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The purpose of this paper is to identify demographic variables that may impact the quality of leader‐member exchange (LMX) relationships within a military platoon.

A total of 109 non‐commissioned officers (NCOs) and 421 recruits from 27 platoons in the Singapore Armed Forces independently assessed the quality of their relationship with their platoon commander using the LMX7 survey instrument.

Bivariate analyses indicated rank and type of service differentiated the quality of LMX between leaders (platoon commanders) and followers (NCOs, recruits).

The paper considers LMX only from the perspective of followers and does not take into account the broader context of the military platoon.

The performance of the entire platoon may be more effective when platoon commanders operate at a distance, respect rank and formal authority relationships, and build closer personal relationships with NCOs than with recruits.

There have been no studies examining the demographic basis for LMX differentiation in an Asian military organization. This paper fills the gap.

The purpose of this paper is to investigate the optimal average drag coefficient of the Ahmed body for mixed platoon driving under crosswind and no crosswind conditions using the response surface optimization method. This study has extraordinary implications for the planning of future intelligent transportation.

First, the single vehicle and vehicle platoon models are validated. Second, the configuration with the lowest average drag coefficient under the two conditions is obtained by response surface optimization. At the same time, the aerodynamic characteristics of the mixed platoon driving under different conditions are also analyzed.

The configuration with the lowest average drag coefficient under no crosswind conditions is 0.3 L for longitudinal spacing and 0.8 W for lateral spacing, with an average drag coefficient of 0.1931. The configuration with the lowest average drag coefficient under crosswind conditions is 10° for yaw angle, 0.25 L for longitudinal spacing, and 0.8 W for lateral spacing, with an average drag coefficient of 0.2251. Compared to the single vehicle, the average drag coefficients for the two conditions are reduced by 25.1% and 41.3%, respectively.

This paper investigates the lowest average drag coefficient for mixed platoon driving under no crosswind and crosswind conditions using a response surface optimization method. The computational fluid dynamics (CFD) results of single vehicle and vehicle platoon are compared and verified with the experimental results to ensure the reliability of this study. The research results provide theoretical reference and guidance for the planning of intelligent transportation.

Urban networks are usually divided into several open or closed sub‐networks. Signal coordination has been recognized as one of the most efficient methods of controlling sub‐networks that have independently optimized timing plans. However, coordinating adjacent intersections in a network is a basic prerequisite to optimizing signal‐timing plans for sub‐networks. This paper aims to develop a linear model to support decisions regarding coordination of adjacent signals.

This paper aims to develop a linear model to support decisions regarding coordination of adjacent signals. The tests of this model which using the field data differ from those for calibration from various roadways, indicating that the model has transferability. Evaluations using microscopic simulation show that the model can objectively determine whether or not to interconnect adjacent signals depending on various traffic demands.

The model was calibrated by stepwise regression analysis with a total of 195 field samples. This model consists of the dependent variable critical block length (CL) between adjacent intersections, and the independent variables original platoon size (OPS) and platoon completeness ratio (PCR). The calibrated model is shown as following: CL = 689.97 + 6.86 OPS−7.15 PCR.

The proposed model appears to be a viable solution for determining whether to coordinate adjacent signals according to various traffic demands for variously configured roadways. The model shows that a larger OPS or a smaller PCR implies a larger CL. The model also indicates that adjacent signals must be interconnected if they are separated by 690 meters or less. The results also suggest that OPS from 10 to 30 fully disperse at about 800 meters downstream of a stop line. The results support the CL for effectively coordinating adjacent signals, similar to that recommended in the Manual on Uniform Traffic Control Devices. These results may be useful for the effective management of traffic signal networks.

The purpose of this paper is to study the aerodynamic characteristics of Ahmed body in longitudinal and lateral platoons under crosswind by computational fluid dynamics simulation. It helps to improve the aerodynamic characteristics of vehicles by providing theoretical basis and engineering direction for the development and progress of intelligent transportation.

A two-car platoon model is used to compare with the experiment to prove the accuracy of the simulation method. The simplified Ahmed body model and the Reynolds Averaged N-S equation method are used to study the aerodynamic characteristics of vehicles at different distances under cross-winds.

When the longitudinal distance x/L = 0.25, the drag coefficients of the middle and trailing cars at β = 30° are improved by about 272% and 160% compared with β = 10°. The side force coefficients of the middle and trailing cars are increased by 50% and 62%. When the lateral distance y/W = 0.25, the side force coefficients of left and middle cars at β = 30° are reduced by 38% and 37.5% compared with β = 10°. However, the side force coefficient of the right car are increased by about 84.3%.

Most of the researches focus on the overtaking process, and there are few researches on the neat lateral platoon. The innovation of this paper is that in addition to studying the aerodynamic characteristics of longitudinal driving, the aerodynamic characteristics of neat lateral driving are also studied, and crosswind conditions are added. The authors hope to contribute to the development of intelligent transportation.

The case describes the dilemma a young leader, First Lieutenant Toomey, faces after arriving at a new organization. Toomey’s subordinate (sergeant first class Rodgers) is more experienced and accomplished and has enjoyed a degree of autonomy under Toomey’s predecessor. Rodger’s demeanor and the physical setup of the joint office space speak to a dysfunctional dynamic in an organization that values a traditional hierarchy and relatively high power distance between supervisor and subordinate. The potential for conflict exists as Toomey contemplates how to address the dysfunctional norms he has observed while maintaining a functional relationship and reputation as an effective leader in his new unit.

The case was created via an interview of the protagonist.

This case is designed for use in undergraduate and graduate level courses on leadership and management. The case is useful for teaching lessons (or electives) on power, influence, conflict management, culture and leading change.

This paper aims to present a cooperative adaptive cruise control, called stable smart driving model (SSDM), for connected and autonomous vehicles (CAVs) in mixed traffic streams with human-driven vehicles.

Considering the linear stability, SSDM is able to provide smooth deceleration and acceleration in the vehicle platoons with or without cut-in. Besides, the calibrated Virginia tech microscopic energy and emission model is applied in this study to investigate the impact of CAVs on the fuel consumption of the vehicle platoon and traffic flows. Under the cut-in condition, the SSDM outperforms ecological SDM and SDM in terms of stability considering different desired time headways. Moreover, single-lane vehicle dynamics are simulated for human-driven vehicles and CAVs.

The result shows that CAVs can reduce platoon-level fuel consumption. SSDM can save the platoon-level fuel consumption up to 15%, outperforming other existing control strategies. Considering the single-lane highway with merging, the higher market penetration of SSDM-equipped CAVs leads to less fuel consumption.

The proposed rule-based control method considered linear stability to generate smoother deceleration and acceleration curves. The research results can help to develop environmental-friendly control strategies and lay the foundation for the new methods.

This study aims to propose a centralized optimal control model for automated left-turn platoon at contraflow left-turn lane (CLL) intersections.

The lateral lane change control and the longitudinal acceleration in the control horizon are optimized simultaneously with the objective of maximizing traffic efficiency and smoothness. The proposed model is cast into a mixed-integer linear programming problem and then solved by the branch-and-bound technique.

The proposed model has a promising control effect under different geometric controlled conditions. Moreover, the proposed model performs robustly under various safety time headways, lengths of the CLL and green times of the main signal.

This study proposed a centralized optimal control model for automated left-turn platoon at CLL intersections. The lateral lane change control and the longitudinal acceleration in the control horizon are optimized simultaneously with the objective of maximizing traffic efficiency and smoothness

Each of the four objectives can be applied within the military training environment. Military training often requires that soldiers achieve specific levels of performance or proficiency in each phase of training. For example, training courses impose entrance and graduation criteria, and awards are given for excellence in military performance. Frequently, training devices, training media, and training evaluators or observers also directly support the need to diagnose performance strengths and weaknesses. Training measures may be used as indices of performance, and to indicate the need for additional or remedial training.

The chapter relates to advanced management of large distributed dynamic systems in unpredictable and crisis situations. It briefs the DARPA Mosaic Warfare concept and shows its possible expression under SGT together with exemplary solutions for such tasks as grouping of scattered elements into more powerful forces with unified control, and observation and elimination of dangerous elements by collective operation of causal forces around them. Of practical importance may be mosaics-related approaches using massive robotics. It is shown in SGL how easy to assemble teams of UCAVs for intelligent swarming, self-restructuring and observing territory with collection, distribution and impacting of targets discovered. Another SGL scenario organizes automatic fight of aerial swarm with other group/swarm, autonomously and without external control. It is also shown how broken into pieces platoon of unmanned vehicles, due to situations on roads, is self-recomposing into normal platoon chain again, with vehicles symbolically considered as mosaic tiles.

Although existing research on cohesion provides a robust understanding of the emergent phenomenon in small groups and teams, our comprehension of cohesion at the multisystem (MTS) level is quite limited. The simultaneous within- and between-team functioning inherent in MTSs produces more intricate dynamics than those observed at the team level. This added layer of complexity requires that many familiar team constructs, including cohesion, be systematically re-conceptualized and empirically examined through the lens of MTS theory (DeChurch & Zaccaro, 2010; Hackman, 2003). The present research addresses this gap by extending the conceptualization of team cohesion to the interteam level, and empirically investigating how cohesion functions across levels in a collective network of teams. Results from preliminary research suggest that intrateam and interteam cohesion share a curvilinear relationship with one another, while simultaneously interacting to affect overall system-level outcomes. This research not only illuminates the complexities associated with emergent phenomena in MTSs, but also serves as a starting point for continued, systematic research of the multilevel cohesive bonds that characterize MTS functioning.