DUAL AND DUAL TANDEM WHEEL LOADING FOR AIRCRAFT CAN BE CONVERTED TO EQUIVALENT SINGLE WHEEL LOADS AND THE DESIGN METHOD PREVIOUSLY DEVISED FOR PRESTRESSED CONCRETE PAVEMENTS CAN BE APPLIED TO HEAVIER AIRCRAFT LOADINGS. DESIGN CHARTS ARE PRESENTED AND EXAMPLES FOR THEIR USE ARE GIVEN. /JCPI/
In recent years attempts have been made to develop more comprehensive techniques for evaluating transportation system improvements or changes. This paper attempts to combine these developments to form a comprehensive evaluation framework from the viewpoints of the users, the operators, and the urban community, with respect to the incorporation of a light rail transit (LRT) system in the South Corridor of the city of Calgary. A discrete choice model (Logit) is used to analyze the modal share of the transportation users, and change due to the LRT incorporation. The concept of consumer surplus is used to give an approximate users monetary benefit due to the new system. From the operators point of view, the Logit model's mode shift analysis gives an indication of change in revenue. Utility theory is used to construct utility curves of community reactions to impact factors due to the LRT system. Demand functions are derived from these curves, and again, an approximate monetary benefit or disbenefit is obtained. The final result is an aggregated or disaggregated comprehensive index comparing changes in benefit and cost due to the LRT system.
In this paper, a procedure is described for the evaluation and choice of urban transit systems in cities with less than 500,000 population. Three major objectives, which satisfy the desires of three groups (the users, the operator, and the community) are considered in the analysis. The purpose of the study is to search for and identify a proposal which provides maximum effectiveness for the three groups. Since there is usually a definite budget assigned to the urban transit system, the capital costs of the chosen proposal should also fall within the limits of the budget. (A) /TRRL/
In the urban travel demand forecasting process, the modal share can be determined by using either aggregate or disaggregate models. Disaggregate models have two main advantages over aggregate models. The first advantage is that they can explain the individual's trip choices in terms of human travel behavior. The second advantage is that they can guide the decision maker in analyzing the effects of certain policy decisions on the travel demand by various modes. The successful use of disaggregate models, however, depends upon reaching minimal aggregation error during the process of transforming disaggregate choices to aggregate travel demand. The main emphasis of this paper is on the application of disaggregate modal choice models for aggregate demand prediction and for policy decisions and not on disaggregate model development. The latter has been discussed in a previous paper by the authors. Using the multimodal choice model developed for the city of Toronto, this paper shows that reasonable results can be obtained while aggregating the disaggregate models for prediction purposes. Minimal aggregation error is achieved using the technique of segmentation of population into groups. The results are presented both for the observations used in developing the model and for observations outside the sample area, thus providing an insight into the accuracy of the aggregation procedure. The paper also demonstrates by examples how the disaggregate modal choice model can be used as a policy analysis tool. /Author/TRRL/
First Name is required invalid characters Last Name is required invalid characters Email Address is required Invalid Email Address Invalid Email Address
This paper deals with a procedure for evaluating and quantifying the impact of changes (or improvements) in the urban transportation system on the community. The procedure was used in connection with the new light rail transit system (LRT) which has recently begun operation in Calgary, Alberta, and which is designed to complement the existing bus and road network. Various types of impacts were separated into categories. These were used in connection with a questionnaire and with subsequent interviews. From the questionnaire results, multi-attribute utility functions of several community objectives were developed. The utility functions were then used to construct indifference maps and model community reactions. Compensated demand curves were derived. The various impacts on the community were considered as consumer disbenefits. An aggregated monetary value of community disbenefits resulting from the system impacts was computed.
This paper explains a procedure for evaluating improvements in urban transportation systems and illustrates its application. The procedure takes into account the interests of two groups: the system's users and its operators. It evaluates the change in marginal consumer surplus which results from improvements in the transportation system studied and compares this change in surplus to the marginal cost of the change. This yields a marginal benefit-cost ratio which can be used to measure the viability of the improvement. Data from the City of Calgary, the case study area, provided the necessary information for the analysis. The proposed improvements in that City's transportation system involve the introduction of Light Rail Transit (LRT) to complement the City's bus system and road network. The effect of the change in the system is evaluated, from 1982, when the LRT is expected to start the first phase of operation, to 2007. (Authors)
The present system for pick-up and delivery of small shipments by trucks within an urban area is not very efficient. This is often due, in part, to poor vehicle utilization, competition between freight and passenger movements using available common right-of-way, highly congested and dense city centres, and current business practices. The lack of coordination between truck shipment activities often leads to route duplication, street congestion, long waits at loading/unloading facilities, and underutilization of available truck capacity.Because provision of consolidation terminals appears to be one of the promising alternatives for alleviating some of the problems of the current freight distribution structure, this study has been undertaken to gain better insight into the feasibility and desirability of this alternative. For this purpose, the City of Calgary, which had a population of 500 000 in 1977, was chosen for identifying the economic benefits of applying the concept of consolidation terminals operation to the movement of small shipments within the city. The results revealed that a system with a single consolidation terminal located at an appropriate site is economically feasible and would significantly reduce the number of trucks and truck trips needed for urban goods movement.
'%3e%3ccircle r='20' fill='%23008'/%3e%3ccircle r='17.5' fill='%23fff'/%3e%3ccircle r='3.5' fill='%23008'/%3e%3cg id='d'%3e%3cg id='c'%3e%3cg id='b'%3e%3cg id='a' fill='%23008'%3e%3ccircle r='.875' transform='rotate(7.5 -8.75 133.5)'/%3e%3cpath d='M0 17.5.6 7 0 2l-.6 5L0 17.5z'/%3e%3c/g%3e%3cuse xlink:href='%23a' transform='rotate(15)'/%3e%3c/g%3e%3cuse xlink:href='%23b' transform='rotate(30)'/%3e%3c/g%3e%3cuse xlink:href='%23c' transform='rotate(60)'/%3e%3c/g%3e%3cuse xlink:href='%23d' transform='rotate(120)'/%3e%3cuse xlink:href='%23d' transform='rotate(-120)'/%3e%3c/g%3e%3c/svg%3e)
'%3e%3cpath fill='%23012169' d='M0 0v30h60V0z'/%3e%3cpath stroke='%23fff' stroke-width='6' d='m0 0 60 30m0-30L0 30'/%3e%3cpath stroke='%23C8102E' stroke-width='4' d='m0 0 60 30m0-30L0 30' clip-path='url(%23b)'/%3e%3cpath stroke='%23fff' stroke-width='10' d='M30 0v30M0 15h60'/%3e%3cpath stroke='%23C8102E' stroke-width='6' d='M30 0v30M0 15h60'/%3e%3c/g%3e%3c/svg%3e)
