A model and algorithm for multicriteria route-mode choice

Using an idea proposed independently by Quandt and Schneider, the paper declares mode choice to be a special instance of route choice. It describes a (non-logit) model which includes in its route-choice mechanism the decision variables traditionally associated with mode choice. With the assumption that each traveller selects the route which minimizes his own personal linear choice function, it is clear that the routes with a nonzero chance of being picked are only those not dominated by any other path (e.g. are not both costlier and longer than any other path). The precise probability of a route being chosen is just the integral over the appropriate portion of the probability density of the coefficients of the choice function. The integration limits are implied by the amount of each disutility on each of the undominated routes. An algorithm is given which is quite efficient in finding these paths in a large and complex multimodal network.     

Comparative tests of multimodal traffic equilibrium methods

In this study we proceeded to test the relative efficiencies of the two main computational techniques now available for calculating the traffic equilibrium in multimodal networks, namely, the relaxation and projection methods. Since both of these methods solve at each step a mathematical programming problem, we first set out to test the Frank-Wolfe algorithm and the Dafermos-Sparrow algorithm and found the latter to be the more efficient algorithm. As expected, this was also the case when these algorithms were used to solve the mathematical programming problem at each step of the relaxation method. We then investigated how different versions of the projection method enhance its performance. Subsequently, we proceeded to our main goal to compare the best projection method with the relaxation method. We tested multimodal networks with three different classes of monotone travel cost functions and found that the form of the travel cost functions affects the performance of the two basic techniques available for computing the multimodal equilibrium.     

Residual stresses at a longitudinal stiffener — Web frame intersection and their effects on crack growth

Stress coining at geometrical discontinuities may introduce compressive residual stresses which will lower the propagation of surface cracks and thus increase the fatigue life. In a non-linear finite element analysis, the residual stresses after welding of a transverse web-frame to a ship hull plating is first estimated. Stress coining of one corner of a longitudinal cut-out in a transverse web-frame is then simulated in detail. The calculated residual compressive tangential stresses in the corner of the cut-out is seen to lower the propagation of edge cracks. Experiments performed on web-frames taken from a shipyard after manufacturing show indeed that large tensile residual stresses exist in the web-frame after welding. Stress coining is therefore believed to have a beneficial effect on the fatigue life.     

A Review of Modelling Methods for Railway Vehicle Suspension Components

The dynamic behaviour of railway vehicles has been the subject of study for over a century but the advances in computing technology in the last few years have led to a very rapid development in the use of numerical techniques for solving railway vehicle dynamics problems. As these techniques have developed, and have been applied to ever more complex problems, the modelling of the vehicle components has increased in importance. Mathematical models of railway vehicles may now include components such as swing links, air-springs, trailing arm suspensions, load sensitive friction dampers, rubber bushes with hysteresis etc, all of which require sophisticated modelling techniques to produce accurate results. This paper looks at the developments that have taken place in this area, the background to the need for sophisticated models, the improvements in accuracy that can result and some of the difficulties in applying these techniques to the modelling of real situations.     

Motivating ship managers to use management support technology

Ship managers have been slow in their response to using information technology (IT) in spite of the dynamic environment encouraging technological support for a number of critical tasks. The reason is in part the conservatism of the shipping industry, but the main reason seems to be the poor quality of systems provided, creating a credibility gap and usage reluctance. This paper suggests five principles for the development of 'user seductive' systems and illustrates their successful use in a number of case histories of management support systems development.     

CO2 partial pressure in Northeast Atlantic and adjacent shelf waters: Processes and seasonal variability

CO₂ partial pressure in surface water was measured in the Northeast Atlantic and in the Hebride Shelf/North Sea area during a cruise with R.V. Poseidon in June 1991. A mean p_CO2 of 303 μatm was found in the Atlantic between 50°N and 60°N. For an atmospheric CO₂ content of 357.5 ppm(v) this corresponds to a partial pressure difference of −55 μatm. This supports the view that the subarctic Atlantic is a significant sink within the CO₂ cycle between the ocean and the atmosphere. A comparison of our measurements with other data reveals that the p_CO2 distribution changes significantly during May/June. This explained by seasonal warming, CO₂ exchange with the atmosphere and biomass production. The contribution by each of these processes to the seasonal variations is calculated. It was found that during a plankton bloom the production of biomass is the dominating factor and may lower seawater p_CO2 by almost 100 μatm. The shelf areas are charactrized by strong p_CO2 gradients which are explained by water exchange with the Atlantic, temperature effects and biomass production.     

Forecasting downtime event durations for the Morgantown people mover

A 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.     

Psychological benefits from vanpooling and group composition

Prospective carpool satisfaction varies with respect to carpool size, acquaintanceship and gender composition, at least for carpool arrangements of 2–4 members. It is not known whether such variations apply in the same kind or to the same degree for vanpools of 9–15 members. A study of 15 vanpool programs in Southern California operating over 700 vanpools with more than 8,000 members was used to test for such effects. Five measures of retrospective vanpool satisfaction were derived from 40 vanpool benefit items using factor analysis in LISREL. The five perceived vanpool satisfaction factors included reliability, social, relaxation, economic and environmental benefits. Variations in these five benefit factors were analyzed with respect to vanpool group composition using difference of means tests and correlation analysis. Perceived vanpool reliability showed the largest statistical association with most of the group composition variables studied, perhaps because it was better identified in the analysis in terms of the total number of individual items loading on it. Gender had the largest statistical association with most of the vanpool benefit factors, perhaps because it was most clearly identified with individual vanpool members in the data. Based on this analysis, it appears that perceived vanpool benefits are qualitatively as well as quantitatively different than perceived carpool benefits. Vanpool program marketing strategies may need to be rethought and recast based on these research findings.