With digital equipment becoming increasingly networked, either on wired or wireless networks, for personal and professional use alike, distributed software systems have become a crucial element in information and communications technologies. The study of these systems forms the core of the ARLES' work, which is specifically concerned with defining new system software architectures, based on the use of emerging networking technologies. In this context, we concentrate on the study of distributed systems which bring to life the vision of ubiquitous computing systems, also known as ambient intelligence.

반도체 공정 overview

What makes organizations so similar? We contend that the engine of rationalization and bureaucratization has moved from the competitive marketplace to the state and the professions. Once a set of organizations emerges as a field, a paradox arises: rational actors make their organizations increasingly similar as they try to change them. We describe three isomorphic processes-coercive, mimetic, and normative—leading to this outcome. We then specify hypotheses about the impact of resource centralization and dependency, goal ambiguity and technical uncertainty, and professionalization and structuration on isomorphic change. Finally, we suggest implications for theories of organizations and social change.

The iron cage revisited: Institutional isomorphism and collective rationality in organizational fields (Chinese Translation)

The Statistics of Canada

Carsharing programs that operate as short-term vehicle rentals (often for one-way trips before ending the rental) like Car2Go and ZipCar have quickly expanded, with the number of US users doubling every 1–2 years over the past decade. Such programs seek to shift personal transportation choices from an owned asset to a service used on demand. The advent of autonomous or fully self-driving vehicles will address many current carsharing barriers, including users’ travel to access available vehicles. This work describes the design of an agent-based model for shared autonomous vehicle (SAV) operations, the results of many case-study applications using this model, and the estimated environmental benefits of such settings, versus conventional vehicle ownership and use. The model operates by generating trips throughout a grid-based urban area, with each trip assigned an origin, destination and departure time, to mimic realistic travel profiles. A preliminary model run estimates the SAV fleet size required to reasonably service all trips, also using a variety of vehicle relocation strategies that seek to minimize future traveler wait times. Next, the model is run over one-hundred days, with driverless vehicles ferrying travelers from one destination to the next. During each 5-min interval, some unused SAVs relocate, attempting to shorten wait times for next-period travelers. Case studies vary trip generation rates, trip distribution patterns, network congestion levels, service area size, vehicle relocation strategies, and fleet size. Preliminary results indicate that each SAV can replace around eleven conventional vehicles, but adds up to 10% more travel distance than comparable non-SAV trips, resulting in overall beneficial emissions impacts, once fleet-efficiency changes and embodied versus in-use emissions are assessed.

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The travel and environmental implications of shared autonomous vehicles, using agent-based model scenarios

Growing concerns about global motorization and climate change have led to increasing interest in sustainable transportation alternatives such as bikesharing (the shared use of a bicycle fleet). Since 1965, bikesharing has grown across the globe on five continents: Europe, North America, South America, Asia, and Australia. Today, approximately 100 bikesharing programsareoperatinginanestimated125cities, with more than 139,300 bicycles. Bikesharing's evolution is categorized into three generations: (a) white bikes (or free bike systems), (b) coin-deposit systems, and (c) information technology-based systems. In this paper, a fourth generation is proposed: demand-responsive, multimodal systems. A range of existing bikesharing businessmodels(e.g., advertising)andlessons learned are discussed, including (a) bicycle theft and vandalism, (b) bicycle redistribution, (c) information systems (e.g., real-time information), (d) insurance and liability concerns, and (e) prelaunch considerations. Although limited in num...

/pdf/bikesharing-in-europe-the-americas-and-asia-past-present-and-23voj35bkc.pdf

Bikesharing in Europe, the Americas, and Asia: Past, Present, and Future

http://innovativemobility.org/wp-content/uploads/2015/07/Carsharing-and-Personal-Vehicle-Services.pdf

Carsharing and Personal Vehicle Services: Worldwide Market Developments and Emerging Trends

Carsharing (or short-term auto use) provides a flexible alternative that meets diverse transportation needs across the globe while reducing the negative impacts of private vehicle ownership. Although carsharing appeared in Europe between the 1940s and 1980s, the concept did not become popularized until the early 1990s. For nearly 20 years, worldwide participation in carsharing has been growing. Today, carsharing operates in approximately 600 cities around the world, in 18 nations and on 4 continents. Approximately 348,000 individuals share nearly 11,700 vehicles as part of organized carsharing services (>60% in Europe). Malaysia is operating a carsharing pilot, with a planned launch in 2007. Another eight countries are exploring carsharing. Thirty-three carsharing expert surveys were identified on an international basis. Cost savings, convenient locations, and guaranteed parking were identified as the most common motivations for carsharing use worldwide. An international comparison of carsharing operation...

/pdf/growth-in-worldwide-carsharing-an-international-comparison-4scvl2oa64.pdf

Growth in Worldwide Carsharing: An International Comparison

https://escholarship.org/content/qt3qr9h2pr/qt3qr9h2pr.pdf?t=pkywxs

Understanding the diffusion of public bikesharing systems: evidence from Europe and North America

https://escholarship.org/content/qt2wr9q8c2/qt2wr9q8c2.pdf?t=qj646z

Shared ride services in North America: definitions, impacts, and the future of pooling

Carsharing (or short-term auto use) organizations provide members access to a fleet of shared vehicles on an hourly basis, reducing the need for private vehicle ownership. Since 1994, 50 carsharing programs have been deployed in North America—33 are operational and 17 defunct. As of July 1, 2008, there were 14 active programs in Canada and 19 in the United States, with approximately 319,000 carsharing members sharing more than 7,500 vehicles in North America. Another six programs were planned for launching in North America by January 2009. The four largest providers in the United States and Canada support 99% and 95.2% of total membership, respectively. A 10-year retrospective examines North America's carsharing evolution from initial market entry and experimentation (1994 to mid-2002) to growth and market diversification (mid-2002 to late 2007) to commercial mainstreaming (late 2007 to present). This evolution includes increased competition, new market entrants, program consolidation, increased market di...

/pdf/north-american-carsharing-a-ten-year-retrospective-4b8qwqz44h.pdf

Adam Cohen

Papers

Carsharing and Personal Vehicle Services: Worldwide Market Developments and Emerging Trends

Growth in Worldwide Carsharing: An International Comparison

Understanding the diffusion of public bikesharing systems: evidence from Europe and North America

Shared ride services in North America: definitions, impacts, and the future of pooling

North American Carsharing: A Ten-Year Retrospective