- Email: [email protected]
Characterization of global rail transport
Book
43
Reviews
crease the overall level of MPM service. This study may help to improve the structure of behavioral models of demand as well as system evaluation techniques, and has relevance for AGT operators as well as transportation engineers and planners.
An evaluation of the facilities for disabled peo-
ple on the Tyne and Wear Metro. (Volumes I and II). Coe, George Ian Macdonald, Ph.D. CJniversity of Newcastle Upon 5ne (United Kingdom), 1987. 594 pp. Order Number BRDXS4872
The Tyne and Wear Metro is a modern light rail transit system which was opened in stages from 1980 onwards. Provision for disabled people has been made so that the system is intended to be fully accessible throughout. This thesis comprises an evaluation of these facilities for disabled people. The system was not originally intended to incorporate facilities for disabled people, but a gradual change of policy resulted in the provision of full access. Surveys of disability indicate that about 7% to 8% of the population of the Tyne and Wear area suffer from some disability. However, those disabled people most likely to use Metro and benefit from its facilities (i.e. nonhousebound, physically handicapped, or visually impaired people) together comprise only about 2% of the Tyne and Wear population. Only a minority (perhaps one-third) of local disabled people use the system and disabled people account for only about 0.5% of Metro passengers. However, the facilities for disabled people are also used by nondisabled passengers such as people with prams, pushchairs, luggage, shopping, and so on. In fact, these nondisabled users considerably outnumber disabled users. The ergonomic performance of the facilities for disabled people was varied. Provision at new purpose-built stations was generally more satisfactory than at older stations taken over from British Rail, even where the latter had undergone some modernization. Among disabled people who had not been on Metro, nonuse appeared to be mainly due to poor overall mobility rather than any specific problems with Metro. A social cost-benefit analysis nevertheless suggests that the total value of all benefits likely to accrue from the facilities for disabled people will, over time, offset the capital cost and also provide a social return on investment. This is mainly due to the large number of nondisabled but “legitimate” users of these facilities. Costs per trip also compare very favorably with other forms of transport for disabled people.
Replacement cycle analysis: A methodology for formulating capital asset replacement policy within the New York City Transit Authority.
Werner, Robert H., Ph.D. New York University, 1989.218 pp. Advisor: Charles Brecher Order Number DA9004253 The main contribution of this research is the development of a model, or methodology, for determining the estimated useful lives of capital assets within a public agency. Specifically, the researcher examined one type of noninfrastructure capital asset, namely rolling stock (subway cars), within the New York City Transit Authority, for the purpose of making equipment replacement decisions. Historically, equipment replacement decisions for rolling stock have been made solely on the basis of the age of the equipment, using an industry-wide average of a 35year life cycle. Rather than using an arbitrary 35year life cycle for all equipment, the researcher hypothesized that the actual performance of rolling stock should enable an agency to formulate a policy for determining when equipment replacement decisions should be made. Accordingly, the researcher developed a multiple regression model for systemwide and individual car class analyses, which examined the variation in the “mean distance between failures” (dependent variable). The model considered a set of independent variables that included the age of the cars, the amount of maintenance expenditures adjusted for price level changes, ridership, and inspection frequency. The researcher performed a variety of multiple regression analyses to determine the significance of the various independent variables used in the models. Based upon the results of the multiple regression analyses, the research selected the “best” forecast model to predict the “mean distance between failures” (MDBF). The dependent variable, MDBF, represents the total miles traveled by a subway car over a specified time period divided by the number of “failures” it incurs over that time period. The research then utilizes present value and sensitivity analysis for determining the optimal replacement cycle for the rolling stock. Essentially, the research demonstrated that replacement decisions should be based on the MDBF level, considering long-term cost effectiveness and a comparison of corrective maintenance expenditures with the amortized cost of a replacement vehicle.
RAIL TRANSPORTATION
Characterization of global rail transport. Hussein, Saher Alwan, Ph.D. University of Kentucky, 1988. 321 pp. Directors: John W. Hutchinson; Thomas R. Leinbach Order Number DA8904857 The economic and environmental advantages of rail transportation make it a vital and efficient transportation mode for many countries. The advantages of
44
Book
this mode versus other modes of transportation can be highlighted in its minimal land use, minimal air and noise pollution, energy efficiency and conservation, safety, effective resource utilization, and moderate cost of service. This research was undertaken with the intent of developing more reliable methods for characterization, evaluation and prediction of rail transport activity and performance characteristics at the global level. Data to support this study were extracted from centralized sources such as the United Nations and the data banks of other national and international agencies. Various statistical methods such as descriptive analysis, correlation analysis, principal component analysis, cluster analysis, and regression analysis were utilized for processing and statistical investigation of a broad set of rail transport data as well as market and environmental data for nations with railroad systems. A representative set of rail transport performance measures was developed to satisfy the need for a comprehensive and objective characterization of railroad systems. These measures were examined in relation to the economic, geographic, demographic, other-transport-modes, and political attributes of nations. It was hypothesized that these nonrail attributes were most indicative of the potential market for rail transportation. The nations were groups on the basis of their 1980 performance characteristics. That distribution provides an insight into the existing status of world rail systems. Homogeneous groups of nations with similar market potential for rail transportation were developed. As a result, individual as well as comparative performance evaluations of peer group nations should produce unbiased and reasonable conclusions. Aggregate and disaggregate prediction models were developed based on stepwise multiple regression analysis. While the aggregate models estimate potential achievable performance on the global level, the disaggregate models provide estimations of the possible achievable rail transport target levels of performance for every group of nations.
Reviews consuming process of manual image evaluation are considered to be too high. To overcome these problems and to enable the use of all advantages of aerial observation, a method for automatic image evaluation was designed. This study presents methods for automatic calculation, representation, and analysis of all significant traffic parameters. In the study, the advantages and disadvantages of this type of observation are investigated. A specially developed system of transfer equations allows comparisons and combinations of local, instantaneous, “moving,” and time-space observations. Observations from a flying aircraft are shown to be a special and, in certain aspects expanded, form of the wellknown “Moving Observer.” In order to calculate unbiased traffic parameters, three distinct groups of parameters are defined. For each group, an algorithm is given to calculate its parameters. Thus, it is possible to practically calculate the most important traffic parameters. Using a program to estimate the time-space trajectory for all vehicles observed more than once, traffic conditions in areas not directly observed from the aircraft can be described. As a result, a data set becomes available that describes traffic behaviour of all vehicles in the most general form. Three-dimensional representation and further statistical evaluation of this traffic data offer a wide range of different applications. For instance, analysis of variance can be used to determine type and size of underlying influences on traffic parameters (both time-dependent and/or distance-dependent). Other methods can be used as appropriate. The results of several applications of the method confirm that unbiased, representative, and reliable traffic parameters can be calculated automatically from aerial (“moving”) observations. Thus, the advantages of this type of observation can be used to its full extent in practice.
Analysis of single-lane approaches at signalized intersections. Papayannoulis, Vassilios Nicolaos, Ph.D. Polytechnic University, 1989. 124 pp. Advisor: Roger P. Roess Order Number DA8922678
TRAFFIC ANALYSIS
Aerial observation of road traffic: Properties, calculation and application of traffic parameters. Becker, Udo J., Dr. Ing. Kurlsruhe University (West Germany), 1989. 166 pp. Supervisors: W. Leutzbach and H. P. Bahr. (In German; not available from University Microfilms, Inc.).
In certain applications, aerial observation of road traffic is advantageous compared to all other types of traffic observation. However, this technique is rarely used in practice as costs of the difficult and time-
During the planning process of new street developments, traffic engineers are sometimes required to trade off an increase in the predicted level-of-service (LOS) for a less expensive design. The decision is based on the ability of the existing methodologies to predict capacities and anticipated delays for the various street configurations. Therefore, it is critical to employ models that account for all the pertinent parameters. Research for capacity of left-turn lanes with permissive phasing has primarily focused on exclusive lanes, with very few references on the operation of a shared lane and practically none for a single-lane approach.
43
Reviews
crease the overall level of MPM service. This study may help to improve the structure of behavioral models of demand as well as system evaluation techniques, and has relevance for AGT operators as well as transportation engineers and planners.
An evaluation of the facilities for disabled peo-
ple on the Tyne and Wear Metro. (Volumes I and II). Coe, George Ian Macdonald, Ph.D. CJniversity of Newcastle Upon 5ne (United Kingdom), 1987. 594 pp. Order Number BRDXS4872
The Tyne and Wear Metro is a modern light rail transit system which was opened in stages from 1980 onwards. Provision for disabled people has been made so that the system is intended to be fully accessible throughout. This thesis comprises an evaluation of these facilities for disabled people. The system was not originally intended to incorporate facilities for disabled people, but a gradual change of policy resulted in the provision of full access. Surveys of disability indicate that about 7% to 8% of the population of the Tyne and Wear area suffer from some disability. However, those disabled people most likely to use Metro and benefit from its facilities (i.e. nonhousebound, physically handicapped, or visually impaired people) together comprise only about 2% of the Tyne and Wear population. Only a minority (perhaps one-third) of local disabled people use the system and disabled people account for only about 0.5% of Metro passengers. However, the facilities for disabled people are also used by nondisabled passengers such as people with prams, pushchairs, luggage, shopping, and so on. In fact, these nondisabled users considerably outnumber disabled users. The ergonomic performance of the facilities for disabled people was varied. Provision at new purpose-built stations was generally more satisfactory than at older stations taken over from British Rail, even where the latter had undergone some modernization. Among disabled people who had not been on Metro, nonuse appeared to be mainly due to poor overall mobility rather than any specific problems with Metro. A social cost-benefit analysis nevertheless suggests that the total value of all benefits likely to accrue from the facilities for disabled people will, over time, offset the capital cost and also provide a social return on investment. This is mainly due to the large number of nondisabled but “legitimate” users of these facilities. Costs per trip also compare very favorably with other forms of transport for disabled people.
Replacement cycle analysis: A methodology for formulating capital asset replacement policy within the New York City Transit Authority.
Werner, Robert H., Ph.D. New York University, 1989.218 pp. Advisor: Charles Brecher Order Number DA9004253 The main contribution of this research is the development of a model, or methodology, for determining the estimated useful lives of capital assets within a public agency. Specifically, the researcher examined one type of noninfrastructure capital asset, namely rolling stock (subway cars), within the New York City Transit Authority, for the purpose of making equipment replacement decisions. Historically, equipment replacement decisions for rolling stock have been made solely on the basis of the age of the equipment, using an industry-wide average of a 35year life cycle. Rather than using an arbitrary 35year life cycle for all equipment, the researcher hypothesized that the actual performance of rolling stock should enable an agency to formulate a policy for determining when equipment replacement decisions should be made. Accordingly, the researcher developed a multiple regression model for systemwide and individual car class analyses, which examined the variation in the “mean distance between failures” (dependent variable). The model considered a set of independent variables that included the age of the cars, the amount of maintenance expenditures adjusted for price level changes, ridership, and inspection frequency. The researcher performed a variety of multiple regression analyses to determine the significance of the various independent variables used in the models. Based upon the results of the multiple regression analyses, the research selected the “best” forecast model to predict the “mean distance between failures” (MDBF). The dependent variable, MDBF, represents the total miles traveled by a subway car over a specified time period divided by the number of “failures” it incurs over that time period. The research then utilizes present value and sensitivity analysis for determining the optimal replacement cycle for the rolling stock. Essentially, the research demonstrated that replacement decisions should be based on the MDBF level, considering long-term cost effectiveness and a comparison of corrective maintenance expenditures with the amortized cost of a replacement vehicle.
RAIL TRANSPORTATION
Characterization of global rail transport. Hussein, Saher Alwan, Ph.D. University of Kentucky, 1988. 321 pp. Directors: John W. Hutchinson; Thomas R. Leinbach Order Number DA8904857 The economic and environmental advantages of rail transportation make it a vital and efficient transportation mode for many countries. The advantages of
44
Book
this mode versus other modes of transportation can be highlighted in its minimal land use, minimal air and noise pollution, energy efficiency and conservation, safety, effective resource utilization, and moderate cost of service. This research was undertaken with the intent of developing more reliable methods for characterization, evaluation and prediction of rail transport activity and performance characteristics at the global level. Data to support this study were extracted from centralized sources such as the United Nations and the data banks of other national and international agencies. Various statistical methods such as descriptive analysis, correlation analysis, principal component analysis, cluster analysis, and regression analysis were utilized for processing and statistical investigation of a broad set of rail transport data as well as market and environmental data for nations with railroad systems. A representative set of rail transport performance measures was developed to satisfy the need for a comprehensive and objective characterization of railroad systems. These measures were examined in relation to the economic, geographic, demographic, other-transport-modes, and political attributes of nations. It was hypothesized that these nonrail attributes were most indicative of the potential market for rail transportation. The nations were groups on the basis of their 1980 performance characteristics. That distribution provides an insight into the existing status of world rail systems. Homogeneous groups of nations with similar market potential for rail transportation were developed. As a result, individual as well as comparative performance evaluations of peer group nations should produce unbiased and reasonable conclusions. Aggregate and disaggregate prediction models were developed based on stepwise multiple regression analysis. While the aggregate models estimate potential achievable performance on the global level, the disaggregate models provide estimations of the possible achievable rail transport target levels of performance for every group of nations.
Reviews consuming process of manual image evaluation are considered to be too high. To overcome these problems and to enable the use of all advantages of aerial observation, a method for automatic image evaluation was designed. This study presents methods for automatic calculation, representation, and analysis of all significant traffic parameters. In the study, the advantages and disadvantages of this type of observation are investigated. A specially developed system of transfer equations allows comparisons and combinations of local, instantaneous, “moving,” and time-space observations. Observations from a flying aircraft are shown to be a special and, in certain aspects expanded, form of the wellknown “Moving Observer.” In order to calculate unbiased traffic parameters, three distinct groups of parameters are defined. For each group, an algorithm is given to calculate its parameters. Thus, it is possible to practically calculate the most important traffic parameters. Using a program to estimate the time-space trajectory for all vehicles observed more than once, traffic conditions in areas not directly observed from the aircraft can be described. As a result, a data set becomes available that describes traffic behaviour of all vehicles in the most general form. Three-dimensional representation and further statistical evaluation of this traffic data offer a wide range of different applications. For instance, analysis of variance can be used to determine type and size of underlying influences on traffic parameters (both time-dependent and/or distance-dependent). Other methods can be used as appropriate. The results of several applications of the method confirm that unbiased, representative, and reliable traffic parameters can be calculated automatically from aerial (“moving”) observations. Thus, the advantages of this type of observation can be used to its full extent in practice.
Analysis of single-lane approaches at signalized intersections. Papayannoulis, Vassilios Nicolaos, Ph.D. Polytechnic University, 1989. 124 pp. Advisor: Roger P. Roess Order Number DA8922678
TRAFFIC ANALYSIS
Aerial observation of road traffic: Properties, calculation and application of traffic parameters. Becker, Udo J., Dr. Ing. Kurlsruhe University (West Germany), 1989. 166 pp. Supervisors: W. Leutzbach and H. P. Bahr. (In German; not available from University Microfilms, Inc.).
In certain applications, aerial observation of road traffic is advantageous compared to all other types of traffic observation. However, this technique is rarely used in practice as costs of the difficult and time-
During the planning process of new street developments, traffic engineers are sometimes required to trade off an increase in the predicted level-of-service (LOS) for a less expensive design. The decision is based on the ability of the existing methodologies to predict capacities and anticipated delays for the various street configurations. Therefore, it is critical to employ models that account for all the pertinent parameters. Research for capacity of left-turn lanes with permissive phasing has primarily focused on exclusive lanes, with very few references on the operation of a shared lane and practically none for a single-lane approach.