bluuebunny/crossref_metadata_2025_split huggingface dataset:
Automated transit vehicle size considerations
Authors: Anderson J. Edward 
Published: January 2010

AbstractSynthesis of cost‐effective transit alternatives using automated vehicles requires consideration of a wide range of factors that are moot in determination of the optimum size of manually driven vehicles where the need to amortize driver wages dominates the economics. Discussions of many of these factors have appeared in previous papers. This article brings them together into consideration of one specific system characteristic: the optimum automated‐transit‐vehicle size.
Economies in U.S. demand responsive transit
Authors: Obeng Kofi 
Published: January 2010

AbstractThis paper develops a neoclassical cost function for demand responsive transit (DRT) system and uses it to test the economies of scale hypothesis. The results show economies of scale and further show that the economies can be explained by speed, local and state subsidies, utilization of seating capacity, fleet utilization and an increase in the number of professionals. Comparison of DRT and bus transit results identifies patterns in policy variables whose effects on cost are the same across modes.
Choosing the wrong technology: Or how to spend billions and reduce transit use
Authors: Kain John F. 
Published: January 2010

AbstractIn spite of a broad consensus among transportation analysts that bus rapid transit, whether operating on exclusive rights‐of‐way or on uncongested high occupancy vehicle lanes or general purpose limited access facilities, provides higher performance and has significantly lower costs per passenger trip than rail transit in medium and low density cities, nearly all Sunbelt cities are building or planning heavy or light rail systems. This paper reviews previous studies of the cost‐effectiveness of heavy and light rail transit with bus‐rapid transit and the growing experience with busways and transitways and concludes, once again, that some form of bus rapid transit would be a far more effective way of providing improved transit in these cities than heavy or light rail transit. Not only would bus rapid transit be substantially cheaper, but it would provide a higher quality of service than light or heavy rail transit for virtually all users. Finally, the paper speculates on the reasons for the continued, “blind” commitment to rail transit by policymakers in Sunbelt cities and on the refusal of policymakers in all but a few of these cities to even consider bus rapid transit.
The S.K. people mover
Authors: Bibal Philippe 
Published: January 2010

AbstractThe S.K. people mover has presently been operated for more than six years during each exhibition at Paris ‐ Nord exhibition lot at Villepinte. During two major exhibitions ‐ EXPO'86 at Vancouver, Canada and YEs'90 at Yokohama, Japan ‐ it was operated twelve hours daily during six months in each case with very short night maintenance shifts.The small cable‐driven cars carried ten million people quite trouble‐free with an availability better than 99.5%.After those installations on exhibition or entertainment sites, a new S.K. system is under construction in Marne‐la‐Vallée (near Paris, France) to link a newly‐built urban development area and a regional railroad station. A S.K. is also to be installed in Roissy‐Charles de Gaulle Airport. Other projects are being studied too.Presently entering a new class of systems, the S.K. people mover features a number of newly‐designed components intended to further improve comfort and reliability.
Influence of travel attributes on modal choice in an Indian city
Authors: Ponnuswamy S. , Anantharajan T. 
Published: January 2010

AbstractModal split models tried for Indian cities have not gone in depth in studying the impact of the attitude of users towards various travel attributes. The main difficulty with this has been non‐availability of data. The study presented here tried two methodologies, attitude measurement and trade‐off game approach, using data collected through household surveys conducted for the purpose on limited stratified samples in some locations in Madras. The results indicate how commuters value time and comfort factors more than the cost, given a choice. Due to prevailing economic conditions, cost plays a vital role, but analysis shows that users are prepared to incur additional cost, if they are assured of quicker and more comfortable services. Relative quantification between the influence of different attributes is also possible.
Reconstruction of air terminals
Authors: Komsky M. V. 
Published: January 2010

AbstractThe purpose of this paper is to examine the effectiveness of terminal reconstruction methods to meet the increasing need for airport facilities. There are many advantages in terminal development by stages as well as in having an adequate methodology to reconstruct terminals. There are three steps in the predesign work of terminal reconstruction. The first step is to estimate the degree of capacity increase for a terminal being built, the second step is the estimation of the limits of planned enlargement of the terminal complex, and subsequently, the third step is the estimation of the significance of the building within the whole complex. The balance between centralization and decentralization in terminal planning is also studied in this paper. Methods of expanding terminal premises include the Spatial‐Persistent method of single‐terminal complex reconstruction. Three other methods of reconstruction can also provide solutions to some limitations of the spatial method (i.e. linear development, similarity of form and inner reserves). With the advantages of the Spatial‐Persistent Method and the reconstruction of terminals by stages, capital costs can be significantly reduced.
Profile of the accident prone older driver
Authors: Taylor William C. , Ahmad Zubair , Stamatiadis Polychronis 
Published: January 2010

AbstractAccident histories and other related records of elderly drivers were used to develop a profile of the accident prone older driver in Michigan. Elderly drivers were defined as drivers with age greater than or equal to 65 years. The variables used in the study were developed by stratifying drivers age, sex, and residency; type of accident and violation; and number of traffic infraction points received. Comparisons were made between these strata, and the statistical significance of observed patterns in cross tabulated data was tested by performing the chi‐square test. The results of the study indicate that, by and large, the elderly drivers from urban areas as compared to those from rural areas, and male drivers as compared to females are more likely to be cited for traffic violations. The statistical analysis showed some recognizable traits of the “young” elderly drivers that suggest prioritized safety countermeasures oriented toward them.
A new algorithm for optimal signal control in congested networks
Authors: Eddelbüttel J. , Cremer M. 
Published: January 2010

AbstractOptimization of traffic lights in a congested network is formulated as a linear programming problem. The formulation adapted here takes into account particular capacity constraints for road links and for intersections. A necessary prerequisite for the determination of optimal green times is that representative a‐priori information about the origin‐destination and route choice pattern inside the network is available. Because any particular control strategy temporarily alters the effective turning rates at intersections, an iterative procedure is proposed here which accomplishes convergence of optimal signal control and resulting O‐D flows. The efficiency of this optimization procedure is demonstrated in a case study for a network with fifteen intersections.
Alterations to the transyt‐7F model to represent near‐side transit stops
Authors: Jacques Maria Alica Prudencio , Yagar Sam 
Published: January 2010

AbstractTransit vehicles stopping to load/unload passengers on‐line at a signalized intersection can obstruct the flow of other vehicles. The TRANSYT model ignores the delay to other traffic caused by this loading/unloading process. This can cause TRANSYT to use incorrect flow profiles, resulting in signal timings that cater to these profiles rather than the actual ones. This paper describes a new model for representing near‐side transit stops in lanes shared by public transit and private vehicles, and its implementation into the TRANSYT‐7F program. The results of an initial application of the proposed model are also described. The proposed model, which is a deterministic simulation model, is able to represent the effect of near‐side transit stops on the other traffic; this representation covers both total and partial blockage of the approaches during the transit loading. The procedure has been incorporated into the TRANSYT‐7F program. This allows appropriate representation of the adverse effects of transit loading on‐line during a green phase. It thus encourages the TRANSYT optimizer to push transit loading to the red phases.
Priority for public transit in Germany
Authors: Brilon Werner , Laubert Wolf 
Published: January 2010

AbstractPriority for public transit includes a large variety of measures, including improvements to infrastructure and vehicles. For vehicles, the low floor concept is of particular importance. The central points of priority measures, however, are improvements of traffic control by traffic signals. Here, an improved sensitivity regarding public transit vehicles is the key to a remarkable reduction of factors causing delay. Different techniques for a traffic actuated signal control and different strategies regarding the degree of priority are applied. Thus, especially the reliability of public transit operations is increased. The priority efforts must be embedded in an integrated plan covering the whole urban or metropolitan transportation system.
Multiple criteria evaluation of transportation system improvement projects: The case of korea
Authors: Tabucanon Mario T. , Lee Harng‐Mo 
Published: January 2010

AbstractAs a newly industrialized country, Korea has shown remarkable economic progress in the last three decades. This phenomenal growth has rapidly increased demands for better quality of life. This includes, among others, increasing demand for high quality transportation system services. In this paper, the method of Analytic Hierarchy Process (AHP) is utilized to evaluate rural highway improvement projects in Korea. The appropriate rural highway improvement projects for widening and paving were selected and studied on the basis of some selection criteria. The results have shown that there are some significant differences in prioritizing projects using the traditional economic evaluation method as compared to those resulting from the use of AHP. As demonstrated, the AHP proves to be an effective tool in evaluating transportation system projects.
Evaluating security of rail transit systems: A metric system approach
Authors: Ghobrial Atef , Poister Theodore H. 
Published: January 2010

AbstractCrime and fear of crime is a major problem plaguing U.S. transit systems, particularly those serving large urban areas. This paper presents a normative framework for assessing rail transit security following a system‐wide metric approach. The security metric can also be used to assess the marginal improvement in security as a result of improving or adopting alternative policing and monitoring strategies. The model consists of five tasks: surveying rail transit security systems, developing a rail transit security metric, assigning efficiency ratings to rail security functions, developing a composite index for the efficiency of the overall security system, and applying a probability matrix to temper the results. Efficiency ratings can be translated into probability of occurrence figures that can be used in a decision tree context to improve rail transit security.
Integrating geographic information systems into transit ridership forecast models
Authors: Azar Kamal T. , Ferreira Joseph 
Published: January 2010

AbstractResearchers have produced sophisticated modal split and transit demand models, including forecasts that are sensitive to the level of service. However, little effort has been made to integrate these models into corridor studies and route alignment analyses since (a) re‐routing is itself an extremely complex modeling task, and (b) the results of the demand models are presented in tabular form with no facility to visualize spatial patterns and relationships that, if recognized, would aid in the routing tasks.GIS tools can be used, together with the demand models, to identify both clusters of city blocks that house families with certain socioeconomic characteristics and potential trip destinations conducive to transit use. In other words, GIS tools can be used to better measure some of the factors that are needed by transit demand models. The results of these models can be displayed graphically, enabling analysts to target places needing improved service, evaluate route re‐alignment alternatives, and operate more efficient and effective bus lines.This paper examines how a particular class of model used by transit agencies for estimating ridership can be integrated with GIS tools in order to facilitate such analyses. It also explores the effects of visualization of routes, demographics, and employment data on the process of designing route alignments with better targeting of high transit ridership areas. This paper is part of a research project sponsored by the Region One University Transportation Center, at MIT.
A comparison of accuracy and cost of attribute data in analysis of transit service areas using GIS
Authors: O'Neill Wende A. 
Published: January 2010

AbstractUser oriented transit service is designed to meet the particular needs of a selected group of travelers. Transit Routes are located to provide convenient linkages between user's origin and destination in such a way that out‐of‐vehicle time, such as access and transfer time, is minimized. Planning transit routes requires understanding demographics, land use and travel patterns in an area. The dynamic nature of these systems necessitates regular review and analysis to insure that the transit system continues to meet the needs of the area it serves.Geographic Information Systems (GIS) provide a flexible framework for planning and analyzing transit routes and stops. Socioeconomic, demographic, housing, land use, and traffic data may be modeled in a GIS to identify efficient and effective corridors to locate routes.Part of the route location and analysis problem requires estimating population within the service area of a route. A route's service area is defined using walking distance or travel time. The problem of identifying service areas for park and ride or auto/bus users is not considered here, but assumed analogous to walk/bus trips.This paper investigates the accuracy and costs associated with the use of different attribute data bases to perform service area analysis for transit routes using GIS. A case study is performed for Logan, Utah, where a new fixed route service is operated. The case study illustrates the use of census data, postal data, data collected from aerial photographs, and data collected during a field survey using the network area analysis technique for transit service area analysis. This comparison allows us to describe the amount of error introduced by various spatial modeling techniques of data bases representing a variety of aggregation levels.
A container terminal simulation model with animation capabilities
Authors: Ballis A. , Abacoumkin C. 
Published: January 2010

AbstractThe objective of this paper is to introduce a computer simulation model with on‐screen animation graphics, which can simulate the operations of a container terminal equipped with straddle carriers. The movements of the equipment are simulated as realistically as possible, to include time losses due to the mismatch in the sequence of equipment movements and to traffic congestion. Trucks are normally served in a specified area, but in some cases, straddle carrier drivers can call the truck to be served directly in the container storage areas. The experience of operators is incorporated in the model, in the form of a knowledge base, that is used to simulate the above process and determine the service discipline. The model was designed to evaluate different configurations (changes in yard layout, equipment number and productivity, truck arrival pattern and service discipline) of the simulated system. The proposed model was used to examine the differences between “the observed” operations strategy and the strategy dictated by the operational rules of the port of Piraeus. The results indicate that “the observed” strategy leads to shorter truck service time but increase the traffic conflicts in the terminal's internal transport networks.
Rail line length in a crosstown corridor with many‐to‐many demand
Authors: Liu G. , Quain G. , Wirasinghe S. C. 
Published: January 2010

AbstractAn analytical model that determines the optimal location and length of rail line along a crosstown transportation corridor with the objective of minimizing the total transportation cost is presented. A general, many‐to‐many passenger demand pattern is considered. The objective function, which includes the rail and bus riding costs, rail and bus operating costs, rail fleet costs and rail line costs, is minimized by using the classical optimization method with the aid of a computer program developed for the model. The model is applied to the Northwest‐South transportation corridor in Calgary, Alberta, and the sensitivity of the optimal rail line location and length to the unit cost and demand parameters at their reasonable ranges is tested. It is found that although the total passenger demand, unit rail line cost, and unit bus operating cost have greater influence than the unit bus and rail riding costs, and unit rail fleet and operating costs, the optimal line length is generally insensitive to all these parameters. It is also found that the length of the existing LRT line in the corridor is comparable to the optimal line length obtained from the model, but the existing line should be extended further south in order to meet the heavier demand in that direction optimally.
Provision of accessible transportation alternatives for the transportation handicapped in Taiwan
Authors: Lan Lawrence W. 
Published: January 2010

AbstractFour transportation handicapped groups are identified in Taiwan (impaired ambulation, visually impaired, aged, and others) and nine accessible transportation alternatives are proposed. The costs and potential ridership for these nine alternatives in the Taipei area are estimated. Using analytic hierarchy process (AHP) and multicriteria evaluation with qualitative and quantitative data (MEQQD) methods, the most appropriate accessible transportation alternatives for each of the four handicap groups are selected. It is found that the best accessible transportation alternative for the impaired ambulation, the aged, and others would be a demand‐responsive lift‐equipped specialized van, while half‐fare subsidized taxi would be the second‐best option. By contrast, the best alternative for the visually impaired would be half‐fare subsidized taxi, while conventional bus with broadcast equipment would be the second‐best choice.
Public transport demand estimation by calibrating a trip distribution‐mode choice (TDMC) model from passenger counts: A case study in Bandung, Indonesia
Authors: Tamin Ofyar Z. 
Published: January 2010

AbstractA problem always found in developing countries is the lack of information required for short, medium and long term planning purposes due to money and time constraints. This becomes even more valuable for problems which require ‘quick‐response’ treatment. A flexible model approach allows monitoring a long term plan in order to check its short term performance at regular intervals using easily‐available data. If found necessary, changes to the plan may be evaluated and eventually implemented. For this reason, the approach is deemed appropriate for long term planning and project evaluation even in the case of rapid changes in land‐use, socio‐economic and population parameters usually occurs in most of developing countries.A key element of the approach is a system to update the forecasting model (in particular its trip distribution and mode choice elements) using low‐cost and/or easily‐available information. Traffic counts are particularly attractive to be used in developing countries for planning purposes. The estimation of public transport demand, particularly important for planning purposes, is an expensive and time consuming undertaking. The need for a low‐cost method to estimate the public transport demand is therefore obvious.The objective of this paper is the development of methods and techniques for modelling the public transport demand using traffic (passenger) count information and other simple zonal‐planning data. We will report on a family of aggregate model combined with a family of mode choice logit models which can be calibrated from traffic (passenger) counts and other low‐cost data. The model examined was the Gravity (GR) model combined with the Multi‐Nominal‐Logit (MNL) model. Non‐Linear‐Least‐Squares (NLLS) estimation method was used to calibrate the parameter of the combined model. The combined TDMC model and the calibration method have been implemented into a micro‐computer package capable of dealing with the study area consisting of up to 300 zones, 3000 links and 6000 nodes.The approach has been tested using the 1988 Public Transport Data Survey in Bandung (Indonesia). The model was found to provide a reasonably good fit and the calibrated parameter can then be used for forecasting purposes. General conclusion regarding the advantageous and the applicability of the approach to other environments are given.
Application of multiple criteria decision making for network improvement
Authors: Tzeng Gwo‐Hshiung , Tsaur Sheng‐Hshiung 
Published: January 2010

AbstractIn this paper we propose application of multiple criteria decision making to problems of a metropolitan network improvement plan. Initially, a bilevel multiple objective network design model is considered in two objectives which are minimal government budget and minimal total travel time of road users. We seek feasible improvement alternatives among those bottleneck links in an existing road network structure and travel demand. We present an effective heuristic algorithm to obtain noninferior solutions; then ELECTRE III multiple criteria decision making and group decision making are used to evaluate and to select a compromise solution among those noninferior solutions. From the design phase in multiple criteria decision making, multiple objective mathematical programming is used to formulate a continuous network design model. However, from the phase of evaluation, multiple criteria decision making to solve the discrete network design problem. The network of metropolitan Taipei is taken as an example to illustrate the operation of this model.