M. Yang, C. Wang, R.Q. Yang, M. Parent

CyberC3: Cybercars Automated Vehicles in China Submission date: July 31, 2005 Word count: 4951 words + 10 figures x (250 words) = 7451 words Authors: Ming YANG (corresponding author) Department of Automation, Shanghai Jiao Tong University 1954, HuaShan Road, Shanghai 200030, P.R China, Phone: +86-21-62932680, fax: +86-21-62932680, [email protected] Chen WANG, Research Institute of Robotics, Shanghai Jiao Tong University 1954, HuaShan Road, Shanghai 200030, P.R China, Phone: +86-21-62932222, fax: +86-21-62932680, [email protected] Ruqing YANG, Research Institute of Robotics, Shanghai Jiao Tong University 1954, HuaShan Road, Shanghai 200030, P.R China, Phone: +86-21-62932680, fax: +86-21-62932680, [email protected] Michel PARENT, INRIA BP 105, F78153 Le Chesnay Cedex, France, Phone: +33-1-39635593, fax: +33-1-39635491, [email protected]

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Abstract This paper introduces the background, objectives, and main activities of the CyberC3 (Cybernetic Technologies for Cars in Chinese Cities) project, which liaises with the European CyberCars (Cybernetic Technologies for Cars in the City) project to transfer existing Cybercars technologies from Europe to China and to stimulate Cybercars applications in China. The architecture of the CyberC3 system is described with the details of each sub-system, which are Vehicle System, Central Control System, and Station System. The Vehicle System is the most important part of the whole system, which is composed of Navigation Module, Planning Module, Control Module, and Communication Module. Some CyberC3 vehicles will be produced for the demonstration and the pilot application in China. China has great potentials in Cybercars application in large scale, for example, the Beijing 2008 Olympic Games and the Shanghai 2010 World Expo. Feasibility studies will be carried on for above two sites. Some demonstrations and pilot applications will also be implemented on another two sites for field trials (Shanghai Century Park and Minhang campus of Shanghai Jiao Tong University), in order to demonstrate their feasibility and effectiveness in solving urban mobility problems.

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1. INTRODUCTION With the rapid development of Chinese economy over the past two decades, many cities in China faces numerous challenges associated with the overuse of private cars. The private car is certainly one of the most convenient transportation means and this has led to its huge success during last century. However, the overuse of private cars brings problems like road congestion, energy expenditure, noise and pollution, all of which degrade the quality of urban life. Beside that, it is a fact that not all the people have access to the private car. Although there is almost one car per person in developed countries, most people in China are not capable to buy a private car. Besides that, the young, the elderly, and the handicapped can hardly drive. These problems exist especially in some big cities in China, like Shanghai and Beijing, whose transportation systems are characterized by high population density, low incomes and dense traffic. In order to improve the quality of urban life, China needs to find a way to offer an attractive alternative to the ownership of private cars, which has already been proved wrong in urban development. The solution, which is now widely accepted, is to offer modern mass public transportations, which are both convenient and sustainable. The mass transportation (such as trains, metros, trams or busses) is highly efficient in terms of number of people transported per unit of space or energy, as long as the demand is sufficient. However, if the demand decreases, the operation cost remains the same and the system loses money. This is why most mass transit systems stop its operation at night and also sometimes during off-peak hours. If we want an efficient alternative to the private cars, we must provide a flexible public transportation system, which offers the same level of service. Existing flexible public systems include taxis, dial-a-ride services, self-service cars and PRT (Personal Rapid Transit). However, all of them have some practical problems [1]. This problem can only be solved through a combination of mass transportation for the high flows and flexible public transport for the times or places where mass transit is not appropriate. Many European cities have similar characters in the transportation system as big cities in China, they also suffer from the above problems associated with the overuse of private cars. In order to find solution to these problems, the European Commission has carried out many research projects in the past decade, like the famous PROMETHEUS project and CARSENSE projects, etc. The most recent project is the CyberCars (Cybernetic Technologies for Cars in the City) project [2]. The control techniques for vehicles have not changed basically in the last one hundred years with the driver having the total responsibility of his vehicle through mechanical impediments (steering wheel and pedals). These primitive controls lead to inefficiencies and accidents. The promising way to improve efficiency while at the same time drastically reduce the number of accidents is to remove the driver from the control loop, i.e. to use fully automated vehicles and automated highway systems [3]. A consortium of 15 European research institutes and private industrial companies, have grouped together to form the CyberCars projects. The objective is to create a new form of public transportation, which can offer an alternative between the private Figure 1 Traffic Jam in cars and the mass public transportation. Cities.

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Cybercars are road vehicles with fully automated driving capabilities. A fleet of such vehicles forms a Cybernetic Transportation System (CTS) for passengers or goods on a network of roads with on-demand and door-to-door capability. The fleet of Cybercars is under control of a central management system in order to meet particular demands in a particular environment. At the initial stages, Cybercars are designed for short trips at low speed in an urban environment or in private grounds. In the long term, Cybercars could also run automatically at high speed on dedicated tracks. With the FIGURE 2 Cybercars Vehicles. development of the CTS infrastructures, private cars with fully automatic driving capabilities could also be allowed on these infrastructures while maintaining their manual mode on standard roads [4]. Several transportation systems based on Cybercars are already in operation and several more are now at the planning stage, such as Floriade 2002 by Yamaha, ParkShuttle by Frog in the Schiphol Airport and Rivium of Netherlands, Simserhof Ride and CyCab by Robosoft in France, ULTra by ATS in Cardiff, and Serpentine capsules in Lausanne [5]. Although these first systems are usually small in scope, it is believed that this will allow for the demonstration of the full benefit of such systems on a larger scale. These first systems are also needed to fully develop and understand all the technologies implied while also defining the legal framework for their operation. These two aspects are at the core of the CyberCars Project while the tools for their implementation and their economic justification are at the center of the CyberMove Project [6], which looks also at the benefits in term of sustainable development. In this paper, section 2 first introduces the CyberC3 (Cybernetic Technologies for Cars in Chinese Cities) project, which liaises with the CyberCars project, including its background, objectives, target groups, and main activities; then, section 3 describes the details of the CyberC3 system, including system architecture, sub-systems, etc; next, section 4 introduces some potential sites for field trails and feasibility studies in China, including the Beijing 2008 Olympic Games, the Shanghai 2010 World Expo, Shanghai Century Park, campus of Shanghai Jiao Tong University; Finally, section 5 ends this paper with some conclusions. 2. CYBERC3 PROJECT The CyberC3 (Cybernetic technologies for Cars in Chinese Cities) project is funded by the EU Asia IT&C II Programme, and liaises with the CyberCars project to transfer existing Cybercars technologies from Europe to China and to stimulate Cybercars applications in China [7][8]. The overall objectives is to apply advanced IT&C technologies in vehicles and transport systems, on one hand, to propose an innovative transportation for the city of tomorrow based on fully automated vehicles, i.e. Cybercars, which has advantages of high flexibility, efficiency, safety; on the other hand, to protect the environment and improve the quality of life for Chinese sustainable development. The specific objectives are

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to facilitate and improve contacts of Chinese researchers with the existing IST European CyberCars project; to encourage technology transfer, exchange of know-how, and stimulate collaboration among partners; to apply the advanced IT&C technologies in the cars and transportation systems in China; and to discovery the prospect of Cybercars in China and other Asian countries, through FIGURE 3 the CyberC3 Vehicle. potential user analysis and site study, especially in the Beijing 2008 Olympic Games and the Shanghai 2010 World Expo, and to give guidelines for future land transport in China.

The main activities of the CyberC3 project include a series of workshops, sites visits, establishment of task forces, the development of new CyberC3 vehicles in China, the implementation of some demonstrations and pilot application in the Shanghai Century Park and Minhang campus of Shanghai Jiao Tong University, potential site studies in the Beijing 2008 Olympic Games and the Shanghai 2010 World Expo, and dissemination of the results. The target groups are made up of five sub-groups: l IT&C researchers, who will engage in the research and development of automated vehicles; l Decision-makers, who can decide over the implementation of Cybercars, such as governments, site managers like the Shanghai Century Park, organizers of big events, like the organizers of the Beijing 2008 Olympic Games and the Shanghai 2010 World Expo; l End users, who will use the Cybercars transport service in the Shanghai Century Park, or be affected by it; l System operators, who can provide the Cybercars transport services; l Industries, which can produce Cybercars vehicles, such as car manufactories. 3. CYBERC3 SYSTEM The most important activity in the CyberC3 Project is to develop a CyberC3 System based on CyberC3 automated vehicles, for the demonstration and pilot application in the Shanghai Century Park and other potential applications in China. The objectives are to design and to develop low-cost Cybercars for the future Cybercars application in China and in the world. The design work is based on the successful experiences obtained in the European CyberCars and CyberMove projects. The CyberC3 system is composed of three kinds of sub-systems: the Central Control System, the Vehicle System, and the Station System. The communication among these three sub-systems is based on a wireless network (such as 802.11g). Figure 4 shows the system architecture, and Figure 5 shows the hardware architecture.

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CyberC3 System

Central Control System

Planning

Safety

Vehicle System

Control

Station System

Navigation

Vision

Magnet

Wireles s Network

Communication

Laser

CAN Network

FIGURE 4 Architecture of the CyberC3 System.

Central Control System (PC Server)

Station (DSP)

Wireless Network

Planning ( Laptop/DSP)

Communication Vision (Laptop) (Laptop)

Laser ( Laptop/DSP)

CAN Bus

Magnet (DSP)

Control (DSP)

FIGURE 5 Hardware Architecture of the CyberC3 System.

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3.1 Vehicle Body The vehicle bodies used in the CyberC3 system can be specially designed or based on existing vehicles. Considering the cost of design and construction, existing vehicles are used in the CyberC3 project. Several criterions have been considered in the selection of existing vehicles: l Vehicles for urban environment: At this moment, Cybercars are designed for the urban environment, which is characterized by low speed and short trips. In this case, high speed vehicles powered by gasoline are not necessary. Electric vehicles can provide an excellent choice for low-spend short trips. Most existing electric vehicles are able to travel 50-100 km per charge, which is long enough for the urban transport; l Vehicles for environment protection: In order to improve the quality of urban life, the selected vehicles should be environment friendly. Electric vehicles with less emission and noises seem to be the best choice available. Nowadays, most existing electric vehicles use lead-acid batteries. In the future, lead-acid batteries can be replaced by more efficient and cleaner batteries, such as fuel cell batteries or solar batteries; l Vehicles with fashion appearance: Since Cybercars are designed as an alternative transport tool for the cities of tomorrow, vehicles should have a fashion appearance; l Vehicles with different capabilities: Considering various kinds of potential Cybercars applications in China, several vehicles with different capabilities are considered, with capability from 2 passengers to 15 passengers. At this moment, one electric vehicle from the Eagle Company has been selected (Figure 3). This vehicle uses 48 V lead-acid batteries, and is able to travel 80 km per charge. The maximum speed is 27 m/h, which are suitable for the urban transport with low speed and short trip. This light electric vehicle has 4 or 6 seats and a weight of 800 kg. The minimum turning diameter is 9 meters, and the maximum slope is 20%. 3.2 Vehicle Reconstruction The objectives of vehicle reconstruction are: to enable the vehicle to percept environment by on-board sensors; to control the vehicle by on-board computers and actuators; to enable the vehicle to communicate with the remote Central Control System; and to enable the fail-safe mechanism on the vehicle for the sake of safety. Several reconstruction work has been done to reach these objectives, including installation of a DC motor on the steering wheel for steering control, installation of a DC motor on the hydraulic brake for braking control, installation of a fail-safe brake on the propulsion motor for safety reason, reconstruction of the on-board electric system for automated control, installation of several kinds of sensors (such as camera, laser scanner, magnetic sensors, etc) on the vehicle for environment perception and navigation, installation of processing hardware for on-board computing, installation of Human-Machine-Interface (HMI) hardware for passengers, installation of some communication hardware for communication with the remote Central Control System, etc.

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3.3 Vehicle System The vehicle system is the core of the whole system. In the CyberC3 system, this sub-system is composed of four modules: the Navigation Module, the Planning Module, the Control Module, and the Communication Module. The communication among these four modules is based on the CAN network, as shown in Figure 4 and Figure 5. 3.3.1 Guidance Module The Guidance Module is the key module on the vehicle. The main objective is to provide robust and reliable localization information with high accuracy for path planning. In the CyberC3 project, there are some basic requirements for the guidance module: l High reliability and robustness: Since the vehicle will be operated in the complicated outdoor environment, the guidance system should be able to work reliably with high robustness to noises, changes in weather and lighting condition, and even human interference, etc; l Low cost: The guidance system on the vehicle and on the road infrastructure should not be too expensive, which is very important to the total cost of the whole system. Therefore, expensive guidance devices like RTK (Real Time Kinematics) GPS and high accuracy gyroscope will not be used in this system, although their performance is state-of-the-art; l Little modification on the infrastructure: The guidance system should have little modification on the infrastructure, which is important to the applications with existing infrastructure. Many guidance methods have been proposed and developed in the last two decades. However, it seems that none of existing guidance methods can easily satisfy all these above requirements. In the CyberC3 system, a combination of three guidance methods is used to address this problem. They are: Magnet guidance: According to the conclusion in the CyberCars Project, the magnetic guidance is considered as a fundamental option for short-term Cybercars applications on local tracks, which is reliable and robust, and the cost is also reasonable [9]. However, some modification on the road is still necessary in this method. In the CyberC3 system, a magnetic ruler is used to detect the position of the magnets in the ground on the path. The magnetic ruler comprises 9 magnetic resistance sensors (HMC1022 by HONEYWELL) with a detecting scope of 6 Gauss. The NdFeB magnets in the ground have a diameter of 25 mm and a height of 25 mm (Figure 6.a). The signal processing is done on a DSP board to compute vehicle s relative pose to the magnets. The result is sent to the Planning Module through the CAN bus on the vehicle. Vision guidance: Vision guidance is a promising solution, since it requires little modification on the infrastructure, and the cost of cameras is inexpensive. However, more work is needed to improve the robustness due to the complexity in the outdoor environment. A very low-cost webcam by Logitech is used for vision guidance on the CyberC3 vehicle (Figure 6.b). The lane-marking and station-marking on the ground are detected in the images captured by the camera. Vehicle s relative pose to the lane-markings is computed according the detecting results and then sent to the Planning Module through the CAN bus.

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(a)

(b) (c) FIGURE 6 Sensors used in the Guidance Module. (a) Magnetic Sensor and Magnets used in the Magnetic Guidance, (b) Camera used in the Visual Guidance, (c) Laser Scanner used in the Laser Guidance and Obstacle Detection. Laser guidance: Although laser scanner is still expensive now, there is no additional cost to use it for guidance, since it is also necessary for the obstacle detection. The laser guidance with a prior map is also a promising solution for environments with enough features. The key in this method is to obtain an environment map with high accuracy. Therefore, the first step of the laser guidance is to build a feature map in advance, which can be done automatically by the SLAM (Simultaneous Localization and Mapping) algorithm, or by manual measurements. With this prior map, the vehicle s global pose can be estimated by registering current range scan from laser scanner with the prior map. The results are sent to the Planning Module through the CAN bus. The laser scanner currently used on the CyberC3 vehicle is LMS 291 by Sick, with a range accuracy of 10 mm, an angular scope of 180°, and an angular resolution of 0.5°. The scan rate is 25 Hz, and the communication between the laser scanner and computer is based on RS-422 with a high transmission rate at 500k bps. In the CyberC3 system, different combination of above three guidance methods will be used according to the characters of the demonstration sites or application sites. 3.3.2 Planning Module The Planning Module has three basic main tasks: Fusion based global localization: The Planning Module receives vehicle s relative and global pose from the Guidance Module by magnet guidance, vision guidance, and laser guidance, respectively. Data fusion is used to improve estimation s accuracy and reliability. Results are sent to the Central Control System by the on-board Communication Module through the wireless network. Obstacle detection and collision avoidance: Obstacle detection and collision avoidance is critical to the safety of the CyberC3 system, especially for the safety of pedestrians. The main sensors used for obstacles detection are laser radar and ultrasonic sensors. Moving objects around the vehicle are also considered. The vehicle will be able to decelerate or brake to avoid collision, according to detected obstacles. Path following: Considering reliability and safety problem, only path following is considered to be implemented in the CyberC3 project. A fuzzy PID controller is used to compute vehicle s steering command and speed command according to expected path, vehicle s current position and obstacles ahead. The results are sent to the Control Module through the CAN bus.

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3.3.3 Control Module After receiving the steering command and speed command from the Planning Module, the Control Module uses two PID controllers to control the position of the steering motor and the speed of the propulsion motor, respectively. Two optical encoders fixed on the steering motor and the propulsion motor, respectively, are used in these two close-loops. The processing hardware in this FIGURE 7 DSP Board used on the Vehicle. module is a DSP board (SEED-DEC2812) by SEED, whose processor is a 32-bit TMS320F2812 with a frequency of 150 MHz (Figure 7). 3.3.4 Communication Module There are three kinds of communications in the Communication Module on the vehicle: The first communication is with the Central Control System through the wireless network, to send vehicle s status to the Central Control System, to receive dispatch command from the Central Control System, and to deliver the dispatch command to the Planning Module through CAN bus. The second communication is implemented for remote surveillance in the Central Control System. The operator in the central control center will be able to monitor the vehicles status through the surveillance video captured by the on-board cameras. Voice talk between on-board passengers and operator can be also established through the wireless network, on request. The last communication is between the passengers and the vehicle, i.e. Human-Machine-Interface (HMI). The HMI hardware includes switch for mode selection (manual mode or automatic mode), buttons for station selection, emergency buttons (Figure 8), button for voice talk with the Central Control System, horn or speaker for sound in case of potential collision, LED for displaying system information, like route, station name, site introduction, temperature, vehicle s speed, etc. 3.4 Central Control System The first task of the Central Control System is fleet management. Once the system receives a request from a user at the station, it will first check the status of all vehicles, and send the dispatch command to the most suitable one (or the nearest one). The second task of the Central Control System is surveillance, which includes monitoring the operating status of each vehicle; monitoring all vehicles through the surveillance video captured by the on-board cameras; establishing voice talk with passengers on any vehicle, on request; monitoring the operating status of each

FIGURE 8 Emergency Button on the Vehicle

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station; monitoring all stations by surveillance video; establishing the voice talk with passengers at any station, on request; etc. The Central Control System will also be responsible for recording all the system operating status, including both vehicles status and stations status. The hardware of the Central Control System is two PC servers: one for fleet management and the other for surveillance. The communication among the Central Control System, vehicles, and stations is based on the wireless network, for example, 802.11g. 3.5 Station System The main task of the Station System is to receive the user s call request, which is done by call buttons or station selection buttons. Other hardware includes emergency buttons, LED for information display, cameras, etc. The Central Control System can monitor the station s status through video. Voice talk between passengers and operator in the Central Control System can be established on request. 4. CYBERC3 IN CHINA China has great potentials in Cybercars application [10]. At the initial stages, Cybercars are designed for short trips at low speed in urban environment, such as downtown, campuses, business parks, industrial parks, areas around public transport stations, parks and resorts, etc (Figure 9). New kinds of applications are coming forth with the spread of Cybercars. In order to demonstrate the effectiveness of CTS in solving urban transport problems, four sites in China will carry on field trials and feasibility studies, in which two sites for field trials and two sites for feasibility studies. Shopping Center

Airport

Train station

Park

Historic city center

University CBD

Parking lots

FIGURE 9 Potential Applications of Cybercars

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4.1 Sites for Field Trails The sites for field trials in the CyberC3 project are: Shanghai Century Park and Minhang Campus of Shanghai Jiao Tong University (SJTU) located in Shanghai. The Shanghai Century Park is the biggest park in Shanghai with an area of 140 hectares. The sight spots are spreading around the park, so that it is difficult for tourists to visit the park by walking. Therefore, it is necessary to provide a transport tool to link the sight spots. Some electric vehicles driven by human drivers are being used in the main paths in the park. These vehicles usually have more than 10 seats, in order to reduce the number of human drivers. Another problem is that the number of visitors in this park varies dramatically from 5,000 to 100,000 per day. For example, the park may have 10 times visitors in the weekend than those in the week. This leads to the result that there are not enough vehicles in the weekend, and the waiting time is usually too long in the week. In order to demonstrate the technical feasibility of CTS and its advantages especially in flexibility, the CyberC3 system will be implemented in the International Gardens of the park first. Then, the system will be spread over the whole park, if possible. Shanghai Jiao Tong University (SJTU) is one of the famous and biggest universities in China. It has five campuses with a total area of 373 hectares. Minhang campus is the biggest one (Figure 10). Over the past 3 years, the area of Minhang campus has grown from 147 to 320 hectares. With the rapid development of the Minhang campus, the mobility becomes more critical, especially the transport between the campus and public transport stations, and the transport inside the campus. The CyberC3 system will be implemented inside the campus first to demonstrate the technical feasibility and its advantages in the campus envrionments. 4.2 Sites for Feasibility Study China has won the right to stage the Olympic Games 2008 and the World Expo 2010, and these two large events could offer large-scale demonstrations and applications for Cybercars. In the CyberC3 project, expo site for the Shanghai 2010 World Expo and Olympic park for the Beijing 2008 Olympic Game are selected as sites for feasibility studies. The first mobility problem in these two events is similar to the problem in the Shanghai Century Park: the passenger flow will change dramatically from time to time. For example, according to the forecast by the authorities, during the Shanghai 2010 World expo, the passenger flows during the Golden Weeks will be at least 40% higher than usual, with an at least 25% growth on weekends. The municipalities plan to build several new metro lines, in order to meet the huge transit demand in these two large events. However, these metro systems might lose money after these events, since the operating cost is too high and there is no sufficient transit demand. The key to this problem is that the existing transport modes lack the flexibility in capacity. Another mobility problem is that the sites of both events are too big to visit by walking. For example, the area of expo site in Shanghai will be 400 hectares, and the area of FIGURE 10 Map of the Minhang campus

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the Olympic park in Beijing will be even bigger (1,135 hectares). It is necessary to provide some efficient transport tools to link the buildings and activities inside the site, between the site and public mass transport stations, between the site and the parking lots, etc. [11] These problems may be solved by the Cybercars, which are able to provide a 24-hour, flexible public traffic service. In the CTS, the flexibility exists in the following aspects: l Multiple operation modes: During the peak hours, Cybercars can be operated in platooning mode to maximize the transportation capacity; during the normal time, Cybercars will be operated individually to maximize the flexibility and minimize the passengers waiting time; l Adjustable capacity: Since there is no mechanical link in platooning, the fleet capacity can be easily adjusted by changing the number of vehicles to dynamically satisfy different transit needs. l Optimized route: The route can be dynamically adjusted according to the request by passengers. Beside that, Cybercars are electrically driven light vehicles with low velocity, and able to offer a safe, comfort, and quiet public transportation with low impact on the environment. More importantly, the Cybercars itself can offer a very attractive demonstration to exhibit the sustainable transport system for city of tomorrow. 5. CONCLUSIONS AND FUTURE WORKS This paper introduced the background, objectives, and main activities of the CyberC3 project, which liaises with the European CyberCars project to transfer existing Cybercars technologies from Europe to China and to stimulate Cybercars application in China. The architecture of the CyberC3 system was described with the details of each sub-systems and sub-modules. By now, the development of the prototype of the CyberC3 vehicle was almost finished. Some CyberC3 vehicles will be produced for the demonstrations and the Cybercars application in China. Research and development on the Central Control System and the Station System has been already started and expected to be finished in 2006. China has great potentials in Cybercars application in big scale, for example, the Beijing 2008 Olympic Games and the Shanghai 2010 World Expo. Feasibility studies have been carried on for the above two sites. Demonstration and applications will be implemented on another two sites in Shanghai for field trials (in Shanghai Century Park and Minhang campus of Shanghai Jiao Tong University), to demonstrate their feasibility and effectiveness in solving urban mobility problems.

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ACKNOWLEDGMENTS Research supported by the CyberC3 Project (CN/ASIA-It&C/002 (88667)) under the EU-Asia-IT&C II Programme.

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REFERENCES [1] Parent, M. A Dual Mode Personal Rapid Transport System. Motoring Directions, Vol. 3, Issue 3, 1997, pp. 7-11. [2] CyberCars Project Website. INRIA. www.cybercars.org. Accessed Jan. 1, 2005. [3] Parent M., and Yang M. Road Map Towards Full Driving Automation, Proceeding of the Eighth International Conference on Application of Advanced Technologies in Transportation Engineering, Beijing, China, May 2004, pp. 663-668. [4] Parent M., and Gallais G. Intelligent Transportation in Cities with CTS, Proceeding of the IEEE 5 th International Conference on Intelligent Transportation System, Singapore, Sept. 2002, pp. 826-830. [5] Parent M., and Gallais G. CyberCars: Review of First Projects. Proceeding of the Ninth International Conference on Automated People Movers, Singapore, Sept. 2003, pp. [6] CyberMove Project Website. INRIA. www.cybermove.org. Accessed Jan. 1, 2005. [7] Yang M., and Parent M. Cybernetic Technologies For Cars In Chinese Cities, Proceedings of CityTrans China 2004, Nov. 17-18, 2004, Shanghai, China. [8] CyberC3 Project Website. Shanghai Jiao Tong University. cyberc3.sjtu.edu.cn. Accessed July 21, 2005. [9] Alessandretti G. New Technologies for Vehicles, Technical Report of the CyberCars Project, Deliverable D2, Oct. 2003. [10]Yang M., and Parent M. Cybernetic Technologies For Cars In Chinese Cities, Proceeding of CityTrans China 2004, Shanghai, China, Nov. 17-18, 2004. [11]Yang M., and Parent M. Cybercars: An Alternative Public Transportation for City of Tomorrow, Proceeding of Sustainable Multi-Modal Transportation for Chinese Cites, Shanghai, China, Oct. 2003.