Transportation Management

Transportation Management

  • Shian-Loong Bernard Lew added an answer:
    What are the roles of transportation (planning) in addressing regional inequalities?
    Variations in development of any region are dictates of the available resources and the levels of their development, thus presenting regions as developed, developing, and under-developed regions. The main goal of regional planning as a field of study is to promote regional development.
    Shian-Loong Bernard Lew

    Development with uneven access to transportation and access can be viewed as a kind of spatial inequality, hence spatial equity can be a guiding criterion when planning and materializing transportation infrastructure.

  • Szabolcs Fischer added an answer:
    What is the maximum length of a train in your country ?

    In France, the maximum length of a freight train is 750 meters, including the locomotive. The French nework is built with marshalling yards and passing sidings allowing this length. In Europe, this length is not the same everywhere: for instance a train going from Paris to Milano must be cut into two trains when it enters in Italy where the length is 550 m. Since 2012, the length of 850 m is allowed for some routes (Paris - Marseilles). Trials have been running successfully with trains of 1500 m.

    Szabolcs Fischer

    Dragan Djordjevic is right. The maximum train lenght is 750 meters according to AGC.

  • Malaya Mohanty added an answer:
    How to measure lane change behaviour or lateral shifting of vehicles practically on road?

    I want to calculate the lateral shifting / lane changing behaviour of vehicle in a traffic stream. I want to know about some methods by which practically this distance can be calculated on road?

    Malaya Mohanty

    thanks for all of your answers

  • Henk Taale added an answer:
    Could you recommend any paper about VDF (volume-delay function) developed with data obtained with use of ITS?

    It would be important for me to get information about any case where data from ITS (Traffic control systems, information systems etc.) were used to develop VDF.

  • Valter Marcelo Mello added an answer:
    Can anyone recommend references for KPI of a recycling system?
    Key performance indicators for transport efficiency.
    Valter Marcelo Mello

    I think the transport efficiency is independent of the segment (if distribution or reverse logistics). However, an index relating the product output to the return of reusable material in the same period, would be a good indicator

  • Alain L'Hostis added an answer:
    Can we reduce excess (or excessive) commuting travel by auto?
    Given that the spatial organization of the city is fixed (or worse, increasingly sprawled) what can we do to reduce the VMT needed for commuting? Are there signs that US style patterns will dominate in large cities?
    • [Show abstract] [Hide abstract]
      ABSTRACT: In the reform era especially from the 1990s, accelerated population suburbanization in Chinese cities, fueled by urban development, urban land reform and urban housing reform, has profoundly changed the spatial relationship between jobs and housing. The imbalance development of Job opportunity and housing caused lots of urban problems like traffic jam and excessive commuting. This paper summarized the driving force of the special mismatch under the housing reform background, and then, systematically analyzed the mechanism of jobs-housing relationship in order to point out the inevitability of spatial mismatch under the market economy and indicated disadvantaged group in big cities are victim during the jobs- housing separation. Next, the paper improved the SMI to take the housing affordability and accessibility of low-income citizens which need more concern into consideration. Finally, suggestions were put forward for the urban planning to improve special balance, such as taken some planning policies to build houses for different levels, especially for the low-income citizens, in downtown.
      No preview · Article · Jan 2011
    Alain L'Hostis

    I suggest to use cautiously the concept of excess commuting because of three arguments. There is some excess from one particular point of view, that of the spatial planner, or the urban researcher; there is probably no excess from the point of view of the traveller. In addition excess travel in the literature sometimes refer to trips longer than they could be (King et Mast 1987) and trips done by pure pleasure of the trip itself (Mokhtarian et Salomon 2001). I have no suggestion for an alternative concept but wanted just to warn that this can have several interpretations not directly related to the topic of auto and urban form.

    King, Gerhart F., et Truman M. Mast. 1987. « Excess travel: causes, extent, and consequences ». Transportation Research Record, no 1111.

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      [Show abstract] [Hide abstract]
      ABSTRACT: This paper contests the conventional wisdom that travel is a derived demand, at least as an absolute. Rather, we suggest that under some circumstances, travel is desired for its own sake. We discuss the phenomenon of undirected travel – cases in which travel is not a byproduct of the activity but itself constitutes the activity. The same reasons why people enjoy undirected travel (a sense of speed, motion, control, enjoyment of beauty) may motivate them to undertake excess travel even in the context of mandatory or maintenance trips. One characteristic of undirected travel is that the destination is ancillary to the travel rather than the converse which is usually assumed. We argue that the destination may be to some degree ancillary more often than is realized. Measuring a positive affinity for travel is complex: in self-reports of attitudes toward travel, respondents are likely to confound their utility for the activities conducted at the destination, and for activities conducted while traveling, with their utility for traveling itself. Despite this measurement challenge, preliminary empirical results from a study of more than 1900 residents of the San Francisco Bay Area provide suggestive evidence for a positive utility for travel, and for a desired travel time budget (TTB). The issues raised here have clear policy implications: the way people will react to policies intended to reduce vehicle travel will depend in part on the relative weights they assign to the three components of a utility for travel. Improving our forecasts of travel behavior may require viewing travel literally as a “good” as well as a “bad” (disutility).
      Full-text · Article · Sep 2001 · Transportation Research Part A Policy and Practice

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