bluuebunny/crossref_metadata_2025_split huggingface dataset:
Travel demand (modal split) estimation by hierarchical measurement
Authors: Banai‐Kashani Alireza 
Published: January 2010

AbstractThis paper develops a procedure for travel demand estimation via the Saaty method of Analytic Hierarchy. A stratification of the travel demand by trip‐making and trip attributes has been represented more inclusively in a hierarchy system. Various elements and dimensions of the hierarchy have been hypothesized as different levels of decisions made by trip‐makers. The elements contained in a set of specified matrices of travel attributes have been weighed utilizing a ratio scale, in a process of mapping transportation systems (modal) attributes with the characteristic trip‐making behavior in a hierarchical demand structure.The principal output of this procedure is an estimate of the trip distribution by mode, or modal split. The estimate closely approximates the observed modal split pattern for the inter city travel problem simulated. This procedure is proposed for travel demand forecasting and planning.
Optimization of transit‐system characteristics
Authors: Anderson J. Edward 
Published: January 2010

AbstractThe transit industry is facing declining ridership and increasing costs with with no apparent end in sight. This paper takes the view that totally new solutions are needed. The approach is to examine the equation for total cost of a transit system per passenger‐mile to determine how to configure a new system to minimize this quantity. Term‐by‐term analysis leads to derivation of a consistent set of optimum characteristics. Guideway costs are minimized by distributing the load in very small capsules. The fleet cost is minimized by increasing the average speed without increasing the cruising speed by use of off‐line stations, which in turn minimize energy use by permitting nonstop trips. Maintenance costs are minimized by designing a very light‐weight, automated vehicle with very few moving parts. While this general configuration has been known for several decades, it has not been generally recognized that it can be derived by minimization of system costs, and that cost minimization is obtained simultaneously with service maximization. While a great deal of controversy surrounded this concept a decade ago, advances in technology make it fully practical now.
The metropolitan planning organization role in the 1980s
Authors: Mcdowell Bruce D. 
Published: January 2010

AbstractA new study by the U.S. Advisory Commission on Intergovernmental Relations focuses on the adaptions in transit services, finances, institutions, and policy processes occasioned by current financial stress at all levels of government and by the devolution of national responsibilities to the state and local governments. This study found, in part, that (1) most metropolitan transportation planning organizations now are locally governed and staffed. (2) their planning is becoming increasingly isolated, less comprehensive, and shorter range. (3) some such organizations are experiencing strong pressure to decentralize or subregionalize, and (4) the desire for these organizations to exercise more effective areawide leadership is not matched with local approval of greater powers for them. The study concludes that informal coordination techniques or new powers granted by state legislatures are the two most likely facilitators of improved metropolitan transportation leadership in the 1980s.
Evaluation of a public transportation level of service concept
Authors: Polus Abishai , Shefer Daniel 
Published: January 2010

AbstractThe level of service of a bus line is evaluated by its operational characteristics, particularly by the ratio between average bus travel time on a given route and the average passenger car travel time on the shortest distance between the origin and the destination of the bus in question. It is shown that the level‐of‐service measure may be predicted by such independent variables as route length, average distance between bus stations, number of signalized and unsignalized intersections, and the ratio between such intersections. It is hypothesized that use of other independent variables such as boarding and alighting passengers, or volume to capacity ratio on the route concerned, could improve the predictive power of the suggested models. Further research is recommended on the effect of these latter variables and other operational variables which might influence bus level of service, and also on the comparison between direct bus lines and lines which use transfer points.
High‐speed rail service: Issues for the Detroit‐Chicago corridor
Authors: Taylor William C. , Lyles Richard W. 
Published: January 2010

AbstractSeveral issues concerning the implementation and operation of high‐speed rail service in the Detroit‐Chicago corridor are identified and discussed in this paper. The primary concern is whether such a service is likely to be attractive enough to induce the private sector to provide it. While the outlook for private operation appears pessimistic, consideration of a broader range of potential benefits (e.g., direct and indirect employment) may justify public involvement and investment.
A linear programming approach to conjoint measurment and trade‐off analysis
Authors: Benjamin Julian 
Published: January 2010

AbstractThere has been increasing attention placed on decomposition techniques such as conjoint measurement and trade‐off analysis. Existing algorithms for both approaches use non‐linear estimation techniques. In this paper, a linear integration rule is proposed along with a linear programming algorithm which is used to estimate part‐utilities by minimizing the sum of the absolute deviations subject to monotonicity constraints.The algorithm was tested on simulated data and empirically. It was found that the algorithm performed well, especially when data are consistent with initial assumptions.
The design of tram priority at traffic signals
Authors: McGinley F. J. , Stolz D. R. 
Published: January 2010

AbstractThis paper outlines the guidelines being used to introduce tram priority at traffic signals in Melbourne. Where techniques being used to meet the guidelines are of interest they are briefly outlined. Similarly, where it has been found that it is not possible to meet the full requirements of the guidelines, the deficiencies of current techniques are outlined and areas for further investigation put forward.
Boarding and alighting times for elderly persons using special bus service
Authors: Alfa Attahiru Sule , Heads Jonathan 
Published: January 2010

AbstractThis technical note examines the boarding and alighting times for elderly persons with respect to buses. The study was conducted with the assistance of Special Transport Service, a small‐scale operation consisting of two buses. The main findings of the research are estimates for the boarding and alighting times for one ambulatory person: 2.328 minutes for boarding the bus and 1.002 minutes for alighting from the bus.
Bus journey times in medium size urban areas
Authors: Seneviratne P. N. , Loo Chu Chai 
Published: January 2010

AbstractThe predictive accuracy of the models based on the fundamental relation between journey time and passenger demand can be improved through data disaggregation or route segmentation. Primary reason for this is the improvement in the estimates of stopping delays and delays due to passenger boarding and/or alighting (dwell time). Both Poisson and Negative Binomial model estimates of stoppings for passenger boarding and alighting are shown to improve with disaggregation. These improvements, however, contribute little to the overall predictability of the fundamental models which are useful for gaining insight into the significance and variability of the stopping delays and dwell time, or testing sensitivity to changes in the long term. Site or route specific models of journey times which have better predictive capability exist, and may be used for short‐run planning. However, the interchangeability and performance over time of the latter, have to be evaluated before making definitive conclusions.
It is time to give the “true PRT” concept a fair test
Authors: Floyd Thomas H. 
Published: January 2010

AbstractTrue Personal Rapid Transit (PRT), in concept and technology, is considerably advanced over PRT as proposed in the 1960s and 1970s. It is one of the few advanced transit concepts—perhaps the only one—that offers a prospect of overcoming the continued serious deficiencies of conventional transit systems. Past criticisms of PRT were often invalid, but even those questions that deserved to be taken seriously then no longer justify a postponement of serious PRT testing. Conventional transit, in spite of over two decades of considerable governmental support, is proving unable to satisfy major transportation needs of American urban areas, which are increasingly dispersed and multi‐centered. There is no indication that conventional transit can overcome sufficiently its performance and economic deficiencies. If PRT is not given a chance to be tested, local public officials will continue to be faced with too limited options as between auto‐dominated transportation services and high subsidies for inadequate transit solutions.
Highway impacts on regional employment
Authors: Stephanedes Yorgos J. , Eagle David 
Published: January 2010

AbstractEconomic development is increasingly used by state DOT's as a criterion in arriving at highway funding decisions. However, there exists little evidence in the literature justifying the use of such a criterion, especially since existing techniques only determine correlations between highways and development. In this paper a time‐series methodology is developed to differentiate the effects of highways on development from the effects of development on highways. This methodology includes structural plot analysis and causality tests and is based on pooled time‐series and cross‐sectional data on highway construction expenditures and county employment. The results indicate that increases in highway expenditures do not, in general, lead to statewide increases in employment other than temporary increases in the year of construction. However, in counties that are economic centers of the state, highway expenditures do have a positive long‐term effect, i.e. employment increases above the normal trend of the economy. Such gains are apparently counterbalanced by employment losses in counties adjacent to the economic centers.
Land requirements for public transport facilities in urban areas—A statistical approach
Authors: Ceder Avishai , Shefer Daniel 
Published: January 2010

AbstractThe major aim of this work is to develop a primary tool for the quantitative determination of land areas needed to fulfil the diverse functions of public transport. The need for such a tool is obvious; worldwide there is a lack of criteria for determining the types of areas needed, their size, and relative location in the urban system. Moreover, there is a lack of awareness regarding land allocation during the various planning stages, both by urban planners and decision makers.This work attempts to identify various types of facilities to be allocated within the urban framework, and to determine quantitative guidelines for the land needed for them. A statistical analysis is performed in order (i) to identify major transit facilities and operational data functions for which land must be allocated, and (ii) to forecast areas for types of facilities not dealt with by the statistical analysis.The statistical forecast is based on fitting a regression model to the input data. The outcome of this work is presented in terms of three statistical relationships and an indirect relationship: between socio‐economic and demographic variables (independent) to the dependent variables, either operating variables or land area variables, and between operating variables (independent) and land area variables (dependent), where for the latter there is also an indirect relationship while using standards.
An actuary method for the estimation and comparison of urban bus transit cost of services
Authors: Tomazinis Anthony R. , Takyi Isaac K. 
Published: January 2010

AbstractThis paper presents a new cost allocation method developed for estimating the fully‐allocated costs of the excess peak hour bus transit service provided by two public transit systems. The estimates were produced for the explicit purpose of carrying out a realistic comparison of these costs and the costs of the potential provision of the same service by private operators. The method utilizes the same service data for the analysis. The pragmatic estimation of the fully allocated costs of service by the public and private sectors enables a more accurate estimation of potential cost savings. Sensitivity analysis was also performed using the same costing procedure to determine the range of cost savings that are feasible in a competitive contract arrangement of private sector providers. The new method separates costs of the direct provision of service from other indirect costs and thus facilitates the identification of each cost item and its significance in comparative cost estimates.
A study of container berth allocation
Authors: Lai K. K. , Shih Katharine 
Published: January 2010

AbstractThis study is based on a major container terminal operator in Hong Kong. Container terminals form a link in the transport chain for transhipment and temporary storage of containers. The service time for vessels including waiting time for berthing must be minimal in order to reduce costs for shipping lines. The use of heuristics and computer simulation to measure different allocation strategies is demonstrated. The existing performance measures of allocation are evaluated and prioritized. Three sets of allocation policies are developed to tackle the day‐to‐day allocation problems with a view to increasing operational efficiency and enhancing customer service levels. Results show that all three proposed allocation policies have substantial improvements over the existing policy.
Very‐high‐speed tests on the french railway track
Authors: Delfosse Pierre 
Published: January 2010

AbstractThe campaigns conducted by SNCF at very high speeds allowed improvement in the knowledge of the actual TGV vehicle/track system and, in particular of the dynamical behavior of numerous components, which were obtained under very hard working conditions, for instance:

— mechanical components (axle boxes, transmissions, etc.)
— suspensions, damper particularly,
— bogies,
— pantograph,
— electrical traction equipments (transformer of power, electric motors, power electronics, cooling systems),
— signalling equipment.
Made with a TGV Atlantic series train set equipped with series components, it allowed demonstration to our passengers the very large safety margin of the whole system, track and vehicle as well, for revenue speeds of 300 km/h.At last, the tests allowed dramatically to raise the limit of the wheel and rail system, up to the mythic figure of 500 km/h, thus demonstrating that railways will reamin the first guided transport system during the 21st century.
An artificial neural network approach for evaluating transportation network improvements
Authors: Wei Chien‐Hung , Schonfeld Paul M. 
Published: January 2010

AbstractAs demand increases over time, new links or improvements in existing links may be considered for increasing a network's capacity. The selection and timing of improvement projects is an especially challenging problem when the benefits or costs of those projects are interdependent. Most existing models neglect the interdependence of projects and their impacts during intermediate periods of a planning horizon, thus failing to identify the optimal improvement program. A multiperiod network design model is proposed to select the best combination of improvement projects and schedules. This model requires the evaluation of numerous network improvement alternatives in several time periods. To facilitate efficient solution methods for the network design model, an artificial neural network approach is proposed for estimating total travel times corresponding to various project selection and scheduling decisions. Efficient procedures for preparing an appropriate training data set and an artificial neural network for this application are discussed. The Calvert County highway system in southern Maryland is used to illustrate these procedures and the resulting performance.
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

AbstractThis 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

AbstractUsing 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

AbstractThis 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

AbstractUrban 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

AbstractThe 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.