This paper describes how rapid rates of improvement in smart phones, telecommunication systems and other forms of IT enable solutions for sustainability and how this provides opportunities for the fields of telecommunication and information systems. While reports from the Intergovernmental Panel on Climate Change focuses on technologies with rates of improvement less than 5% per year, most types of information technologies are experiencing annual rates of improvement that exceed 30% per year. These rapid rates of improvement are changing the economics of many activities of which this paper describes four examples in transportation. The paper concludes by discussing challenges for universities and in particular for the fields of telecommunications and information systems.
Designing Roads for AVs (autonomous vehicles)Jeffrey Funk
Autonomous vehicles (AVs) represent one of the most promising new technologies for smart cities and for humans in general. The problem is that cities will not realize the full benefits from AVs until roads are designed for them. Until this occurs, their main benefit will be the elimination of the driver and steering wheel, which will reduce the cost and increase the capacity of taxis; but even this impact will not occur for many years because of safety concerns. Thus, in the near term, the main benefit of AVs will be free time for the driver to do emails and other smart phone related tasks.
A better solution is to design roads for AVs or in other words, to constrain the environment for AVs in order to simplify the engineering problem for them. For example, designing roads so that all vehicles can be controlled by a combination of wireless communication, RFID tags, and magnets will reduce the cost of AVs and increase their benefits. Only AVs would be allowed on these roads, they are checked for autonomous capability at the entrance, and control is returned to the driver when an AV leaves the road. Existing cars can be retrofitted with wireless modules that enable cars to be controlled by a central system, thus enabling cars to travel closely together. The magnets and RFID tags create an invisible railway that keeps the AVs in their lanes while wireless communication is used for lane changing and exiting a highway (Chang et al, 2014; Le Quesne et al, 2014). These wireless modules, magnets and RFID tags will be much cheaper than the expensive LIDAR that is needed when AVs are mixed with conventional vehicles on a road.
The benefits from dedicating roads to AVs include higher vehicle densities, less congestion, faster travel times, and higher fuel efficiencies. These seemingly contradicting goals can be achieved because AVs can have shorter inter-vehicle distances even at high speeds thus enabling higher densities, lower congestion, and lower travel times. The less congestion and thus fewer instances of slow moving or stopped vehicles enable the vehicles to travel at those speeds at which higher fuel efficiencies can be achieved (Funk, 2015). In combination with new forms of multiple passenger ride sharing, the higher fuel efficiencies will also reduce carbon emissions and thus help fight climate change.
The challenge is to develop a robust system that can be easily deployed in various cities and that will be compatible with vehicles containing the proper subsystems. Such a system can be developed in much the same way that new cellular systems are developed and tested. Suppliers of mobile phone infrastructure, automobiles, sensors, LIDAR, 3D vision systems, and other components must work with city governments and universities to develop and test a robust architecture followed by the development of a detail design.
Tech & Transit Oriented Development - The New TODLisa Nisenson
Shared use mobility & autonomous vehicles are reshaping access to transit. This presentation shows how walking, biking & transit are still transportation's backbone, and how AVs + active form new opportunities for cities of all sizes.
Autonomous Vehicles - Impacts and OpportunitiesPeter Shannon
Autonomous vehicles can evolve to impact society in profound ways by challenging assumptions we have lived by for generations. This presentation (and the discussion it supports) will explore the new opportunities as well as the challenges of autonomous vehicles, from how they will impact individuals’ lives during early adoption to how they will remake the urban cityscape in the long term. We will explore the technology’s impact on the concepts of vehicle ownership, parking, travel planning, and other parts of our lives shaped today around humans at the wheel, as well as practical challenges to realizing the long term opportunities.
Adrian Pearmine of DKS Associates presented at Drive Oregon's October 2015 event. He highlighted new modes of mobility that are anticipated to transform our transportation system and discussed best practices for private and municipal planners to use when planning for these changes.
Future of autonomous vehicles initial perspective - 8 october 2018Future Agenda
Future of Autonomous Vehicles
With so much investment and tech development underway, many are asking where, how and when will we see self-driving cars, buses and trucks on the streets in earnest? A host of companies, cities and countries are competing and collaborating to move things forward – but is could be a decade or so before there is mass market traction. In addition, what about seaborne AV as well as drones, air-taxis and, maybe, pilotless planes?
Ahead of the launch of a detailed initial perspective in Shanghai in November this is a summary of 30 of the key issues that experts have already raised. As part of a major global open foresight programme we will be running 15 events around the world in the first half of 2019 exploring these and additional issues – building an informed, global view for all.
We have many key locations already defined, but if you are interested in hosting or co-hosting one of these events, do let us know and we can include as we work on the overall schedule. As with all our projects (e.g. www.futureofpatientdata.org) we will share all insights from each location and publish a global synthesis.
For more details contact tim.jones@futureagenda.org
Describes the process for using the business model canvas to identify connected vehicle scenarios and prioritize feature sets into cloud-based, global platforms
Improvements in information technology related technologies are encouraging and enabling greater use of public transportation and they are enabling new forms of transportation systems that have lower carbon emissions and use less resources. Improvements in information-related technologies such as mobile phones and GPS encourage greater use of public buses, bicycle sharing systems, and trains. These same improvements are making autonomous vehicles economically feasible and roads dedicated to them. Roads dedicated to them can reduce congestion, increase fuel efficiency, and reduce accidents and costs related to them. In combination with public transportation, autonomous vehicles can reduce the need for private vehicles and thus parking spaces. Similar types of improvements in power electronics are reducing the cost and improving the performance of charging stations and thus enable more rapid recharging with a denser number of charging stations. This rapid and more frequent recharging can overcome the existing bottleneck of lower battery storage densities and slow improvements in these storage densities. Overall, improvements in information technology are making possible new forms of sustainable systems that have a much higher chance of becoming economically feasible than more commonly discussed solutions such as hybrid vehicles and wind turbines.
Designing Roads for AVs (autonomous vehicles)Jeffrey Funk
Autonomous vehicles (AVs) represent one of the most promising new technologies for smart cities and for humans in general. The problem is that cities will not realize the full benefits from AVs until roads are designed for them. Until this occurs, their main benefit will be the elimination of the driver and steering wheel, which will reduce the cost and increase the capacity of taxis; but even this impact will not occur for many years because of safety concerns. Thus, in the near term, the main benefit of AVs will be free time for the driver to do emails and other smart phone related tasks.
A better solution is to design roads for AVs or in other words, to constrain the environment for AVs in order to simplify the engineering problem for them. For example, designing roads so that all vehicles can be controlled by a combination of wireless communication, RFID tags, and magnets will reduce the cost of AVs and increase their benefits. Only AVs would be allowed on these roads, they are checked for autonomous capability at the entrance, and control is returned to the driver when an AV leaves the road. Existing cars can be retrofitted with wireless modules that enable cars to be controlled by a central system, thus enabling cars to travel closely together. The magnets and RFID tags create an invisible railway that keeps the AVs in their lanes while wireless communication is used for lane changing and exiting a highway (Chang et al, 2014; Le Quesne et al, 2014). These wireless modules, magnets and RFID tags will be much cheaper than the expensive LIDAR that is needed when AVs are mixed with conventional vehicles on a road.
The benefits from dedicating roads to AVs include higher vehicle densities, less congestion, faster travel times, and higher fuel efficiencies. These seemingly contradicting goals can be achieved because AVs can have shorter inter-vehicle distances even at high speeds thus enabling higher densities, lower congestion, and lower travel times. The less congestion and thus fewer instances of slow moving or stopped vehicles enable the vehicles to travel at those speeds at which higher fuel efficiencies can be achieved (Funk, 2015). In combination with new forms of multiple passenger ride sharing, the higher fuel efficiencies will also reduce carbon emissions and thus help fight climate change.
The challenge is to develop a robust system that can be easily deployed in various cities and that will be compatible with vehicles containing the proper subsystems. Such a system can be developed in much the same way that new cellular systems are developed and tested. Suppliers of mobile phone infrastructure, automobiles, sensors, LIDAR, 3D vision systems, and other components must work with city governments and universities to develop and test a robust architecture followed by the development of a detail design.
Tech & Transit Oriented Development - The New TODLisa Nisenson
Shared use mobility & autonomous vehicles are reshaping access to transit. This presentation shows how walking, biking & transit are still transportation's backbone, and how AVs + active form new opportunities for cities of all sizes.
Autonomous Vehicles - Impacts and OpportunitiesPeter Shannon
Autonomous vehicles can evolve to impact society in profound ways by challenging assumptions we have lived by for generations. This presentation (and the discussion it supports) will explore the new opportunities as well as the challenges of autonomous vehicles, from how they will impact individuals’ lives during early adoption to how they will remake the urban cityscape in the long term. We will explore the technology’s impact on the concepts of vehicle ownership, parking, travel planning, and other parts of our lives shaped today around humans at the wheel, as well as practical challenges to realizing the long term opportunities.
Adrian Pearmine of DKS Associates presented at Drive Oregon's October 2015 event. He highlighted new modes of mobility that are anticipated to transform our transportation system and discussed best practices for private and municipal planners to use when planning for these changes.
Future of autonomous vehicles initial perspective - 8 october 2018Future Agenda
Future of Autonomous Vehicles
With so much investment and tech development underway, many are asking where, how and when will we see self-driving cars, buses and trucks on the streets in earnest? A host of companies, cities and countries are competing and collaborating to move things forward – but is could be a decade or so before there is mass market traction. In addition, what about seaborne AV as well as drones, air-taxis and, maybe, pilotless planes?
Ahead of the launch of a detailed initial perspective in Shanghai in November this is a summary of 30 of the key issues that experts have already raised. As part of a major global open foresight programme we will be running 15 events around the world in the first half of 2019 exploring these and additional issues – building an informed, global view for all.
We have many key locations already defined, but if you are interested in hosting or co-hosting one of these events, do let us know and we can include as we work on the overall schedule. As with all our projects (e.g. www.futureofpatientdata.org) we will share all insights from each location and publish a global synthesis.
For more details contact tim.jones@futureagenda.org
Describes the process for using the business model canvas to identify connected vehicle scenarios and prioritize feature sets into cloud-based, global platforms
Improvements in information technology related technologies are encouraging and enabling greater use of public transportation and they are enabling new forms of transportation systems that have lower carbon emissions and use less resources. Improvements in information-related technologies such as mobile phones and GPS encourage greater use of public buses, bicycle sharing systems, and trains. These same improvements are making autonomous vehicles economically feasible and roads dedicated to them. Roads dedicated to them can reduce congestion, increase fuel efficiency, and reduce accidents and costs related to them. In combination with public transportation, autonomous vehicles can reduce the need for private vehicles and thus parking spaces. Similar types of improvements in power electronics are reducing the cost and improving the performance of charging stations and thus enable more rapid recharging with a denser number of charging stations. This rapid and more frequent recharging can overcome the existing bottleneck of lower battery storage densities and slow improvements in these storage densities. Overall, improvements in information technology are making possible new forms of sustainable systems that have a much higher chance of becoming economically feasible than more commonly discussed solutions such as hybrid vehicles and wind turbines.
Ride Sharing, Congestion, and the Need for Real SharingJeffrey Funk
Current ride sharing services are not financially sustainable. Although they provide more convenience than do taxi services, they are experiencing massive losses because they have the same cost structure as do taxis and thus must compete through subsidies and lower wages. After all, they use the same vehicles, roads, and drivers, and only GPS algorithms and phones are new.
They also increase congestion. Just as more private vehicles or taxis on the road will increase congestion, more ride sharing vehicles also increase congestion.
These slides describe new ways to use the technologies of ride sharing to reduce congestion along with costs while at the same time keeping travel time low. This can be done through changing public transportation systems or allowing private companies to offer competing services. For instance, current bus services, whether they are private or public, need to use the algorithms, GPS, phones and other technologies of ride sharing to revise routes, schedules and the premises that currently underpin public transportation. There is no reason a bus should be certain size, stop every 200 meters, or follow the same route all day. Algorithms and phones enable new types of routes in which designers simultaneously minimize time travel and maximize number of passengers transported per vehicle.hour.
Autonomous cars, car sharing and electric vehiclesAnandRaoPwC
Talk presented at the second Autonomous Cars conference hosted by SwissRe in Armonk, NY on September 24, 2015. The talk covers the interaction between car sharing, autonomous cars and electric vehicles and how the feedback between these three areas will propel greater consumer adoption.
Multiple Passenger Ride Sharing Changes Economics of CommutingJeffrey Funk
While Uber has challenged taxi drivers, multiple passenger ride sharing service can give us the both of best worlds: short travel times and low prices. They can provide the low prices of public transport with the short travel times of private cars or single passenger taxis. Different than Uber Pool or other crowd sourcing services, the key is for the startup to guarantee both short travel times and low prices, even if demand does not initially exist. This can be be done by having better data on the starting and ending points of travelers, which enables us to identify high demand routes and times and thus enable services that have few stops. The fewer stops enable short transit times and the multiple passengers in cars, vans, or mini-buses can reduce costs.
Introduction to Connected Cars and Autonomous VehiclesBill Harpley
This is the first of two lectures which were given to students and academic staff at the University of Portsmouth on March 28th 2017. It provides a broad overview of the technical and public policy challenges faced by the automotive industry.
These are the slides used by George to guide the discussion on autonomous vehicles.
The slides are also available at: https://www.adaptive-ip.eu/files/adaptive/content/downloads/moods/Deliverables%20&%20papers/1AriaEtemad.pdf
This is the link to the meetup: https://www.meetup.com/Brussels-Legal-Hackers/events/235890664/
2017 Automotive Seating Presentation Package Michael Scheno
This package contains the expert presentations from Jeroen Lem, Vehicle Interior Technologies at Ford Motor Company, Peter Thomae, Commodity Buyer at Volkswagen of America and Jennifer Pelky, Sr. Engineer, Interior Safety and Crashworthiness, CPST at Toyota Technical Center.
The Internet of Cars - Towards the Future of the Connected CarJorgen Thelin
No doubt you have heard the phrase “Internet of Things” and the new buzzword “IoT” been used more and more these days, but what does that mean in practice? The Tesla Model S is probably the most well-connected car on the planet at the moment, and in this presentation we will use that vehicle as a case study of some practical usage of IoT concepts and technology that is already being applied to modern automobiles.How far away are we from a future “Internet of Cars” and what will be the social and privacy impacts of more connected-car scenarios?
Ben Pierce is an industry expert in the emerging field of autonomous and connected vehicles (AV/CV). Based in Columbus, Ohio, Ben is a national thought leader drawing on more than 25 years of experience with transportation technology. Ben’s vision and understanding of transportation technology made him a key contributor to Columbus, Ohio’s successful Smart City Challenge application.
Vital Findings conducted this national study to understand current consumer perceptions and misconceptions of autonomous vehicles overall and by each level of autonomy.
Driverless Car Technology: Patent Landscape AnalysisLexInnova
Driverless cars represent a disruptive technological change in transportation as we know it. These vehicles are capable of sensing, navigating, and communicating with their external surroundings without any human intervention. They leverage various technologies including imaging, radar, laser optics, and GPS to navigate through dynamically changing road environments.
In this report, we analyze the Intellectual Property (Patents) landscape of driverless car technology. Our analysis reveals key aspects relating to innovation in this technology, including filing trends, top assignees, their portfolio strength, and geographical coverage.
Public policy aspects of Connected and Autonomous VehiclesBill Harpley
This is a presentation which I gave to the Brighton IoT Forum meetup group ( of which I am the founder ).
I outlines the key public policy challenges for Connected and Autonomous Vehicles.
It then considers policy responses from the UK Government and examines selected cases studies from U.S. , China and Germany.
Global Advanced Driver Assistance Systems (ADAS) Market: Trends and Opportuni...Daedal Research
The report titled “Global Advanced Driver Assistance Systems (ADAS) Market: Trends and Opportunities (2013-2018)” provides an in-depth analysis of global advanced driver assistance system market. For more mail me: info@daedal-research.com
Vehicle Telematics deals with the computerised information transmission for sending and receiving data in vehicles, between vehicles or between a vehicle and third party e.g. satellites, sensors or any other device.
Module 10 - Section 2: ICTs, the environment and climate change & Section 3: ...Richard Labelle
Innovation in ICTs can have a significant impact in mitigating the impact of climate change and have an important role to play in facilitating and managing adaptation to climate change.
Slide presentations developed to demonstrate how Information and Communication Technologies (ICTs) be used to address climate change, and why ICTs are a crucial part of the solution – i.e. in promoting efficiency, Green Growth & sustainable development, in dealing with climate change and for climate and environmental action. These slide presentations were delivered in February 2011 in Seongnam, near Seoul in Korea.
These presentations were developed and delivered over 2.5 days on the occasion of a Regional Training of Trainers Workshop for upcoming Academy modules on ICT for Disaster Risk Management and Climate Change Abatement. These modules were developed as part of the Academy of ICT Essentials for Government leaders developed by the United Nations (UN) Asia Pacific Centre for ICT Training (APCICT), based in Songdo City, in the Republic of South Korea.
These presentations were developed in 2011, and are somewhat out of date, but most of the principles still apply. Module 10, which has been published, does not include much of the information outlined in these presentations, which are fairly technical. They were developed to address a significant gap in understanding of the technical basis of using ICTs for climate action and because there is a clear bias in development circles against the importance of dealing with climate change mitigation in developing countries. These presentations are an attempt to redress this lack and are published here with this purpose in mind.
The author, Richard Labelle, is presently working on updating these presentations to further highlight the importance of addressing climate change and the important role that technology including ICTs, play in this effort.
Ride Sharing, Congestion, and the Need for Real SharingJeffrey Funk
Current ride sharing services are not financially sustainable. Although they provide more convenience than do taxi services, they are experiencing massive losses because they have the same cost structure as do taxis and thus must compete through subsidies and lower wages. After all, they use the same vehicles, roads, and drivers, and only GPS algorithms and phones are new.
They also increase congestion. Just as more private vehicles or taxis on the road will increase congestion, more ride sharing vehicles also increase congestion.
These slides describe new ways to use the technologies of ride sharing to reduce congestion along with costs while at the same time keeping travel time low. This can be done through changing public transportation systems or allowing private companies to offer competing services. For instance, current bus services, whether they are private or public, need to use the algorithms, GPS, phones and other technologies of ride sharing to revise routes, schedules and the premises that currently underpin public transportation. There is no reason a bus should be certain size, stop every 200 meters, or follow the same route all day. Algorithms and phones enable new types of routes in which designers simultaneously minimize time travel and maximize number of passengers transported per vehicle.hour.
Autonomous cars, car sharing and electric vehiclesAnandRaoPwC
Talk presented at the second Autonomous Cars conference hosted by SwissRe in Armonk, NY on September 24, 2015. The talk covers the interaction between car sharing, autonomous cars and electric vehicles and how the feedback between these three areas will propel greater consumer adoption.
Multiple Passenger Ride Sharing Changes Economics of CommutingJeffrey Funk
While Uber has challenged taxi drivers, multiple passenger ride sharing service can give us the both of best worlds: short travel times and low prices. They can provide the low prices of public transport with the short travel times of private cars or single passenger taxis. Different than Uber Pool or other crowd sourcing services, the key is for the startup to guarantee both short travel times and low prices, even if demand does not initially exist. This can be be done by having better data on the starting and ending points of travelers, which enables us to identify high demand routes and times and thus enable services that have few stops. The fewer stops enable short transit times and the multiple passengers in cars, vans, or mini-buses can reduce costs.
Introduction to Connected Cars and Autonomous VehiclesBill Harpley
This is the first of two lectures which were given to students and academic staff at the University of Portsmouth on March 28th 2017. It provides a broad overview of the technical and public policy challenges faced by the automotive industry.
These are the slides used by George to guide the discussion on autonomous vehicles.
The slides are also available at: https://www.adaptive-ip.eu/files/adaptive/content/downloads/moods/Deliverables%20&%20papers/1AriaEtemad.pdf
This is the link to the meetup: https://www.meetup.com/Brussels-Legal-Hackers/events/235890664/
2017 Automotive Seating Presentation Package Michael Scheno
This package contains the expert presentations from Jeroen Lem, Vehicle Interior Technologies at Ford Motor Company, Peter Thomae, Commodity Buyer at Volkswagen of America and Jennifer Pelky, Sr. Engineer, Interior Safety and Crashworthiness, CPST at Toyota Technical Center.
The Internet of Cars - Towards the Future of the Connected CarJorgen Thelin
No doubt you have heard the phrase “Internet of Things” and the new buzzword “IoT” been used more and more these days, but what does that mean in practice? The Tesla Model S is probably the most well-connected car on the planet at the moment, and in this presentation we will use that vehicle as a case study of some practical usage of IoT concepts and technology that is already being applied to modern automobiles.How far away are we from a future “Internet of Cars” and what will be the social and privacy impacts of more connected-car scenarios?
Ben Pierce is an industry expert in the emerging field of autonomous and connected vehicles (AV/CV). Based in Columbus, Ohio, Ben is a national thought leader drawing on more than 25 years of experience with transportation technology. Ben’s vision and understanding of transportation technology made him a key contributor to Columbus, Ohio’s successful Smart City Challenge application.
Vital Findings conducted this national study to understand current consumer perceptions and misconceptions of autonomous vehicles overall and by each level of autonomy.
Driverless Car Technology: Patent Landscape AnalysisLexInnova
Driverless cars represent a disruptive technological change in transportation as we know it. These vehicles are capable of sensing, navigating, and communicating with their external surroundings without any human intervention. They leverage various technologies including imaging, radar, laser optics, and GPS to navigate through dynamically changing road environments.
In this report, we analyze the Intellectual Property (Patents) landscape of driverless car technology. Our analysis reveals key aspects relating to innovation in this technology, including filing trends, top assignees, their portfolio strength, and geographical coverage.
Public policy aspects of Connected and Autonomous VehiclesBill Harpley
This is a presentation which I gave to the Brighton IoT Forum meetup group ( of which I am the founder ).
I outlines the key public policy challenges for Connected and Autonomous Vehicles.
It then considers policy responses from the UK Government and examines selected cases studies from U.S. , China and Germany.
Global Advanced Driver Assistance Systems (ADAS) Market: Trends and Opportuni...Daedal Research
The report titled “Global Advanced Driver Assistance Systems (ADAS) Market: Trends and Opportunities (2013-2018)” provides an in-depth analysis of global advanced driver assistance system market. For more mail me: info@daedal-research.com
Vehicle Telematics deals with the computerised information transmission for sending and receiving data in vehicles, between vehicles or between a vehicle and third party e.g. satellites, sensors or any other device.
The Connected Car: Impact on Wireless Communication
Similar to IT and Sustainability: New Strategies for Reducing Carbon Emissions and Resource Usage in Transportation, Forthcoming, Telecommunications Policy
Module 10 - Section 2: ICTs, the environment and climate change & Section 3: ...Richard Labelle
Innovation in ICTs can have a significant impact in mitigating the impact of climate change and have an important role to play in facilitating and managing adaptation to climate change.
Slide presentations developed to demonstrate how Information and Communication Technologies (ICTs) be used to address climate change, and why ICTs are a crucial part of the solution – i.e. in promoting efficiency, Green Growth & sustainable development, in dealing with climate change and for climate and environmental action. These slide presentations were delivered in February 2011 in Seongnam, near Seoul in Korea.
These presentations were developed and delivered over 2.5 days on the occasion of a Regional Training of Trainers Workshop for upcoming Academy modules on ICT for Disaster Risk Management and Climate Change Abatement. These modules were developed as part of the Academy of ICT Essentials for Government leaders developed by the United Nations (UN) Asia Pacific Centre for ICT Training (APCICT), based in Songdo City, in the Republic of South Korea.
These presentations were developed in 2011, and are somewhat out of date, but most of the principles still apply. Module 10, which has been published, does not include much of the information outlined in these presentations, which are fairly technical. They were developed to address a significant gap in understanding of the technical basis of using ICTs for climate action and because there is a clear bias in development circles against the importance of dealing with climate change mitigation in developing countries. These presentations are an attempt to redress this lack and are published here with this purpose in mind.
The author, Richard Labelle, is presently working on updating these presentations to further highlight the importance of addressing climate change and the important role that technology including ICTs, play in this effort.
Green telecom layered framework for calculating carbon footprint of telecom n...eSAT Journals
Abstract This paper presents the concept of green telecommunication network, and provides information about the carbon footprint within the fixed-line and wireless communication network. A section is devoted to describe the method with an example to calculate the carbon footprint of telecom network using Green Telecom Layered Framework. This framework aids in bridging the chasm between managing and mitigating the concentration of Green House Gases (GHG). The aim is to introduce the reader to the present green telecommunication, and outline the necessity of energy efficiency in Information and Communication Technology (ICT). This paper provides a comprehensive reference for growing base of researchers who will work on the energy efficiency of telecom network in near future. Index Terms: Green Telecom, Carbon Footprint, Layered Framework, and Green Network
IJRET : International Journal of Research in Engineering and Technology is an international peer reviewed, online journal published by eSAT Publishing House for the enhancement of research in various disciplines of Engineering and Technology. The aim and scope of the journal is to provide an academic medium and an important reference for the advancement and dissemination of research results that support high-level learning, teaching and research in the fields of Engineering and Technology. We bring together Scientists, Academician, Field Engineers, Scholars and Students of related fields of Engineering and Technology.
Ericsson Mobility Report, November 2015 - ICT and the low carbon economyEricsson
The November 2015 edition of the Mobility Report provides updated trends and forecasts for mobile data traffic. From the addition of 87 million new mobile broadband subscriptions in Q3 2015 to the estimate that video will account for 70 percent of total mobile traffic by 2021.
Module 10 - Section 7,8 & 9: Enabling effects of ICTs for climate action 2011...Richard Labelle
This presentation focuses on the role of ICTs in enabling the reduction of greenhouse gas (GHG) emissions, in facilitating greater energy efficiency and overall in contributing to the promotion of sustainability and LED (low emission development).
Slide presentations developed to demonstrate how Information and Communication Technologies (ICTs) be used to address climate change, and why ICTs are a crucial part of the solution – i.e. in promoting efficiency, Green Growth & sustainable development, in dealing with climate change and for climate and environmental action. These slide presentations were delivered in February 2011 in Seongnam, near Seoul in Korea.
These presentations were developed and delivered over 2.5 days on the occasion of a Regional Training of Trainers Workshop for upcoming Academy modules on ICT for Disaster Risk Management and Climate Change Abatement. These modules were developed as part of the Academy of ICT Essentials for Government leaders developed by the United Nations (UN) Asia Pacific Centre for ICT Training (APCICT), based in Songdo City, in the Republic of South Korea.
These presentations were developed in 2011, and are somewhat out of date, but most of the principles still apply. Module 10, which has been published, does not include much of the information outlined in these presentations, which are fairly technical. They were developed to address a significant gap in understanding of the technical basis of using ICTs for climate action and because there is a clear bias in development circles against the importance of dealing with climate change mitigation in developing countries. These presentations are an attempt to redress this lack and are published here with this purpose in mind.
The author, Richard Labelle, is presently working on updating these presentations to further highlight the importance of addressing climate change and the important role that technology including ICTs, play in this effort.
Abstract: Energy efficiency in all the aspects of human life has become a major concern, due to significant environment impact as well as it economic importance. Information and Communication Technology (ICT) estimated 2-10% of the global consumption but is also expected to enable global energy efficiency through new technologies tightly dependent on networks. Specially, a network model based on G-network quening theory is built, which can incorporate all the important parameters of power consumption together with traditional performance metric and routing control capability. Our goal is to control both power configuration of pipeline and way to distribute traffic flow among them. Optimization policy having best tradeoff between power consumption and packet latency times. The achieved results demonstrate how the proposed model can effectively represent energy and network-aware performance indexes.
Carbon and Energy Report: National Assessment of the Environmental Impact of ICTEricsson
Increasing use of Information and Communication Technology (ICT) is helping the world cut greenhouse gas (GHG) emissions, a major factor behind global warming. The latest Ericsson Energy and Carbon Report shows how ICT could help reduce global emissions by more than 15 percent.
The role of ICTs for environmental observation. Collecting and helping to interpret and model the environment and more specifically the climate are key to climate action. Wireless sensor networks, the IoT, embedded microprocessors, remote sensing and earth observation systems, etc. are described. Today, they continue to be very important and their role and use os growing.
Slide presentations developed to demonstrate how Information and Communication Technologies (ICTs) be used to address climate change, and why ICTs are a crucial part of the solution – i.e. in promoting efficiency, Green Growth & sustainable development, in dealing with climate change and for climate and environmental action. These slide presentations were delivered in February 2011 in Seongnam, near Seoul in Korea.
These presentations were developed and delivered over 2.5 days on the occasion of a Regional Training of Trainers Workshop for upcoming Academy modules on ICT for Disaster Risk Management and Climate Change Abatement. These modules were developed as part of the Academy of ICT Essentials for Government leaders developed by the United Nations (UN) Asia Pacific Centre for ICT Training (APCICT), based in Songdo City, in the Republic of South Korea.
These presentations were developed in 2011, and are somewhat out of date, but most of the principles still apply. Module 10, which has been published, does not include much of the information outlined in these presentations, which are fairly technical. They were developed to address a significant gap in understanding of the technical basis of using ICTs for climate action and because there is a clear bias in development circles against the importance of dealing with climate change mitigation in developing countries. These presentations are an attempt to redress this lack and are published here with this purpose in mind.
The author, Richard Labelle, is presently working on updating these presentations to further highlight the importance of addressing climate change and the important role that technology including ICTs, play in this effort.
Similar to IT and Sustainability: New Strategies for Reducing Carbon Emissions and Resource Usage in Transportation, Forthcoming, Telecommunications Policy (20)
The "Unproductive Bubble:" Unprofitable startups, small markets for new digit...Jeffrey Funk
This article will show that the current bubble has produced few profitable startups and involved few if any new digital technologies, nor technologies involving recent scientific advances, and thus it is unlikely that much that is productive will be left once the dust settles. There is a growth in old technologies such as e-commerce but little in new technologies such as AI. The startup losses are also much larger than in the past suggesting that fewer of today’s startups will still exist in a few years than those of 20 years ago.
Commercialization of Science: What has changed and what can be done to revit...Jeffrey Funk
This paper several changes that I believe may have reduced America’s ability to develop science-based technologies. I make no claims about the completeness. I begin with the growth of university research and then cover several changes it engendered, including an obsession with papers, hyper-specialization of researchers, and huge bureaucracies, also using the words of Nobel Laureates and other scientists to make my points.
2000, 2008, 2022: It is hard to avoid the parallels How Big Will the 2022 S...Jeffrey Funk
These slides summarize the recent share price declines for new startups, declines that are driven by huge annual and cumulative losses and it contrasts today's bubble with those of 2000 and 2008. It shows that today's bubble involves bigger startup losses than those of the 2000 bubble and that the markets of new technologies have not grown to the extent that those of past decades did. Many hedge funds, VCs, and pension funds are heavily invested in these startups. Some of them are also highly leveraged.
The Slow Growth of AI: The State of AI and Its ApplicationsJeffrey Funk
The failure of IBM Watson, disappointments of self-driving vehicles, slow diffusion of medical imaging, small markets for AI software, and scorching criticisms of Google’s research papers provide evidence for hype and disappointment in AI, which is consistent with negative social impact of Big Data and AI algorithms. There are some successes, but they are much smaller than the predictions, with virtual applications (advertising, news, retail sales, finance and e-commerce) having the largest success, building from previous Big Data usage in the past. Looking forward, AI will augment not replace workers just as past technologies did on farms, factories, and offices. Robotic process automation and natural language processing are likely to play important roles in this augmentation with RPA automating repetitive work, natural language processing summarizing information, and RPA also putting the information in the right bins for engineers, accountants, researchers, journalists, and lawyers. Big challenges include reductions in training time depending on faster computers, exponentially rising demands on computers for high accuracies in image recognition, a slowdown in supercomputer improvements, datasets riddled with errors, and reproducibility problems.
Behind the Slow Growth of AI: Failed Moonshots, Unprofitable Startups, Error...Jeffrey Funk
Smaller than expected markets, money-losing startups, failure of Watson, slow-diffusion of self-driving vehicles and medical imaging, and scorching criticisms of Google’s research papers are some of the examples used to characterize the hype of AI. There are some successes, but they are much smaller than the predictions, with advertising, news, and e-commerce having the biggest success stories. Looking forward, #AI will augment not replace workers just as past technologies did on farms, factories, and offices. Robotic process automation and natural language processing are likely to play important roles in this augmentation with #RPA automating repetitive work, natural language processing categorizing information, and RPA also putting the information in the right bins for engineers, accountants, researchers, journalists, and lawyers. The big challenges include exponentially rising demands on computers for high accuracies in images, a slowdown in supercomputer improvements, datasets riddled with errors, and reproducibility problems. See either this podcast or my slides, whose URL is shown in comments. #technolgy #innovation #venturecapital #ipo #artificialintelligence
The Troubled Future of Startups and Innovation: Webinar for London FuturistsJeffrey Funk
These slides show how the most successful startups of today (Unicorns) are not doing as well as the most successful of 20 to 50 years ago. Today's startups are doing worse in terms of time to profitability and time to top 100 market capitalization status. Only one Unicorn founded since 2000 has achieved top 100 market capitalization status while six, nine, and eight from the 70s, 80s, and 90s did so. It is also unlikely that few or any of today's Unicorns will achieve this status because their market capitalizations are too low, share prices increases since IPO are too small, and profits remain elusive. Only 14 of 45 had share price increases greater than the Nasdaq and only 6 of 45 had profits in 2019. The reasons for the worse performance of today's Unicorns than those of 20 to 50 years ago include no breakthrough technologies, hyper-growth strategies, and the targeting of regulated industries. The slides conclude with speculations on why few breakthrough technologies, including science-based technologies from universities are emerging. We need to think back to the division of labor that existed a half a century ago.
Where are the Next Googles and Amazons? They should be here by nowJeffrey Funk
Great startups aren’t being founded like they were in the 1970s (Microsoft, Apple, Oracle, Genentech, Home Depot, EMC), 1980s (Cisco, Dell, Adobe, Qualcomm, Amgen, Gilead Sciences), and 1990s (Amazon, Google, Netflix, Salesforce.com, PayPal). All of these startups reached the top 100 for market capitalization, but Facebook is the only startup founded since 2000 which has entered the top 100. Tesla and Uber are often discussed as highly successful but they have many times higher cumulative losses than did Amazon at its time of peak losses and neither has had a profitable year despite being older than Amazon was when it achieved profits. Furthermore, few of the recent Unicorn IPOs have experienced shareprice increases greater than those of the Nasdaq (14 of 45), only 3 of these 14 have profits, and only six of them have a
market capitalization over $30 (Zoom), $20 (Square), and $10 billion (Twilio, DocuSign, Okta). America’s venture capital system isn’t working as well as it once did, and the coronavirus will make things worse before the VC system gets better.
Start-up losses are mounting and innovation is slowing, but venture capitalists, entrepreneurs, consultants, university researchers, and business schools are hyping new technologies more than ever before. This hype is facilitated by changes in online media, including the rise of social media. This paper describes how the professional incentives of experts and the changes in online media have increased hype and how this hype makes it harder for policy makers, managers, scientists, engineers, professors, and students to understand new technologies and make good decisions. We need less hype and more level-headed economic analysis and this paper describes how this economic analysis can be done. Here is a link to the journal, Issues in Science & Technology: www.issues.org
Irrational Exuberance: A Tech Crash is ComingJeffrey Funk
These slides apply Nobel Laureate Robert Schiller's concept of irrational exuberance (and a book) title to the current speculative bubble of 2019. Over investments in startups and a lack of profitability in them are finally starting to catch up with the venture capital industry and the tech sector that relies on it. Investments by US venture capitalists have risen about six times since 2001 causing the total invested in 2018 to exceed by 40% the peak of 2000, the last big year of the dotcom bubble. But the number of IPOs has never returned to the peak years of 1993 to 2000; only about 250 were carried out between 2015 and 2017 vs. about 1,200 between 1995 and 1997.
The reason is simple: startups are taking longer to go public because they are not profitable. Consider the data. The median time to IPO has risen from 2.8 years in 1998 to 7.7 years in 2016 and the ones going public are less profitable than they were in the past. Although only 22% of startups going public in 1980 were unprofitable, 82% were unprofitable in 2018. The same high percentages of unprofitability have only been achieved twice before, in 1998 and 1999 right before the dotcom bubble burst. Furthermore, startups that have recently done high profile IPOs such as Snap, Dropbox, Blue Apron, Fitbit, Trivago, Box, and Cloudera are still not profitable.
Using the percent of top managers in IPOs (initial public offering) as a proxy for an industry’s/technology’s scientific intensity, this paper shows that the percentage of IPOs and of venture capital financing for science-based technologies has been declining for decades. Second, the percentage of PhDs among the top managers in science intensive industries is also declining, suggesting that their scientific intensities are falling. Third, the age of these top managers rose during the same period suggesting that the importance of experiential knowledge has increased even as the importance of PhDs and thus educational knowledge has decreased. Fourth, the numbers of IPOs and of venture capital funding are not increasing for newer science-based industries such as superconductors, solar cells, nanotechnology, and GMOs. Fifth, there are extreme diseconomies of scale in the universities that produce the PhD-holding top managers, suggesting that universities are far less effective at doing research than are companies. These results provide a new understanding of science and technology, and they offer new prescriptions for reversing slowing productivity growth.
This paper addresses the types of knowledge that are needed in entrepreneurial firms using a unique data base of executives and directors for all IPOs filed between 1990 and 2010. Using highest educational degrees as a proxy for educational knowledge, it shows that 85% of those with PhDs are concentrated in the life sciences and ICT (information and communication technology) industries and second, that those in the ICT industries are concentrated at lower layers in a “digital stack” of industries, ranging from semiconductors and other electronics at the bottom layer to computing and Internet infrastructure at the middle layer and Internet content, commerce, and services in the top layer. Third, industries with fewer PhDs have more bachelor’s and MBA degrees suggesting that PhDs are being replaced by them and not M.S. degrees. Fourth, age is higher for industries with the most PhDs thus suggesting a greater need for experiential knowledge in industries with greater needs for educational knowledge. Fifth, the number of Nobel Prizes tracks industries with high fractions of PhDs.
beyond patents:scholars of innovation use patenting as an indicator of innova...Jeffrey Funk
This paper discusses the problems with using patents as a measure of innovation and papers as a measure of science. It also uses data to show the problems. for example, the number of patent applications and awards have grown by six times since 1984 while productivity growth has slowed.
These slides discuss how to put context back into learning. Farm and other work at home once provided a context for learning, but this context has become much weaker as work at home as mostly disappeared Students once learned mostly from parents because they worked on farms, fixed things at home, and prepared meals. These activities provided a "context" for school learning, a context that has been mostly lost. These slides discuss how this context can be put back into learning and the implications for the types of people best suited for teaching and the way to train them.
Technology Change, Creative Destruction, and Economic FeasibiltyJeffrey Funk
After showing that the costs of most electronic products are from electronic components, these slides show how the iPhone and iPad became economically feasible through improvements in microprocessors, flash memory, and displays.
These slides show that the demand for most professions is growing steadily in spite of continued improvements in productivity enhancing tools for them. They also show that AI will have a largely incremental effect on the professions, in combination with Moore's Law, cloud computing, and Big Data. They do this accounting, legal, architects, journalists, and engineers.
Solow's Computer Paradox and the Impact of AIJeffrey Funk
These slides show why IT has not delivered large improvements in productivity and why new forms of IT like AI will also not deliver large improvements, except in selected sectors. The main reason is that the improvements in AI are over-hyped and because most sectors do not have large inefficiencies in the organization of people, machinery, and materials.
What does innovation today tell us about tomorrow?Jeffrey Funk
This paper was published in Issues in Science and Technology. It distinguished between the Silicon Valley and science-based process of technology change. It shows that more new products and services are emerging from the latter than the former.
Creative destrution, Economic Feasibility, and Creative Destruction: The Case...Jeffrey Funk
This paper shows how new forms of electronic products and services such as smart phones, tablet computers and ride sharing become economically feasible and thus candidates for commercialization and creative destruction as improvements in standard electronic components such as microprocessors, memory, and displays occur. Unlike the predominant viewpoint in which commercialization is reached as advances in science facilitate design changes that enable improvements in performance and cost, most new forms of electronic products and services are not invented in a scientific sense and the cost and performance of them are primarily driven by improvements in standard components. They become candidates for commercialization as the cost and performance of standard components reach the levels necessary for the final products and services to have the required levels of performance and cost. This suggests that when managers, policy makers, engineers, and entrepreneurs consider the choice and timing of commercializing new electronic products and services, they should understand the composition of new technologies, the impact of components on a technology's cost, performance and design, and the rates of improvement in the components.
MIT's Poor Predictions About TechnologyJeffrey Funk
These slides analyze the 40 predictions of breakthrough technologies that were made betwee 2001 and 2005 by MIT’s Technology Review. Most of them are science-based technologies, and none of the science-based technologies predicted between 2001 and 2005 have markets larger than $10 billion. Among its 40 predictions, only four have markets larger than $10 billion and these technologies have little to do with recent advances in science and instead were enabled by Moore’s Law and improvements in Internet services. MIT also missed many technologies that have achieved market sales greater than $100 billion such as smart phones, cloud computing, and the Internet of Things and other technologies with sales greater than $50 billion such as e-commerce for apparel and tablet computers.
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Sustainability has become an increasingly critical topic as the world recognizes the need to protect our planet and its resources for future generations. Sustainability means meeting our current needs without compromising the ability of future generations to meet theirs. It involves long-term planning and consideration of the consequences of our actions. The goal is to create strategies that ensure the long-term viability of People, Planet, and Profit.
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IT and Sustainability: New Strategies for Reducing Carbon Emissions and Resource Usage in Transportation, Forthcoming, Telecommunications Policy
1. IT and sustainability: New strategies for reducing carbon
emissions and resource usage in transportation
Jeffrey L. Funk n
National University of Singapore, Division of Engineering and Technology Management, 9 Engineering Drive 1, Singapore 1175769,
Singapore
a r t i c l e i n f o
Keywords:
Information technology
Moore’s law
Rates of improvement
Sustainability
Transportation
Buses
Phones
GPS
Telecommunications
Bike sharing
Electric vehicles
Autonomous vehicles
Wireless
Charging
Power electronics
Cameras
a b s t r a c t
This paper describes how rapid rates of improvement in smart phones, telecommunica-
tion systems and other forms of IT enable solutions for sustainability and how this
provides opportunities for the fields of telecommunication and information systems.
While reports from the Intergovernmental Panel on Climate Change focuses on technol-
ogies with rates of improvement less than 5% per year, most types of information
technologies are experiencing annual rates of improvement that exceed 30% per year.
These rapid rates of improvement are changing the economics of many activities of which
this paper describes four examples in transportation. The paper concludes by discussing
challenges for universities and in particular for the fields of telecommunications and
information systems.
& 2015 Elsevier Ltd. All rights reserved.
1. Introduction
Creating a more sustainable world through reducing carbon emissions and resource usage in general have become
important challenges for governments, firms, and universities. The Intergovernmental Panel on Climate Change (IPCC)
focuses on learning curves for alternative energy technologies such as solar, wind, geothermal, and ocean energy and how
costs fall as cumulative production increases. It largely ignores the potential impact of continued improvements in smart
phones, telecommunication systems, and other forms of IT (information technology) on the better design of transportation,
logistics, office, and home systems. Implicit in their report is that sustainability is a substitution rather than a design
problem and thus the goal is to stimulate the production of new energy technologies in order for their costs to fall, even
though the rates of improvement for these technologies are very slow. For example, according to the IPCC, the annual rate of
cost reduction for wind turbines has been 2% per year over the last 30 years and the rate has dropped to zero in the last few
years (IPCC, 2013). Even for solar cells, the rate of improvement is about 7% per year when the cost is for installed solar as
Contents lists available at ScienceDirect
URL: www.elsevier.com/locate/telpol
Telecommunications Policy
http://dx.doi.org/10.1016/j.telpol.2015.07.007
0308-5961/& 2015 Elsevier Ltd. All rights reserved.
n
Tel.: þ65 6516 7446.
E-mail address: etmfjl@nus.edu.sg
Telecommunications Policy ] (]]]]) ]]]–]]]
Please cite this article as: Funk, J. L. IT and sustainability: New strategies for reducing carbon emissions and resource
usage in transportation. Telecommunications Policy (2015), http://dx.doi.org/10.1016/j.telpol.2015.07.007i
2. opposed to just solar modules (UCS, 2014). Given the higher costs of solar and wind energy than of fossil fuel-based
electricity generation, there seems to be long road ahead.
This paper discusses an alternative that is never mentioned by the IPCC, an alternative that may end up having a larger
impact on sustainability than do the technologies emphasized by the IPCC. It focuses on smart phones, telecommunication
systems and other forms of IT that are experiencing rapid rates of annual improvement and that lead to improvements in
higher level systems. For example, as shown in Table 1, microprocessors, memory, cameras, lasers, and new displays have
experienced annual rates of improvement of greater than 30% and these improvements have enabled similar magnitude
improvements in computer and telecommunication systems. Even software development costs have fallen as open source
software has become available; a noteworthy example is the Linux operating system from which the Android operating
system was developed. Taking this one step further, improvements in software, computers and telecommunications have
enabled improvements in higher level systems such as retail, wholesale, logistics, financial trading, and education (Cortada,
2004, 2005). Theoretically speaking, ICs, lasers, displays, and open source software can be thought of as components (Funk,
Table 1
Information Technologies with recent rapid rates of improvement.
Sources: Wikipedia (2014); Preil (2012); Suzuki (2010); Miller (2012); Chader, Weiland, and Humayun (2009); Stasiak, Richards, and Angelos (2009);
Hasegawa and Takeya (2009); Franklin (2013); Fujimaki (2012); Devoret and Schoeldopf (2013); Evans et al. (2011); Nordhaus (2007); Koomey et al. (2011);
D-Wave (2013); SingularityHub.com (2013); ICKnowledge (2009); ISSCC (2013); Francis (2011); Yoon (2010); Brown (2011); ISSCC (2013); Azevedo,
Morgan, and Morgan (2009); Haitz and Tsao (2011); Lee (2005; Sheats et al. (1996); Martinson (2007); Economist (2012); Kwak (2010).
Technology domain Sub-technology Dimensions of measure Time
period
Rate per year
(%)
Integrated circuits (or related) for
processing
Microprocessor Number of transistors/
chip
1971–2011 38
Camera chips Pixels per dollar 1983–2013 49
Light sensitivity 1986–2008 18
Power ICs Current density 1993–2012 16
MEMS: Artificial eye Number of electrodes 2002–2013 46
MEMS: inkjet printers Drops per second 1985–2009 61
Organic transistors Mobility 1982–2006 109
Single walled carbon nanotube transistors 1/Purity (% metallic) 1999–2011 32
Density 2006–2011 357
Superconducting Josephson junction-based
transistors
1/Clock period 1990–2010 20
1/Bit energy 1990–2010 20
Qubit lifetimes 1999–2012 142
Bits per Qubit lifetime 2005–2013 137
Photonics Data Capacity per chip 1983–2011 39
Electronic products Digital computers Instructions per unit
time
1979–2009 36
Instructions per time-
cost
1979–2009 52
Quantum computers Number of Qubits 2002–2012 107
Information storage Dynamic RAM Memory bits per chip 1971–2010 44
Flash memory Storage capacity 2001–2013 47
Resistive RAM 2006–2013 272
Ferroelectric RAM 2001–2009 38
Magneto RAM 2002–2011 58
Phase change RAM 2004–2012 63
Magnetic Storage Recording density of
disks
1991–2011 56
Recording density of
tape
1993–2011 32
Cost per bit of disks 1956–2007 33
Information trans-mission Last mile wireline Bits per second 1982–2010 48.7
Wireless, cellular Bits per second 1996–2013 79.1
Wireless, WLAN 1995–2010 58.4
Wireless, 1 m 1996–2008 77.8
Electronic Lighting and Displays Light emitting diodes (LEDs) Luminosity per Watt,
red
1965–2008 17
Lumens per Dollar,
white
2000–2010 41
Organic LEDs Luminosity/Watt, green 1987–2005 29
GaAs Lasers Power density 1987–2007 30
Cost per Watt 1987–2007 31
Liquid Crystal Displays Square meters per
dollar
2001–2011 11.0
Quantum Dot External Efficiency, red 1998–2009 36
Displays
Acronyms: RAM (Random access memory) and WLAN (wireless local area network).
Please cite this article as: Funk, J. L. IT and sustainability: New strategies for reducing carbon emissions and resource
usage in transportation. Telecommunications Policy (2015), http://dx.doi.org/10.1016/j.telpol.2015.07.007i
J.L. Funk / Telecommunications Policy ] (]]]]) ]]]–]]]2
3. 2013a, 2013b) or as “general purpose technologies” (Bresnahan & Trajtenberg, 1995; David, 1990; Helpman, 2003; Lipsey,
Carlaw, & Bekar, 1998, Lipsey et al., 2005) that have a large impact on higher level systems and thus on the overall economy.
This paper shows that these technologies, which are called IT for reasons of simplicity, have reached the levels of
performance and cost that are needed to have a large impact on a wide variety of energy intensive activities. These
improvements are changing the economics of these activities, enabling more efficient designs to emerge. In doing so we
recognize that improvements in the efficiency of an activity may increase the use of that activity, thus reducing the impact
from improvements in energy efficiency (Brookes, 1984; Khazzoom, 1980). However, in the cases addressed in this paper,
increases in usage are limited and/or many of the new methods are so superior to the existing ones that increased usage
would still result in dramatic reductions in energy usage. We expand on this argument throughout the paper.
To simplify the discussion, this paper focuses on human transportation, partly since the impact of improved IT on
logistics (Dooley, 2014; Wible, Mervis, & Wigginton, 2014), telecommuting (Mitomo & Jitsuzumi, 1999), teleconferencing
(Biello, 2009; Kraut, 1995), lighting and smart cities (Steenbruggen, Tranos, & Njikamp, 2015; Walravens, 2015) have been
discussed by others. First, improvements in GPS and smart phones can increase bus usage through their impact on bus
services and information for these services. Second, existing and better smart phones can also facilitate the sharing economy
including the sharing of bicycles and cars; the former can overcome crowded bus storage areas and thus facilitate greater
use of bicycles hopefully in combination with trains (Otzen, 2014). Third, roads dedicated to autonomous vehicles, which
become cheaper and better through improvements in ICs, MEMS, and lasers, can increase the capacity of roads and the fuel
efficiency of vehicles (Berry, 2010). Fourth, improvements in power electronics, microprocessors, and other electronics are
reducing the cost of wired and wireless charging stations, which reduces the required energy storage densities and thus the
cost of electric vehicles. The paper concludes by discussing challenges for universities and in particular for the fields of
telecommunications and information systems.
2. IT facilitates public transportation
Increases in the use of public transportation lead to reductions in per capita energy usage and per-capita carbon
emissions. For example, trains and buses consume about 20% and 40% respectively the energy per passenger-kilometer as do
automobiles in London and about 9% and 28% respectively the energy per passenger-kilometer as do automobiles in Japan.
The differences between London and Japan are largely from differences in capacity utilization and thus Japanese cities are
probably even more energy efficient than are its rural areas since fuller buses and trains lead to lower energy per rider
(McKay, 2009). Furthermore, greater use of public transportation also probably leads to less land needed for total
transportation as the necessary space for roads and parking spaces are reduced.
Improvements in IT have already enabled better public transportation and continued improvements can also improve
and increase the use of public transportation. Past improvements include better ticketing, route design, and scheduling.
Most cities now allow smart cards or phones to be used as tickets thus eliminating the need for purchasing tickets each time
a person rides a train or boards a bus. Computers have been used for many years to do route design and scheduling and their
successor, Big Data, are enabling the better designs of routes, better choices of train station location and bus stops and the
better integration of bus and subway routes. It is also being used to reduce downtime in for example Seoul and Singapore
through better preventative maintenance (SMG, 2014; Tay, 2014).
But, this paper argues that the biggest benefits from IT will come from GPS, smart phones, and connected devices (some
call this the Internet of Things) that together will enable dramatic increases in the number of bus and train users (Farley,
2012; McNeill, 2013). The biggest challenge for most bus users is the difficulty of finding information about bus routes,
schedules, and expected arrivals at bus stops. Reading through detailed bus pamphlets and hoping that the bus arrival times
match the posted ones are not activities liked by most people.
Smart phones and GPS can change this situation. Following the introduction of the iPhone in 2007 (West & Mace, 2010),
smart phones continue to experience improvements (Cecere, Corrocher, & Battaglia, 2015) (see Table 2) and these
Table 2
Improvements in Smart phones that have and continue to occur.
Source: author’s analysis.
Component Types of Improvements Implications
GPS Higher accuracy Better location information
Memory Greater capacity Can store more apps and more sophisticated ones
Microprocessor Faster speeds Can run more sophisticated apps and process them faster. Can access newer network standards, both
cellular and WiFi ones
Network Faster speeds Can download larger apps and access the apps and the relevant data more quickly
WiFi Faster and more available Users can download larger apps and access the apps and the relevant data more quickly. Greater
availability means cheaper Internet access
Display Greater resolution, more
flexibility
Greater resolution enables users to more easily understand more complex information. Greater
flexibility enables displays to conform to wrists or other parts of body
Touch screen
and glass
Thinner and stronger Can use touch screens even when wearing gloves
Less chance of glass breaking even when the phone is dropped.
Please cite this article as: Funk, J. L. IT and sustainability: New strategies for reducing carbon emissions and resource
usage in transportation. Telecommunications Policy (2015), http://dx.doi.org/10.1016/j.telpol.2015.07.007i
J.L. Funk / Telecommunications Policy ] (]]]]) ]]]–]]] 3
4. improvements enable better bus-related services for users. GPS chip sets are already less than $10 and improvements in the
accuracy of GPS (GPS, 2014) continue to occur and they provide better location information on both users and buses. Better
displays enable better presentation of information. Most importantly, faster data speeds, faster microprocessors, and larger
memory enable more sophisticated apps to become available (see Fig. 1). For example, Fig. 1 shows navigation, Fig. 2 shows
bus stops for a specific bus, and Fig. 3 shows arrival times for specific bus stops in smart phone apps. Continued
improvements in smart phones are enabling more sophisticated apps to emerge that can integrate information on multiple
types of transportation modes and thus help users make better real-time decisions between different modes of
transportation and different combinations of them.
More specifically, in many cities apps provide users with the following information: (1) the closest bus stop; (2) walking
directions to it; (3) expected arrival times with less than a few minutes of error; (4) When users should start walking to the
bus stop. Also in some cities, a single app does this for various alternatives including buses, trains, and taxis and it provides
the expected trip time for each alternative based on existing and destination locations. For example, this is available in
Singapore through an app called SBS Next Bus and in a much smaller city, Helsinki through its Reittiopas service. Such
services enable users to obtain estimated trip times for multiple modes of transportation with a single click and this type of
information will encourage more people to choose public transportation over car ownership.
This is not the end of improvements, however, the phones and phone services will get cheaper and better as
improvements in ICs and displays continue. Smart phones will become cheap enough for all 7 billion of the world’s
population, and they will continue to get better. In addition to better processors and memory, displays are and will continue
to become more sensitive, durable, and flexible and they will conform better to wrists and other parts of our bodies. Some of
this will come from changes to displays based on organic light emitting diodes (OLEDs) and some will come from
augmented reality. Perhaps most importantly, the number of WiFi locations is growing quickly and many of these locations
provide free or almost free services. As of November 14, 2014, there were one hot spot for every 11 people in the UK and for
every 150 people in the world. By late 2018, it is expected there will be one for every 20 people in the world, including one
for every 408 in Africa (WiFi, 2015). The greater availability of WiFi and its falling cost enables lower cost if not free data
Fig. 1. Example of navigation with smart phones.
Fig. 2. Example of finding bus stops ons.
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5. transmission and in addition, public transportation authorities can introduce free WiFi for their users, which provides an
additional means of differentiating themselves from automobiles and thus increasing their share of transportation. Work
can be done while commuting thus decreasing the actual time lost to commuting (Achachlouei & Hilty, 2014).
These changes are likely to occur first in big European and Asian cities and later in big U.S. cities, smaller cities around the
world, and cities in third world countries. The biggest impact may be in small cities where the lower frequency of bus
arrivals requires better information on bus arrival times, routes, and bus stop locations. Many people will not risk the
potentially long waiting times for low frequency bus services and thus will not use buses in small cities until better
information services are available. But as smart phones, telecommunication systems, and other forms of IT become better
and cheaper, smart phone-based solutions will diffuse from large to small cities, thus enabling a dramatic increase in the use
of bus transportation and a drop in car usage.
Improvements in smart phones, telecommunication systems, Big Data, and other forms of IT can also facilitate ride
sharing in private vehicles and buses and thus take us beyond current car sharing or carpooling. Smart phone apps are
enabling new taxi services and facilitating carpooling. More importantly, Big Data can analyze the large amounts of data
being collected by these smart phone transportation apps and other sources and better understand starting and ending
points for individuals. This enables private bus companies to offer better bus services. Already, 35% of Silicon Valley’s work
forces uses these services (Markoff & Dougherty, 2015) and it is likely that increases can be made beyond this 35% as
improvements in IT continue to occur. Similar if not larger percentages are possible in other parts of the world.
A positive impact from smart phones on public transportation may already be occurring in the US, one of the most car
intensive nations in the world. Evidence suggests that public transportation is already increasing its share of transport since
the percentage of licensed drivers and the number of miles driven per capita have dropped, with the lowest car ownership
existing in cities (Thompson, 2014). The percentage of 15–24 year-olds who are licensed drivers in the U.S. dropped by
almost 50% between 1983 and 2010 (Economist, 2012). The number of miles driven per capita peaked between 2004 and
2006 and this figure had dropped by almost 10% by 2011 (SSTI, 2013). Utilizing the improvements in GPS and smart phones
that are emphasized above can strengthen these trends, thus reducing the energy intensity of U.S. and other cities.
3. IT promotes integration of bicycles and public transportation
Improvements in smart phones, telecommunication systems, and other forms of IT (such as connected bicycles) can also
facilitate bike sharing perhaps in combination with commuting by train. Although ideally more people would commute
solely by bicycle, this is only possible in places where hills are few, weather is cool, commutes are short, and roads are
designed for bicycles. For example, the percentage of trips by bicycle exceeds 30% in European cities such as Copenhagen,
Amsterdam, Munster, Utrecht, and Malmo (Copenhagenize, 2009) and it is also very high in Asia (Spokefly, 2015).
In most cities, however, bicycles will only be used in combination with other modes of transportation, particularly trains.
Getting to train stations has always been a challenge. One option is to allow bicycles on trains, which angers other
commuters. Alternatively, many cities have constructed large bicycle storage centers next to train stations or in other widely
visited places. The problem with these bicycle storage systems is that many are overcrowded and thus it can take many
minutes to find one’s bicycle amid the many bicycles in the storage system. If a system is poorly organized as many are,
many bikes cannot be found and are discarded thus increasing the problems for other people finding their bicycles (see left
side of Fig. 4). This has caused some cities to implement automated bicycle storage spaces that may extend many floors up
(Campbell-Dollaghan, 2013) or down (Grozdanic, 2015), but that clearly involve high construction costs.
Fig. 3. Example of finding arrival times for specific bus stops with smart phones. Source: https://play.google.com/store/apps/details?id=com.fatattitude.
buscheckeruk.
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usage in transportation. Telecommunications Policy (2015), http://dx.doi.org/10.1016/j.telpol.2015.07.007i
J.L. Funk / Telecommunications Policy ] (]]]]) ]]]–]]] 5
6. An alternative is bicycle sharing (Larsen, 2013). Bicycles are stored in a form of large vending machine in which users rent
bicycles for short time periods and return them to the same or different locations. Payments can be made with smart cards
on smart phones. For users, bicycle sharing can reduce the time to park and find bicycles thus transforming chaos into order
(see Fig. 4). For cities, bicycle sharing can free up expensive land (often next to train stations) for other activities. Perhaps,
most importantly, bicycle sharing can promote rail usage. By placing storage systems near train stations, commuters can ride
a bike from near home to a train station, ride a train to another station, and then ride another bicycle or walk to their final
destination. Some users might do this with bicycles when in the past they did this with buses. For example, NY City placed
many of its bike sharing stations near train stations and this contributed to the success of the program (Business Insider,
2014).
Improvements in IT are improving the economics of these systems. IT helps manage the renting, storage, and collection of
bicycles and the improvements in phones that were mentioned in the last section are also relevant to bike sharing.
Inexpensive sensors and GPS can track bicycles and thus reduce thefts. Apps and GPS help users find bike sharing stations
(Walravens, 2015). Intelligent cameras can help reduce vandalism. Computers can help redistribute the bicycles when some
stations have too many bicycles while others do not have enough. Phones help users find bike stations, register for use,
borrow bikes, and make payments. The increasing availability of open source software also reduces implementation costs
(see below).
These improvements can also reduce the capital and operating costs of the bicycle sharing systems, which are still high.
One study found that the capital costs per bicycle are between $3000 and $4500 and the operating costs are between $1200
and $1944 per bicycle and per year (Lajas, 2012). However, these costs will fall as the improvements in IT continue, as the
initial costs are amortized over many users, as standard systems become available, and as more open source designs
including software become available.
Open source designs including software may offer the greatest opportunity for cost reduction and universities should
play a role in promoting open source designs for both bicycle storage and bus-related GPS systems. By developing and
promoting these designs, universities can help reduce the cost of these systems and prevent one supplier from becoming
the Google, Apple, or Uber of bicycle storage systems through high switching costs. Thus, rather than waiting for the benefits
from economies of scale and standardization to emerge, universities should develop and promote open source designs that
are much cheaper than proprietary designs and that enable more sharing of design costs across multiple installations.
Furthermore, by doing this at the global level, there can be wide spread sharing of these designs, thus enabling different
universities to focus on different sub-systems within bicycle sharing and bus-related GPS systems.
Finally, bicycle sharing is part of a larger trend called the sharing economy. The sharing economy can enable automobiles,
automobile trips (carpooling or shared taxis), parking spaces, housing (e.g., Airbnb) and manufactured products to be shared
over many people and thus the resources associated with them to be likely reduced. For transportation, shared parking
spaces and better IT and phones can reduce searching for these parking spaces (Economist, 2015; McCarrick, 2013). In
support of these trends, cities can also increase parking rates and reduce the number of parking spaces (Economist, 2015;
McCarrick, 2013).
A greater use of bicycles, bicycle sharing, and public transportation will likely lead to lower per-capita usage of energy
and carbon emissions. While improvements in quality or reductions in price can lead to greater usage of a given product or
service (Brookes, 1984; Khazzoom, 1980), this will probably not occur for bicycles and public transportation. The former
involves human effort and the latter’s usage is probably more limited by time than by price and public transportation is
much slower than are personal automobiles or taxis. Thus, if more people change from private vehicles to public
transportation, this will probably cause more people to reduce their commuting time by moving from the suburbs to cities
than for people to extend their commuting times by moving in the opposite direction. Furthermore, movements to the city
Fig. 4. From chaos to order: the benefit of bike storage.
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usage in transportation. Telecommunications Policy (2015), http://dx.doi.org/10.1016/j.telpol.2015.07.007i
J.L. Funk / Telecommunications Policy ] (]]]]) ]]]–]]]6
7. will reduce per capita energy consumption overall since cities have lower per capita energy consumption than do rural areas
(Glaeaser, 2012). A second reason that lower prices or better quality public transportation will not lead to greater
commuting miles and certainly not greater per capita-energy usage is that capacity utilization has a large impact on per
capita energy usage and thus increases in usage lead to both higher capacity utilization of buses and lower per capita
energy usage.
4. IT facilitates roads dedicated to autonomous vehicles
Improvements in IT are also making it economically feasible to dedicate roads to autonomous vehicles (AVs). While not as
environmentally friendly as bicycles, buses, and trains, dedicating roads to AVs can reduce inter-vehicle distances, delays at
traffic signals (Fig. 5), frequency of braking, speed changes, and thus increase the capacity of roads (see Fig. 6) and
percentage of moving vehicles; the resulting higher speeds (up to 30 mph) will increase fuel efficiency (Fig. 7) and reduce
carbon emissions. Perhaps equally importantly, in the long term, AVs can reduce car ownership and thus necessary space for
roads and parking; cities can use this reduced space to close parking garages and block vehicles from some streets thus
resulting in higher quality city environments.
AVs are rapidly getting cheaper and better because of improvements in IT such as the falling cost of cameras, lasers, GPS,
and MEMS (micro-electronic mechanical systems). Cameras recognize lane markings, infrared ones recognize objects, and
pairs of cameras build a real-time 3D image of the road. Light detection and ranging systems (LIDAR) develop a 3601 view by
spinning at 900 rpm where these systems include up to 64 lasers. GPS provides a location on a map, wheel encoder MEMS
provide location information when the GPS is obstructed in tunnels or parking garages, and ICs act and interpret on all the
data mentioned in this paragraph (Vanderbilt, 2012).
Fig. 5. Dedicated roads lead to fewer traffic delays at signals. Source: Dresner and Stone (2008).
Fig. 6. Average safe inter-vehicle distance and highway capacity. Source: Toyota (2011).
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8. When will these components become cheap and good enough? According to one source, the cost of the “Google Car” was
about $150,000 in 2013 of which most of the costs were for electronic components (e.g., about $70,000 is for LIDAR)
(Naughton, 2013). A July 2014 article in the Wall Street Journal reported the cost of Google’s prototype 64-laser unit (made
by Velodyine) to be $75,000–$85,000 while the cost of 32- and 16-laser units from the same firm, Velodyne to be $30,000–
$40,000 and less than $10,000 respectively. Other suppliers claim the costs are even lower, because fewer lasers are need;
TriLumina Corp. expects them to cost less than $150 by 2016 (Shchetko, 2014).
In any case, the costs of lasers and other electronics will fall because they have been falling for the last 50 years. Thus,
even if the cost of LIDAR is $70,000, it is likely that these costs will fall at a rapid rate. For example, current rates of
improvement for GaAs lasers are 30–40% and those for other information technology are 40% per year. Being conservative, if
costs drop 25% a year, the cost of electronics in the Google Car will drop by 90% in ten years thus making AVs only slightly
more expensive than existing vehicles by 2023. Most likely, this will occur on an incremental basis as the sensors are
gradually incorporated into existing vehicles (TI, 2014).
But the real benefits from AVs will only come when roads are dedicated to them. AVs by themselves can allow drivers to
do other things while driving and perhaps reduce crashes, accidents, deaths, ambulances, insurance expenditures, traffic
tickets and police officers. But dedicating roads or lanes in roads to AVs can also increase the density of cars on highways
along with reducing congestion and enabling higher fuel efficiencies. The higher densities of vehicles on roads can provide
cities with a choice: do they allow an increase in the total number of vehicles or do they keep their numbers constant or
reduce their numbers by reducing road, highway, and parking spaces. Singapore wants to do the latter because this will
enable the freed space to be used for other things like housing, parks, bicycles, or pedestrians (Mahbubani, 2014). This
should probably be the goal of AVs – reduce the areas for roads and parking spaces, enable a car-free lifestyle, and uses the
space for other things. Dedicating roads to AVs will also probably reduce the things mentioned in the second sentence of this
paragraph much more than will the use of AVs and non-AVs on the same roads. All of this can improve quality of life.
Dedicating roads to AVs is also less technically demanding than having both AVs and non-AVs on the same road because
wireless communication can be used for the former thus reducing the amount of complex sensors, particularly LIDAR, that
are needed in the AVs. When roads are dedicated to AVs, the AVs do not have to worry about human drivers and the
unexpected things they might do. Cars can be checked for autonomous capability when they enter a dedicated road. Route
plans are checked and integrated with other route plans. Improvements in computer processing power facilitate checking
and integrating these plans.
When all the vehicles are AVs, they can all be sensed and controlled by a combination of magnets, RFID tags, and/or
wireless communication. The magnets and RFID tags can create an invisible railway that keeps the AVs in their lanes. One
study estimated the cost the cost of these sensors for all of Singapore’s roads as less than $300 million or less than $2 per
registered vehicle (Chang, 2014; Quick, 2014).
Improvements in wireless communication and computers are also improving the economics of dedicating roads to AVs.
Improvements in ICs and other components are reducing the response time, i.e., latency of cellular data services (see Fig. 8)
thus making it more feasible to control vehicles with cellular services. Latency fell by 100 times between 2003 and 2014 and
latency is expected to fall below 0.1 ms with the 5G services that will be implemented by the early 2020s; this may be the
biggest application for 5G cellular services (Jones, 2015) as WiFi becomes a more important form of telecommunication
services for individual users. Improvements in ICs are also needed to handle the high cost of processing the data from the
cellular services since processing costs are much higher as response time is reduced. However, improvements in ICs
continue to occur as seen in Moore’s Law and the processing cost per vehicle will also fall as the number of cars in the
system increases to expected levels.
Implementing these systems will of course require extensive cooperation between various technology suppliers, AV
suppliers, universities and city governments and this cooperation will involve extensive legal and regulatory changes.
Improving safety and reducing the risk of terrorism should be highly emphasized and the challenges of achieving these
goals should not be underestimated. Nevertheless, these systems are becoming economically feasible through
Fig. 7. Roads dedicated to AVs can have higher speeds and thus higher fuel efficiencies.
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usage in transportation. Telecommunications Policy (2015), http://dx.doi.org/10.1016/j.telpol.2015.07.007i
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9. improvements in ICs, wireless transmission, and other electronics, whether AVs are pursued or not, and they should be
pursued because the potential benefits are very large.
Universities also need to promote open source designs for these AV-related systems just as they need to do so with
systems for shared bicycles and bus-related GPS systems. The initial costs for dedicating roads to AVs will be very high and
the potential for safety and terrorism problems are also high. Developing reliable systems will require intelligent and time-
consuming design in which the architecture for these systems is debated by various city groups, officials, citizens groups,
universities, and technology suppliers.
5. IT facilitates electric vehicles
Improvements in IT also facilitate the implementation of electric vehicles and their implementation can reduce carbon
emissions particularly if the electricity is produced by renewable energy such as solar or wind. The problem for electric
vehicles is that hybrids containing both sets of propulsion (engines and motors) and storage (gasoline tanks and batteries)
will always be more expensive than will pure electric vehicles but pure electric vehicles require dramatic improvements in
the energy storage density of batteries and these improvements are proceeding very slowly. For example, at current rates of
improvement (Howell, 2014; Tarascon, 2009), it will take more than 50 years before the energy storage densities of Li-ion
batteries reach those of gasoline (Energy Storage Density, 2015). Thus, radical new forms of batteries or new forms of electric
charging systems are needed.
This is where IT can make a contribution. Better IT leads to the faster location of charging stations, faster charging of the
vehicles (Seger, 2015), and a lower cost of charging stations. Faster location and charging enables more frequent charging by
drivers and lower cost charging stations enable an increase in the density of charging stations. And as the number of stations
increased, the necessary driving range for vehicles can be decreased. If the necessary range can be sufficiently decreased, the
engine can be discarded and the battery can provide all the propulsion. Furthermore, if the necessary range can be further
decreased through a high density of charging stations, the weight and the cost of the battery can be reduced and thus the
electric vehicle can be made even lighter (and cheaper) than that of conventional vehicles.
The cost of locating a charging station is falling because the costs of location-based services through cheaper GPS, Wi-Fi
positioning and inertial sensors are falling, as noted in earlier discussions of GPS for buses. These location-based services are
appearing in our phones and in our cars and combined with new payment systems, facilitate frequent recharging. The cost
of charging stations also falling through improvements in electronics and these charging stations can charge a vehicle with
either cables or wirelessly. These improvements in electronics are also enabling a change from mechanical to electric
controls on vehicles, which enable dramatic reductions in vehicle weight and better control of the motor.
5.1. Wired charging
Wired charging is currently the predominant method of charging. The rate of charging and the cost of wired charging
stations are being improved because of improvements in power electronics ICs such as MOSFETs (metal-oxide semi-
conductor field-effect transistors) and to lesser extent microprocessors (see typical composition of charging station in
Fig. 9). The improvements in MOSFETs are usually measured in terms of lower “resistance time area” for a specific voltage.
Using Ohms Law (voltage¼current  resistance), it can be easily shown that lower “resistance times area” is equivalent to
current density. Improvements in current density lead to a lower cost of MOSFETs since fewer materials are needed.
The current cost of a fast charging station (about 200 amps) is between $12,000 and $15,000 and it can provide 50–60
miles on a one hour charge (DriveClean, 2015). The cost of MOSFETs has been falling about 16% per year for almost 20 years.
If the price of a $15,000 charger falls 10% per year, the cost will be $5770 in 10 years. Assuming 100,000 chargers are need in
a metropolitan area of 2 million people to effectively use 100,000 electric vehicles, the cost would be $577 million in
chargers.
Fig. 8. Latency improvements in cellular data services. Source: http://www.slashgear.com/4g-what-does-this-really-mean-30143435/.
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usage in transportation. Telecommunications Policy (2015), http://dx.doi.org/10.1016/j.telpol.2015.07.007i
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10. The reason why the MOSFETS are experiencing improvements is because engineers and scientists have and continue to
create materials that have a combination of lower resistance and higher breakdown voltages. Both enable the power ICs to
have both higher current densities and thus higher charging rates; the higher current densities also enable lower costs
because fewer materials are needed. The higher breakdown voltages enable the MOSFETs to work without being damaged
by the higher current densities (Briere, 2008; Lapedus, 2015; Mishra, 2013).
These new materials involve various forms of silicon, silicon-carbide, and gallium nitride MOSFETs. Silicon MOSFETS are
used in low power applications like vehicle recharging since they are the most inexpensive but they have lower breakdown
voltages than do silicon-carbide and gallium nitride based ones. However, as improvements in the current densities for
silicon-carbide and gallium nitride continue to occur, they are expected to replace silicon MOSFETs in many applications and
this will enable faster charging. Current silicon-carbide based and gallium-nitride-based MOSFETs have about ten times the
breakdown voltages of silicon-based ones and their theoretical limits are about ten and 100 times higher than are silicon-
based ones. Furthermore, for the same breakdown voltages, their current densities are several hundreds and several
thousands of times higher respectively than are silicon ones. The higher breakdown voltages enable higher current densities
and the lower resistance enables lower costs (Briere, 2008; Mishra, 2013; Lapedus, 2015).
5.2. Wireless charging
Electric vehicles can also be wirelessly charged using thin-film coils. The advantages of wireless charging include
protected connections, greater durability, and faster connections. While cables are exposed to the rain, sun, and other
elements with wired charging, there are no cables with wireless charging and the charging coils can be separated from each
other and thus protected from the elements. The receiving coil can be placed at the bottom of a vehicle and the transmitting
coil can be placed near the surface of the ground. This increases the durability of the chargers and it also eliminates the need
for drivers to connect cables or even leave their vehicle. Instead, the coils are automatically aligned using sensors and other
electronics. This is important for instances of short charging that enable frequent recharging (Boys & Covic, 2015; SAE, 2015).
The disadvantage of wireless charging is that it is currently more expensive than wired charging and the efficiency of its
charging falls below 90% as the distance becomes larger than the coil diameter. Coil diameters can be made larger but this
reduces the accuracy of the charging and it also raises the cost. Nevertheless, efficiencies are being improved for a given
distance and a variety of approaches are being pursued. Some of these improvements have been motivated by non-vehicle
applications such as materials handling in factories where wireless charging was implemented in order to reduce the
Fig. 9. Typical composition of charging station.
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usage in transportation. Telecommunications Policy (2015), http://dx.doi.org/10.1016/j.telpol.2015.07.007i
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11. amount of chemicals, residues, and wires. For example, inductive chargers developed by the University of Auckland were
used in over 8000 factories as of 2012 (Boys & Covic, 2015).
The typical composition of a wireless charging system is shown in Fig. 10. The cost includes various types of electronics
such as memory, microprocessors, modulators, and thin-film coils, all of which are experiencing rapid improvements.
Although thin-film technology was not discussed in previous sections, all of the technologies in Table 1 involve thin-film
(e.g., ICs, displays) because all of them require the deposition and patterning of thin-films. This has attracted IC suppliers of
wireless applications such as Qualcomm to wireless charging since they would like to apply their wireless data technologies
to wireless charging. As improvements in these components continue to occur at 15–30% per year, it is likely that the
economics of wireless charging will dramatically improve over the next few years.
If thin-film coils become cheap enough, it will be possible to wirelessly charge a vehicle while the vehicle is moving; this
is called dynamic charging. Dynamic charging would almost eliminate the need for batteries in vehicles and thus
dramatically reduce the weight of the vehicle. It would also raise the efficiencies of wireless charging because it would
eliminate the inefficiencies associated with charging and discharging batteries since the motor could be directly driven by
the electricity from the charging station (Boys & Covic, 2015).
One major challenge of wireless (and even wired) charging is the cost of installation. Digging up roads to implement coils
can be very expensive and block traffic, particularly for dynamic charging, but also for wireless and wired charging in
general. The wired chargers cited earlier do not include installation costs and these costs are probably higher than are the
hardware costs since construction is highly manual and highly regulated. Thus, finding inexpensive ways to implement
charging stations is a major challenge for electric vehicles and a wide variety of approaches should be explored. Broadly
speaking, the right to sell electricity should probably be given to parking garages, parking lots, and other third parties in
order to encourage the installation of charging stations.
From a technical perspective, there are probably a number of ways to install wireless charging stations. The large number
of electricity cables that lie above or beneath cities suggest that few places in cities are far from a high-voltage cable. But
how can these high-voltage cables be accessed? Can they be reached through sewers, manhole covers, or other techniques?
Furthermore, while road construction is expensive and a hindrance to traffic, it is done periodically for many reasons. Is it
possible to implement charging stations when other construction work is done, such as when telecommunication cables are
upgraded or repaired or when resurfacing of roads is done? Innovative organizational solutions are needed and universities
have a role to play in devising these organizational solutions.
Finally, software costs will also likely be higher than hardware costs for electric vehicle charging systems and thus cities
must be innovative in this area as well. As with the previous sections, open source software is needed and universities have
a role to play in the design of these systems. The initial cost for these systems is likely to be high and developing inexpensive
and reliable systems will require intelligent and time-consuming designs in which the architecture for these systems is
debated by various city groups and officials.
6. Planning and design of solutions
The planning and design of these solutions requires better partnerships between local governments, high tech suppliers,
local businesses, and local universities in order to implement sustainable designs for our cities and communities. In
particular, universities need to play a larger role in the evaluation, planning, and design of the systems discussed in this
Fig. 10. Typical composition of wireless charging systems.
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usage in transportation. Telecommunications Policy (2015), http://dx.doi.org/10.1016/j.telpol.2015.07.007i
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12. paper because local governments, businesses and residents do not have sufficient time or resources to understand
technologies with rapid rates of improvement and they are naturally afraid of being fooled by hi-tech suppliers.
Local universities have the skills, time, and energy to address local problems and create solutions that are appealing to
local governments, local businesses and the residents. They can analyze problems, evaluate the changing economics of
alternative designs, create implementation plans, and in some cases develop the designs (e.g., open source software). This
involves not just research by professors but also the involvement of undergraduate and master’s students in small and large-
scale projects.
For example, some management of technology programs help students understand the economics of new technologies
by providing information on rapidly improving technologies (like those in Table 1) and their potential impact on higher-
level systems. The latter requires knowledge about those systems that have been proposed by universities and firms. This
knowledge includes the composition of existing systems, the tradeoffs between various designs, the cost and performance
of the components, and how these cost and performance are changing. Students use this information to propose and
analyze new systems and present their results (Funk, 2015).
Larger student projects can build on these small group projects. The large scale projects can analyze sustainability
problems such as those described in this paper, evaluate alternative designs, and create implementation plans. For example,
the School of Engineering at Carnegie Mellon University has used large student projects to assess public policy issues that
are technical in nature for almost 40 years. This paper is proposing similar types of projects for other universities with an
emphasis on creating sustainability designs in local communities.
Universities can also promote the use of open source designs to reduce the cost of these solutions. Many of these
solutions require software systems whose potential costs can be reduced through the use of open source designs. By linking
efforts across many universities and cities in the evaluation, planning, implementation, and design of these systems, the
appropriate open source software can be identified, evaluated, and tested.
This would not be the first time America’s universities have addressed local problems; many were created in the 19th
century to help improve agricultural productivity. State and federal governments should encourage state and private
universities to do this in the 21st century, but this time to solve a different set of problems. Efforts from departments
traditionally concerned with systems such as Information Systems, Telecommunications Policy, Systems Engineering,
Industrial Engineering, Management, and Economics are particularly needed. These departments should help students
better understand systems and the role of rapidly improving technologies and they should increase their offering of project
courses. Government should encourage universities to place greater emphasis on these activities and become a bigger part
of local solution to sustainability.
Privatization and outsourcing are also a key part of making IT a solution for sustainability. Many of the new systems that
are summarized in this paper can be better implemented by specialized suppliers than by public organizations. Specialized
suppliers will have better skills at implementing and managing GPS services for buses, bicycle sharing systems, roads
dedicated to autonomous vehicles, and charging stations. Private organizations have more skills in these areas than do
public organizations and standard solutions from suppliers are often cheaper than custom solutions developed internally.
This requires local governments to adopt new roles that in some cases will be larger than in the past and in some cases will
smaller than in the past.
7. Discussion
Sustainability is an important challenge for universities, governments, and firms and there are alternative ways to
address sustainability than are currently being promoted by the Intergovernmental Panel on Climate Change (IPCC). The
IPCC focuses on learning curves for alternative energy technologies and on how costs fall as cumulative production
increases. It ignores the potential impact of IT on the better design of transportation, logistics, office, and home systems and
more generally the fact that sustainability is a design problem. The IPCC’s reports imply that sustainability is merely a
substitution problem; just replace one component (e.g., coal-burning power plant) with another component (solar cells) and
ignore the ways in which IT and other new technologies enable new forms of system designs.
This paper focuses on information technologies that are experiencing rapid rates of improvement and that enable new
forms of system designs that are more efficient than are the existing ones. Improvements in IT have been occurring at a
rapid rate for more than 50 years and it appears that they will continue for many decades to come. This provides us with an
opportunity to use these technologies to redesign the world and in doing so reduce resource utilization and provide the
world’s citizens with a higher quality of life.
This paper demonstrated this approach by analyzing four examples in which improvements in IT are improving the
economics of new systems that have much lower resource utilization than do existing systems. Improvements in IT are
improving the economics of GPS for buses and of shared bicycles and this will likely increase the number of bus, bicycle and
probably even train riders. Improvements in IT are also improving the economics of AVs and electric vehicles; the former can
reduce traffic congestion and thus improve fuel efficiency while the latter can reduce carbon emissions as long as the
electricity is generated by a clean source.
Some may argue that these improving economics will merely cause more of these activities to occur and thus more
energy to be consumed and more carbon to be emitted. For the first two examples, the orders of magnitude lower energy
intensity of buses and bicycles means that this is highly unlikely. Even if bus riders commute 50% further in distance than do
Please cite this article as: Funk, J. L. IT and sustainability: New strategies for reducing carbon emissions and resource
usage in transportation. Telecommunications Policy (2015), http://dx.doi.org/10.1016/j.telpol.2015.07.007i
J.L. Funk / Telecommunications Policy ] (]]]]) ]]]–]]]12
13. they currently do with automobiles, something that is highly unlikely given the slower speeds of buses as compared to
automobiles, energy consumption per user will fall. In fact, the one outcome that might lead to greater per capita energy
usage is no increase in either bus ridership or shared bicycles since no change in human activities would occur and thus the
implementation of GPS for buses and shared bicycles would represent wasted energy.
For AVs and electric vehicles, the possible outcomes are more complex and uncertain. If cities dedicate all existing roads
to AVs, thus increasing the capacities of roads, this could increase the miles driven per user and thus energy usage as riders
zip around cities at 100 miles per hour. Cities should use the higher density of vehicles per road area available with AVs to
use roads for other activities such as parks and play areas and only allow pedestrians and bicycles in these areas.
Furthermore, since the cities own the roads, they can also set high prices for the use of AVs and justify these high prices
based on the high value of the land that the roads occupy.
The greater use of electric vehicles might also increase carbon emissions if clean sources of electricity are not used. Thus,
it is imperative that cleaner sources of electricity generation be implemented, but this should not discourage cities from
pursuing electric vehicles or from pursuing the redesign of their infrastructure. Waiting for coal plants to be closed before
implementing electric vehicles will waste time. Furthermore, since electric vehicles will not have faster speeds than do
current vehicles, it is unlikely that they will encourage longer commutes as AVs have the potential to do.
Using IT to improve sustainability also involves behavioral change. Encouraging individuals to use buses, trains, bicycles,
and electric vehicles by utilizing improvements in IT assumes that people will respond to incentives. Dedicating roads to AVs
also assumes that people will want fewer roads and thus fewer cars. While some are pessimistic about such behavioral
changes, others such as Novel Laureate Robert Shiller believe that “Idealism, Expressed in Concrete Steps, Can Fight Climate
Change” (Shiller, 2015). Copenhagen has done this with bicycles (Wagner & Weitzman, 2015) and the author believes that
most cities can and will fight climate change in their own way. Making choices available to designers and users of cities is
one goal of this paper. I hope this paper will stimulate new thinking and new activities in universities and cities.
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J.L. Funk / Telecommunications Policy ] (]]]]) ]]]–]]]14