Train scheduling simulation that minimises operational conflicts due to service constraints

This paper presents an attempt made to facilitate re‐scheduling of trains to minimize operational delays and accommodate uniform headways for off peak sub urban services subject to resource constraints such as locomotive availability, poor track conditions and stations without siding facilities. The paper describes the computer simulation model designed to optimize train schedules on single‐track rail lines. Using this simulation program it is possible to plan and optimize timetables for railway networks with train runs within short time periods for both single track and double track conditions. The paper describes the capabilities of presenting the results of the simulation runs. These include the time‐distance graph, the network with train movements, dialog boxes with information about selected trains. The programme is capable of changing the starting point, departure time, train destinations and adding or deleting a stop etc. from the user interface. Four objects of array variables are used in the simulation process to keep train and station data. Two object arrays are used for the train movements in up and down directions. The stations' data are stored in the other two object arrays. One of these arrays of stations contains all the stations of the line while the other one contains only the stations with siding facilities. A case study that covers a 61 km long single‐track line with 14 stations is presented to highlight the model capabilities.     

Development of a driving cycle for Colombo,Sri Lanka: an economical approach for developing countries

Financial constraints and lack of availability of traffic‐related information significantly hinder the development of driving cycles in developing countries. This paper proposes an economical, practical, accurate methodology for the development of driving cycles, including the development of a driving cycle for Colombo, Sri Lanka. The proposed methodology captures regional traffic and road conditions and selects a model that represents the collected data sample with minimum available traffic‐related information. Existing methods were modified for route selection by dividing routes into links using nodes or physical junctions to minimize the number of trips required for data collection. Speed–time data for respective links were used to reconstruct speed–time profiles of identified origin–destination pairs. The on‐board method was used for data collection, and the Markov chain theory was used to develop a transition probability matrix of state changes. An additional matrix was introduced to the existing method to improve model representativeness to the collected data sample. Copyright © 2016 John Wiley & Sons, Ltd.     

Analysis of the economic and social parameters of the Three-Wheeler Taxi service in Sri Lanka

Sri Lanka has an extensive Three-Wheeler Taxi service comprised of around 300,000 vehicles. These vehicles, which first made an entry to Sri Lanka’s roads in the early 1980s, account for around 15% of the active motor vehicle fleet at present. Three-Wheelers Taxis also account for around 6% of the passenger kilometres. These vehicles are mostly individually operated with some owned by the operator and others hired on a monthly or daily basis. The industry is unregulated with vehicle registration and driving licenses being the only instruments of regulation. Fares are unregulated. However, most operators belong to associations which are loose collections of operators found in a given locality. These associations impose a degree of self regulation with respect to fares. They also tend to demonstrate oligapolistic behaviour.The paper is based on a survey of 200 operators and 100 passengers from a Divisional Secretariat area in Colombo District. The survey covered a number of details pertaining to ownership, management and fare structures, as well as opinions on the service attributes by users. The survey also covered perceptions of operators to determine the social, economic and transport implications of the services provided. Details were also obtained on the profiles of the operators and their expectations.The paper provides the results of the analysis of this data and draws a number of conclusions on the economics of the industry as well as the social aspects associated with it. It also discusses the characteristics of the users of these three wheelers as well as their typical use. The analysis also investigates complementarily of service provision between three wheelers as an access mode to buses and railways. This analysis has been used to develop an understanding of the manner in which the industry has grown over the last two decades and how it is being operated today. It also identifies areas wherein the industry has become inefficient and assesses the degree of over pricing that exists due to this. The data also helps to determine the relationship between unemployment and provision of self-employed transport services.The paper concludes with a synopsis of the profile of the industry and its role within the wider transport sector and with respect to ownership. It also discusses the positive and negative impacts of the lack of regulation on the industry.     

Parameters of moving sidewalks for airport terminal pier fingers

A moving sidewalk system installed at an airport pier finger is analyzed. The optimal length of the moving sidewalk and the optimal spacing between the access points which minimize the total cost of the system are obtained using methods of calculus, for a number of cases based on the different proportions of arriving, departing and transferring passengers and for two different types of moving sidewalks: elevated, at‐grade.

The optimal length of the moving sidewalk is shown to be linearly related to the length of the concourse, and to the total passenger demand. The effect due to preticketed transferees is insignificant.

The optimal spacing between access points is shown to be proportional to the square‐root of either the cost of an access escalator or the cost of inconvenience to a passenger due to an intermediate gap, depending on the moving sidewalk system under consideration. It also changes with the percentage of preticketed transferees.     

Influential factors in the design of port infrastructure tariffs

ABSTRACT

The main aim of this article is to examine the factors influential to the practical process of port infrastructure tariff design. The analysis is based on the survey data of 67 seaports representing the Australasian, East Asian, European, North American and South American regions. Exploratory factor analysis (EFA) was first carried out to identify the factors influential to the selection of the infrastructure tariff design model. Subsequently, confirmatory factor analysis (CFA) was used to confirm the relationship between the variables. The findings showed that demand, knowledge about pricing theories, the dynamics of port and shipping sectors (including competition and ship size), pricing objectives and port cost consideration are influential factors in infrastructure tariff design. Most ports use a mix of pricing approaches including price discrimination, cost-based pricing and market-based pricing. Ports are aware of the basic pricing approaches but have limited knowledge of their application. Based on the results of analysis, policy implications for port management in designing port infrastructure tariffs, limitations and recommendations for future research are discussed.