Both the process of designing better plans and the process of evaluating plans depend heavily on a detailed understanding of the interrelationships among urban activities. This thesis explores the relationship between some of the characteristics of urban areas and their air passenger generation. The research methodology consists of a review of the literature on air passenger generation. Secondly, data from thirty-nine Canadian cities are used for empirical analysis. Factor analysis, grouping analysis and multiple regression techniques are employed. The results explain that, in general, the factor of urbanization plays an important role in determining air passenger generation from urban areas. Also, for some cities, the trade and service functions discourage air passenger generation to some extent. Moreover, this study suggests that available techniques of analysis can be used successfully, to improve upon those which are commonly used in developing predictive equations for air passenger generation. It is evident from the models developed in this study that, for a group of cities, the more they are similar in their characteristics, the better is the predictive equation. Finally, the implications and limitations of this study have been discussed along with the suggestions for further research. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

The objective of this thesis is to provide a comprehensive management tool that will aid in policy formulation and evaluation of Air Canada's Passenger Check-in System. The tool is a computer simulation model that was verified to ensure that representative information could be derived from the model concerning the state of the real system. The model can be used to determine the effects of a given policy or passenger arrival composition on the three performance objectives of the system; namely, the utilization of the baggage and ticket facilities, a minimum passenger waiting time in the system, and the checking-in of passengers in accordance with procedural policy. The simulation model describes the state of the system and subsequent assessment of the effect of a policy on the objectives with their statistics: 1. the average utilization of the facilities, 2. the percentage of passengers exceeding two and a half minutes in any one queue, 3. the average transit time per passenger (summation of delay times in the system). An analysis utilizing the simulation model was undertaken in three areas of policy management. They are: To determine the implications of the behaviour of the Passenger Check-in System on policy formulation. 2. To determine the facility policy that should be implemented in order to achieve the present service policy as well as the maximum capacity of the system. 3. To formulate alternative operating policies and test for viability prior to implementation of the policy. The results of the analysis were as follows: 1. The service policy that a minimum of 15% of the Revenue passengers be allowed to exceed 2.5 minutes of waiting time has been formulated correctly. 2. The nature of the system is such that greater utilization of facilities will not be achieved by a nominal increase in the allowable percentage of passengers exceeding 2.5 minutes. 3. The facility policy and associated methodology has been formulated so that the objectives of the system will be attained. A. The maximum capacity of the system occurs when the arrival rate is in excess of 200 passengers per 15 minute period. 5. The use of a single queue at the Revenue ticket counter will ensure greater attainment of the system objectives than the use of multiple queues. 6. The combining of the baggage and ticket operations at one counter is a viable alternative in the present system. / Business, Sauder School of / Graduate

North American cities are becoming increasingly difficult to live in and to work in largely because they are difficult to move around in. For many cities vehicle congestion has reached a saturation level for streets and highways thus creating the problem of traffic congestion. This problem is universally understood to be the urban transportation problem. The transportation problem is largely a result of the growing concentration of population and economic activities within a small central area of land. Growth of population combined with rising incomes and increasing car ownership rates are continually increasing passenger and freight movement. With the increase of motor vehicles and vehicle usage the street system has proven inadequate to meet the increased demands for movement placed upon it. This inadequacy is particularly evident in the central urban areas during two relatively short periods of the day. These periods of peak traffic demand are a function of the journey to work. They occur twice in the typical day, the first being in the morning, the second occurring in the late afternoon. At other times during the day and night the street system, under normal conditions, is capable of handling the traffic demand. Thus there appears a need to bridge the growing gap between the demand for and supply of street facilities at peak hours. The basic approaches to the problem of bringing the demand for and supply of street facilities to a state of equilibrium are: to provide additional lanes of new or improved facilities to meet the traffic demands; to design developing areas on the basis of transportation demands and supply being in a state of equilibrium or to re-assign traffic to existing street facilities in accordance with the capacity of these facilities. The last method can be accomplished by staggering working hours. The purpose of this thesis is to demonstrate the hypothesis: that by the staggering of working hours in the central business district, the peak congestion problem can be relieved. The study demonstrates the effect of staggering hours, in quantitative terms, on a particular transportation facility, the First Narrows Bridge, Vancouver, British Columbia. The technique of staggering hours, in this study, is used to limit the volume of traffic by modifying the demand upon the system. This is accomplished by breaking the total demand into smaller demand segments, by giving each segment a different deadline. This method can in effect equate the demand with the supply over a given period of time. By this method the number of vehicles arriving at the entrance to an area of restricted capacity can be equated to the supply or capacity. By applying this method to the case study it is possible to demonstrate the effects of staggering in eliminating peak period congestion delay time due to the limited capacity of a facility. Also determinable is the extent that traffic loads need be distributed over a period of time and how much time would be needed to effect economies in the level of service. To minimize the disruption of the staggering of working hours, the C.B.D. was divided into four control areas or zones based on dominant function. The starting times of the functional zones or control areas are arranged in a work starting order so as to minimize functional disruption. It is concluded from the illustration of the case study that some relief of congestion is possible through the staggering of working hours; and that this method is one contribution to improving the ability of the individual motorist to travel more economically and possibly at a more rapid rate. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

This thesis concerns a survey of inter-regional or inter-urban commercial truck traffic at weigh scales in B.C. and how parts of the information collected can be used to calibrate a gravity model of the type proposed by the Federal Highways Administration (U. S. A.). The results of the calibration of both the 27 and 31 node models are compared with previous, calibration efforts In an intra-urban context. There is a relatively detailed presentation of the design and completion of this type of survey. Also, the role of the gravity model of trip distribution in the planning process is explained. A new method of determining the inter-zonal impedance is used. This impedance is based on trip cost and takes into account such things as type of terrain (level, rolling, mountainous). The results indicate that the calibration was successful. The use of the gravity model of trip distribution would appear to be an appropriate technique in the analysis of inter-urban commercial truck traffic. / Applied Science, Faculty of / Civil Engineering, Department of / Graduate

In recent years, the United States has witnessed a vast expansion of its internal highway system. Concurrently the number of vehicles has increased as has the average yearly milage per vehicle. Unfortunately, along with increased vehicle use there has been an alarming increase in annual loss of life and property due to traffic accidents. Statistics verify that the modem freeway systems greatly reduce dangerous head on collisions but the rate of accidents due to collisions with fixed objects in or near the roadway has increased almost 50 percent in the past thirty years.^1 In 1966, about 13>300 deaths were attributed to such fixed 2 object collisions.^2 This is over 20 percent of the total traffic death toll that year.

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