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82
Transportation Systems
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82.1 82.2 82.3 82.4 82.5 82.6 82.7 Transportation System Components Evaluation Measures Air Transportation Railroad Transportation Highway Transportation Water Transportation Public Transportation
Paul Schonfeld
University of Maryland
The various forms of transportation that have been developed over time are called modes. The classification of modes may be very broad (e.g., highway transportation or air transportation) or more restrictive (e.g., chartered helicopter service). The major distinctions among transportation modes that help to classify them include: 1. Medium (e.g., air, space, surface, underground, water, underwater) 2. Users (e.g., passengers vs. cargo, general-purpose vs. special trips or commodities, common vs. private carrier) 3. Service type (scheduled vs. demand responsive, fixed vs. variable route, nonstop vs. express or local, mass vs. personal) 4. Right-of-way type (exclusive, semi-exclusive, shared) 5. Technology: a. Propulsion (e.g., electric motors, diesel engines, gas turbines, linear induction motors, powered cables) b. Energy sources (e.g., petroleum fuels, natural gas, electric batteries, electric power from conducting cables) c. Support (e.g., aerodynamic lift, flotation on water, steel wheels on two steel rails, monorails, air cushions, magnetic levitation, suspension from cables) d. Local control (e.g., lateral control by steering wheels, wheel flanges on railroad vehicles, rudders, longitudinal control by humans or automatic devices) e. Network guidance and control systems (with various degrees of automation and optimization) A mode may be defined by its combination of such features. The number of conceivable combinations greatly exceeds the number of modes that have been actually tried, which, in turn,
exceeds the number of successful modes. Success may be limited to relatively narrow markets and applications (e.g., for helicopters or aerial cablecars) or may be quite general. Thus, automobiles are successful in a very broad range of applications and have become the basis for distinct transportation modes such as taxis, carpools, or ambulances. The relative success of various transportation modes depends on available technology and socio-economic conditions at any particular time, as well as on geographic factors. As technology or socio-economic conditions change, new transportation modes appear, develop, and may later decline as more effective competitors appear. For many centuries water transportation was considerably cheaper than overland transportation. Access to waterways was quite influential in the location of economic activities and cities. Access to good transportation is still very important to industries and communities. Technological developments have so drastically improved the relative effectiveness of air transportation that within a short period (approximately 1950 to 1965) aircraft almost totally replaced ships for transporting passengers across oceans. It is also notable that as economic prosperity grows, personal transportation tends to shift from the walking mode to bicycles, motorcycles, and then automobiles. Geography can significantly affect the relative attractiveness of transportation modes. Thus, natural waterways are highly valuable where they exist. Hilly terrain decreases the economic competitiveness of artificial waterways or conventional railroads while favoring highway modes. In very mountainous terrain even highways may become uncompetitive compared to alternatives such as helicopters, pipelines, and aerial cablecars. The relative shares of U.S. intercity passenger and freight traffic are shown in Table 82.1. The table shows the relative growth since 1929 of airlines, private automobiles, and trucks and the relative decline of railroad traffic.
Transportation terminals provide interfaces among modes or among vehicles of the same mode. They may range from marked bus stops or truck loading zones on local streets to huge airports or ports.
successful. About eight Concorde SSTs are still operating, with government subsidies. The distance that an aircraft can fly depends on its payload, according to the following equation: V L ln(WTO =WL ) R= 0 (82:1) c D where
This equation assumes that the difference between the takeoff weight and landing weight is the fuel consumed. For example, suppose that for a Boeing B-747 the maximum payload carried (based on internal fuselage volume and structural limits) is 260 000 lb, maximum WTO is 800 000 lb, WR = 15 000 lb, WE = 370 000, L=D = 17, V = 580 mph, and c0 = 0.65 lb/lb thrust h. The resulting weight ratio [WTO =WL = 800/(370 + 15 + 260)] is 1.24 and the range R is 3267 mi. Payloads below is 260 000 allow higher ranges. Most airline companies fly scheduled routes, although charter services are common. U.S. airlines are largely free to fly whatever routes (i.e., origin-destination pairs) they prefer in the U.S. In most of the rest of the world, authority to serve particular routes is regulated or negotiated by international agreements. The major components of airline costs are direct operating costs (e.g., aircraft depreciation or rentals, aircrews, fuel, and aircraft maintenance) and indirect operating costs (e.g., reservations, advertising and other marketing costs, in-flight service, ground processing of passengers and bags, and administration). The efficiency and competitiveness of airline service is heavily dependent on efficient operational planning. Airline scheduling is a complex problem in which demand at various times and places, route authority, aircraft availability and maintenance schedules, crew availability and flying restrictions, availability of airport gates and other facilities, and various other factors must all be considered. Airline management problems are discussed in [Wells, 1984]. Airports range from small unmarked grass strips to major facilities requiring many thousands of acres and billions of dollars. Strictly speaking, an airport consists of an airfield (or "airside") and terminal (or "landside"). Airports are designed to accommodate specified traffic loads carried by aircraft up to a "design aircraft," which is the most demanding aircraft to be accommodated. The design aircraft might determine such features as runway lengths, pavement strengths, or terminal gate dimensions at an airport. Detailed guidelines for most aspects of airport design (e.g., runway lengths and other airfield dimensions, pavement characteristics, drainage requirements, allowable noise and other environmental impacts, allowable obstruction heights, lighting, markings, and
range (mi) specific fuel consumption (lb fuel/lb thrust h) lift-to-drag ratio (dimensionless) aircraft takeoff weight (lb) = WL + WF aircraft landing weight (lb) =WE + WR + P aircraft empty weight (lb) reserve fuel weight (lb) consumed fuel weight (lb) payload (lb)
signing) are specified by the U.S. Federal Aviation Administration (FAA) in a series of circulars. Airport master plans are prepared to guide airport growth, usually in stages, toward ultimate development. These master plans: 1. Specify the airport's requirements. 2. Indicate a site if a new airport is considered. 3. Provide detailed plans for airport layout, land use around the airport, terminal areas, and access facilities. 4. Provide financial plans, including economic and financial feasibility analysis. Major new airports tend to be very expensive and very difficult to locate. Desirable airport sites must be reasonably close to the urban areas they serve yet far enough away to ensure affordable land and acceptable noise impacts. Many other factorsincluding airspace interference with other airports, obstructions (e.g., hills, buildings), topography, soil, winds, visibility, and utilitiesmust be reconciled. Hence, few major new airports are being built, and most airport engineering and planning work in the U.S. is devoted to improving existing airports. Governments sometimes develop multi-airport system plans for entire regions or countries. National agencies (such as the FAA in the U.S.) are responsible for traffic control and airspace management. Experienced traffic controllers, computers, and specialized sensors and communication systems are required for this function. Increasingly sophisticated equipment has been developed to maintain safe operations even for crowded airspace and poor visibility conditions. For the future we can expect increasing automation in air traffic control, relying on precise aircraft location with global positioning satellite (GPS) systems and fully automated landings. Improvements in the precision and reliability of control systems are increasing (slowly) the capacity of individual runways as well as the required separation among parallel runways, allowing capacity increases in restricted airport sites.
(82:2)
gradient (%) degree of curvature unit resistance (lb of force per ton of vehicle weight) weight (tons per axle of car or locomotive) number of axles coefficient of flange friction, swaying, and concussion (0.045 for freight cars and motor cars in trains, 0.03 for locomotives and passenger cars, and 0.09 for single-rail cars) C = drag coefficient of air [0.0025 for locomotives (0.0017 for streamlined locomotives) and single- or head-end-rail cars, 0.0005 for freight cars, and 0.000 34 for trailing passenger cars, including rapid transit] A = cross-sectional area of locomotives and cars (usually 105 to 120 ft2 for locomotives, 85 to 90 ft2 for freight cars, 110120 ft2 for multiple-unit and passenger cars, and 70 to 110 ft2 for single- or head-end-rail cars) V = speed (mph)
The coefficients shown for this equation reflect relatively old railroad technology and can be significantly reduced for modern equipment [Hay, 1982]. The equation provides the unit resistance in pounds of force per ton of vehicle weight. The total resistance of a railroad vehicle (in lb) is
Rv = rwn
(82:3)
The total resistance of a train R is the sum of resistances for individual cars and locomotives. The rated horsepower (hp) required for a train is:
feasible only when demand is sufficiently large between an origin-destination pair. Substantial traffic is required to cover the relatively high fixed costs of railroad track. Moreover, U.S. railroads, which are privately owned, must pay property taxes on their tracks, unlike their highway competitors. By 1920 highway developments had rendered low-traffic railroad branch lines noncompetitive in the U.S. Abandonment of such lines has greatly reduced the U.S. railroad network, even though the process was retarded by political regulation. The alignment of railroad track is based on a compromise between initial costs and operating costs. The latter are reduced by a more straight and level alignment, which requires more expensive earthwork, bridges, or tunnels. Hay [1982] provides design guidelines for railroads. In general, trains are especially sensitive to gradients. Thus, compared to highways, railroad tracks are more likely to go around rather than over terrain obstacles, which increases the circuity factors for railroad transportation. The resistance for railroad vehicles may be computed using the Davis equation [Hay, 1982]:
hp =
RV 375
(82:4)
where = transmission efficiency (typically about 0.83 for a diesel electric locomotive). The hourly fuel consumption for a train may be computed by multiplying hp by a specific fuel consumption rate (approximately 0.32 lb/hp h for a diesel electric locomotive). Diesel electric locomotives with powers up to 5000 hp haul most trains in the U.S. Electric locomotion is widespread in other countries, especially those with low petroleum reserves. It is especially competitive on high-traffic routes (needed to amortize electrification costs) and for high-speed passenger trains. Steam engines have almost disappeared. The main types of freight rail cars are box cars, flat cars (often used to carry truck trailers or intermodal containers), open-top gondola cars, and tank cars. Passenger trains may include restaurant cars and sleeping cars. Rail cars have tended toward increasing specialization for different commodities carried, a trend that reduces opportunities for back hauls. Recently, many "double-stack" container cars have been built to carry two tiers of containers. Such cars require a vertical clearance of nearly 20 ft, as well as reduced superelevation (banking) on horizontal curves. In the U.S. standard freight rail cars with gross weights up to 315 000 lb are used. High-speed passenger trains have been developed intensively in Japan, France, Great Britain, Italy, Germany, and Sweden. The most advanced (in 1995) appear to be the latest French TGV versions, with cruising speeds of 186 mph and double-deck cars. At such high speeds, trains can climb long, steep grades (e.g., 3.5%) without slowing down much. Construction costs in hilly terrain can thus be significantly reduced. Even higher speeds are being tested in experimental railroad and magnetic levitation (MAGLEV) trains.
In the U.S. trucks have steadily increased their share of the freight transportation market, mostly at the expense of railroads, as shown in Table 82.1. They can usually provide more flexible, direct, and responsive service than railroads, but at higher unit cost. They are intermediate between rail and air transportation in both cost and service quality. With one driver required per truck, the labor productivity is much lower than for railroads, and there are strong economic incentives to maximize the load capacity for each driver. Hence, the tendency has been to increase the number, dimensions, and weights allowed for trailers in truck-trailer combinations, which requires increased vertical clearances (e.g., bridge overpasses), geometric standards for roads, and pavement costs. Various aspects of highway flow characteristics, design standards, and safety problems were presented in Chapters 7981. The main reference for highway design is the AASHTO manual [AASHTO, 1990]. For capacity, the main reference is the Transportation Research Board Highway Capacity Manual[TRB, 1985]. Extensive software packages have been developed for planning, capacity analysis, geometric design, and traffic control. Currently (1995), major research and development efforts are being devoted to exploiting advances in information technology to improve highway operations. The Intelligent Transportation Systems (ITS) program of the U.S. Department of Transportation includes, among other activities, an Advanced Traffic Management System (ATMS) program to greatly improve the control of vehicles through congested road networks, an Advanced Travelers Information System (ATIS) program to guide users through networks, and, most ambitiously, an Automated Highway System (AHS) program to replace human driving with hardware. Such automation, when it becomes feasible and safe, has the potential to drastically improve lane capacity at high speeds, by greatly reducing spacing between vehicles. Other potential benefits include reduced labor costs for trucks, buses, and taxis; higher and steadier speeds; improved routings through networks; remote self-parking vehicles; and use of vehicles by nondrivers such as children and handicapped persons. However, substantial technological, economical, and political problems will have to be surmounted.
scarce in urban areas and costly elsewhere. Shortage of road capacity results in severe congestion and delays. 2. Parking availability and cost. 3. Fuel consumption. Motor vehicles consume vast amounts of petroleum fuels. Most countries have to import such fuels and are vulnerable to price increases and supply interruptions. 4. Safety. The numbers of people killed and injured and the property damages in motor vehicle accidents are very significant. 5. Air quality. Motor vehicles are major contributors to air pollution. 6. Regional development patterns. Many planners consider the low-density "sprawl" resulting from motor vehicle dominance to be inefficient and inferior to the more concentrated development produced by mass transportation and railroads.
C = F LP
where
(82:5)
C = one-way capacity (passengers/hour) past a certain point F = service frequency (e.g., trains/hour)
transportation networks. Ports often compete strenuously with other ports and strive to have facilities that are at least equal to those of competitors. Since ports generate substantial employment and economic activities, they often receive financial and other support from governments. Geography limits the availability of inland waterways and the directness of ship paths across oceans. Major expensive canals (e.g., Suez, Panama, Kiel) have been built to provide shortcuts in shipping routes. These canals may be so valuable that ship dimensions are sometimes compromised (i.e., reduced) to fit through these canals. In some parts of the world (e.g., Baltic, North Sea, most U.S. coasts) the waters are too shallow for the largest ships in existence. Less efficient, smaller ships must be used there. The dredging of deeper access channels and ports can increase the allowable ship size, if the costs and environmental impacts are considered acceptable.
L = train length (cars/train) P = passenger capacity of cars (spaces/car) For rail transit lines where high capacity is needed in peak periods, C can reach 100000 passengers/hour (i.e., 40 trains/hour 10 cars/train 250 passenger spaces/car). There are few places in the world where such capacities are required. For a bus line the train length L would usually be 1.0. If no on-line stops are allowed, an exclusive bus lane also has a large capacity (e.g., 1000 buses/hour 90 passenger spaces/bus), but such demand levels for bus lanes have not been observed. The average wait time of passengers on a rail or bus line depends on the headway, which is the interval between successive buses or trains. This can be approximated by:
W = H=2 + var(H)=2H
where
(82:6)
W = average wait time (e.g., minutes) H = average headway (e.g., minutes) var(H) = variance of headway (e.g., minutes2)
It should be noted that the headway is the inverse of the service frequency. The number of vehicles N required to serve a route is:
N = RF L
(82:7)
where R = vehicle round trip time on route (e.g., hours). The effectiveness of a public transportation system depends on many factors, including demand distribution and density, network configuration, routing and scheduling of vehicles, fleet management, personnel management, pricing policies, and service reliability. Demand and economic viability of services also depend on how good and uncongested the road system is for automobile users. Engineers can choose from a great variety of options for propulsion, support, guidance and control, vehicle configurations, facility designs, construction methods, and operating concepts. New information and control technology can significantly improve public transportation systems. It will probably foster increased automation and a trend toward more personalized (i.e., taxilike) service rather than mass transportation.
St. Gotthard is a pass in the Central Alps connecting Switzerland and Italy, 2108 m above sea level. Road and railroad bridges and eventually the Gotthard tunnel greatly facilitate traffic between the Swiss canton Uri to the north and the canton of Ticino to the south. On a larger scale, these roads form the Central Traffic Route between Northern Europe and Italy. The roads and railroads to the north cut through the valley of the Reuss River, where the city of Wassen is situated. Over the St. Gotthard pass or through the St. Gotthard tunnel the roads and railroads finally reach, to the south, the Leventina valley with the Ticino River and the city of Faido. Near the latter city the depicted modern traffic bridge and the older railroad bridge are situated. (Photo courtesy of the Swiss National Tourist Office.)
Defining Terms
Capacity: The maximum flow rate that can be expected on a transportation facility. "Practical" capacity is sometimes limited by "acceptable" delay levels, utilization rates, and load factors. Circuity factor: Ratio of actual distance on network to shortest airline distance. Delay: Increase in service time due to congestion or service interruptions. Demand-responsive: A mode whose schedule or route is adjusted in the short term as demand varies, such as taxis, charter airlines, and "TRAMP" ships. Load factor: Fraction of available space or weight-carrying capability that is used. Lock: A structure with gates at both ends which is used to lift or lower ships or other vessels. Mode: A distinct form of transportation. Subsonic: Flying below the speed of sound (Mach 1), which is approximately 700 mph at cruising altitudes of approximately 33 000 ft. Utilization rate: Fraction of time that a vehicle, facility, or equipment unit is in productive use.
References
AASHTO (American Society of State Highway and Transportation Officials). 1990. A Policy on Geometric Design of Highways and Streets. Washington, DC. Brun, E. 1981. Port Engineering. Gulf Publishing Co., Houston. Hay, W. W. 1982. Railroad Engineering. John Wiley & Sons, New York. Hochstein, A. 1981. Waterways Science and Technology, Final Report DACW 72-79-C-0003. U.S. Army Corps of Engineers, August. Homburger, W. S. 1982. Transportation and Traffic Engineering Handbook. Prentice-Hall, Englewood Cliffs, NJ. Horonjeff, R. and McKelvey, F. 1994. Planning and Design of Airports. McGraw-Hill, New York. Morlok, E. K. 1976. Introduction to Transportation Engineering and Planning. McGraw-Hill, New York. TRB (Transportation Research Board). 1985. Highway Capacity Manual. Special Report 209. TRB, Washington, DC. Vuchic, V. 1981. Urban Public Transportation. Prentice-Hall, Englewood Cliffs, NJ. Wells, A. T. 1984. Air Transportation. Wadsworth Publishing Co., Belmont, CA. Wright, P. H. and Paquette, R. J. 1987. Highway Engineering. John Wiley & Sons, New York.
Further Information
The ITE Handbook [Homburger, 1992] and Morlok [1978] cover most transportation modes. Horonjeff and McKelvey [1994], Hay [1982], Wright and Paquette [1987], Brun [1981], and Vuchic [1981] are more specialized textbooks covering airports, railroads, highways, ports, and urban public transportation systems, respectively. Periodicals such as Aviation Week & Space Technology, Railway Age, Motor Ship, and Mass Transit cover recent developments in their subject areas.