bluuebunny/crossref_metadata_2025_split huggingface dataset:
Ecto‐5′‐Nucleotidase‐Positive Cells in the Choroid and Ciliary Body of the Rat Eye
Authors: Braun Johann Sebastian 
Published: January 2010

AbstractAdenosine is known to exert multiple functions within the eye. The aim of this report was to find out if adenosine can be produced locally in the choroid and ciliary body. Therefore, I investigated the distribution of ecto‐5′‐nucleotidase (5′‐NT), the key enzyme for the production of extracellular adenosine. This report provides evidence that 5′‐NT is expressed in the choroid and in the ciliary body (and its processes) of the rat eye, predominantly in endothelial cells. These locations of 5′‐NT indicate strategically important production sites of adenosine regulating choroid and ciliary body functions (e.g., blood flow, aqueous fluid production, and immune response). Anat Rec, 2010. © 2010 Wiley‐Liss, Inc.
A model of stoppings on urban bus routes
Authors: Banks James H. 
Published: January 2010

AbstractThe amount of time required to pick up and discharge passengers is an important issue in the planning and modeling of urban bus systems. Several past studies have employed models of this component of bus travel time which are based, in part, on a model of the number of stoppings the bus makes to pick up or discharge passengers. Most past versions of this model have assumed that expected demand does not vary from stop to stop or from trip to trip, but that the number of passengers demanding service at any given stop during any given trip follows a Poisson distribution. An alternative model is derived, based on the assumption that expected demand varies among stops and times of day but is fixed from day to day at any given stop and time of day. Boarding and alighting survey data are used to verify that the “average‐demand” Poisson model consistently overestimates the number of stoppings and to calibrate an approximate version of the alternative model. A stop‐spacing optimization model previously developed by Kikuchi and Vuchic is reevaluated using the alternative stopping model in place of the average demand model used in the original version. The results are found to be considerably different, thus indicating that transit route optimization models are sensitive to the way in which stopping processes are modeled.
Normative framework for transit fare policy‐making
Authors: Cervero Robert 
Published: January 2010

AbstractThis paper presents a normative model for transit fare policy‐making. Key elements of the model are: establishing service policy and ridership objectives, developing an overall financial philosophy, making fare level decisions, making structural pricing decisions, and designing implementation strategies. In general, the overall objectives of a transit agency regarding service quality and ridership levels should be the main impetus behind any fare program. Identifying where transit lies on the continuum of being a public versus a private service should frame the overall financial philosophy of a transit agency. From this the specification of farebox recovery targets should follow. Deciding upon structural aspects of a fare program perhaps represents one of the most important and most frequently overlooked steps of the process. Specific cost‐based and value‐based fare strategies should be considered. Implementation involves making the adopted fare strategy work. Key implementation issues are: fare payment and collection techniques, necessary service changes, marketing and promotional programs, and consensus‐building. The model presented calls for feedback among these steps to allow an iterative, yet comprehensive, approach to fare policy‐setting.
Local public support for an innovative transit system
Authors: Trent Roger B. , Bernard H. Russell 
Published: January 2010

AbstractLittle is known about the sources of public support for transit systems even though the perceptions of transit users and potential users have been extensively documented. Research reported here examines dimensions of public support for the first U.S. downtown people mover during three critical phases in the system's life: construction, shakedown, and operations. The method employed was a community sample survey with home interviews. Data analysis showed that the public—who were virtually all nonusers—were largely favorable toward the system during the construction phase. During the shakedown phase, when system reliability was extremely low, many attitudes toward the system became less favorable, especially perceptions of performance and direct community impacts. Later, reliability improved, and attitudes which had become less favorable tended to grow more favorable once again. It is suggested that a system's performance can influence many aspects of public support for a transit system, even among nonusers. This pattern has implications for system planners who must depend on public good will for continuing support of transit systems. In particular, extensive pretesting of new systems should occur before the fare gates are opened to patrons.
Location of bus garages
Authors: Waters N. M. , Wirasinghe S. C. , Babalola A. , Marion K. E. D. 
Published: January 2010

AbstractThe location of bus garages is a complex issue that has received recent attention in the literature. Given a bus system, the number of bus garages and their locations depend on garage cost, deadheading cost and environmental impacts. An approximate analytical model is used to determine the number of bus garages that minimizes the above costs. The concept of a slowly varying density of bus‐route origins (hence deadheads) per unit area is used to model deadheading costs. The increased deadheading caused by breakdowns and accidents is also considered. The garage cost is modeled as a function of the number of buses stored. A closed‐form solution is obtained for the optimal density of garages, when the garage cost function is linear. The actual locations of garages and the allocations of buses to the garages are found using a discrete space location‐allocation model formulated so as to consider the environmental impact associated with buses deadheading through populated neighborhoods.
Rail freight transportation: A review of recent optimization models for train routing and empty car distribution
Authors: Haghani Ali E. 
Published: January 2010

AbstractThis paper describes two types of rail transportation problems in detail. These are train routing and makeup, and empty car distribution problems. Some of the recent optimization models which address these problems are reviewed and the areas for potential improvements in rail transportation literature are identified. The type of interactions which exist between routing, makeup, and empty car distribution decisions are highlighted and potential areas for future research are identified.
Facing the challenge of the future by strategic planning for public transport in Germany
Authors: Nickel Bernhard E. 
Published: January 2010

AbstractDramatic deteriorations in the future development of demographic and socio‐economic factors having a decisive impact on public transport demand in 2000 ‐ 2030 are predicted.How can a reasonable public transport service be maintained under these changing conditions? Depending on the entrepreneurial objectives defined individually by each public transport company a range of strategic actions must be taken in the field of offer and performance: Advancing strategies, consolidation strategies and defensive strategies are discussed with the stress laid on improving service in order to attract more ridership.
How reliable is the bureau of motor carrier safety truck accident data?
Authors: Alassar Louai A. , Waters Robert C. 
Published: January 2010

AbstractThis paper examines the degree of compliance with the accident reporting requirements imposed by the Bureau of Motor Carrier Safety (BMCS) of the U.S. Department of Transportation on motor carriers involved in interstate and foreign transport. It also examines the reliability and validity of the accident information reported by these carriers to the BMCS. The study shows that there is a high degree of accident underreporting, especially by the private and exempt carriers, and that the information reported on variables such as cargo weight, gross vehicle weights, and usage of seat belts at the time of accident, is biased toward the interests of the reporters of the accidents.
Improved customs inspection at a small international airport: Case study: Colombo
Authors: Wirasinghe S. C. , Perera M. 
Published: January 2010

AbstractThe present procedures for processing arriving passengers at the Colombo International Airport cause inordinte waiting times. An alternate plan, which is based on state of the art customs procedures, and which can reduce waiting times significantly while maintaining a high level of enforcement, is proposed. The present and proposed procedures are analyzed and compared with respect to passenger waiting times, using deterministic queueing theory. An optimal inspection rate of passengers by the customs service is proposed taking into account the fraction of inspected passengers, the waiting time of passengers and the cost of customs processing.
The development of high speed in Spanish railways
Authors: Pita A. López 
Published: January 2010

AbstractIn December 1988, the Spanish government decided to build a new line from Madrid to the French border (via Barcelona). A line that would link up with the new Madrid‐Seville line, having a total length (Seville‐French border) of approximately 1200 km.This paper succinctly describes the path followed by Spanish railways for the purpose of being able to offer a high speed service. The main features of the Madrid‐Seville line are described, and the plans currently envisaged for linking this line up with the French high‐speed network via the new Madrid‐Barcelona‐Perpignan line are presented.
The development of low‐floor trams
Authors: Hondius Harry 
Published: January 2010

AbstractThe gradual development of trams, i.e., streetcars or trolley cars, from 1950 till 1980 was abruptly interrupted in the early eighties by the arrival of the low‐floor car. Six factories in FRG and Austria, one in Switzerland and one in Belgium virtually covered the market based on what roughly could be defined as three designs. Today each of these makers has its own design(s) complemented by those of four italian, one swiss and one french builder. This article aims to give a synthesis of the development. Which designs have so far emerged as leading in volume, what are the technological tendencies that can be traced. What are the price consequences of the development.
VAL automated guided transit characteristics and evolutions
Authors: Lardennois Regis 
Published: January 2010

AbstractVAL (Light Automated Vehicle) is a medium capacity driverless automated guideway transit system. It has demonstrated both technical feasibility and economical performance of driverless operation applied to a metro line.It includes several advanced well proven technologies. Since the first line design, the product has been adapted to various operating requirements and enhanced by application of further technological evolutions in several areas: Automatic Train Control, Rolling Stock, Track.
Tackling traffic congestion in Accra, Ghana: A road user's perspective
Authors: Abane A. M. 
Published: January 2010

AbstractA fast emerging component of the urban transportation problem in cities of the Third World is the problem of traffic congestion. Rapid increases in car ownership coupled with poor land use planning, inadequate road space, lack of regulated parking systems, uneducated use of the road by pedestrians, and bad driving behavior of motorists have all combined to produce congestions comparable to those experienced in cities in the advanced parts of the world. Traffic management measures have been tried in some of the major cities such as road expansion and redistribution of land uses in city centers, but most have produced minimal results. It is recommended in this paper that city authorities adopt an integrated approach to congestion with emphasis on influencing the behavior of the road users.
Integrated land use transportation planning in facilitating and guiding the industrialization process in developing countries: The case of the Johor Bahru metropolitan area
Authors: Siong Ho Chin , Konno Akira 
Published: January 2010

AbstractThe developing countries in their effort in promoting and guiding their industrialization program require effective land use and transportation planning to facilitate the urbanization process and optimize the use of resources. The recent rapid industrialization process in the Johor Bahru metropolitan area due to overspill development from Singapore, the Johor (Malaysia) and Batam Island (Indonesia), the Singapore development triangle proposal and policy deregulation of the Johor State government needreexamination of the existing Structure Plan policy (1984) framework for this region. The authors made observations on the current development and land use and transport policy framework of Johor Bahru‐Pasir Gudang Structure Plan (1984), Malaysia with a view towards improving the land use and transportation planning approach.
Connections: Bringing Florida together
Authors: Kane Karen Bryant 
Published: January 2010

AbstractDuring the summer of 1994 the Florida Department of Transportation hit the road seeking ideas and opinions from the state's citizens, businesses and visitors for developing a plan for Florida's future transportation system. Making a break from the past, the department decided to forego long‐winded speeches, draft plans and maps too small to read in favor of more innovative approaches to public involvement. This paper details the development and implementation of the 2020 Florida Transportation Plan public outreach program, continued public involvement efforts and the lessons learned.
Transportania as gulliver might have seen it
Authors: Allsop Richard E. 
Published: January 2010

AbstractIt is an honour to be asked to speak at this, the Silver Jubilee of the International Symposia in 1984, in the presence of a number who, unlike myself, were present at the first symposium at the General Motors Research Laboratories in 1959 ‐ Gordon Newell, Martin Beckmann and, foremost of all, Robert Herman, whose work is to be recognized next week by the award of an Honorary Degree at the University of Karlsruhe.Because it is such an honour to be asked, I had no hesitation in accepting Professor Volmuller's invitation, several months ago ‐ to address you with a causerie on a subject of my choice.
When should carpool lanes be introduced in a multi‐lane highway?
Authors: Yang Hai 
Published: January 2010

AbstractHigh‐occupancy‐vehicle (HOV) lanes are often suggested as a cost‐effective alternative to address growing traffic congestion problems by providing priority treatment for buses and carpools. As a consequence of introduction of HOV lanes, some auto drivers would switch to buses and carpools, thereby reducing total vehicle demand, whereas there would be fewer lanes available for the remaining vehicles, thus possibly increasing the time cost of solo drivers. It is therefore an important issue to evaluate the efficiency of HOV lanes based on some system‐wide cost‐effectiveness measures. This short note presents a simple demand‐supply equilibrium model to evaluate the benefit resulting from HOV lanes, and therefore determine whether and how many HOV lanes should be introduced in a multilane highway.
The past, present, and future of urban cable propelled people movers
Authors: Neumann Edward S. 
Published: January 2010

AbstractThe evolution of urban cable propelled people mover technology from the early 1800′s through the 1990′s is reviewed, with emphasis on systems developed since 1980. Technologies can be classified by the means of vehicle support and the type of service provided. The simplest systems serve as shuttles moving back‐and‐forth between a pair of terminal stations; more complex systems feature vehicles which are launched continuously at short headways. Advances have occurred in the design and aesthetics of guideways, vehicle operating speed, the spectrum of capacities available, and automated features. The characteristics of the individual systems in urban environments throughout the world are described.
Design of public transit network in urban area with elastic demand
Authors: Soehodo Sutanto , Koshi Masaki 
Published: January 2010

AbstractThis research focuses on an efficient design of transit network in urban areas. The system developed is used to create, analyze and optimize routes and frequencies of transit system in the network level. The analysis is based on elastic demand, so the shift of demand between modes in network due to different service level is of prime consideration. The developed system creates all feasible routes connecting all pairs of terminals in the network. Out of this vast pool of routes, a set of optimal routes is generated for a certain predetermined number that maintains connectivity of significant demand. Based on these generated routes, the system fulfils transportation demand by assigning demand that considers path and route choices for non‐transit users and transit users. Together with the assignment of demand, transit frequencies are optimized and the related fleet‐size is calculated. Having an optimal setting of solution, the system is continued by reconnecting the routes to find some other better solutions in the periphery of the optimal setting. A set of mathematical programming modules is developed. Real data from Sioux Falls city network is used to evaluate the performance of the model and compare with other heuristic methods.
Optimal feeder bus routes on irregular street networks
Authors: Chien Steven , Yang Zhaowei 
Published: January 2010

AbstractThe methodology presented here seeks to optimize bus routes feeding a major intermodal transit transfer station while considering intersection delays and realistic street networks. A model is developed for finding the optimal bus route location and its operating headway in a heterogeneous service area. The criterion for optimality is the minimum total cost, including supplier and user costs. Irregular and discrete demand distributions, which realistically represent geographic variations in demand, are considered in the proposed model. The optimal headway is derived analytically for an irregularly shaped service area without demand elasticity, with non‐uniformly distributed demand density, and with a many‐to‐one travel pattern. Computer programs are designed to analyze numerical examples, which show that the combinatory type routing problem can be globally optimized. The improved computational efficiency of the near‐optimal algorithm is demonstrated through numerical comparisons to an optimal solution obtained by the exhaustive search (ES) algorithm. The CPU time spent by each algorithm is also compared to demonstrate that the near‐optimal algorithm converges to an acceptable solution significantly faster than the ES algorithm.
Influence of peak spreading and departure time choice on evaluation of its measures
Authors: Heydecker B. G. 
Published: January 2010

AbstractIntelligent transport systems provide various means to improve capacity and travel time in road networks. Evaluation of the benefits of these improvements requires consideration of travellers' response to them. We consider a continuous‐time equilibrium model of departure time choice and identify a formula for the dynamic equilibrium departure rate profile. We develop the analysis to consider the effect on the cost incurred by travellers of ITS measures through their effects on each of the travel time in the absence of congestion, and the capacity for travel. This shows the importance in choice of departure time of travellers' values of time at each of the origin and destination of their journeys. We show the importance of these values of time in evaluation, and that if travellers value their time at both the origin and destination of their journeys, their responses will lead them to achieve a greater reduction in costs than would be achieved under free‐flow conditions.
A systemic overview of non‐motorized transportation for developing countries: An agenda for action
Authors: Khisty C. Jotin 
Published: January 2010

AbstractAll through the twentieth century transportation planning and the implementation of transportation facilities in the developing world was heavily weighted toward motorized transportation (MT), despite the fact that non‐motorized transportation (NMT) constitutes a significant proportion of all trips. However, in the last two decades many researchers and practitioners all across the world have recognized the importance and advantages of NMT, and their investigations and findings have contributed toward identifying, if not mitigating, some of the more glaring problems in these countries. Unfortunately, most of these investigations have been performed in a piece‐meal and disjointed fashion. This paper explores the complex and sometimes poorly understood set of relationships between transportation and its links to a myriad of other factors, such as landuse, sustainability, safety, energy, ethical issues, value of time, telecommunication, environmental justice, and equity. The main objective of this paper is to provide a systemic overview of NMT by describing its multi‐dimensional aspects and to assist developing countries in formulating an “Agenda for Action”.
Modeling schedule recovery processes in transit operations for bus arrival time prediction
Authors: Lin Wei‐Hua , Bertini Robert L. 
Published: January 2010

AbstractMany existing algorithms for bus arrival time prediction assume that buses travel at free‐flow speed in the absence of congestion. As a result, delay incurred at one stop would propagate to downstream stops at the same magnitude. In reality, skilled bus operators often constantly adjust their speeds to keep their bus on schedule. This paper formulates a Markov chain model for bus arrival time prediction that explicitly captures the behavior of bus operators in actively pursuing schedule recovery. The model exhibits some desirable properties in capturing the schedule recovery process. It guarantees provision of the schedule information if the probability of recovering from the current schedule deviation is sufficiently high. The proposed model can be embedded into a transit arrival time estimation model for transit information systems that use both real‐time and schedule information. It also has the potential to be used as a decision support tool to determine when dynamic or static information should be used.
Sperm‐egg interaction: is there a link between tetraspanin(s) and GPI‐anchored protein(s)?
Authors: Lefèvre Brigitte , Wolf Jean‐Philippe , Ziyyat Ahmed 
Published: January 2010

AbstractBoth female mice deficient in CD9 tetraspanin‐ and oocyte‐specific glycosyl‐phosphatidylinositol‐anchored family proteins showed severely reduced fertility due to the failure of sperm‐egg fusion. This raises the question of a link between these two groups of proteins at the oocyte membrane. We propose two hypotheses to explain why the absence of one of these proteins from the oocyte membrane results in the same phenotype. The first hypothesis envisages different levels of control by these molecules of the common induced signaling cascade. The second relies on the known involvement of these molecules in the overall organization of the plasma membrane. Their disappearance could thus prevent sperm‐egg fusion either by disruption of the signaling cascade and/or by an important disorganization of the oocyte membrane. In this review, describing their structural and functional characteristics, and using published results on the oocyte, we try to analyze how these two protein families could interact.