Editing IPCC:AR6/WGIII/Chapter-10 (section)

=== Box 10.1 | Smart City Technologies and Transport ===

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'''Information and communication technology (ICT).''' ICT is at the core of smart mobility and will provide the avenue for data to be collected and shared across the mobility system. The use of ICT can help cities by providing real-time information on mobility options that can inform those using private vehicles, along with transit users or those using bikes or walking. ICT can help with ticketing and payment for transit or for road user charges ( [[#Tafidis--2017|Tafidis et al. 2017]] ; [[#Gössling--2018|Gössling 2018]] ) when combined with other technologies such as Blockchain ( [[#Hargroves--2020|Hargroves et al. 2020]] ).

'''Internet of Things sensors.''' Sensors can be used to collect data to improve road safety, improve fuel efficiency of vehicles, and reduce CO 2 emissions ( [[#Kubba--2014|Kubba and Jiang 2014]] ; [[#Kavitha--2018|Kavitha et al. 2018]] ). Sensors can also provide data to digitally simulate transport planning options, inform the greater utilisation of existing infrastructure and modal interconnections, and significantly improve disaster and emergency responses ( [[#Hargroves--2017|Hargroves et al. 2017]] ). In particular, IoT sensors can be used to inform the operation of fast-moving trackless trams and their associated last-mile connectivity shuttles as part of a transit activated corridor ( [[#Newman--2019|Newman et al. 2019]] , 2021).

'''Mobility as a Service.''' New, app-based mobility platforms will allow for the integration of different transport modes (such as last-mile travel, shared transit, and even micro-transit such as scooters or bikes) into easy-to-use platforms. By integrating these modes, users will be able to navigate from A to B to C based on which modes are most efficient, with the necessary bookings and payments being made through one service. With smart city planning, these platforms can steer users towards shared and rapid transit (which should be the centrepiece of these systems), rather than encourage more people to opt for the perceived convenience of booking a single-passenger ride ( [[#Becker--2020|Becker et al. 2020]] ). In low-density car-dependent cities, however, MaaS services such as the use of electric scooters/bikes are less effective as the distances are too long and they do not enable the easy sharing that can happen in dense station precincts ( [[#Jittrapirom--2017|Jittrapirom et al. 2017]] ).

'''Artificial intelligence (AI) and big data analytics.''' The rapidly growing level of technology enablement of vehicles and urban infrastructure, combined with the growing ability to analyse larger and larger data sets, presents a significant opportunity for transport planning, design, and operation in the future. These technologies are used together to enable decisions about what kind of transport planning is used down particular corridors. Options such as predictive congestion management of roads and freeways, simulating planning options, and advanced shared transit scheduling can provide value to new and existing transit systems ( [[#Toole--2015|Toole et al. 2015]] ; [[#Anda--2017|Anda et al. 2017]] ; [[#Hargroves--2017|Hargroves et al. 2017]] ).

'''Blockchain or distributed ledger technology.''' Blockchain technology provides a non-hackable database that can be programmed to enable shared services like a local, solar microgrid where both solar and shared electric vehicles can be managed ( [[#Green--2017|Green and Newman 2017]] ). Blockchain can be used for many transport-related applications including being the basis of MaaS or any local shared mobility service as it facilitates shared activity without intermediary controls. Other applications include verified vehicle ownership documentation, establishing identification, real-time road user pricing, congestion zone charging, vehicle-generated collision information, collection of tolls and charges, enhanced freight tracking and authenticity, and automated car parking and payments ( [[#Hargroves--2020|Hargroves et al. 2020]] ). This type of functionality will be particularly valuable for urban regeneration along a transit activated corridor, where it can be used for managing shared solar in and around station precincts as well as managing shared vehicles linked to the whole transport system ( [[#Newman--2021|Newman et al. 2021]] ). This technology can also be used for road user charging along any corridor and by businesses accessing any services and in managing freight ( [[#Carter--2018|Carter and Koh 2018]] ; [[#Nguyen--2019|Nguyen et al. 2019]] ; [[#Hargroves--2020|Hargroves et al. 2020]] ; [[#Sedlmeir--2020|Sedlmeir et al. 2020]] ).

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