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141.
The New York State Department of Transportation was required to certify as to the economy and efficiency of transit operators participating in the State's public transportation operating assistance program. This paper describes the efforts undertaken to meet this mandate.Discussed are past efforts to link performance measures to funding programs; reasons for modifying measures which had been used in previous efforts; and some of the problems and issues raised by the use of such criteria. The paper identifies 15 performance measures being used by New York State in its evaluations, the actual ranges encountered in the transit operations being funded through the state program, and tentative acceptable and desirable levels of those measures which the Transportation Department is using in its evaluation. The role these measures play in the state's operating assistance policy decision process is also described. 相似文献
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144.
Robert B. Dial 《Transportation Research Part B: Methodological》1979,13(4):311-316
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. 相似文献
145.
Transportation - In Charlotte, North Carolina less than one half of 1% of commuters ride a bicycle to work despite several decades of public investment in bicycle infrastructure and planning. Like... 相似文献
146.
Nakul Sathaye Robert Harley Samer Madanat 《Transportation Research Part A: Policy and Practice》2010,44(8):642-659
In recent years, the reduction of freight vehicle trips during peak hours has been a common policy goal. To this end, policies have been implemented to shift logistics operations to nighttime hours. The purpose of such policies has generally been to mitigate congestion and environmental impacts. However, the atmospheric boundary layer is generally more stable during the night than the day. Consequently, shifting logistics operations to the night may increase 24-h average concentrations of diesel exhaust pollutants in many locations. This paper presents realistic scenarios for two California cities, which provide diesel exhaust concentration and human intake estimates after temporal redistributions of daily logistics operations. Estimates are made for multiple redistribution patterns, including from 07:00–19:00 to 19:00–07:00, similar to daytime congestion charging polices, and from 03:00–18:00 to 18:00–03:00, corresponding to the PierPASS program at the ports of Los Angeles and Long Beach. Results for these two redistribution scenarios indicate that 24-h average exhaust concentrations would increase at most locations in California, and daily human intake is likely to worsen or be unimproved at best. These results are shown to be worse for inland than coastal settings, due to differences in meteorology. Traffic congestion effects are considered, using a new graphical method, which depicts how off-peak policies can be environmentally improving or damaging, depending on traffic speeds and meteorology. 相似文献
147.
Haneen Farah Haris N. KoutsopoulosMohammad Saifuzzaman Robert KölblSusanne Fuchs Doris Bankosegger 《Transportation Research Part C: Emerging Technologies》2012,21(1):42-56
In-vehicle technologies and co-operative services have potential to ease congestion problems and improve traffic safety. This paper investigates the impact of infrastructure-to-vehicle co-operative systems, case of CO-OPerative SystEms for Intelligent Road Safety (COOPERS), on driver behavior. Thirty-five test drivers drove an instrumented vehicle, twice, with and without the system. Data related to driving behavior, physiological measurements, and user acceptance was collected. A macro-level approach was used to evaluate the potential impact of such systems on driver behavior and traffic safety. The results in terms of speeds, following gaps, and physiological measurements indicate a positive impact. Furthermore, drivers’ opinions show that the system is in general acceptable and useful. 相似文献
148.
Stphane Lafortune Raja SenguptaDavid E. Kaufman Robert L. Smith 《Transportation Research Part B: Methodological》1993,27(6)
We propose a new mathematical formulation for the problem of optimal traffic assignment in dynamic networks with multiple origins and destinations. This problem is motivated by route guidance issues that arise in an Intelligent Vehicle-Highway Systems (IVHS) environment. We assume that the network is subject to known time-varying demands for travel between its origins and destinations during a given time horizon. The objective is to assign the vehicles to links over time so as to minimize the total travel time experienced by all the vehicles using the network. We model the traffic network over the time horizon as a discrete-time dynamical system. The system state at each time instant is defined in a way that, without loss of optimality, avoids complete microscopic detail by grouping vehicles into platoons irrespective of origin node and time of entry to network. Moreover, the formulation contains no explicit path enumeration. The state transition function can model link travel times by either impedance functions, link outflow functions, or by a combination of both. Two versions (with different boundary conditions) of the problem of optimal traffic assignment are studied in the context of this model. These optimization problems are optimal control problems for nonlinear discrete-time dynamical systems, and thus they are amenable to algorithmic solutions based on dynamic programming. The computational challenges associated with the exact solution of these problems are discussed and some heuristics are proposed. 相似文献
149.
Camille N. Kamga Kyriacos C. Mouskos Robert E. Paaswell 《Transportation Research Part C: Emerging Technologies》2011,19(6):1215-1224
This paper presents results from a research case study that examined the distribution of travel time of origin–destination (OD) pairs on a transportation network under incident conditions. Using a transportation simulation dynamic traffic assignment (DTA) model, incident on a transportation network is executed under normal conditions, incident conditions without traveler information availability, and incident conditions assuming that users had perfect knowledge of the incident conditions and could select paths to avoid the incident location. The results suggest that incidents have a different impact on different OD pairs. The results confirm that an effective traveler information system has the potential to ease the impacts of incident conditions network wide. Yet it is also important to note that the use of information may detriment some OD pairs while benefiting other OD pairs. The methodology demonstrated in this paper provides insights into the usefulness of embedding a fully calibrated DTA model into the analysis tools of a traffic management and information center. 相似文献
150.
Many existing algorithms for bus arrival time prediction assume that buses travel at free‐flow speed in the absence of congestion. As a result, delay incurred at one stop would propagate to downstream stops at the same magnitude. In reality, skilled bus operators often constantly adjust their speeds to keep their bus on schedule. This paper formulates a Markov chain model for bus arrival time prediction that explicitly captures the behavior of bus operators in actively pursuing schedule recovery. The model exhibits some desirable properties in capturing the schedule recovery process. It guarantees provision of the schedule information if the probability of recovering from the current schedule deviation is sufficiently high. The proposed model can be embedded into a transit arrival time estimation model for transit information systems that use both real‐time and schedule information. It also has the potential to be used as a decision support tool to determine when dynamic or static information should be used. 相似文献