bluuebunny/crossref_metadata_2025_split huggingface dataset:
Tailored Plasmonic Gratings for Enhanced Fluorescence Detection and Microscopic Imaging
Authors: Cui Xiaoqiang , Tawa Keiko , Hori Hironobu , Nishii Junji 
Published: January 2010

AbstractThe ability to precisely control the pattern of metallic structures at the micro‐ and nanoscale for surface plasmon coupling has been demonstrated to be essential for signal enhancement in fields such as fluorescence and surface‐enhanced Raman scattering. In the present study, a series of silver coated gratings with tailored duty ratio and depth and a periodical pitch of 400 nm are designed and implemented. The influence of the grating profile on plasmonic properties and the corresponding enhancement factor are investigated by angular scanning measurement of reflectivity and fluorescence intensity and by finite difference time domain simulation. The application of the substrate in the enhanced fluorescence imaging detection of labeled protein is also investigated. This substrate has a wide range of potential applications in areas including biodiagnostics, imaging, sensing, and photovoltaic cells.
Effect of liming on the convective drying of urban residual sludges
Authors: Huron Y. , Salmon T. , Crine M. , Blandin G. , Léonard A. 
Published: January 2010

AbstractSludge liming is largely used in the wastewater industry. This operation, at first realized to stabilize sludge, has also proved to enhance dewatering and to improve the resulting cakes texture. Nevertheless, almost nothing is known about the impact of lime addition on sludge drying behavior. As drying can be considered as a necessary step after mechanical dewatering, it is crucial to evaluate the influence of the sludge pre‐treatments on their drying kinetics. This study shows that both pre‐ and post‐liming exert a positive effect on sludge convective drying behavior. The negative impact of sludge destructuring by pumping is also established. Copyright © 2010 Curtin University of Technology and John Wiley & Sons, Ltd.
Synthesis and characterization of new optically active and organosoluble copoly amides containing phthalimide rings as a pendent group
Authors: Faghihi Khalil , Shabanian Meisam , Alimohammadi Hamidreza 
Published: January 2010

AbstractA series of new optically active and organosoluble copoly aimides 10a–f were synthesized through the direct polycondensation reaction of N‐phthalimido‐L‐aspartic acid 4 with 4,4′‐diamino diphenyl ether 8, 4,4′‐diamino diphenyl sulfone 9 in the presence of adipic acid 5, fumaric acid 6 and terephthalic acid 7 as a second diacid in a medium consisting of N‐methyl‐2‐pyrrolidone, triphenyl phosphite, calcium chloride and pyridine. Phthalimide rings as a bulky pendent group in the polymer chains disturb inter‐ and intrachain interactions and make these PAs readily soluble in polar aprotic solvents such as N,N‐dimethyl acetamide (DMAc), N,N‐dimethyl formamide (DMF), dimethyl sulfoxide (DMSO), N‐methyl‐2‐pyrrolidone (NMP) and solvents such as sulfuric acid. The resulted polymers were fully characterized by means of FTIR spectroscopy, elemental analyses, inherent viscosity, solubility tests and UV‐vis spectroscopy. Thermal properties of the CoPAs 10d–f were investigated using thermal gravimetric analysis (TGA). Copyright © 2010 Curtin University of Technology and John Wiley & Sons, Ltd.
The effects of AVL accuracy upon public service bus system performance
Authors: Skomal Edward N. 
Published: January 2010

AbstractThrough an examination of the dependence of several key performance parameters of a public bus system upon Automatic Vehicle Location (AVL) estimation accuracy, it becomes possible to place in perspective the value of AVL technology to improved public conveyance performance. Important bus transportation system performance measures dependent upon AVL estimation accuracy are: (1) Headway Control Error; (2) Time‐Of‐Passage Error, and (3) Required Layover Reserve.An analytical model of the dependence of these bus system performance measures upon AVL estimation error has been constructed. In addition, error models of three basic types of AVL systems, i.e., dead reckoning, proximity, and radio location have been developed and validated by experimental comparisons.By employing both sets of models, i.e. for the bus transport and AVL systems it becomes possible to recommend appropriate AVL technologies that best meet the performance requirements of a public bus service. The accompanying text synopsizes the noted models and provides an example of their use.
Quantitative evaluation of passenger terminal orientation
Authors: Tošić V. , Babić O. 
Published: January 2010

AbstractWhen passenger terminal layout is being decided, one of the important aspects to consider is how the passenger orients himself during his visit to the terminal and his movements through it, i.e. terminal orientation. Among other things, this terminal characteristic results from visibility, or the visual connectivity between elements and spaces.The paper proposes an amendment and modification to the known method for the quantitative evaluation of terminal orientation which uses an oriented network to describe the connectivity of elements (terminal orientation). The amendment and modification of the method consists of proposing that during evaluation only visual connections that have functional meaning should be considered, rather than all visual connections. A further modification is the introduction of different weights for different connections. The example presented in the paper considers an airport terminal building.
Development of a differential route share model for railroad freight traffic
Authors: Lutin Jerome M. , Kornhauser Alain L. 
Published: January 2010

AbstractThis paper summarizes work undertaken towards development and calibration of a model to predict the distribution of rail freight traffic among competing routes. The model is designed for use in analyzing the traffic effects of changes in the level‐of‐service on selected rail lines.The model predicts route shares based on the overall network configuration of each railroad participating in a given market. The model selects feasible routes, discards those routes which appear to be too circuitous or costly, and then assigns traffic to the remaining routes in accordance with several network characteristics. It is designed to be sensitive to level‐of‐service changes, and to simulate the response of shippers and railroads to a competitive environment.A multiple route‐finding algorithm was used to find possible routes based on the number of railroads operating at the originating and terminating end of a market. Multiple routes were determined and matched with observed traffic flows from the ICC One‐Percent Waybill Sample. Physical network characteristics for each route, including distance, junction frequency, and “impedance,” were calculated from the network model and were correlated with the traffic share observed on each route in the market. A two‐stage model was developed to find feasible routes from the set of possible routes and to allocate traffic to feasible routes based on levels‐of‐service. The model was calibrated on 9,793 routes from 1,199 markets with twenty or more carloads from the 1977 One‐Percent Carload Waybill Sample. Model calibration supported the hypothesis that network route characteristics did indeed influence shipper choice of route, and that a normative model could be used to assess relative attractiveness of routes under various railroad corporate ownership restructuring scenarios.
The relations between high speed trains and the organization of regional transport services
Authors: Houee Michel 
Published: January 2010

AbstractThe purpose of this report is to show the importance and the diversity of the levels on which the introduction of a high speed train service may affect the organization of regional transport services.To do this, two main sources have been used. First, the experience acquired by the regions served or influenced by the South‐East high speed train and, second, the prospective reflections of some regions concerned by present plans for future servicing by high speed trains. In both cases, regional diagnoses or forecasts were conveyed to us by the Regional Amenities Offices within the framework of a discussion group led by the Department of Economic Analysis and of the Plan. It is appropriate here to thank them very much for these contributions, without which the present synthesis would not have been possible.
Forecasting downtime event durations for the Morgantown people mover
Authors: Neumann Edward S. , Dede Abel D. I. , Hendershot Robert B. 
Published: January 2010

AbstractA model was developed to forecast the duration of emergency shut downs of the Morgantown People Mover. An extensive data base of downtime events for a 2 1/2 year period were analyzed. Analysis of Variance (ANOVA) methods were applied to determine the significance of five variables which were hypothesized to influence downtime duration, including physical sub‐system, restartablity, location of failure, number of vehicles in the system, and level of demand. Results of the analysis enable MPM system operators to provide improved information to system users during downtime events. The forecasting methodology also enables operators to evaluate alternative user management strategies during downtimes.
A least absolute deviation critical decision path analysis with transport applications
Authors: Benjamin Julian 
Published: January 2010

AbstractThis paper introduces a method that simultaneously analyzes travel variables from stated preferences that are measured under each of several different assumptions. The method uses least absolute deviation estimators and linear programming solutions and is flexible enough to permit inclusion of constraints for ordinal data and latent variables.Travel behavior is characterized by different indicators such as travel time, waiting time, mode choice and departure time. Consideration of different response variables simultaneously as part of a stated preference model requires a reclassification of variables as either endogenous or exogenous. This concept was introduced by the author as structural conjoint analysis earlier.Each endogenous variable may be defined as nominal, ordinal or cardinal and may be either explicitly measured or latent. Current econometric and psychometric techniques cannot accommodate this variety of data.The procedure is essentially a two‐stage least absolute deviation simultaneous equation regression. The estimation technique is well known as are the various hypothesis tests.In the method each relationship between endogenous and exogenous variables is formulated separately carefully incorporating assumptions about each type of data. Thus there are different formulations for endogenous variables that are nominal and latent, ordinal and explicit, ordinal and latent, cardinal and explicit and cardinal and latent.Formulations for nominal latent, ordinal explicit and cardinal explicit variables were tested with simulated data for three separate hypothetical problems. Each problem consisted of at least two different types of variables and the technique was found to be able to reproduce the simulation function coefficients in virtually all cases.
What are we going to do about public transportation?
Authors: Kieffer Jarold A. 
Published: January 2010

AbstractTraffic congestion in the world's metropolitan areas is going from bad to worse. Urban/suburban transportation has become like the weather; people talk a lot about it but shrug it away as something they can't do much about. This is a world‐wide phenomenon, as motor vehicle use grows, and as urban sprawl continues.
Signalized intersections with variable flow rates: I analysis and simulation
Authors: Rossi Thomas F. , Ceder Avishai 
Published: January 2010

AbstractOne of the most common measures of signalized intersection operation is the amount of delay a vehicle incurs while passing through the intersection. Traditional models for estimating vehicle delay at intersections generally assume fixed signal timing and uniform arrival rates for vehicles approaching the intersection. One would expect that highly variable arrival rates would result in much longer delays than uniform arrival rates of the same average magnitude. Furthermore, one might expect that signal timing that is adjusted according to traffic volume would result in lower delay signal when variations in flow warrant such adjustable timing.This paper attempts to test several hypotheses concerning the effects of variable traffic arrival rates and adjusted signal timing through the use of simulation. The simulation results corroborate the hypothesis concerning the effect of varying arrival rates. As the variance of the arrival rate over time increases, the average delay per vehicle also increases. Signal timing adjustments based on traffic appear to decrease delay when flow rates vary greatly. As flow variations stabilize, the benefits of signal adjustments tend to diminish.
Development of advanced technology transit modes in Japan
Authors: Kikuchi Shinya , Ohta Katsutoshi 
Published: January 2010

AbstractRecent advances in transit technology in Japan are noteworthy and unique in many respects. A number of technologically advanced transit systems have been implemented, and many more are being planned. There are many conditions favorable to the development and application of new transit technology in Japan, including congested urban highways, lack of land, subsidy techniques, the development of new towns, and political and administrative considerations. All of the present day Japanese advanced transit systems operate as fixed schedule semi‐rapid transit on a shuttle route with semi‐permanently coupled vehicles. Some recent systems are manned by a driver. This paper discusses the background for the deployment of advanced technology transit in Japan, examines the characteristics of the new transit modes and conducts a critical review of the process of developing advanced technology modes in Japan.
Ground access to Singapore Changi airport
Authors: Fan Henry S. L. 
Published: January 2010

AbstractThe ground access system at Singapore Changi Airport is analyzed. The emphasis is on understanding traffic characteristics and utilization of access facilities. The applicability of typical ground access planning parameters recommended for western airports to Changi Airport is also investigated. Peak traffic levels are found to be manageable. The curbside is the critical link of the access system but congestion in peak periods do not last very long at present. Although the two public car parks together provide enough parking spaces, the closer‐in car park is always full in the evening, while the cheaper car park is usually half empty even though it is only 250 m farther. This suggests convenience is more important than cost to most users.
Optimal headways for multiroute transit systems
Authors: Banks James H. 
Published: January 2010

AbstractThe problem considered is that of determining net‐benefit maximizing headways for multiroute transit systems which are subject to constraints on vehicle capacity, subsidy, and fleet size. Route demands are assumed to be independent of one another and to vary with the frequency of service, but details of route demand functions are assumed to be unknown. Conditions of optimality are derived for the unconstrained case and the various constrained cases. The relationship between conditions of optimality based on the assumption of fixed demand and those based on the assumption of variable demand is expressed by means of terms incorporating the elasticity of demand with respect to frequency of service. It is shown that the magnitude of discrepancies between the true conditions of optimality and fixed‐demand approximations of them depends on the elasticity of demand and on the distribution of ridership and cycle times among the various routes of the system. It is also shown that a trial‐and‐error search procedure based on fixed‐demand approximations should eventually converge to a stable schedule, although its use is not appropriate for all situations in which rescheduling might be considered. A case study is presented in which the maximum possible discrepancies between the variable‐demand and fixed‐demand conditions of optimality are found to be reasonable small, and an actual transit schedule is found to be generally similar to one indicated as optimal by the fixed‐demand approximation.
An empirical analysis of selected transit systems in Texas
Authors: Sen Lalita , Radhakrishna Atur 
Published: January 2010

AbstractTransit systems are directly affected by decisions made by the management and policy makers. The policy makers at the federal and especially at the state and local levels play key roles with respect to disbursement and collection of local and other sources of transit revenue. Using fifteen cities in Texas, the authors here analyzed the utility of the existing secondary data source, the section 15 report. It is intended that this research will provide policy makers with procedures for comparative analysis upon which to formulate transit policies at various levels of government.
An intercity model of modal split considering four modes
Authors: Lyles Richard W. , Mallick Sayeedur R. 
Published: January 2010

AbstractThe consideration of a new mode of intercity travel, such as high‐speed rail passenger service, immediately raises the question of whether the demand meets the criteria for economic feasibility. Before the demand issue can be addressed however, an understanding of the mechanism of an intercity traveller's decision about how to travel must be gained. In the reported study, four different modes for intercity travel are explicitly considered: bus, private automobile, commercial air service, and conventional rail service. In addition, several structurally different disaggregate models for mode choice decisions are considered. The models which are developed suggest that decisions should probably be viewed as being sequential (versus simultaneous) and largely based on the perceptions of the travel services provided. The characteristics of the traveller (including trip purpose) appear to be collectively more important than measurable characteristics of the mode alternatives. In general, the modeling effort was successful with relatively reliable models being developed. The information that results from such an effort is useful to both those who are interested in predicting modal choice from a facility planning perspective as well as those interested in marketing (or at least assessing the demand for) new intercity modes. In the end, however, the implication regarding the capability of high‐speed rail to effectively compete with other modes is that it has yet to be proven—this work suggests that it will not.
Airport people movers: Reaching outside the fence
Authors: Fabian Lawrence J. 
Published: January 2010

AbstractThere is intensifying need to rationalize the growth and operation of expanding airports and the “airport city” around them. The provision of people mover systems at airports has grown into a mature and increasingly competitive industry. These automated train systems have revolutionized the way major airports are planned. Terminal, parking, and auxiliary facilities can be spread out to provide maneuvering room for aircraft and ground equipment, with walking distances overcome by efficient, reliable people mover service. This paper argues that the success at handling airport circulation should be extended outside the airport fence to serve parking intercepts, regional transit, and many of the facilities which increasingly cluster around airports.
Use of CAD systems in airport engineering
Authors: Shen Lon‐Li David 
Published: January 2010

AbstractMost major airports in the United States will undergo major improvement and expansion projects to accommodate the increasing demands in the coming decade. Use of Computer Aided Design (CAD) systems allows the design engineer to produce numerous drawings quickly and accurately during the planning and design phase. In addition, use of CAD systems frees engineers to do what they do best: plan, design, construct. Actual and potential applications of CAD systems are shown. It is concluded that most of the airport planning and design projects in the United States will be done on CAD systems by the end of this decade.
Growth of urban transportation: Peoples republic of China
Authors: Zhao‐Sheng Yang , Paaswell Robert E. , Rouphail Nagui M. 
Published: January 2010

AbstractThe Peoples Republic of China, with its great urban populations, is finding it necessary to develop a range of strategies to deal with increasing demand for goods and people movement, increasing motorization and the increasing congestion that results from the increasing travel demand. This paper discusses strategies being adopted in two northern cities, Changchun and Shenyang. Both transit and roadway programs are examined for Changchun. Problems and successes of a new toll road are examined for Shenyang. Sustained infrastructure investment is essential to assure the necessary mobility for economic growth.
Effect of time‐value distributions on transit headway optimizations
Authors: Banks James H. 
Published: January 2010

AbstractThe issue considered is whether the biases that result from assuming a single value of waiting time in variable‐demand headway optimizations (and the demand models on which they are based) can have a significant impact on the results of the optimization. Marginal benefit functions based on binary probit demand models, and incorporating the alternative assumptions of either a single value of time, a discrete distribution of time values, or a continuous distribution of time values, are derived and compared for several cases. These comparisons indicate the possibility of significant errors in several cases, the most realistic of which is that of a highly heterogeneous market composed of a large segment of “choice riders” and a smaller segment of “transit captives”.
A simulation model of train travel on a rail transit line
Authors: Kikuchi Shinya 
Published: January 2010

AbstractA simplified simulation model for the operational analysis of a rail rapid transit train is presented. The model simulates the movement of a train along a route, and develops the relationships of time—distance, time—speed and distance—speed. The inputs to the model are the profile of speed limits and the dynamic characteristics of the train. Without the information on the track geometry and tractive effort, the model determines the speed of the train at a location based on the previous and future speed limits relative to the location. It was found that the model can fairly accurately simulate the relationship between travel time and distance. A comparison of the train travel times between the actual and simulated runs is presented. Because of the simplicity of input and calculation method, the model can be a useful tool for the “desk‐top” analysis of frequently occurring planning problems of a commuter rail or rail rapid transit line, such as the impacts of changes in speed limits, station locations, station stopping policy, addition/elimination of stations, and types of rail cars.