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All sourcesNASA NTRSDOE OSTI
DOE OSTI2023

Curb Allocation and Pick-Up Drop-Off Aggregation for a Shared Autonomous Vehicle Fleet

Advances in information technologies and vehicle automation have birthed new transportation services, including shared autonomous vehicles (SAVs). Shared autonomous vehicles are on-demand self-driving taxis, with flexible routes and schedules, able to replace personal vehicles for many trips in the near future. The siting and density of pick-up and drop-off (PUDO) points for SAVs, much like bus stops, can be key in planning SAV fleet operations, since PUDOs impact SAV demand, route choices, passenger wait times, and network congestion. Unlike traditional human-driven taxis and ride-hailing vehicles like Lyft and Uber, SAVs are unlikely to engage in quasi-legal procedures, like double parking or fire hydrant pick-ups. In congested settings, like central business districts (CBD) or airport curbs, SAVs and others will not be allowed to pick up and drop off passengers wherever they like. This paper uses an agent-based simulation to model the impact of different PUDO locations and densities in the Austin, Texas CBD, where land values are highest and curb spaces are coveted. In this paper 18 scenarios were tested, varying PUDO density, fleet size and fare price. The results show that for a given fare price and fleet size, PUDO spacing (e.g., one block vs. three blocks) has significant impact on ridership, vehicle-miles travelled, vehicle occupancy, and revenue. A good fleet size to serve the region’s 80 core square miles is 4000 SAVs, charging a $1 fare per mile of travel distance, and with PUDOs spaced three blocks of distance apart from each other in the CBD.

Hunter, Christian B.↗
DOE OSTI2020

A Repositioning Method for Shared Autonomous Vehicles Operation

Shared fully-automated, or autonomous, mobility (SAVs) is anticipated to be the likely choice for future urban travel. SAVs boast many operational benefits but will add congestion in the form of unoccupied miles. The fleet's success further depends on service measures like the wait times for pickup trips. Agent-based simulation tools have closely looked at SAV operations but typically lack the integration between the supply and demand sides when simulating a population at scale. This paper focuses on the impact of SAV relocation on traveler wait times using a novel algorithm for repositioning. POLARIS, an agent-based tool, is used for a case study of Bloomington, Illinois to quantify the benefits of allowing SAV repositioning. On average, the wait times were lower with repositioning for all adequate fleet sizes. SAVs were available more uniformly across the region's zones, and proportional to trip-making at different times of day. In addition, with repositioning enable a higher share of demands were served. Finally, the increase in empty fleet miles from SAV repositioning may be justified with more trips being served, and an overall improvement in SAV wait times. (C) 2020 The Authors. Published by Elsevier B.V.

Agent-Based Simulation↗
DOE OSTI2026

Joint Optimization of Multimodal Transit Frequency and Shared Autonomous Vehicle Fleet Size with Hybrid Metaheuristic and Nonlinear Programming

Shared autonomous vehicles (SAVs) bring competition to traditional transit services but redesigning multimodal transit network can utilize SAVs as feeders to enhance service efficiency and coverage. This paper presents an optimization framework for the joint multimodal transit frequency and SAV fleet size problem, a variant of the transit network frequency setting problem. The objective is to maximize total transit ridership (including SAV-fed trips and subtracting boarding rejections) across multiple time periods under budget constraints, considering endogenous mode choice (transit, point-to-point SAVs, driving) and route selection, while allowing for strategic route removal by setting frequencies to zero. Due to the problem’s non-linear, non-convex nature and the computational challenges of large-scale networks, we develop a hybrid solution approach that combines a metaheuristic approach (particle swarm optimization) with nonlinear programming for local solution refinement. To ensure computational tractability, the framework integrates analytical approximation models for SAV waiting times based on fleet utilization, multimodal network assignment for route choice, and multinomial logit mode choice behavior, bypassing the need for computationally intensive simulations within the main optimization loop. Applied to the Chicago metropolitan area’s multimodal network, our method illustrates a 33.3% increase in transit ridership through optimized transit route frequencies and SAV integration, particularly enhancing off-peak service accessibility and strategically reallocating resources.

Ng, Max↗
DOE OSTI2025

User Acceptance of Shared Autonomous Vehicles

A dissertation is proposed to explore user acceptance of shared autonomous vehicles (SAVs). SAVs are facing limited user acceptance. To systematically tackle the user acceptance barriers of SAVs, the main problem can be disintegrated into two sub-problems of user acceptance of autonomous vehicles (AVs) and ridesharing. The comfort of the ride experience in AVs is a determinant of user acceptance. Understanding the influential factors and developing methodologies to quantify human comfort in AVs are essential to facilitating future research to improve human comfort in AVs. The current pooled rideshare (PR) service closely resembles the anticipated future of SAVs. Understanding why users prefer or refuse to use PR at the current stage prepares SAVs for broader acceptance in the future. Until now, a series of peer-reviewed publications have been published to achieve the technical goals. Two simulator-based user studies were conducted to instrument the research on human comfort in AVs. Statistical analysis was performed to identify the crucial vehicular behavioral factors of human comfort in AVs. The influential factors of human comfort in AVs and methodologies to quantify and detect human comfort in AVs were investigated. Two survey-based studies were deployed to facilitate the investigation of user acceptance of rideshare services. The influential factors of users' willingness to consider PR were explored and identified, and the choice behaviors in ridesharing services were comprehensively modeled and analyzed. The proposed research answers a series of fundamental questions regarding the user acceptance of SAVs. For the branch of user acceptance of AVs, the research generated guidelines for improving passenger comfort in AVs by identifying a series of autonomous driving factors of passenger comfort. The research also provides fundamental tools to estimate human comfort levels for future research and in-AV applications. For the branch of user acceptance of PR, the research provided user acceptance-aware vehicle, service, and policy design insights that can promote the usage of PR.

Su, Haotian↗
DOE OSTI2024

Parking Strategies and Outcomes for Shared Autonomous Vehicle Fleet Operations

Parking spots are a premium commodity, especially in dense downtown settings, so this study examines the service impacts of shared autonomous vehicles (SAVs) parking in legal on- or off-street locations when idle across Travis County in Austin, Texas. Here, using an agent-based activity-based travel demand model with dynamic traffic simulation, two restricted-parking strategies for SAVs were simulated. SAVs either found the nearest available parking spot or the lowest-cost spot (via a tradeoff of parking fees and distance-based costs). Two comparisons were conducted to analyze the impacts of these strategies. First, two restricted parking strategies were compared, where SAVs park without competition with private human-driven vehicles (HVs) for parking locations. Second, a more realistic analysis compared two SAV parking strategies with a scenario where SAVs remain idle in place. Private HVs in all scenarios and strategies of this comparison park at the closest designated location unless they opt for private parking. Using a supply of 8,400 aggregated parking locations in Austin, this study simulated fleet performance under different trip demands, with SAV fares of $\$0.62$ per kilometer ($\$1$ per mile) plus a $\$1$ fixed pickup fee with dynamic ridesharing permitted. Parking costs were negligible in both SAV parking search strategies applied to the Austin network because of the region’s provision of mostly free parking. Requiring SAVs to park on designated on- and off-street parking locations and parking lots (restricted parking) also increased parking costs for HV drivers by up to 22% since SAVs occupied some free parking spaces, especially in the least-cost parking search strategy.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2020

Optimal assignment for the single-household shared autonomous vehicle problem

Autonomous vehicles have the potential to transform the way people are transported. While driverless technology may mean fewer vehicles are required to transport people to and from their daily activities, such changes may result in increased congestion or total miles traveled. In this study, we solve the single-household shared autonomous vehicle problem to identify cost-optimal routings of vehicles throughout the day. Such a tool will be useful for consumers seeking to minimize cost and for regulators seeking to understand and predict how people may behave in different scenarios. Here, we provide a thorough literature review and construct a mixed-integer linear program to minimize the daily travel cost of a household attending a given set of activities. Since solution time is a determinant for applicability of such a model, we present the model in a component-wise fashion. This approach allows us to understand which features most affect the problem complexity and solution time. We note that modeling carpooling is the feature that most increases time to find an optimal solution, and we therefore propose a novel modeling technique for carpooling two people. We illustrate the performance of our model by comparing it with other models from the literature and note that our model can solve significantly larger problem instances and in a time that is short enough to facilitate real-time scheduling. We also highlight the utility of our model for regulators, who can use it to analyze quickly produced optimal routes under different cost/tax scenarios.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2021

A system of shared autonomous vehicles for Chicago: Understanding the effects of geofencing the service

With autonomous vehicles (AVs) still in the testing phase, researchers and planners must resort to simulation techniques to explore possible futures regarding shared and automated mobility. An agent-based discrete-event transport simulator, POLARIS, is used in this study to simulate travel in the 20-county Chicago region with a shared AV (SAV) mobility option. Using this framework, the effect of an SAV fleet on system performance when constrained to serve within geofences is studied under four distinct scenarios: service restricted to the city, to the city plus suburban core, to the core plus exurban areas, and to the entire region — along with the choice of dynamic ridesharing (DRS) versus solo travel in an SAV. Results indicate that service areas need a balanced mix of trip generators and attractors, and an SAV fleet’s empty VMT (eVMT) can be noticeably reduced through suitable geofencing and DRS. Geofences can also help lower response times, reduce systemwide VMT across all modes, and ensure uniform access to SAVs. DRS is most useful in lowering VMT and %eVMT that arises from sprawled land development, but with insufficient demand to share rides, savings from the use of geofences is higher. Geofences targeting neighborhoods with high trip density bring about low response times and %eVMT, but fleet sizes in these regions need to be designed for uniformly low response times throughout a large region, as opposed to maximizing vehicle use in a 24-hour day.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2022

Synergies between repositioning and charging strategies for shared autonomous electric vehicle fleets

The emergence of on-demand shared autonomous electric vehicle (SAEV) service requires careful charging station planning and a joint charging and repositioning strategy to mitigate empty travel. This study couples charging and repositioning events as a means of improving service quality (rider wait times), reducing empty travel due to repositioning or charging, and improving fleet utilization (average daily trips per vehicle and charging queues). This synergy is explored for the Austin, Texas region using POLARIS, an agent-based model. On average, wait times were 39% lower, and average daily trips served per SAEV increased up to 6.4 (or 28%) compared to SAEV repositioning with heuristic charging. Coupling repositioning with charging decreased the fleet's percent empty travel on average by 1.6%, relative to the scenario treating them as independent events (which varies by charging station design). Sparser charging stations reduce investment costs, and operators can leverage this framework to keep traveler wait times low.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2020

An Optimization-Based Strategy for SAV Fleet Repositioning

With the emergence of autonomous technology, shared autonomous vehicles (SAVs) will potentially be the prevalent transportation mode for urban mobility. On one hand, relying on SAV fleets can provide several operational benefits. On the other hand, SAVs can increase travel distance and add congestion due to unoccupied trips such as pickup and repositioning trips. One important aspect for a SAV fleet's success is to serve the incoming requests at reasonably low waiting time. This is achieved by an adequate fleet size that is spatially distributed thoughtfully so that incoming requests can be served by a nearby vehicle. Unfortunately, it is challenging to keep a satisfactory spatial distribution of vehicles due to imbalances in the origin and destination patterns of incoming requests. This paper focuses on the impact of SAV relocation on traveler wait times using a novel optimization-based algorithm for repositioning. POLARIS, an agent-based tool, is used for a case study of Bloomington, Illinois to quantify the benefits of allowing SAV repositioning. On average, the wait times were around 20% lower with repositioning for all adequate fleet sizes. SAVs were available more uniformly across the region's zones, and proportional to trip-making at different times of day. In addition, enabling repositioning led to a higher share of demands being served. These benefits, however, are achieved at the expense of 6% added vehicles miles traveled.

Agent-Based Simulation↗
DOE OSTI2024

Agent-based simulations of shared automated vehicle operations: reflecting travel-party size, season and day-of-week demand variations

Here, this paper explores the effects of day of week and season of year demand variations for shared rides, along with realistic travel party sizes, on shared autonomous vehicle (SAV) services across the Austin, Texas region. Using the agent-based POLARIS program, synthetic person-trips that reflect travel-party size (from one to four persons) and demand variations over days and months, as evident in the National Household Travel Survey data were simulated in each scenario over a 24 h travel day. Results show that realistic party sizes can bring considerable changes to SAV fleet performance, including up to 8.5% higher service rates (number of requests accepted within 15 min), 5 min shorter journey times (wait time + travel time), 28% higher vehicle occupancies on weekends, and roughly 4% lower empty fleet VMT. Weekend travel is most impacted by season of year, with weekday travel patterns looking more uniform (thanks to work and school trips). Various performance metrics for the Austin network, like total and empty VMT, change by up to 30% when considering realistic variations in party size and time of year. This paper underscores the value of recognizing day-to-day and month-to-month variations in travel demand, and the importance of agent-based model equations to reflect travel-party size. Such realism can help quantify SAV seat occupancies more accurately, highlighting the importance of shared mobility. However, it also creates demand and supply issues for operators that now need more information on party size to manage dynamic ride-sharing, or those that may wish to shift their fleet vehicles to other regions for special events to protect profits while offering reasonable wait times to customers throughout the year.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2023

Multi-stage charging and discharging of electric vehicle fleets

Fleets of electric vehicles will likely shift electricity demand, and the effect of upstream charging emissions will come from generation sources that are dispatched in response. This study proposes a multi-stage charging and discharging problem to translate low-cost energy transactions into vehicle dispatch decisions. A day-ahead charging optimization problem minimizes electricity purchases and marginal emissions damages, with energy transactions becoming targets in an optimization-based dispatch strategy for an on-demand shared autonomous electric vehicle (SAEV) fleet. The framework was tested for Austin, Texas, using an agent-based simulator. Fleets can schedule charging to lower daily power costs (averaging 15.5% or $\$0.79$/day/SAEV) while reducing health damages from generation-related pollution (2.8% or $\$0.43$/day/SAEV). Finally, fleet managers can increase profits ($\$8$ per SAEV per day) by adopting a multi-stage charging and discharging strategy that can serve more passengers per day than price-agnostic dispatch strategies.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

An integrated transportation-power system model for a decarbonizing world

Rising demand for electricity from electric vehicles (EVs) will require new paradigms to guarantee reliable and low-cost electricity. This study couples an agent-based travel demand simulator and an electricity grid model to assess the economic costs of supplying power to meet EVs' added demand across the Chicago region. Results suggest that shifting from personal EVs to a fleet of shared, fully-automated all-electric vehicles (SAEVs) could lower per-mile emissions, congestion, and embodied vehicle and charging infrastructure emissions. Further, the results should compel policymakers to shift the cost of providing power onto commercial customers, like electric ride-hail fleets, through price-indexed electricity prices, which can shift charging to off-peak periods or away from resource-scarce hours.

Integrated modeling↗
DOE OSTI2024

Infrastructure-Based Cooperative Perception at a Traffic Intersection: Overview and Challenges: Preprint

Recent advancement in autonomous driving vehicles and V2X communication has attracted increasing attention towards Intelligent Transportation Systems to build a safe and reliable traffic intersection. However, most of the systems are still at the initial stages and require significant progress to become a reality. This paper presents an overview of NREL Infrastructure Perception and Control (IPC) framework which is an open-source track-data fusion engine which takes input from infrastructure-based perception sensors and cooperatively shared messages from Connected Autonomous Vehicles (CAVs) and Connected Vehicle (CVs) and the challenges associated with deploying such cooperative perception framework at a four-way traffic intersection in the city of Colorado Springs, CO, USA. The sensor data is collected by deploying two radars and two LiDAR sensors on the IPC mobile lab and two radars on diagonally opposite traffic poles at the proposed intersection. The sensor output results imply the need for rapid sensor calibration to bring the collective perception to a common coordinate frame, the importance of time synchronization between the sensors in order to capture accurate spatial and temporal alignment of the objects, and the need for a health monitoring system with fail safe closed-loop detection model for real-time deployment.

camera↗
DOE OSTI2024

Redesigning large-scale multimodal transit networks with shared autonomous mobility services

Here, this study addresses a large-scale multimodal transit network design problem, with Shared Autonomous Mobility Services (SAMS) as both transit feeders and an origin-to-destination mode. The framework captures spatial demand and modal characteristics, considers intermodal transfers and express services, determines transit infrastructure investment and path flows, and generates transit routes. A system-optimal multimodal transit network is designed with minimum total door-to-door generalized costs of users and operators, satisfying transit origin-destination demand within a pre-set infrastructure budget. Firstly, the geography, demand, and modes in each zone are characterized with continuous approximation. The decisions of network link investment and multimodal path flows in zonal connection optimization are formulated as a minimum-cost multi-commodity network flow (MCNF) problem and solved efficiently with a mixed-integer linear programming (MILP) solver. Subsequently, the route generation problem is solved by expanding the MCNF formulation to minimize intramodal transfers. The model is illustrated through a set of experiments with the Chicago network comprised of 50 zones and seven modes, under three scenarios. The computational results present savings in traveler journey time and operator cost demonstrating the potential benefits of collaboration between multimodal transit systems and SAMS.

Autonomous vehicles↗