertook increasingly drastic measures to chase this goal, with great repercussions for traditional urban form. Though Boston is offered as an arena in which to conduct a vivid reconstruction of early automobile use in a dense urban center, this project is not exclusively about a particular large city. Rather, it is about the impact of a technological paradigm shift on the built landscape and ordinary urban practices. Broadly, this dissertation provides insight into the transformative process of a now-familiar revolution, interrogating our assumptions about the development of the automobile-centric twentieth-century century city.

This paper investigates the economics of curbside parking time limits. It argues that curbside parking time limits provide a way to subsidize short-term parking without generating cruising for parking. The paper develops the argument in the context of the integrated model of downtown parking and traffic congestion presented in Arnott and Rowse (2009), extended to incorporate heterogeneity in value of time and parking duration.

This article reviews empirical studies of how employer-paid parking affects employees’ travel choices. A strong effect is found: parking subsidies greatly increase solo driving. When employers reduce or remove parking subsidies, a significant number of solo drivers shift to earpools and/or transit. This conclusion is based on studies of parking subsidies in a variety of circumstances, including central city and suburban areas, private and public employers, and clerical and professional employees. Three measures are developed to compare changes in commute patterns: changes in the share of solo drivers, changes in the number of autos driven to work per 100 employees, and the parking price elasticity of demand for solo driving. The studies reviewed here show that 19 to 81 percent fewer employees drive to work alone when they pay for their own parking. Because 90 percent of American commuters who drive to work receive employer-paid parking, these findings are significant for designing transportation policies to reduce air pollution, traffic congestion, and energy consumption.

Depuis 2005, la ville de Renens connaît un essor florissant. De multiples travaux, de nouveaux arrangements de places, la construction de l’ECAL en témoignent. Depuis 2015 un "Renens en Mouvement" définit ce boom des constructions prévues jusqu’en 2025. Que va devenir le "silo Tschumi", témoin d’une ère industrielle révolue, mais Landmark protégé, mais pourtant vide, du paysage renanais? Son positionnement central et l’accroissement démographique vont inévitablement faire déplacer ce centre de bricolage en dehors de la ville, laissant derrière lui un silo, une verrière et un hangar vide. L’intention a été de redonner l'usage du stockage au silo, un usage actualisé. Il contient les archives de l’EPFL, de L’UNIL, ainsi que celles de l’ECAL. Ce regroupement permet de marquer symboliquement l’Ouest lausannois, accueillant maintenant trois écoles prestigieuses. La destruction du hangar libère deux espaces. L’un est laissé en espace vert et l’autre est attribué à un parking. L’entrée se faisant au dessous, le premier étage est réservé aux piétons. Il peut notamment accueillir un marché, des brocantes, etc. En montant, les places de parc cèdent la place à des programmes publics, tel un squash, un terrain de basket, des tables de ping-pong, pour finir avec un parc, un café, des jardins potagers, un cinéma open air où les films sont projetés sur le silo, etc. Au final, le but de ce projet est de redonner un sens actif a ce Landmark délaissé. Abandonné car personne ne sait quoi vraiment en faire de par son statut de patrimoine protégé, délaissé car son utilisation au sol est problématique, délaissé car privatisé en haut, délaissé car coupé par les rails, délaissé car ancienne zone industrielle. Mais les projets de Renens en mouvement ont bouleversé tous ces critères, redonnant espoir à une deuxième vie de ce Landmark, à l’image du silo bleu, transformé en logement pour étudiants.