3.

1 Conceptualization of smart urban transportation systems

In this session, we will conceptualize the transition into smart urban transportation system and we do
this in 3 steps. 
We will firstly identify the main 3 drivers towards such systems  and then we will conceptualize the
evolution of these systems and finally we will lay out the 2 main steps that it takes in order to make
this transition Now the main drivers. There are 3 main drivers, we think, that push towards smarter 
urban transportation systems. 

The first one is one is, of course, urbanization. More people living in cities. Transport becomes
more and more congested and the users have an increasingly poor experience, be it the users of the
car or the bicycle or the buses and that is certainly one of the main drivers that pushes for  smarter
systems and the second driver is the main topic that we have always dealt with in this MOOC. 
That is the digitalization that actually makes a whole series of changes that makes smarter urban
transportation systems possible. And the third driver here is climate change or resource
efficiency. Approximately 15 - 20% of global CO2 emissions actually come from urban
transportation and so there is a strong push to make these systems more efficient and make them
smarter. 

These 3 drivers together push towards smarter urban transportation systems.

Now how to think about this evolution and how to conceptualize this evolution?  There was transport
in the cities before the car. There were actually trams in the cities or carriages and when the car
appeared, the efficiency of urban transportation initially increased but then as more and more cars
entered the city, as there were more and more people using the cars, at some point the car led to
some sort of counter-productivity where by more cars in the city actually led to a poorer  user
experience and the efficiency of urban transportation systems rapidly declined to the point where we
think we are today.
So here we are at a point where digitalization and the other drivers together will lead to a paradigm
shift. We don't know yet where exactly this will lead to after but we can clearly identify the 2 elements
of that paradigm shift. The first element being the fact that people want to own less and less things,
including cars and they want to use the vehicles they want to use the transportation modes. So,
ownership to usership and the second element of that paradigm shift is the fact that we move
away from separate transportation systems to mobility systems in the sense that when you
become a user you actually care much less about which kind of transportation mode you use and so
ultimately this leads to some sort of mobility services.
Let's now talk about the steps towards transition and we think there are 2 main steps. So traditionally
there is already quite a lot of improvement of existing transportation systems, infrastructures and
service but with the new data layer, with the digitization, there are more improvements. The existing
improvements can be significantly enhanced and that will be the first step towards the transition. 
The second step will be the, so called, shift pathway whereby things are done in terms of the
paradigm shift I mentioned before in terms of ownership to usership and in terms of transportation
mode to mobility services and the next 2 sessions will talk about these 2 steps which are conditions
for making smart urban mobility systems a reality.
3.2 The "improve" pathway

 
In this session, we will focus on how the ICTs can help to improve urban transportation systems, in
terms of user experience and safety. We will focus on two direction namely to use the information
and communication technology to monitor urban transportation infrastructures and automated driving
vehicles. We will see to directions have implication for both public and private transportation.

The first area where digitalization can help is in the monitoring of urban transportation systems. 
Indeed, by making the transportation infrastructure equipped with data gathering devices such as
video cameras, speed cameras, sensors for traffic detection such as infrared, laser, RFID, as well as
wired and wireless communication devices. 

We can now have a better understanding of the behavior of urban transportation systems. And best
decide to optimize them accordingly. The use of the ICTs to monitor transportation infrastructure has
direct implications to begin, in the infrastructure layer. Indeed, transportation and infrastructure
managers, have now to pay tension, to the integration of the legacy transportation infrastructure, to
this new data infrastructure. 

There are also implications in the data layer. Transportation infrastructure managers, must pay
attention to the reliability of data. And whether they're complete and holistic or not. 
Data coming from different channels should also be easy to standardize. Last but not least, one
must be sure that the data is secured, that's to say that the data doesn't end up into the wrong
hands as there might be confidential data and should not be misused. To finish their implications in
the services layer. Thanks to the data gathered, transportation providers can make
their transportation services more accessible performing. And respond eventually more adequately
to the demand whereas private car users can benefit from new services such as raise, allowing them
to adapt their routes when driving, for example, thanks to dynamic route laners that are using real-
time data.The other direction that is contributing to improve the experience of private and public
transportation users, as well as the safety of urban transportation systems, can be observed in the
development of self-driving vehicles, also known as automated vehicles.

Most of the road accidents nowadays are caused because of human error. 
And having machines complete the driving test instead of humans. 
Should it be for personal course or public transport, 
vehicles could alternatively reduce the number of accidents on the road, 
increase the safety of transportation systems, and 
ultimately make our urban transportation systems more efficient. 
Another activity in favor of automated vehicles 
is that it would allow people to complete other tasks than the driving task 
when using a vehicle to go from one location to another. 
That is to say, have them stop wasting their time when commuting.
Start transcript at 3 minutes 34 seconds3:34
Traditional vehicles, should they be cars, shuttles, 
buses are already importing amounts of data that you do not even think of. 
Think about the speed of the vehicle, the direction it's heading to, it's traction 
and stability, it's brake status, the hours of operation, the mileage. 
Thanks to the ICTs, the data can now be used to make our vehicle more 
automated progressively towards what is known as self driving vehicles. 
As agreed by United States Department of Transportation, 
car automation can be divided into five steps. 
Legal zero which is not a step is known as no automation level. 
Level one which is the first step is when the driver benefits the one driving 
the assisted system, such as breaking assistance for example.
Start transcript at 4 minutes 27 seconds4:27
Level two is where the driver benefits of at least two driving assistance systems, 
for example cruise control and breaking assistance at the same time.
Start transcript at 4 minutes 37 seconds4:37
Whereas these three first levels are enabled by automation mechanisms, 
the next three steps are enabled by a combination of automation and 
ICT-facilitated processes. 
Level three is defined as Conditional Automation where the driving test is 
completed by an automated driving system, but 
it is expected that the driver response appropriately if needed. 
Such systems are correctly being used on highways with, for 
example, what Tesla is proposing in California, in the United States. 
But not yet in urban systems due to to the high complexity of traffic in town.
Start transcript at 5 minutes 16 seconds5:16
Level four is defined at the high automation, 
which is the evolution of level three into a stage where the human driver 
does not even need to respond appropriately if needed. 
This is being developed and 
according to Tesla still search functionality should be available in 2018. 
The last level of this automation ladder is level five known as full 
automation where all aspects of driving will become completed by 
driving assistance systems including activities such as parking. 
Automated vehicles of level five will not have any options for human driving, 
meaning they won't even be equipped with steering wheels or control.
Start transcript at 6 minutes 2 seconds6:02
As we will see now, self-driving vehicles have implications on the infrastructure, 
the data, and the service layer. 
In order to reduce levels of automation, 
the transportation infrastructure needs to be updated. 
First, vehicles need to be equipped with data processing and 
communication technologies, so they can communicate with each other. 
This is also known as the vehicle-to-vehicle communication.
Start transcript at 6 minutes 29 seconds6:29
The infrastructure itself needs to be able to communicate with the vehicle as well. 
For example, speed limitations, road signs, traffic lights need to equipped 
in order to be able to send some signals to vehicles about the road conditions. 
Should we one day have automated bus traffic transit systems? 
Bus stations will need to be equipped with data receiving and 
emitting devices to be able to communicate with driverless buses fleet, 
implications in the data layer are also very important. 
The data needs to be standardized between the different vehicles, for 
example between the bus and cars. 
And between vehicles from different manufacturers so 
they are still able to communicate with one another.
Start transcript at 7 minutes 15 seconds7:15
Then, comes the question of who owns the data. 
Is it the consumer, is it the vehicle manufacturer, is it the public authority. 
For those owning the data, we must ask the question of the pricing of the data and 
to what extent the data can be sold to third-party companies.
Start transcript at 7 minutes 32 seconds7:32
Last, but not least, the data need to be secure. 
As you can imagine, misuse of self-driving vehicle data could be highly dangerous. 
At the services layer, implications also exist. 
Indeed, in case of a road accident, 
the question of who is held accountable must be taken into account. 
Is it the car user that is responsible to transportation provider? 
The vehicle manufacturing company to insurance company. 
And we also need to care about the social acceptance of 
driver less vehicle technology. 
That will not be the same among different social classes or ages group. 
You might think about the social acceptance of driverless cars, but 
the social acceptance of automated public transport 
should be considered with the same importance. 
Last, but not least, driverless vehicles will have institutional implications. 
For example, public authorities might need to make the driving code evolve. 
Or one can wonder if people will even need to own the kind of driving 
license anymore, to be able to use a driverless vehicle. 
In this session,we have seen two main directions, enabled by the ICT to address, 
the safety and user experience challenge in private and public transport. 
And the implications these two directions have in the infrastructure, the data and 
the services they own. 
We will now hear from our expect, Stephen Shaffer from Siemens, will explain to 
us what are the main drivers behind the emergence of smart urban mobility systems. 
Stay tuned.

3.4 The "shift" pathway

Hello and welcome back to the course. 

In this session, we will see how the information and 
communication technologies are enabling the development of new mobility modes 
that are disrupting the traditional urban transportation landscape. 
And more generally, we will see how the ICTs are enabling the paradigm shift 
from traditional urban transportation to smart urban mobility.
Start transcript at 30 seconds0:30
We will do this along the three following steps.
Start transcript at 33 seconds0:33
In the first time, we will discuss the different mobility services that 
are emerging, thanks to digitalization. 
Then we will talk about the potential of the ICTs to go towards more integration 
in urban transportation systems. 
Finally, we will see what this implies for our infrastructure, data, and 
services later.
Start transcript at 53 seconds0:53
Thanks to the development of the ICTs and especially to geo-localization 
technologies, new mobility services partly relying on mechanisms borrowed 
from the sharing economy have emerged in the last ten years. 
For example, the information and 
communication technologies have supported the developement of car sharing schemes. 
In deed you can now for 
example use your cell phone to know where a car sharing station is located, 
book a car, pay for it online, use it and drop it at the next car sharing station. 
Car to go, drive now, for 
example are among the most well known car sharing companies. 
Should you be using your own vehicle for the fine trip, 
you can enter your trip origin and destination. 
So people that are planning to do a similar trip than the one you are doing 
cab decide to join your ride. 
This is called car pooling and 
one of the famous platforms to do it is provided by the French company, BlaBlaCar.
Start transcript at 1 minute 54 seconds1:54
Still thanks to jail localization, you can use your smartphone to hail a ride 
anytime, anywhere this is called e-hailing. 
That allows you to have access to mobility solutions in many different countries. 
Uber or Lyft are for example, providing such services.
Start transcript at 2 minutes 11 seconds2:11
One I must also acknowledge that some of this new hybrid mobility modes, 
as we call them, might also become driverless at one point. 
As we have already seen with Uber, 
rolling out driverless Uber services in Pittsburgh, United States.
Start transcript at 2 minutes 28 seconds2:28
We are at the edge of a real paradigm shift of an urban transportation 
system that is facilitated by information and communication technologies.
Start transcript at 2 minutes 38 seconds2:38
This new ICT facilitated services are impacting public and private transport. 
They affect the need for urban dwellers to own 
their own car as they make mobility solutions more accessible. 
And they also impact public transportation providers that have for example, 
in some case started to provide on demand shuttles for the customers. 
Such as the Kutsuplus service that was provided in Helsinki last year. 
There is a real paradigm shift happening from transportation to mobility and 
from car ownership to mobility usership.
Start transcript at 3 minutes 15 seconds3:15
However many of these new mobility modes are redundant and 
are complex to find the mobility offers in urban systems, calling for 
more integration within mobility modes and across mobility modes.
Start transcript at 3 minutes 29 seconds3:29
All mobility models are now producing data. 
So it has now become possible to integrate these data under different schemes. 
The first scheme is known as integrated ticketing systems 
that you might also know as smart card. 
There the users only use one single ticketing system to access and pay for 
different mobility solutions. 
For example, in Seoul South Korea the T-money card is accepted on all buses, 
metros, and suburban trains of the transportation networks. 
But it can also be accepted to paying all taxis operating in Seoul. 
That's integrating public and semi-private transport solutions.
Start transcript at 4 minutes 11 seconds4:11
Integrated mobility platforms correspond to a more advanced form of transport 
integration facilitated by information and communication technologies. 
With integrated mobility platforms, 
users have access within one smartphone app to information 
from various transportation providers about the trip they are planning to do. 
Thus they are able to know from different transportation providers proposing 
the trip they want to do, how long the trip will take, how expensive it will be, 
and how much carbon they will emit?
Start transcript at 4 minutes 43 seconds4:43
They are not just able to have the information, but 
also are able to book and pay for 
the chosen trip on the app, independently of the mobility provider chosen. 
And to receive their tickets on their smartphone electronically 
as well as their invoice. 
Such solutions ten to integrate public transport solutions with more 
hybrid solutions such as e-hailing or carpooling or 
even human powered solution, such as bike sharing. 
The ultimate integrated mobility solution is known as the mobility as a service. 
Which is a mobility distribution model in which the customers 
major transportation is are make over one single interface. 
And there is interface mobility services that are bundled into monthly 
packages similar to mobile phone price package that you probably have. 
An easy way to understand mobility as a service is to think about it 
as the Netflix or the Spotify of transportation. 
It's a platform, you pay monthly fee and have access to mobility solutions and 
mobility services depending on the package you have selected and paid for. 
Even if not proved yet, it's more and 
more agreed that going towards integration should improve the user experience. 
As it would make public transport and hybrid transportation solutions more 
attractive and more serious alternative to private car use. 
By promoting more shared mobility solutions, 
integrating mobility solutions have the potential to reduce congestion and 
make our transportation systems more efficient and ultimately more sustainable. 
Integrated mobility solutions contribute to the shift 
from legacy transportation system to smart urban mobility system. 
However, reaching such levels of integration will have implications 
in our infrastructure, data, and services layer.
Start transcript at 6 minutes 35 seconds6:35
In the infrastructure layer, financing is the big deal. 
New business models have to be developed to guarantee the quality of transportation 
services which translates to investments in the infrastructure layer.
Start transcript at 6 minutes 49 seconds6:49
Nowadays, many different mobility services are using transportation infra. 
But these transportation infrastructure are still been financing most of 
the cases by public authorities. 
So new mechanisms on how to finance transportation infrastructure must be 
developed to cope up with digitization of urban transportation systems.
Start transcript at 7 minutes 13 seconds7:13
In the data layer, one must also make sure that all the data are interoperable. 
Among different transportation providers, 
one must be sure that the data is interoperable and exchangeable. 
Data from different mobility providers should reach the same level of quality and 
reliability, and of course be protected to guarantee the security of the customers.
Start transcript at 7 minutes 37 seconds7:37
At the service layer, coordination between mobility services providers 
must be achieved to avoid a redundancy. 
To ensure complementarity of the different transportation modes, public authority 
must put regulations in place as newcomers that are coming from digitalization and 
traditional transportation providers are now sharing the exact same playground. 
Last but not least, new business models have to be divided between platform 
operators and mobility service providers to go towards the subscription formula 
as it is more and more proposed in the Mobility-as-a-Service model. 
In this session, we have seen how the ICTs are enabling the development of new 
mobility modes that are disrupting the traditional urban mobility landscape. 
And how the ICTs can enable the paradigm shift from legacy 
urban transportation system to smart urban mobility system.
Start transcript at 8 minutes 34 seconds8:34
In the next session, you will hear from Natalie [INAUDIBLE] group, 
will explain how legacy turns part operators are adapting to 
the digitization of urban transportation systems. 
Stay tuned.

3.6 Conditions for success

Welcome back.
Start transcript at 7 seconds0:07
In this last session 
of the third block 
we will now talk about 
the necessary conditions 
towards smart urban mobility systems. 
Highlighting in particular 
that main challenges for managers 
and policy-makers. 
So let's first look 
at the challenges for managers. 
I mean typically 
those are challenges 
for urban transportation managers. 
And we have distinguished this 
along as a series of categories 
but the most important one 
a sort of the challenges in the area 
of the infrastructure layer, 
the services layer 
and the data layer. 
Now, the most important challenges 
at the infrastructure layer level 
are the questions of interconnection 
of transportation modes. 
The different transportation modes 
in light of mobility 
as being the new kind of approach, 
the new kind of services. 
Managers need to pay 
much more attention 
into the interconnection 
of the different transportation modes. 
And also they need to pay attention 
to upgrading the infrastructures 
with the necessary ICT devices, 
sensors, tools, so that 
they can be made digital compatible. 
So that the services 
can actually be offered. 
On the services layers, 
I think managers 
are particularly challenged 
to come up with new business models. 
On the basis of this data 
that are generated 
it is important 
to find the business models 
that are sustainable 
and that will work. 
And also on the services layer 
it is of course important 
that the users accept a new services 
and that has very much to do 
with the digital divide. 
Not all types of user 
are equally adapt to dealing 
with a new digital mobility services. 
On the data layer 
the typical challenge 
pertains for managers, 
for urban transportation managers 
pertains to data standards, 
and protocols. 
So that the data that are generated 
can actually be exchange 
and used later to meet 
make the services. 
Another big challenge of course 
at the data layer 
is the security challenge, 
to make sure that this data 
are not hacked 
and that there are no security breaches. 
Now, let's look at the challenges 
for policy-makers, 
for urban policy-makers 
Again, the same distinctions 
but the focus is of course different 
and the infrastructure layer. 
I think policy-makers 
are very much challenged 
to find the necessary finances 
for this infrastructures. 
This is not necessarily a question 
that is new but of course 
in the context 
of the new mobility services 
it's very important to look 
at what needs to be finance 
and which infrastructures 
need to be finance. 
Then other policy-makers challenges here 
are the infrastructure development 
which infrastructures to develop, 
what kind of infrastructures to develop 
and that always in relationship 
to land use planning, 
where to develop. 
And if one looks at 
the metropolitan level 
it's the same kind of thing 
except that there are 
multiple political authorities 
that need to plan and develop 
the infrastructures together 
and plan the land use together. 
On the services layer, 
the challenge here for policy-makers 
is the coordination 
of the different actors involved. 
If we go to mobility services 
There're many more actors 
to coordinate and that is often 
a political challenged 
and then it's also of course 
the question of the regulation 
because the different actors 
operate under different 
kind of roles. 
And there is no level playing field 
and therefore there is a big challenge 
for policy-makers to come up 
with regulations that actually allow 
for mobility services. 
The same actually is true 
at the metropolitan level 
except that most typically regulation 
will not happen there 
but it's also a challenge 
of coordinating the different actors. 
And on the data layer the challenge, 
the main challenge for policy-makers 
pertains first to the whole financing 
of the data infrastructure. 
There are all kind of investments 
that are necessary 
to make this data platforms, 
to make them available, 
make them usable 
and put them at the disposal 
of the different operators. 
Another political challenge 
is the privacy challenge. 
How much privacy is necessary? 
And how much privacy 
do actually the citizens want?
Start transcript at 5 minutes 35 seconds5:35
Then a further challenge 
pertains to political challenge, 
pertains to data policy, 
is data an infrastructure, 
is a data just a service, 
is data a product 
and how to regulate 
these different data? 
How to regulate access to this data? 
How to regulate ownership 
to this data? 
The same questions arise 
of course also 
at the metropolitan level. 
To conclude, 
in this block we have conceptualized 
smart urban transportation systems. 
And we have showed 
how the ICTs, how digitalization 
can improve and can enable the shift 
towards such systems. 
We highlighted in particular 
at the end 
the challenges for managers, 
urban transportation managers 
and policy-makers. 
Now, in the next two blocks 
we will have take a much more 
in-depth look into the transition 
towards smart cities. 
Stay tuned.