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Bus preemption signal (BPS): An application of advanced public transportation system (APTS)
68
Recent doctoral dissertations
network may result in a loss of welfare gains that are possible with a complete set of first-best tolls.
PROJECT
MANAGEMENT
A framework for determining the impact of deferred maintenance and/or obs&xfnce of a highway system. Chasey, Allan D., Ph.D. Virginiu Polytechnic Institute and State University, 1995. 218 pp. Co-chairs: J.M. De La Garza; D.R. Drew. Order Number DA%28583 This research develops a framework to account for the impact of deferred highway maintenance and/or construction on user and non-user benefits. The framework proposes the concept of a comprehensive level of service for highways using a combination of both maintenance (level of operation) and capacity (level of availability) indicators. Highways, like equipment, are affected by deterioration and obsolescence. Together. they result in overcongestion and increased economic crowding, costs to both users and non-users. A mathematical model is developed that allows simulation of the impact of deferred highway maintenance based on the concept of a comprehensive level of service. System dynamics is the simulation methodology utilized as it allows incorporation of social, technical, economic and political issues into a laboratory setting to analyze change. The framework, which permits evaluation of the future implications of current policy decisions, is demonstrated through scenario analysis. The scenarios include an analysis of various highway maintenance investment levels and of the trade-off between highway maintenance and highway improvement.
A managerial and financial study of the involvement of private sector companies in the development, construction, operation, and ownership of infrastructure projects. Dias, Antonio, Jr., Ph.D. The University of Michigan, 1994. 478 pp. Chair: Photios G. Ioannou. Order Number DA9513338 This study focuses on the participation of privatesector companies in the development, financing, construction, operation, and ownership of infrastructure projects. Questionnaires were sent to 15 experts to gather information about the desirable attributes of promoting companies and projects. A multiattribute additive hierarchical model, called the Desirability Model, was developed to evaluate the capability of companies to participate in the promotion of projects and the feasibility of projects to be pursued by private promotion. Twentythree attributes were identified to characterize the quality level of companies and projects, and vahdation was performed. Results indicate that the model closely captures the preferences of the respondents. A mathematical formulation for determining the value of debt and equity as well as the optimal financial structure for privately-promoted projects is also presented. The main decision facing the
prospective one-project company is how much to borrow, how much to infuse from the promoters’ own funds and how much to raise from outside investors. Typically, such projects must repay any debt obligations through their own net operating income, as they do not provide the lenders with any other collateral. Thus, the possibility of a costly bankruptcy becomes much more likely. It is shown that under these circumstances, the maximum amount of debt that a project can service (its debt capacity) is less than 100% debt financing. Furthermore, the amount of debt that maximizes the promoters’ return on investment is always less than the project’s debt capacity. Finally, it is demonstrated that both debt levels and the promoters’ return increase through the provision of either production or minimum-revenue guarantees.
PUBLIC TRANSPORTATION Bus preemption signal (BPS): An application of advanced public transportation system (APTS). Al-Sahih, Khaled Ahmad, Ph.D. Michigan State University, 1995. 177 pp. Order Number DA9605828 With the emergence of Intelligent Transportation System (ITS) technologies, there has been a renewed interest in bus priority signalalization (BPS). At present, there is no model capable of simulating various BPS strategies and then restoring the original signal settings after bus preemption is awarded. The effect of providing the BPS treatment on the Washtenaw Avenue Corridor in Ann Arbor, Michigan was studied. The NETSIM graphic animation feature was used to detect the bus arrival and award preemption; then, the signal timing plan was manually restored to the original signal setting. The model was calibrated using field data and the sensitivity of the model to several variables was tested. The corridor’s signal timing was first optimized using the TRANSYT-7F model. The green extension/red truncation with and without compensation, the skip phase with and without compensation, and the conditional preemption plans were evaluated. It was found that signal preemption disrupts traffic progression, and thus increases overall network vehicle and person delay. Results of preemption were analyzed on a cycle-by-cycle basis and over the entire simulation period. The most appropriate preemption plan for each intersection was determined. Bus travel time and delay were reduced when the optimal BPS plan was used. The BPS was tested under different network traffic volumes, different main to cross street traffic ratios for an isolated intersection, and signal preemption for carpools. It was found that maintaining progression is most critical under heavy traffic conditions. The traffic volume criteria that warrant signal preemption were established. There appear to be advantages to providing carpools with preemption capability up to between 5%10% of the main street traffic volume. In any corridor there are likely to be random
Recent doctoral dissertations fluctuations in the traffic demand. This variation may be as large as the measured effect of BPS.
Comparative evaluation of bus transit performance: Case study of Toluca, Mexico, and Philadelphia, Pennsylvania. Jimenez, Jose J., Ph.D. Universi?yof Pennsylvania, 1995. 706 pp. Supervisor: Anthony R. Tomazinis. Order Number DA9543095 This dissertation explores a framework for the study of bus transit performance. The objectives are to compare the types of indicators used by bus transit agencies in the monitoring and evaluation of the system’s performance, and to compare levels of performance between systems. To achieve these objectives, a performance monitoring and evaluating model is developed. The model integrates the concepts of efficiency, effectiveness and quality as attributes of performance, and the concepts of production, distribution and consumption as dimensions of performance. The model is applied to the bus transit systems of Toluca, Mexico, and Philadelphia, Pennsylvania. Results show that the theory of productivity in the economic firm can be used in the measurement of transit system performance; environmental characteristics determine the level and characteristics of performance; the set of indicators and evaluations for bus transit performance is more comprehensive in a developed environment than in a developing one; and the level of performance of a bus transit system in a developed environment is higher than in a developing one, yet some partial measurements may favor the latter. The level of performance depends on the basic tasks and objectives for which the system is intended. Transit performance analysis must be tailored to the specific conditions of each system in the city and country in which it operates.
Functional analysis and long-term performance evaluation of the evolution of a public transit agency: A case study of SEPTA (1968-1988). Siddiqi, M. Kamil. Ph.D. Universityof Pennsylvania, 1995. 706 pp. Supervisor: Anthony R. Tomazinis. Order Number DA9532281 This case study reviews and analyzes the various functions of Philadelphia’s transit authority, SEPTA. It analyzes the long term effectiveness of this public transit agency over a twenty-year period of historical evaluation (196881988). Several lines of argument are embodied in a set of four hypotheses, which generally propose that the long-term effectiveness of a large organization, such as SEPTA, rests on its meeting the multiple needs of its various stakeholders. The inability to derive the theorized multiple perspective synergies (e.g., short-term and long-term public and private goods) compromises its long term effectiveness. Consequently, these inadequacies become manifest in persistent symptoms of chronically escalating costs, declining services, growing political dissatisfaction with the agency, and in its eventual failure
69
as an effective organization. Such broad-based diagnosis provides a rich tool for understanding the nature of large-scale, complex technologies and their implications for organizational and institutional design; developing suitable methods and techniques for performance measurement, analysis, and evaluation; and exploring the range of longterm products and processes which determine the appropriate multiple-perspective incentive systems.
Performance measurement in urban transit: A comparative analysis of single and partial measures of transit performance. Lyons, Deborah Milton, Ph.D. University of Maryland College Park, 1995. 215 pp. Chair: Robert J. Windle. Order Number DA9607794 There are many ways to look at productivity in the transit industry. The most commonly used indicators of performance are partial measures of efficiency. Recent studies have focused on developing a single measure of overall transit performance based on total factor productivity (TFP) and/or data envelopment analysis (DEA) models. However, these studies use different theoretical concepts, measures of output and input, and data sets to measure productivity. The objectives of this dissertation are: to determine whether the use of different single measure performance indicators yields consistent results; to determine whether there are significant differences in performance as measured by total and/or partial indicators; to explore which set of partial measures can best be used to predict overall performance; and to examine the influence of operating environments on overall performance. The overall measures used are TFP and DEA. Cross-sectional panel data are used for 93 urban transit firms which had 50 more buses in 1986, 1988, and 1990. Analysis revealed that the overall measures of productivity yield consistent results when the output variable remains fixed. However, the designation of firms as “best” or “worst” performers is substantially influenced by the choice of the output variable. There are significant differences in performance as measured by overall and/or partial measures, but commonlyused partial measures are good predictors of overall productivity. While operating environment does matter, characteristics influenced by transit managers and policy-makers explain much of the variation in overall performance.
Real-time control strategies in transit operations: Models and analysis. Eberlein, Xu Jun. Ph.D. Massachusetts Institute of Technology, 1995. Supervisors: Nigel H.M. Wilson; David H. Bernstein. Transit operations are subject to various influences and conditions that can result in variable headways, long waiting times and generally poor performance. To accommodate this, transit agencies have used and continue to use a variety of real-time control strategies intended to improve performance. Very few of these strategies have
Recent doctoral dissertations
network may result in a loss of welfare gains that are possible with a complete set of first-best tolls.
PROJECT
MANAGEMENT
A framework for determining the impact of deferred maintenance and/or obs&xfnce of a highway system. Chasey, Allan D., Ph.D. Virginiu Polytechnic Institute and State University, 1995. 218 pp. Co-chairs: J.M. De La Garza; D.R. Drew. Order Number DA%28583 This research develops a framework to account for the impact of deferred highway maintenance and/or construction on user and non-user benefits. The framework proposes the concept of a comprehensive level of service for highways using a combination of both maintenance (level of operation) and capacity (level of availability) indicators. Highways, like equipment, are affected by deterioration and obsolescence. Together. they result in overcongestion and increased economic crowding, costs to both users and non-users. A mathematical model is developed that allows simulation of the impact of deferred highway maintenance based on the concept of a comprehensive level of service. System dynamics is the simulation methodology utilized as it allows incorporation of social, technical, economic and political issues into a laboratory setting to analyze change. The framework, which permits evaluation of the future implications of current policy decisions, is demonstrated through scenario analysis. The scenarios include an analysis of various highway maintenance investment levels and of the trade-off between highway maintenance and highway improvement.
A managerial and financial study of the involvement of private sector companies in the development, construction, operation, and ownership of infrastructure projects. Dias, Antonio, Jr., Ph.D. The University of Michigan, 1994. 478 pp. Chair: Photios G. Ioannou. Order Number DA9513338 This study focuses on the participation of privatesector companies in the development, financing, construction, operation, and ownership of infrastructure projects. Questionnaires were sent to 15 experts to gather information about the desirable attributes of promoting companies and projects. A multiattribute additive hierarchical model, called the Desirability Model, was developed to evaluate the capability of companies to participate in the promotion of projects and the feasibility of projects to be pursued by private promotion. Twentythree attributes were identified to characterize the quality level of companies and projects, and vahdation was performed. Results indicate that the model closely captures the preferences of the respondents. A mathematical formulation for determining the value of debt and equity as well as the optimal financial structure for privately-promoted projects is also presented. The main decision facing the
prospective one-project company is how much to borrow, how much to infuse from the promoters’ own funds and how much to raise from outside investors. Typically, such projects must repay any debt obligations through their own net operating income, as they do not provide the lenders with any other collateral. Thus, the possibility of a costly bankruptcy becomes much more likely. It is shown that under these circumstances, the maximum amount of debt that a project can service (its debt capacity) is less than 100% debt financing. Furthermore, the amount of debt that maximizes the promoters’ return on investment is always less than the project’s debt capacity. Finally, it is demonstrated that both debt levels and the promoters’ return increase through the provision of either production or minimum-revenue guarantees.
PUBLIC TRANSPORTATION Bus preemption signal (BPS): An application of advanced public transportation system (APTS). Al-Sahih, Khaled Ahmad, Ph.D. Michigan State University, 1995. 177 pp. Order Number DA9605828 With the emergence of Intelligent Transportation System (ITS) technologies, there has been a renewed interest in bus priority signalalization (BPS). At present, there is no model capable of simulating various BPS strategies and then restoring the original signal settings after bus preemption is awarded. The effect of providing the BPS treatment on the Washtenaw Avenue Corridor in Ann Arbor, Michigan was studied. The NETSIM graphic animation feature was used to detect the bus arrival and award preemption; then, the signal timing plan was manually restored to the original signal setting. The model was calibrated using field data and the sensitivity of the model to several variables was tested. The corridor’s signal timing was first optimized using the TRANSYT-7F model. The green extension/red truncation with and without compensation, the skip phase with and without compensation, and the conditional preemption plans were evaluated. It was found that signal preemption disrupts traffic progression, and thus increases overall network vehicle and person delay. Results of preemption were analyzed on a cycle-by-cycle basis and over the entire simulation period. The most appropriate preemption plan for each intersection was determined. Bus travel time and delay were reduced when the optimal BPS plan was used. The BPS was tested under different network traffic volumes, different main to cross street traffic ratios for an isolated intersection, and signal preemption for carpools. It was found that maintaining progression is most critical under heavy traffic conditions. The traffic volume criteria that warrant signal preemption were established. There appear to be advantages to providing carpools with preemption capability up to between 5%10% of the main street traffic volume. In any corridor there are likely to be random
Recent doctoral dissertations fluctuations in the traffic demand. This variation may be as large as the measured effect of BPS.
Comparative evaluation of bus transit performance: Case study of Toluca, Mexico, and Philadelphia, Pennsylvania. Jimenez, Jose J., Ph.D. Universi?yof Pennsylvania, 1995. 706 pp. Supervisor: Anthony R. Tomazinis. Order Number DA9543095 This dissertation explores a framework for the study of bus transit performance. The objectives are to compare the types of indicators used by bus transit agencies in the monitoring and evaluation of the system’s performance, and to compare levels of performance between systems. To achieve these objectives, a performance monitoring and evaluating model is developed. The model integrates the concepts of efficiency, effectiveness and quality as attributes of performance, and the concepts of production, distribution and consumption as dimensions of performance. The model is applied to the bus transit systems of Toluca, Mexico, and Philadelphia, Pennsylvania. Results show that the theory of productivity in the economic firm can be used in the measurement of transit system performance; environmental characteristics determine the level and characteristics of performance; the set of indicators and evaluations for bus transit performance is more comprehensive in a developed environment than in a developing one; and the level of performance of a bus transit system in a developed environment is higher than in a developing one, yet some partial measurements may favor the latter. The level of performance depends on the basic tasks and objectives for which the system is intended. Transit performance analysis must be tailored to the specific conditions of each system in the city and country in which it operates.
Functional analysis and long-term performance evaluation of the evolution of a public transit agency: A case study of SEPTA (1968-1988). Siddiqi, M. Kamil. Ph.D. Universityof Pennsylvania, 1995. 706 pp. Supervisor: Anthony R. Tomazinis. Order Number DA9532281 This case study reviews and analyzes the various functions of Philadelphia’s transit authority, SEPTA. It analyzes the long term effectiveness of this public transit agency over a twenty-year period of historical evaluation (196881988). Several lines of argument are embodied in a set of four hypotheses, which generally propose that the long-term effectiveness of a large organization, such as SEPTA, rests on its meeting the multiple needs of its various stakeholders. The inability to derive the theorized multiple perspective synergies (e.g., short-term and long-term public and private goods) compromises its long term effectiveness. Consequently, these inadequacies become manifest in persistent symptoms of chronically escalating costs, declining services, growing political dissatisfaction with the agency, and in its eventual failure
69
as an effective organization. Such broad-based diagnosis provides a rich tool for understanding the nature of large-scale, complex technologies and their implications for organizational and institutional design; developing suitable methods and techniques for performance measurement, analysis, and evaluation; and exploring the range of longterm products and processes which determine the appropriate multiple-perspective incentive systems.
Performance measurement in urban transit: A comparative analysis of single and partial measures of transit performance. Lyons, Deborah Milton, Ph.D. University of Maryland College Park, 1995. 215 pp. Chair: Robert J. Windle. Order Number DA9607794 There are many ways to look at productivity in the transit industry. The most commonly used indicators of performance are partial measures of efficiency. Recent studies have focused on developing a single measure of overall transit performance based on total factor productivity (TFP) and/or data envelopment analysis (DEA) models. However, these studies use different theoretical concepts, measures of output and input, and data sets to measure productivity. The objectives of this dissertation are: to determine whether the use of different single measure performance indicators yields consistent results; to determine whether there are significant differences in performance as measured by total and/or partial indicators; to explore which set of partial measures can best be used to predict overall performance; and to examine the influence of operating environments on overall performance. The overall measures used are TFP and DEA. Cross-sectional panel data are used for 93 urban transit firms which had 50 more buses in 1986, 1988, and 1990. Analysis revealed that the overall measures of productivity yield consistent results when the output variable remains fixed. However, the designation of firms as “best” or “worst” performers is substantially influenced by the choice of the output variable. There are significant differences in performance as measured by overall and/or partial measures, but commonlyused partial measures are good predictors of overall productivity. While operating environment does matter, characteristics influenced by transit managers and policy-makers explain much of the variation in overall performance.
Real-time control strategies in transit operations: Models and analysis. Eberlein, Xu Jun. Ph.D. Massachusetts Institute of Technology, 1995. Supervisors: Nigel H.M. Wilson; David H. Bernstein. Transit operations are subject to various influences and conditions that can result in variable headways, long waiting times and generally poor performance. To accommodate this, transit agencies have used and continue to use a variety of real-time control strategies intended to improve performance. Very few of these strategies have