By Ifac, Ifip, Ifors Conference on Control in Transportation Systems 1986, M. M. Etschmaier, T. Hasegawa, Robert Genser, H. Strobel, R. Genser
This quantity investigates advancements in, and administration of, transportation structures, destiny traits and what results those may have on society. The e-book reviews transportation platforms making plans; site visitors difficulties and the difficulty of conservation; using logistics, and the function of desktops and robotics in site visitors keep watch over
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Additional resources for Control in Transportation Systems 1986. Proceedings of the 5th IFAC/IFIP/IFORS Conference, Vienna, Austria, 8–11 July 1986
The control enter identifies the location of an appropriate bus (cf. step 2) and gives the passenger the approximate arrival time, trip duration, and expected fare (cf. step 3 ) . If the passenger accepts the offer (cf. step 4) then his request is written onto an appropriate Fig. 2 B u s / T r a m m o n i t o r i n g a n d Control Bus/tram control can be achieved in two different ways: (1) monitoring and dispatching control of a fleet of vehicles (busses or trams) by a specially equipped control center, (2) priority control of busses and trams in signalized networks, within the framework of computerized traffic light control.
Cussion is restricted to two topics: (1) highlighting the present and future role of computers, (2) discussing new methodological options of control and surveil- An onboard microcomputer could memorize lance that are or will be provided by the the bus schedule and compare the pres- introduction of computers. cribed location with the actual one. If There are three categories of control and there are no significant deviations then there is obviously no need to inform the surveillance tasks under consideration for computer application (cf.
In urban and suburban rail systems, which operate various types of trains on the same tracks, the creation of a computerized traffic control center may become indispendable to maintain train operation on schedule. Thus, the main incentives for implenting the introduction of computerized bus moni- computerized ATS systems are not cost/bene- toring systems may represent a major tool fit factors but the traffic demand require- for decreasing the operational costs of ments and the resulting issues of safety the public transit system and for increas- and operational reliability.