National Transportation Systems Research Articles

소프트웨어 기반 Loran-C 신호 처리

With GPS being the primary navigation system, Loran use is in steep decline. However, according to the final report of vulnerability assessment of the transportation infrastructure relying on the global positioning system prepared by the John A. Volpe National Transportation Systems Center, there are current attempts to enhance and re-popularize Loran as a GPS backup system through the characteristic of the ground based low frequency navigation system. To advance the Loran system such as Loran-C modernization and eLoran development, research is definitely needed in the field of Loran-C receiver signal processing as well as Loran-C signal design and the technology of a receiver. We have developed a set of Matlab tools, which implement a software Loran-C receiver that performs the receiver's position determination through the following procedure. The procedure consists of receiving the Loran-C signal, cycle selection, calculation of the TDOA and range, and receiver's position determination through the Least Square Method. We experiences the effect of an incorrect cycle selection and various error factors (ECD, ASF, sky wave, CRI, etc.) from the result of the Loran-C signal processing. It is apparent that researches which focus on the elimination and mitigation of various error factors need to be investigated on a software Loran-C receiver. These aspects will be explored in further work through the method such as PLL and Kalman filtering.

Railway corporate governance in a free-functioning freight transport market: a South African position

Defining the economic role of rail freight transport in the national transport system of South Africa should be one of the basic ingredients of both an economically rational transport policy and the effective functioning of Transnet Freight Rail. In the interest of the national economy and in its own commercial interest, Transnet Freight Rail must only specialise in those fields where it can provide services tailored to the needs of customers at prices which are competitive and defensible in terms of economic principles. The institutional framework governing Transnet Freight Rail’s operations should create an environment conducive to the management of its operations as a fully competitive and profit-oriented business by: fostering a competitive freight transport market; providing any required socio-economic rail services under special agreements; Transnet’s board of directors defining management objectives and granting real management autonomy to Transnet Freight Rail; and Transnet Freight Rail defining clear and adequate performance indicators for itself. On the basis of these conditions, this paper outlines a governance structure under which Transnet Freight Rail as a public corporation can operate within a climate of free and effective competition.

Development of a tool for modeling snowmobile and snowcoach noise in Yellowstone and Grand Teton National Parks

The National Park Service (NPS) develops winter use plans for Yellowstone and Grand Teton National Parks to help manage the use of Over-Snow Vehicles (OSVs), such as snowmobiles and snowcoaches. The use and management of OSVs in the parks is an issue because of potential environmental impacts and because of actions by environmental, recreational, and commercial groups. The U.S. Department of Transportation, Research and Innovative Technology Administration, John A. Volpe National Transportation Systems Center (the Volpe Center) supported the NPS by modeling the acoustical environment in the parks associated with potential modeling alternatives as well as current and historical conditions. The modeling considered a number of alternatives for inclusion in the NPS's winter use plans. These alternatives affect the type and number of OSVs that are allowed to operate in the parks and where they are allowed to travel. The acoustical modeling was performed by using the Federal Aviation Administration's (FAA) Integrated Noise Model (INM), adapted for use with OSVs. INM adaptation included the development of an over-ground sound propagation model to account for propagation over snow-covered terrain. The Volpe Center also developed a new OSV noise database, which defined OSV noise as a function of speed and source-to-receiver distance, based on previously published OSV acoustical studies and winter 2005-2006 measurements. Vehicle types modeled included two- and four-stroke snowmobiles as well as two- and four-track snowcoaches

Elgin/Franklin: What Could Have Been Done Differently?

This article, written by Assistant Technology Editor Karen Bybee, contains highlights of paper SPE 123681, ’Elgin/Franklin: What Could We Have Done Differently?,’ by Eric Festa, Total E&P UK, originally prepared for the 2009 SPE Offshore Europe Oil and Gas Conference and Exhibition, Aberdeen, 8-11 September. The paper has not been peer reviewed. At the time of project sanction in 1997, Elgin/Franklin was the largest high-pressure/high-temperature (HP/HT) development in the world. It required innovation across the full range of operator activities. Eight years after production began, it is fair to say that Elgin/Franklin has not only achieved the aims of the initial project, it has clearly surpassed them. With hindsight, using this experience, combined with a decade of further progress in technology, some Elgin/Franklin-development features could have been optimized further. Introduction The Elgin and Franklin gas/condensate fields were discovered in 1991 and 1986, respectively, in the Central Graben area of the North Sea. The reservoirs are 5500 m deep and present abnormally high pressures (1100 bar), extreme temperatures (200°C), and significant levels of carbon dioxide and hydrogen sulfide. Facilities consist of two wellhead platforms, one normally unattended (Franklin) and the other located over the Elgin field. Glenelg and West Franklin are two HP/HT discoveries made after the initial development of Elgin/Franklin that were put on production in 2006 and 2007, respectively. Initial Field Development Field-Development Plan—1997. The development was based on 12 wells (seven on Elgin, five on Franklin) and included the recovery of two predrilled appraisal wells. Provision was included for a second Elgin wellhead platform, also bridge connectable to the process-utilities and quarters (PUQ) platform, to be installed later if warranted. The project included the installation of a normally unmanned wellhead platform on the Franklin field, with Franklin production transferred to the Elgin permanently manned PUQ platform by means of a multiphase interfield pipeline system (Fig. 1). The total estimated cost for the project represented a large investment, especially in the low hydrocarbon-price environment prevailing at the time. The Elgin/Franklin project distinguished itself from other offshore installations in the UK continental shelf in that gas processing on the PUQ was designed to yield commercial-quality gas, satisfying both the Interconnector and National Transportation System specifications. On arrival at Elgin PUQ, the high temperature of the production demanded special cooling equipment. Titanium compact heat exchangers (CHEs) were selected because of their reduced weight compared to conventional shell and tube coolers.

Transport of core components and large contaminated objects in Sweden

Since 1985, SKB has operated a national sea transport system for transport of spent fuel and radioactive waste to the intermediate storage facility for spent fuel, Clab and the final repository for low and intermediate level waste, SFR in Sweden. During the last few years this system has also been used for transport of large contaminated objects, such as steam generators and reactor vessel lids. The transports have been performed from the Swedish nuclear power plants to Studsvik, an industrial installation specialised in decontamination, cutting, melting and conditioning of large radioactive components. Studsvik as well as all nuclear plants and storage facilities are located at the Swedish coast with their own harbours. This is why sea transport performed by the SKB sea transport system is preferred. Transports of core components are today performed with the sea transport system from the nuclear power plants to the Clab facility. Storage of core components at Clab is quite costly as it is primarily foreseen for storage of spent fuel. SKB, in cooperation with the Swedish nuclear power plants, is now developing a new concept for dry storage of core components at an existing underground storage facility, BFA, at the Oskarshamn Nuclear Power Plant. The paper will describe this new concept including design of a new type B cask for transport of the core components from the nuclear plants to this intermediate dry underground storage in Oskarshamn.

Seven myths of financial planning and baby boomer retirement

is a Research Scientist at the MIT AgeLab. Her research addresses the social aspects of aging, including questions about what an aging population will need to enhance and improve their quality of life and to enable older adults to live independently longer. Before coming to the MIT AgeLab, she was a research analyst at the Volpe National Transportation Systems Center, USDOT. Dr D ' Ambrosio earned her PhD from the University of Michigan, Ann Arbor, and her AB from Brown University. ABSTRACT Myths are tales that combine fact and fi ction. Commonly shared business myths help provide the foundation for underlying beliefs about what is important, what matters to the customer, and explain or justify business practices. While myths can be a means to structure information and knowledge, they can also be barrier to innovation in a changing market. The changing demographics in all industrialised markets and the coming retirement of the baby boom generation pose challenges to seven commonly accepted myths among fi nancial planners about who customers are, what they want and the most effective ways to deliver service value. This paper examines these widely held ' industry beliefs ' and suggests strategies that product developers and planners might consider to improve practice management and to grow new business in an ageing marketplace.

King County: A Case Study Model for Strategic Planning in College Aviation Learning

King County: A Case Study Model for Strategic Planning in College Aviation Learning

THE USING OF LOGISTIC TOOLS FOR EFFECTIVE USE OF THE TRANSIT POTENTIAL OF UKRAINE

Development of transit, logistics and containerization characterizes the state of the modern national transport system. Thus the development of one of directions, for example transit, has served by a stimulus to expansion of process of cargo containerization, and this, in its turn, has forced to think about building of container terminals. For this reason the problems of transit, logistics and containerization must be considered in a complex. In the article the attempt to select separate directions is done.

Prediction Method for Regional Logistics

Currently applied prediction methods of regional freight traffic and freight ton-kilometer forecasting were analyzed using typical Chinese regional goods transportation characteristics. The review of prediction methods showes that practical planning experts tend to apply the traditional methods which are easier to implement. The comparison also demonstrates that a combination of traditional methods is more effective than the simple models for practical planning. Research using the statistical data for the Yangtze Delta, Pearl River Delta, and Bohai Rim areas shows that ignoring differences between transport modes impacts the prediction accuracy. The four main transport modes suit different methods. The results show that the power model is better for railways, and the linear model is better for highways and waterways. Thus a combined model gives better results for all modes. The results for regional systems can be generalized to national transportation systems.

4.4.1 A System‐of‐Systems Framework for the Future Hydrogen‐Based Transportation Economy

AbstractToday, almost 60% of the petroleum consumed in the United States is imported. The nation's current transportation system of systems (SoS) relies almost exclusively on refined petroleum products, accounting for over two‐thirds of the oil used in the United States each day. As a nation, we must work to reduce our dependence on foreign sources of oil in a manner that is affordable, ensures national energy security, and preserves environmental quality. In the long term, a potential solution to the nation's transportation energy problems is an operational hydrogen‐based transportation economy. Transitioning to any alternative transportation fuel on a national scale will require the creation of a robust and cost‐effective system of systems that operates in concert with the dynamics of today's mature and highly‐networked transportation infrastructure. Using a supply‐chain point of view to trace the flow of transportation fuels through the necessary SoS, this paper addresses the current petroleum‐based economy for transportation, the U.S. Department of Energy's (DOE's) vision for a future hydrogen‐based transportation economy, and the significant challenges associated with such a massive market and infrastructure transformation.

Competitiveness problems of the national transportation system

Systemic problems of Russian transportation, which hinder its development and competitiveness growth are analyzed. The dynamics of key indicators is considered by individual transportation modes as well as territorial differences in the adequacy level of transportation infrastructure, problems connected with the explosive growth in the rate of car ownership, and the utilization of transit potential. The focus of attention is mainly on the competitiveness of railroad transport. Long-term strategies of railroad development are described.

Air Travel Consumer Protection

The raison d'être for the national air transportation system (ATS) is the movement of passengers and cargo. Thus, passenger trip time performance is positively correlated with passenger satisfaction, airfare elasticity, and airline profits. Regulatory consumer information available to airline passengers provides measures of trip performance by using the percentage of on-time flights or on-time percentage (OTP) (e.g., 15-OTP metric). Researchers have shown that these flight-based metrics are poor proxies for passenger trip time performance. First, these metrics do not include the trip delays accrued by passengers rebooked because of canceled flights (which account for 40% of the overall passenger trip delays). Second, the metrics do not quantify the magnitude of the delay (only the likelihood) and thus fail to provide the consumer with a useful assessment of the impact of a delay (such as missed connections on next mode of transportation). A new consumer protection metric, expected value of passenger trip delay (EV-PTD), is described; it accounts for (a) canceled flights and (b) both the probability of delay and the magnitude of the delay. The EV-PTD for all 1,030 routes between 35 Operational Evolution Plan airports in 2005 ranged from 11.5 min (best) to 155 min (worst). The average route EV-PTD was 35 min. By treating passenger trip delay as a random variable it can be shown that the transportation process is not a fair game and that passengers and service providers (e.g., airlines, air traffic control, airports) cannot beat the system until the variance is significantly reduced. The implications of these results and the use of the EV-PTD metric by consumers for purchasing tickets and for consumer protection are discussed.

Transportation Planning and Infrastructure Delivery in Major Cities and Megacities

The number of major cities and megacities is increasing globally. How the distinctive opportunities and risks of major cities and megacities are managed will either erode or enhance the quality of life for their communities. Whereas only one megacity existed in 1950, more than 20 megacities currently exist–and ongoing urbanization inevitably will ensure that several major cities achieve megacity status. The megaregion is increasingly important in infrastructure development that not only solves existing metropolitan problems in a transient manner but proactively recognizes and capitalizes on supraregional opportunities to create sustainable alternatives. Transportation planning and infrastructure delivery are recast in this context, with recognition of the specific changes necessary to support the emerging urban form of megacities and megaregions. Specifically, the scope of the long-range transportation planning framework, infrastructure performance reporting practices, and public-private partnerships (PPPs) is examined in relation to providing adequate transportation infrastructure for megacities. For supraregional planning that involves multiple states and a cohesive vision and standards for the national transportation system, findings indicate that sustainable solutions may involve extending geographic and temporal frames of reference for long-range planning and expanding performance measures to capture appropriate planning inputs that evaluate planning effectiveness according to desired outcomes, a public-sector commitment to involve the private sector in infrastructure delivery, and federal and state leadership to pass laws that create a PPP-enabling environment.

Traffic Control Devices and Barrier Systems at Grade Crossings: Literature Review

Accidents at grade crossings are a significant concern to the railroad industry, and a large proportion of these accidents are the result of driver error. To understand drivers' decisions and actions, FRA sponsored the Volpe National Transportation Systems Center in the conduct of a literature review of research from 1990 to 2006 examining driver behavior at grade crossings. This review is intended to update the 1990 report Driver Behavior at Rail-Highway Crossings and to provide input for developing countermeasures to discourage dangerous driving behavior. This paper summarizes a small portion of the problem and presents findings from the review addressing the design and effectiveness of grade crossing traffic control devices and barrier systems. Although drivers generally understand that a grade crossing is nearby upon seeing one of five warning devices (crossbuck, advance warning sign, pavement markings, flashing light signals, and automatic gates), the precise meaning of the devices and the driver action required may not be well discriminated. This paper addresses the design of signs and presents the results of evaluations examining driver detection, comprehension, and compliance with current and proposed warning sign systems; discusses a way to improve the design of pavement markings; examines the causes for noncompliance at active crossings and considers ways to improve compliance by introducing barrier systems and by improving warning device credibility; and makes recommendations for practitioners and suggestions for additional research.

Protecting the global positioning system

A report published by the Volpe National Transportation Systems Center titled "Vulnerability Assessment of the Transportation Infrastructure Relying on the Global Positioning System" (29 August 2001) states that the civil transportation infrastructure, seeking the increased efficiency made possible by GPS, is developing a reliance on GPS that could lead to serious consequences if the service is disrupted, and the applications are not prepared with mitigating equipment and operational procedures. The findings of the Volpe report suggest, among other things, that systems and procedures to monitor, report, and locate unintentional interference should be implemented or utilized in any application for which loss of GPS is not tolerable. This paper discussed the use of the GPS anomaly monitoring equipment suite (GAMES) to detect and report anomalies in GPS. The paper also discussed systems performance via test results and demonstrated how GAMES could be used for critical infrastructure protection. Data is presented to show the different anomalies that could occur as well as demonstrating how GAMES would handle such anomalies. GAMES give the user a real-time report on how accurate GPS is, and by using the GPS interference and navigation tool (GIANT) the user can predict the accuracy and effectiveness of GPS in the near future. The combination of these tools creates a "system" that can be used to monitor and evaluate the GPS environment and determine impacts on GPS-aided applications. Taking the application one step further, General Dynamics has developed the GPS interference location system (GELS) that ties directly to GAMES. When GAMES detects an anomaly, GILS begins to search for the interference(s) source and passes the collected data to the Web server where the location is computed and reported. This sensor will be described and test results will be presented to demonstrate the applicability and use for commercial as well as military use. By implementing GAMES, GILS, and GIANT, the question behind GPS reliability is a thing of the past, which will allow for increased use and reliance upon GPS. The knowledge gained from the development and application of these tools is one of the fundamental building blocks for this effort. This project developed a proof-of-concept that quantified the capability realized from being able to both detect and locate sources of interference during a GPS anomaly or interference event. This includes determining the benefits of interference identification for a variety of critical civil applications, and providing insights to help mitigate potential adverse impacts. The technical approaches undertaken are outlined, results-to-date presented, and recommendations discussed on how to take this project from proof-of-concept to fielded system.

Sleep Deprivation Recognized As Public-Safety Issue

Sleep Deprivation Recognized As Public-Safety Issue

Sparking the Globalized Trade and Transportation Connection

Over the past few decades, the U.S. government and private industry have actively worked to promote global trade. However, sufficient attention has not been paid to updating and improving the corresponding national transportation assets required to take full advantage of the economic opportunities in today's dynamic world market. This paper reviews the growth trends in international trade, including major shifts in the sourcing and distribution of U.S. goods from overwhelmingly domestic systems to increasingly global ones. It highlights the great stresses that these changes in freight movement place on all transport modes, especially those at international gateways, where the modes interface. The paper then examines several structural, conceptual, and funding barriers that the American private and public sectors face in framing an effective response. These transportation and trade conditions are aptly called “wicked problems,” complex problems that sow confusion and fragmentation wherever they arise. The fragmentation that wicked problems create is best faced by increased dialogue and collaboration among key stakeholders. The recommendations for dealing with the critical issues raised here stress the need for better data, the creation of common and compelling overarching goals, and an industry-wide commitment to building, educating, and motivating leadership. Three specific recommendations suggest ways that joint public and private cooperation can move the United States forward in transportation policy and practice: develop a national transportation policy framework, prepare an action plan, and set priorities to direct the needed resources and employ the best talent to move the nation's transportation systems from their lagging 20th-century position to a renewed leadership position for the 21st century.

After September 11, 2001: How Transit Agencies Prepare for the Threat of Terrorism

On September 11, 2001 (9/11), terrorists turned commercial aircraft into missiles and directed them toward high-rise and federal buildings, striking the World Trade Center and the Pentagon. After this tragic event, Congress's attention was naturally focused on airport security, and for good reason: the attacks happened via the aviation system. Yet an equivalent amount of attention was not given to the nation's public transportation system. To address this issue, the FTA, an organization within the U.S. Department of Transportation, began an ambitious five-part security initiative to improve the security of America's public transportation systems and assist their oversight agencies in addressing these new threats. The objectives of this paper are to reveal the vulnerability of America's transit system, identify typical pre-9/11 security planning, and show how the terrorist attacks that occurred on 9/11 have changed the way in which government and transit agencies address security concerns. An analysis of p...

After September 11, 2001

On September 11, 2001 (9/11), terrorists turned commercial aircraft into missiles and directed them toward high-rise and federal buildings, striking the World Trade Center and the Pentagon. After this tragic event, Congress's attention was naturally focused on airport security, and for good reason: the attacks happened via the aviation system. Yet an equivalent amount of attention was not given to the nation's public transportation system. To address this issue, the FTA, an organization within the U.S. Department of Transportation, began an ambitious five-part security initiative to improve the security of America's public transportation systems and assist their oversight agencies in addressing these new threats. The objectives of this paper are to reveal the vulnerability of America's transit system, identify typical pre–9/11 security planning, and show how the terrorist attacks that occurred on 9/11 have changed the way in which government and transit agencies address security concerns. An analysis of post–9/11 security measures adopted by the FTA; New York City Transit, New York; Washington Metropolitan Area Transit Authority, D.C.; and the San Francisco Bay Area Rapid Transit, California, is provided. A case study of the Tri-County Metropolitan Transportation District of Oregon is included to reveal how this agency in particular has responded to the threats that public transportation agencies face.

Customers' Reactions to the Introduction of High-Speed Rail Service

Korean Train Express (KTX) of South Korea introduced high-speed commercial rail service on April 1, 2004. It currently has two lines covering 661.1 km (413.2 mi), and its trains achieve speeds of 300 km/h (186 mph). KTX's offering represents the first phase of a scheduled two-phase introduction due to be completed in 2010. This paper documents the service changes of external transportation operators during the first 3 months of KTX operation and details the initial reactions of KTX customers. KTX reduced rail travel time between major cities by almost half. By offering 128 daily services, it increased seat supply by 33% among the major cities and increased revenue by nearly 100% for the Seoul–Busan line, as compared with the same April–June period the previous year. KTX achieved one million passengers in 14 days and 10 million passengers in 142 days of operation. Although these numbers are significant, they represent only about half the demand forecasted. Three major causes of this discrepancy are an inability to provide fully implemented KTX services, low Korean economic activity, and a degraded level of service on conventional passenger rail systems. The expected service level of passengers and the initial marketing strategies used appear to have negatively affected the successful introduction of KTX. However, demand trends show continued increases after the initial response. As a whole, KTX strengthened the viability of Korean rail travel and is expected to contribute to the building of a more balanced national transportation system.