bluuebunny/crossref_metadata_2025 huggingface dataset:
Performance indicator analysis: A management tool for the improvement of bus transit operation in Bangkok
Authors: Tanaboriboon Yordphol , Quium A. S. M. Abdul , Changsingha Chanchai
Published: January 2010

This paper intends to demonstrate that the performance indicator analysis technique can be successfully used as a diagnostic tool to identify operational inefficiency and ineffectiveness at the route level of transit operation. The technique has been applied on 14 bus routes of Bangkok Mass Transit Authority to reveal the inter‐route differences in operational efficiency and effectiveness. Twenty performance indicators relating to costs of services, fuel consumption, staff ratio, crew productivity, fleet utilization, service output per bus, daily revenues, etc., were selected to represent the resource efficiency, resource effectiveness and service effectiveness of the bus system. Results of the analyses revealed that considerable variations existed across the routes against many of these 20 selected indicators. These included variations in terms of labor and capacity utilization, maintenance expenditure, etc., many of which can be improved through suitable managerial measures. Based on these findings, specific recommendations have been made for improvement in the deficient areas that are considered to be within the operator domain. These indicators also provide a basis for comparison over time, with other operators and standards. A ranking scale was also developed to determine the over all attractiveness of the routes.
Mass transit in developing cities
Authors: Fouracre P. R. , Gardner G.
Published: January 2010

Using case study material, this paper examines the relative merit of metros and high performance bus systems in use in Third World cities. It demonstrates that buses with suitable priority measures are capable of meeting high passenger demands. The paper also shows that despite the poor financial performance and other shortcomings of metros, they can yield a respectable economic return. The paper draws on studies undertaken as part of the research program of the Overseas Unit of the Transport Research Laboratory.
Alternative systems for urban transport in India
Authors: Satsangi P. S. , Chelpa L. M.
Published: January 2010

This paper is in the context of studying alternative systems of urban transport in India to determine the costs and performance not only for public transport systems but also for the total transport scenario (i.e. for all vehicles) such that the economic costs are inclusive of costs of time (conservatively), accidents and pollution.

In view of inherent deficiencies and delays associated with a traditional transport planning process and its implementation, the paper develops quick response land‐use transport planning models for Indian cities to enable integrated, cost‐efficient strategies to be evolved, recognizing that urban transport is a function of urban size, form, structure, socio‐economic base, etc. A simple statistically significant demand model identified from a basis of appropriate data represents the recommended demand model for Indian cities. This model can be then conveniently used to project trip volume for any Indian city in a future year. A simple gravity model is used to generate the trip assignment for hypothesized city sizes, forms and structures. The results provide a fairly reasonable approximation for the major corridor trip volumes and lengths in the context of the transport requirement for the metropolitan cities in India in 2001 and 2011 A.D.

The GOI Study Group arising from the investigations reported in this paper and the discounted cash‐flow method of analysis made clear overall recommendations in February 1987 for cities of various populations.
Impacts of regional transportation improvements on urban development in Japan
Authors: Daluwatte Sihil , Ando Asao
Published: January 2010

Urban agglomerations in Tokyo and Osaka in post‐war period are largely attributable to the policies underlying the four National Development Plans implemented in that period. These policies, which were originally intended to achieve an effect on the opposite of agglomeration, relate primarily to the high‐speed transit network known as the Tokaido shinkasen and the expressway segments linking the Kanto and Kansai regions.

For the purpose of capturing the historical scenario of regional agglomeration, we have formulated a long‐term macro‐econometric model from 1950–85, with 5‐year simulation cycles. This constitutes an employment distribution block, an input‐output block, and an inter‐prefectural activities block, incorporating all major macro‐variables.

In an earlier stage of this research the model was calibrated and the total tests upon all formulations were completed. Ascertaining that the accuracy of the model is well within permissible limits, an evaluation of policy scenarios due to the delay in the introduction of the shinkansen on the Tokaido line, has been conducted. Results indicate that Tokyo grows much less rapidly than in reality, Osaka maintains the same rate of growth, and the other areas show a substantial growth by 1985.

In the present version, we improve on the model with respect to its qualitative performance by relaxing the exogeneity of national employment and GNP to allow for the evaluation of these policy variables. In completing these final tests on the model, we are able to confirm the validity of the model by demonstrating its accuracy to be in a satisfactory range. In a case study, the policy areas that have contributed to the present distribution of development have been explored in detail. Comparative policy transformations, necessary to achieve the opposite effects to agglomeration, are discussed.
Safer signalized junction design and self‐optimizing control
Authors: Vincent Ray
Published: January 2010

The UK Transport Research Laboratory has long had a Worldwide reputation for contributions to the field of traffic signal control, especially as originators of the TRANSYT and SCOOT signal coordination methods. This article describes some less widely known work. Accident risk at urban junctions and on road links between them is related to a wide variety of factors including: traffic and pedestrian flows, signal control parameters, geometry, and other layout features. Comprehensive studies have derived, and are continuing to derive, quantitative risk relationships for use in off‐line software. Those for individual signalized cross‐roads have already been incorporated in the TRL's program OSCADY to assist junction design. Now, an area‐wide safety model incorporating the CONTRAM traffic assignment program is being actively developed to provide a tool for evaluation of network traffic management schemes. For on‐line signal control at individual junctions, the MOVA system has been developed to provide a delay‐minimizing or capacity‐maximizing control logic as appropriate. ‘Before and after’ comparisons with the UK's previous fully vehicle‐actuated signal system are presented, including both delay and safety aspects.
Overflow queues and delays with random and platooned arrivals at signalized intersections
Authors: Akçelik Rahmi , Rouphail Nagui M.
Published: January 2010

The traditional two‐term analytical model for predicting delays, queues and stops with random arrivals as found at isolated signalized intersections is extended to the case of platooned arrivals. The work was carried out in the context of modeling traffic performance at signalized paired intersections. A cycle‐by‐cycle macroscopic simulation model was used to calibrate the overflow terms of the performance formulae for a single stream of platooned arrivals at the downstream approach of a paired intersection system. The steady‐state form of the analytical model was used for calibration. The parameters derived for the steady‐state model are then used in the time‐dependent form of the model. Descriptions of the general analytical model, the cycle‐by‐cycle simulation model, its validation against several well‐known models are presented, and the new models derived from this study are described. Extension of the model to multistream, multiphase applications are discussed and areas of further study are identified.
Modeling probability distribution of delay at signalized intersections
Authors: Olszewski Piotr S.
Published: January 2010

Accurate estimation of vehicle delay is difficult because of the randomness of traffic flow and large number of factors affecting intersection capacity. Existing delay models simplify the real traffic conditions and provide only approximate point estimates of average delay, whereas its variability should also be of interest. A stochastic model was used to study the changing probability distribution of delay. The model is based on sequential calculation of queue length probabilities with any type of arrival process. Delay probability distribution was investigated for different degrees of saturation, arrival types and control conditions. The variance of delay increases rapidly with degree of saturation and is inversely proportional to the approach capacity. Other parameters such as cycle time and saturation flow do not have a significant effect on delay distribution. Both the mean and variance of delay are sensitive to arrival process characteristics and increase with the variance of arrivals.
The potential for real‐time passenger information as part of an integrated bus‐control/information system
Authors: Nelson John D.
Published: January 2010

This paper is concerned with the effect of linking innovative bus‐control systems with real‐time passenger information, with the overall aim of improving conditions for bus operation and passengers in central urban corridors.

The first section presents a concise review of bus passenger information systems (particularly their application at bus stops). Then the concept of real‐time passenger information is explored. The case for and against real‐time information is argued and two British case‐studies follow. In the second section it is argued that the provision of real‐time information, as part of an integrated bus‐control/information system, offers new possibilities for meeting the identified needs of public transport users. Finally, in the third section, some comments are made on the evaluation of different combinations of bus‐control and passenger information tested using a simulation method and a series of subjective response surveys. General relationships governing the degree of bus‐control required and the extent of information needed are of special interest.
Use and perceptions of a real time passenger information system
Authors: Cassidy S. , White P. R.
Published: January 2010

The use of high‐technology systems in the transport sector has increased steadily over recent years. This paper outlines the development of vehicle monitoring and control systems and their use in the public transport arena. The paper shows how one such system, that operated by Datatrak Ltd., has been adapted to provide a real time passenger information system for the RiverBus Partnership in London.

The RiverBus service described in this article ceased operation in August 1993. The collapse of the RiverBus Partnership followed the financial difficulties surrounding Olympia and York, developers of Canary Wharf in London Docklands.

Passenger use and perception of the system is evaluated, based on surveys of RiverBus users. This provides an evaluation of the system, and highlights the importance of introducing such systems based on user information needs and as part of the total marketing package.
A fuzzy multicriteria model to evaluate the privatization of the public bus operations
Authors: Chang Yu‐Hern , Shyu Tsuen‐Ho
Published: January 2010

A double model based on fuzzy synthetic decision and a fuzzy multicriteria decision is presented for this study. In a basic level decision, we use a fuzzy synthetic decision to reduce the sub‐criteria calculation work. In a higher level decision, the approximation reasoning allows the decision maker to make his best choice. These methods are more in accordance with the thinking processes of the human mind when complex issues are involved. Therefore, this paper will use a fuzzy linguistic approach, instead of the traditional approach to avoid the interference of the numerical estimates for weight and performance of alternatives. In the end, a heuristic algorithm for the evaluating process is developed and demonstrated in a case study.
Transport planning with multiple criteria: The analytic hierarchy process applications and progress review
Authors: Saaty Thomas L.
Published: January 2010

Five examples of applications of the Analytic Hierarchy Process (AHP) are made to illustrate the different uses of this ratio scale multicriteria decision method in transportation. They include a commuter route selection hierarchy, a best mix of routes to Pittsburgh's new International Airport, a benefits/costs hierarchy to choose the best mode to cross a river, a planning hierarchy for a transport system and a simple dependence with feedback cycle to choose a car when criteria depend on the alternatives. For a better appreciation of the use and power of the method, the examples are followed by a resume of developments in research on the (AHP) in the last few years.
Transportation and regional agglomeration in Japan: Through a long‐term simulation model 1920–85
Authors: Daluwatte Sihil , Ando Asao
Published: January 2010

The present article reviews the effects of wartime and post‐war policies on regional agglomeration of landuse and transportation activities in Japan. For this purpose the authors have formulated a long‐term model over the period 1920–85, and conducted its final test. After confirming the accuracy of the entire model, it is used to evaluate the wartime policies which caused excessive employment agglomeration in Tokyo, and post‐war policies concerning the high speed Shinkansen rail network. We conclude that the choices of alternative policies would have led to a more balanced regional structure than there is now, with less agglomeration in both Tokyo and the Kanto region.
Transportation planning and institutional rigidities in Surat, India
Authors: Shetty P. S. , Reddy T. S. , Suthar H. H.
Published: January 2010

This paper while reviewing the prevalent traffic and transportation problems in a metropolitan city of India namely Surat, identifies certain institutional rigidities which mar prospects of planned improvements. The old city of Surat known as the Walled City is the center of chronic traffic congestion which is due to a variety of causes. Owing to the past neglect and the on‐going developments, the Walled City is beset with numerous traffic and transportation as well as other problems. Based on an indepth analyses of field data, a series of short and long term remedial measures were worked out to cope with the immediate and the future travel demands. Of the proposals made, the traffic management scheme is designed to optimize the use of available infrastructural facilities with a thrust towards bus transportation. However, the success of these measures depends on the relaxation of the outdated practices which could stifle the implementation of the suggested solutions.
A GIS‐Based traffic accident information system
Authors: Faghri Ardeshir , Raman Nanda
Published: January 2010

This paper describes the process of developing a GIS‐based traffic accident information system. A roadway network in Kent County, Delaware, was selected to demonstrate the graphic database. The development of the graphic and attribute databases on a workstation environment is described. Software was developed to graphically represent accident information pertaining to any point on the roadway network, and outputs for typical case scenarios are presented. The software also has the capability of displaying historical accident information pertaining to the site. This aspect would be helpful to the planner or designer in studying the impact of a particular roadway design with respect to safety. Some thoughts for future extensions of this study are also presented. Finally, it is concluded that a carefully designed GIS system can efficiently help transportation professionals with traffic safety studies and that its capabilities can be extended to include other areas such as pavement and inventory management, transit applications, and executive information systems.
Using GIS in Denmark for traffic planning and decision support
Authors: Nielsen Otto Anker
Published: January 2010

This paper presents current efforts at the Technical University of Denmark for developing concepts for a Geographic Information System for the whole traffic planning process. Such a system (GIS‐T) will consist of five model for collection of data, determination of alternate solutions, estimation of future traffic flows, impact analyses and selection of a solution. Furthermore, the system will contain procedures for evaluation and quality control of data and results. Such an integrated GIS‐T system will not only ease the specific work, but also gather and strengthen the process of traffic planning.

The paper deals mainly with conceptual problems. The theoretical discussions, however, are supplemented by practical examples of traffic models, models for impact analyses and models for data management and quality control, which were implemented in GIS and tested on several real size problems in Denmark. The final part of the paper outlines the promising perspective of future work with GIS‐T.
GIS and network models: Issues for three potential applications
Authors: Hans Zachary N. , Souleyrette Reginald R.
Published: January 2010

Geographic Information Systems (GISs) are now being developed for urban transportation planning and modeling. Supporting other recent work, this paper demonstrates the combination of GIS and network‐based, urban transportation planning (UTP) modeling software to create powerful tools for the analysis of policies and plans. Following a literature review and informal survey identifying GIS and UTP modeling software in use at transportation agencies, three applications of GIS for network modeling and relevant issues are discussed: 1) developing or modifying UTP models, 2) incorporating network data into a GIS framework, and 3) creating and using a high‐speed interactive system suitable for providing near real‐time alternatives and policy analysis. Some specific suggestions are made related to the use of two software products, and extensions to other platforms are noted. Conclusions allude to the potential of such systems while realistically pointing to the present difficulties and magnitude of effort that will be required.
Link choice proportions from trip distribution and assignment models: An overview and comparison
Authors: Lam William H. K. , Huang H. J.
Published: January 2010

A number of estimation procedures have been suggested for the situation where a prior estimate of an origin‐destination matrix is to be updated on the basis of recently‐acquired traffic counts. These procedures assume that both the link flows and the proportionate usage of each link made by each origin‐destination flow (referred to collectively as the link choice proportions) are known. This paper examines the possibility and methods for estimating the link choice proportions. Three methods are presented: (1) using ad hoc iteration between trip distribution and traffic assignment; (2) combining trip distribution and assignment in one step; (3) solving a new optimization problem in which the path flows are directly considered as variables and its optimal solution is governed by a logit type formula. The algorithms, covergencies and computational efficiencies of these methods are investigated. Results of testing the three methods on example networks are discussed.
Evaluating goals and impacts of two metro alternatives by the AHP
Authors: Mouette Dominique , Fernandes Jurandir F. R.
Published: January 2010

The transport planning and its decision making involve a large number of goals and more than one alternative to be evaluated. This analysis comprises technical and financial features up to social and environmental impacts. We show how the AHP is a useful tool in this procedure, and evaluate several objectives and impacts of the implantation of the third metro line in the city of Sao Paulo, Brazil, where there were two alternative outlines and one of them to be selected.
Delivery of urban transport in sub‐saharan africa case study of accra, ghana
Authors: Quaye Kwei , Badoe Daniel
Published: January 2010

This paper examines the urban transport system in a typical Sub‐Saharan city — Accra, Ghana. A description of its demand and supply characteristics is carried out. Deficiencies in the operation of the system are discussed and suggestions of possible actions that should be taken towards the development of coherent urban transport policies are given. The focus of these suggestions is the establishment of a transportation data collection agency to collect and collate relevant data on the transportation system. This is fundamental to any analysis that is to be done. The need to tackle urban transport problems in a more scientific way and for producing trained local transportation professionals is also emphasized.
Physical characteristics of paratransit in developing countries of Asia
Authors: Shimazaki T. , Rahman M.
Published: January 2010

Paratransit modes play a significant role in the urban transport sectors of developing countries since in many cities more than half of the total public transport demand are carried by them. Rapid increase in urban population, per capita income, along with inadequate existing transport infrastructures have stimulated their usage as cheap and convenient public transport modes. This paper examines their present role and physical characteristics in a comparative form to provide a basic data for discussion of urban transport issues in developing cities.
Characteristics of truck traffic in Singapore
Authors: Fwa T. F. , Ang B. W. , Goh T. N.
Published: January 2010

This paper presents the results of a project conducted to study the characteristics of truck traffic in Singapore. Detailed traffic surveys recording counts of vehicles by axle‐configuration were performed at 219 sites over a period of nearly two years. The surveys covered 5 different road classes, namely expressways, arterials, collectors, industrial roads and local roads. It was found that the time distribution of truck travel were not the same among the five road classes. The peaking characteristics of truck traffic were less pronounced compared to passenger car traffic. The peak hour truck volume varied from 67.0% to 9.7% of the daily truck traffic as compared to 13.8% for passenger car traffic. The lane distribution pattern of truck traffic was studied in detail by road class, and was found to be a function of total directional traffic volume, total directional truck volume and the number of traffic lanes. Composition analysis was also carried out to study the lane use characteristics of single‐ and multiple‐unit trucks.
Street network theory of organization in nature
Authors: Bejan Adrian
Published: January 2010

This paper outlines a completely deterministic (“constructal”) theory of why quasi‐similar street patterns exist, how they form, and how they grow in time. The function of the street network is to connect a finite area to a single destination point. The new idea is that the network of streets evolves in time, by starting with the optimization of the shape of the smallest area element that is serviced by the network. Next, the optimized area elements are assembled into a larger area element which is again optimized for shape. This sequence of optimization & organization is repeated in finite‐size steps, toward larger quasi‐similar assemblies. The optimization consists of minimizing the travel time between each point of a finite area and a common point of destination. The network is constructed (optimized, organized) in time. Every single geometric feature of the network is the result of pure, deterministic theory: the shape of each area element, the shape of each new (larger) assembly, the optimal number of parts in each assembly, the relative orientation of successive streets, and the optimal width of each street.
Energy use in personal rapid transit building and running personal rapid transit in Sweden
Authors: Gustavsson Eva , Kåaberger Tomas
Published: January 2010

Travel by a Personal Rapid Transit (PRT) system may be much more energy efficient than travel by conventional road transport. The difference could be so large that the energy invested in the PRT infrastructure may be equivalent to the fuel that is saved by previous car and bus riders in less than five years.

We analyzed the propulsion energy requirements of a PRT system and made a first‐order calculation of the energy cost of the infrastructure and maintenance. Operation of the PRT requires only half the energy required by buses and a quarter of the energy used by passenger cars per passenger kilometer. The energy used to build the PRT infrastructure in a city may be recovered in five years if 10% of the car drivers switch to the PRT.
Optimization of tunnel tolls in land use and transport planning
Authors: Lam William H. K. , Poon Antonio C. K. , Ye R. J.
Published: January 2010

The task of transport planning is to determine cost‐effective methods of providing and improving mobility, which can include minimizing traffic congestion. A cost‐effective solution to transport problems should consist of a land use pattern, a transport system an a set of road pricing policies that together bring demand and supply into balance in an efficient and equitable way. The conventional approach aimed to produce comprehensive, long‐term plans for land use and transport in considerable detail, but tended to ignore the role of road pricing policy, thus ending up with solutions that might not be efficient or economical. This feature of sub‐optimal road pricing policy is accentuated by the overall growth in car use, which has generated problems with the efficient use of road space. This paper presents a computer analysis system (or model) which will enable the analysis of coordinated tunnel toll pricing policies by optimising an “objective function” while satisfying the associated and other constraints. The possibility of integrating the optimal road pricing policies in the land use and transport planning are discussed. A case study based on Hong Kong data demonstrates the efficiency of optimizing tolls on two of the three harbour crossing tunnels in Hong Kong.
Estimating intersection O‐D matrices from observed time‐series of traffic counts: The zellner estimator
Authors: Hamed Mohammad M. , Nihan Nancy L.
Published: January 2010

The problem of estimating intersection O‐D matrices from input and output time‐series of traffic counts is considered in this paper. Because of possible existence of significant correlation between the error terms across structural equations forming the O‐D matrices, the seemingly unrelated estimator (Zellner estimator) was suggested. Estimation results showed evidence of strong correlation between error terms across‐equations. Generally, the Zellner estimator produced more efficient estimates than did the ordinary least‐squares estimator. Furthermore, the Zellner estimator satisfied all constraints and reproduced turning movements comparable to the actual ones.
Models for optimizing transportation networks and modal split in China
Authors: Huang Hai‐Jun , Gu Chang‐Yao
Published: January 2010

This paper summarizes the research in a project entitled “The Models for Optimizing Transportation Network and Modal Split in China”. The research background, procedure, various mathematical models used in traffic demands forecasting, modal split and network design are presented with the key results. The systematic optimization approach adopted in this paper for integrated planning of transport network and the rational modal split formulation is firstly proposed in China. Finally, further discussion on the difficulties of using transport modeling techniques in Chinese conditions is given.
Special provisions for left turns at signalized intersections to increase capacity and safety
Authors: Shin Bu‐Yong
Published: January 2010

Heavy left‐turns at intersections are not only difficult to accommodate but also often cause traffic accidents. Such problem can be reduced by adopting an exclusive left‐turn signal phase, but in this case the cycle length needs to be extended and the overall intersection capacity reduced. This problem is particularly important in such countries as Korea where unprotected left turns are rarely used.

Innovative intersection designs and operational methods for avoiding these problems are presented and their effects of increasing capacity and reducing vehicle delay are analyzed. They rule out the requirement for exclusive left‐turn phase while accommodating a large volume of left‐turns quite safely.
A stated preference examination of time of travel choice for a recreational trip: An addendum
Authors: Hunt J. D. , Patterson D. M.
Published: January 2010

A paper was published in the immediately previous issue of this journal describing a stated preference experiment examining how people are influenced in the selection of a departure time for a hypothetical trip to see a movie. The title was ‘A stated preference examination of time of travel choice for a recreational trip’, Volume 30(3):17–44. Numbers were used to indicate references in the text of the paper and in Table 1 accompanying the text, but these numbers were omitted from the list of references at the end of the paper ‐ making it very difficult to identify specific citations. The list of references from the paper is reprinted below with the reference numbers included. This provides a listing that can be used in conjunction with the text of the paper and Table 1 as published to identify specific citations as intended.
Implementing the improbable urban road pricing scheme
Authors: Langmyhr Tore , Sager Tore
Published: January 2010

Road pricing is a policy measure recommended by transport planners and economists, but considered infeasible by many due to political and public resistance. The Trondheim experience demonstrates how a crude road pricing scheme can be implemented in a moderately congested city while paying heed to democratic decision‐making. Fair and democratic procedure requires that the planning include a responsive citizen participation process, that the political parties feed all the viewpoints of the main interest groups into the City Council decision‐making, and that the public debate be open and admit all groups mass media coverage. Lessons from the Trondheim toll ring case are offered concerning (1) interests and coalition building, (2) pro and con arguments, (3) the viability of democratic procedure, (4) frequent forms of manipulation, and (5) main issues of design and revenue spending.
Collaborative decision making: Use of multiattribute utility analysis to involve stakeholders in resolving controversial transportation issues
Authors: Schwartz Marcy , Eichhorn Constance
Published: January 2010

Instead of comparing a broad range of alternatives against common criteria, traditional transportation alternatives analysis methods tend to pit supporters of one alternative against those of another. As a result, public involvement processes intended to help resolve controversial issues often polarize the public and force decision makers to side with one position or another. However, a simple form of multiattribute utility analysis (MUA) has proven very effective in involving stakeholders in a collaborative process. This type of analysis is relatively inexpensive to execute, fosters problem solving, and has a high probability of leading to a defensible, implementable decision. This paper explores the application of the modified MUA approach to two California freeway access projects.
Planning of integrated transit network for bus and LRT
Authors: Moorthy N. V. Rama
Published: January 2010

An integrated approach is suggested for the planning and evaluation of mass transport systems which includes a bus network and LRT/RTS in urban areas. This approach involves a simplified procedure for determining mass transit demand, bus route network generation and evaluation, light or rapid transit corridor identification and its patronage determination in the presence of bus networks. Scheduling of a mass transportation system based on marginal ridership concept is also suggested for a given fleet size. All the three major components (demand estimation, route network generation and scheduling) iterate and interact each other with a feedback mechanism for the desired optimal solution in terms of performance indicators. Necessary interactive software packages for all the above subsystems have been developed.
A model to forecast aircraft operations at general aviation airports
Authors: Ghobrial Atef
Published: January 2010

Forecasting the demand for aviation activities is an important task in economic planning. Traditionally, forecasting the demand for general aviation airports has been done using trend and ratio analyses. Both techniques ignore the changes in many external factors that influence aviation activities. This paper develops an econometric model that relates the number of aircraft operations at a general aviation airport to some socioeconomic characteristics and supply variables. The model was estimated using data for 82 airports in the state of Georgia. The results of estimating the model suggest that the demand is inelastic with respect to total employment. The results also show that presence of aviation related services such as avionics, charter flights, rental, repair and crop dusting are important factors in determining aviation activities. The demand seems to be responsive to the location of the county as a tourist/recreational destination.
An expert system for air traffic flow management
Authors: Weigang Li , Alves Cláudio Jorge Pinto , Omar Nizam
Published: January 2010

An expert system for the air traffic flow management (ATFM) problem is presented. Two main prototypes have been constructed, one for timetable rescheduling that attempts to modify airline timetables to smooth traffic peaks at airports during rush‐hours and another for centralized flow control that works to forecast the place, time and magnitude of the congestion and to propose mitigative actions. Simulations for the Brazilian ATFM, including the principal 14 airports, show the potential usefulness of the expert system.
Survey of R&D in PRT systems
Authors: Andréasson Ingmar
Published: January 2010

A survey of research and development in advanced transit has been made by Chalmers University of Technology in Gothenburg in cooperation with Trans21 in Boston. Summary findings are reported for fourteen academic research programs and ten development programs for PRT. An earlier version of this paper was presented at the International Conference of PRT and other Emerging Systems held in Minneapolis in 1996.
The rider's impression of a simulated trip by PRT
Authors: Rosenblad Elsa
Published: January 2010

The potential user interest in PRT's and the conditions for their use were studied. As users are unable to express certain opinions about technology they don't know, assessment studies must be close to real life. One way to getting close to reality is through studies in Virtual Reality (VR). Passenger encounters with PRT was studied by in‐depth interviews directly after a VR‐simulated trip in a real vehicle. The aims of using VR‐technology seems to have been achieved. Many of the subjects had the impression of a real trip, some of them also of having travelled high above ground. All subjects were in favour of PRT and thought they would utilize it. They had confidence in the automatic control devices, although they wanted more information and better design of the safety system. The greatest conflict was the encroachment on the cityscape. Many of the subjects did not accept the impact of the guideways on the old city environment. However these views contrast with the desired accessibility.
A PRT airport ‐ Serving a transportation function
Authors: Rourke William B.
Published: January 2010

Costly and complicated airports have just three basic functions: (1) service, dispatch and recover airplanes; (2) service, process and embark/debark passengers and material; (3) generate operating cost recovery for owner, operator, sponsor. The first function is ground servicing. The second is embarking and loading, with and subsequent recovery of airplanes, unloading and disembarkation. None of the first function require a terminal of any kind. The second function does, and the third function does nothing for air travel.

Use major shopping centers for PRT movement, direct to the jetway. No terminal. Place eleven square buildings between the parallel runways, diamond oriented point‐to‐point, with four parking spaces ‐the module sides. Airplanes taxi in and away on one center line, 100 feet from the module centered between in‐the‐ground service connections. PRT connects two story modules, 200 feet on a side. Jetways at each corner also move vertically up and down to load and unload twice as fast, DOWN the jetway, with baggage on conveyors. PRT from neighborhood centers allows passengers to get tickets from local travel agents, and security check from local police. Travel is secure. Parking and the sales tax take is distributed.
Control of personal rapid transit systems
Authors: Anderson J. Edward
Published: January 2010

The problem of precise longitudinal control of vehicles so that they follow predetermined time‐varying speeds and positions has been solved. To control vehicles to the required close headway of at least 0.5 sec, the control philosophy is different from but no less rigorous than that of railroad practice. The preferred control strategy is one that could be called an “asynchronous point follower.” Such a strategy requires no clock synchronization, is flexible in all unusual conditions, permits the maximum possible throughput, requires a minimum of maneuvering and uses a minimum of software. Since wayside zone controllers have in their memory exactly the same maneuver equations as the on‐board computers, accurate safety monitoring is practical. The paper discusses the functions of vehicle control; the control of station, merge, and diverge zones; and central control.
Defining and measuring service availability for complex transportation networks
Authors: Elms Charles P.
Published: January 2010

Service Availability of a transportation system is a measure of a performance that has been generally defined according to the reliability and maintainability terms of mean‐time‐before‐failure and mean‐time‐to‐restore, as borrowed from the aerospace/defense industry. While such definitions correctly describe the availability of a system and its equipment to function they do not directly measure the percent of designed and scheduled service available for passenger use. For the more complex transportation systems having multiple tracks and routes, fleets of vehicles, more than two stations and more than one mode of service there are needs for definitions that account for isolated failures that partially interrupt or delay service. Successful definitions of service availability have been based on data that is easily and directly entered in the operating log or automatically collected by Automatic Train Supervision (ATS) system and reports generated by software.

The following paper first defines measures of service availability in current use and analyzes exact and approximation methods for data collection and computation. Second, the paper postulates and explores classical and new definitions of service availability applicable for complex networks such as Personal Rapid Transit (PRT). Insight is provided for choosing a suitable definition based on the type of transportation network.
Cybertran: A systems analysis solution to the high cost and low passenger appeal of conventional rail transportation systems
Authors: Dearien John A. , Struthers Richard D. , McCarthy Kent D.
Published: January 2010

A new transportation system is described. CyberTran is a steel wheel on rail system designed to travel on elevated guideways, utilizing large numbers of 6 to 20 passenger automated vehicles weighing less than 10,000 pounds. The benefits from these light weight vehicles include dramatically reduced system cost and increased passenger appeal. The system described has been prototyped and tested at the Idaho National Engineering and Environmental Laboratory, a U. S. Department of Energy Research and Development Laboratory.
A network model for gate assignment
Authors: Yan Shangyao , Chang Chia‐Ming
Published: January 2010

In this research we developed a network model that will help the airport authorities assign flights to gates both efficiently and effectively. The model was formulated as a multi‐commodity network flow problem. An algorithm based on the Lagrangian relaxation, with subgradient methods, accompanied by a shortest path algorithm and a Lagrangian heuristic was developed to solve the problem. The model was tested using data from Chiang Chiek‐Shek Airport.
A study of train dwelling time at the hong kong mass transit railway system
Authors: Lam William H. K. , Cheung C. Y. , Poon Y. F.
Published: January 2010

This paper investigates the relationship between the dwelling time of trains and the crowding situations at Mass Transit Railway (MTR) stations in Hong Kong. Regression models were established for the dwelling delays of trains due to congestion at stations, and a simulation model making use of the Monte‐Carlo technique is developed to assess the reliability of the estimated train dwelling time. Therefore, the distribution and the confidence interval of the train dwelling time can be predicted on the basis of observed boarding and alighting distributions.
The exceptional service of driverless metros
Authors: Fabian Lawrence J.
Published: January 2010

Automated People Movers can be classified on the basis of scale as “architectural”, institutional”, and “mass transit”. The paper examines mass transit applications in both America and overseas, with emphasis on experience in France, Great Britain, Copenhagen, Canada, and Japan. The benefits of automation are discussed.
Basic concepts and future directions of road network reliability analysis
Authors: Iida Yasunori
Published: January 2010

The stability of road networks has become an increasingly important issue in recent times, since the value of time has increased considerably and unexpected delay can results in substantial loss to road users. Road network reliability has now become an important performance measure for evaluating road networks, especially when considering changes in OD traffic demand and link flow capacity over time.

This paper outlines the basic concepts, remaining problems and future directions of road network reliability analysis. There are two common definitions of road network reliability, namely, connectivity reliability and travel time reliability. As well, reliability analysis is generally undertaken in both normal and abnormal situations. In order to analyse the reliability of a road network, the reliability of the links within the network must be first determined. A method for estimating the reliability of links within road networks is also suggested in this paper.
A capacity related reliability for transportation networks
Authors: Chen Anthony , Yang Hai , Lo Hong K. , Tang Wilson H.
Published: January 2010

A capacity related reliability for transportation networks with random link capacity is introduced. It is defined as the probability that the road network can accommodate a certain level of traffic demand, and is built on the concept of network reserve capacity. Network reserve capacity is defined as the largest multiplier applied to an existing origin‐destination demand matrix that can be allocated to a transportation network in a user‐optimal way without violating the link capacities. Due to large variability associated with link capacities, a probabilistic approach is adopted to model the different physical and operational factors that often degrade the capacity of roadways. A Monte Carlo simulation procedure is developed to estimate the capacity related reliability measure. Numerical results are provided to demonstrate the feasibility of the approach.
FMOLP approach to the inland water transportation problem
Authors: Vukadinović Katarina , Teodorović Dušan , Krčmar‐NožZić Emina
Published: January 2010

Fuzzy optimization techniques can be applied in determining the optimal schedule for the transport of gravel by inland water transportation. Gravel demand, for example, is difficult to determine precisely since it depends on the industrial development of the regions supplied by gravel and on possible buyers. The duration of the annual navigation period varies depending on the water level, possible icebergs, heavy fog, strong and frequent wind. The transport company is usually satisfied if total transportation costs stay within a reasonable range. The formulation of a linear programme lacks flexibility in dealing with imprecise input data. In this paper this type of problem has been approached with fuzzy optimization techniques.
Innovation and transportation's technologies
Authors: Garrison William L.
Published: January 2010

I critique the innovation processes that yield transportation's technologies, and to aid my analysis I look back to take advantage of the accumulation of experiences and insights marked by the millennium.

I identify supply, transport, and user systems. Transport systems move things; supply systems provide fuel, pavements, and other inputs to transport activities; and user systems combine transport with other activities for socially useful purposes. The discussion then shifts from structure to behavior, and a short review of the emergence of today's systems reminds us that technological advances may improve the provision of old services, offer new ways of doing old things, or induce qualitative changes that enable doing new things.

With these structural and behavioral matters in mind, I challenge the reader to judge the present situation and the future.
Automation of paratransit reservation, routing, and scheduling
Authors: Chira‐Chavala T. , Gosling Geoffrey , Venter Christoffel
Published: January 2010

Santa Clara County, California experienced a sharp growth in demand‐responsive paratransit ridership for individuals with disabilities, as a result of the passage of the 1990 Americans With Disabilities Act (ADA). This paper describes an automated paratransit system for the ADA‐type paratransit operation implemented in Santa Clara County. It automated paratransit reservation, scheduling, and routing functions. The key components of this system were a digital geographic database (DGD) and an automated trip scheduling system (ATSS). Empirical evidence after one year of operation indicates numerous benefits of this automation. There were significant reductions in the paratransit operating costs and an increase in the percent shared rides. The savings in operating costs far exceeded the annualized capital cost of automation. A user survey indicates that these improvements were achieved without degradation to service quality such as vehicle on‐time performance, invehicle travel times, vehicle response to open return, and ride comfort.