This study analyzes the impact of the 1980 Staggers Rail Act (SRA) on Pacific Northwest (Oregon, Washington, Idaho and Montana) wheat transportation. A minimum cost uncapacitated transshipment network flow model is employed to simulate the origination and destination pattern of grain flows before (1977) and after (1985) the SRA. The grain transportation flow for those two years is compared and analyzed as a basis for measuring the impact of rail deregulation. The Transportation Simplex Algorithm is used to find the optimum (minimal cost) wheat transportation flow for the two time periods. Four modes of transportation—truck, barge, rail, and ocean carriers—are used to link a sample of inland grain elevators (source), barge terminals (transshipment), PNW ports on the Lower Columbia River and Puget Sound (transshipment), and foreign countries (sink). The empirical results indicate that the SRA has had a significant impact on modal distribution, overall transportation costs, and rate competition. Under the assumption of perfect information and profit maximizing behavior, and considering both single car and multicar rates, two-thirds of the total PNW wheat traffic should have moved by rail in 1985. This represents a significant increase compared to 1977, when this percentage was estimated at only 46.43 percent. This increase in rail modal share has come at the expense of truck-barge shipments. The truck-barge share of wheat transportation declined from 47.53 percent in 1977 to 25.66 percent in 1985. Most of this increase in rail shipment is the result of lower shipping costs offered through multicar rates. If only single car rail rates are considered in 1985, the rail market share is only 25.66 percent; while truckbarge market share is 66.60 percent. The volume of wheat exported through the Lower Columbia River ports and Puget Sound appears not to have been affected by the SRA. Overall wheat transportation cost decreased significantly over this time interval. In nominal terms, it cost an average of 5.32 percent less in 1985 than in 1977 to transport a metric ton of PNW wheat to the port terminals on the west coast. When adjusted for inflation, average wheat transportation cost decreased around 44 percent. Sensitivity analysis showed that the wheat transportation market in the PNW has been very competitive since 1977 with some apparent changes in market behavior. First, railroads had a greater ability in 1985 than in 1977, to capture wheat traffic from truck-barge by lowering rates. When rail rates are reduced by one percent, rail traffic increases 7.93 percent in the 1985 model and only 2.40 percent in the 1977 model. Rail rate increases, on the other hand, lead to higher traffic losses in 1977 than in 1985. For an increase of one percent in rail rates, rail traffic decreased 10.21 percent in 1977, and only 4.76 percent in 1985. The conclusion of this study is that there has been a significant diversion of wheat traffic from truck-barge to rail, during the period of rail deregulation. Overall transportation costs have also decreased, and the railroads ability to capture wheat traffic by reducing rates has been enhanced. It is concluded that the impact of the SRA on PNW wheat transportation is due largely to the introduction of multicar rates by the railroads serving the region. The implications of these findings are that railroad deregulation has provided many of the benefits expected by this legislation. Shippers are favored by the SRA because they are paying lower transportation costs. Railroads have benefited, to the extent that their market share has increased. Barge companies, however, have been adversely influenced by the SRA because they have lost their modal share of wheat traffic to railroads. Shippers, while benefiting from lower rates, seems now more vulnerable to the potential for future rail rate increases. / Graduation date: 1987

published_or_final_version / Urban Planning / Master / Master of Science in Urban Planning

Typescript. / Digitized by Kansas Correctional Industries

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Purpose - Transport is a common constant variable found in just about every aspect of our lives as well as commercial activities; this is so because transport enables accessibility to people, places and goods. The effective management of public passenger transport operations is a more complex and all-embracing concept than what it may appear at first glance. Wider dispersed work place locations and urban sprawl is on the rise driven by among other factors the increased rate of globalisation. A unique opportunity is then presented in a developing country like South Africa for effective planning and management of public passenger bus operations. In the main, the purpose of this case study research was to develop a more sustainable public passenger transport bus operation to better connect people, places and goods. The organisation that will be studied is Blunden Coach Tours a luxury and semi-lux coach Tour operator, operating from the Nelson Mandela Bay. Design / Methodology / Approach – This study employed the case study research approach which was based on the qualitative research paradigm as such allowed for in-depth description and analysis of the case as well as related phenomena in real world context. The researcher focused only on the public passenger bus transport operations in Nelson Mandela Bay thus assuming a single context focus with a single case namely the development of a more sustainable public passenger transport operations in Nelson Mandela Bay. An embedded multiple unit of analysis strategy was employed selecting a sample of key persons responsible for strategic operational areas at Blunden Coach tours, sub-contractors and suppliers. The case study employed an in-depth probing interview process in an effort to better comprehend occurrences within the actual context of the events observed. The secondary sources of information gathered were used to structure and backup the interview questions. Practical implications – The case study enabled thought provoking insight which by virtue of South Africa’s historical socio-economic landscape offered an unusual perspective of the South African bus transport scene with a particular focus on environmental, regulatory and socio-economic sustainability considerations. A limitation to the study – The lack of responses to the interview questions from some of the key role players in the bus industry who were contacted as well as some of the respondents interviewed. The lack of responses to some of the interview questions could be perceived as a limitation to validating the Summary drawn from the study.

published_or_final_version / Urban Design / Master / Master of Urban Design

Bibliography: pages 196-213. / This thesis treats the role of the jitney in urban transportation from an economic perspective. The method of enquiry begins with a theory review including a description of the jitney, the distinction between passenger and operator costs, economies of scale and scope, market structure, and an allocatively efficient pricing rule for the jitney industry. It is asserted that in an unregulated urban transportation market a socially efficient pricing structure arises, which reconciles both user and producer costs. A discussion of the rise and decline of the jitney industry in Cape Town from 1924 to 1931 and industry developments in the 1970's and 1980's places this exposition within an historic context. Policy implications of the aforegoing analysis are suggested with respect to the potential role to be played by the jitney in urban public transport. Based on this approach, an alternative consideration of the competition between the jitney and conventional transport methods is proposed.

The objective of this study is to set a methodology for the economic evaluation of high speed ground transportation systems. The main objective of this study is to establish a systematic framework, in order that planners can quickly understand and analyze the implications that different policies have on the life-cycle of the transportation system. The methodology is adaptable for different modes and also for different locations at which similar systems could be implemented. The mode under consideration here is that of Magnetically levitated vehicles and the study area is the Northeast corridor of the United States. The economic evaluation is based on a Systems Dynamics simulation model. The model incorporates socioeconomic parameters, trip generation, mode split, traffic engineering, economic parameters and elements of mass transportation. The interactions within these subsystems and between them are studied through various policy analysis which were conducted. The range of policy covers socioeconomic parameters, traffic strategies and economic parameters. Life cycle costs and revenues are the key performance indicators. Parameters such as elasticity values were assumed based on previous studies conducted in other locations. Revenues from fares is the only benefit considered for implementation of the new transportation system. The model has been developed so that it can be expanded so as to include various other benefits from maglev implementation. The model is highly flexible and can be used for a wide range of policy analysis. With regard to magnetic levitated transportation system it was found to be an economically feasible transportation alternative to solve the problems facing high speed inter-city travel. The life cycle costs of such a venture were found to be highly sensitive to the cost of power and the elasticity values associated with the trip generation model. / Master of Science

Made available in DSpace on 2014-06-11T19:33:20Z (GMT). No. of bitstreams: 0 Previous issue date: 2013-10-12Bitstream added on 2014-06-13T20:44:43Z : No. of bitstreams: 1 000735236.pdf: 18914006 bytes, checksum: 1f0aaabbff4fe1ff57f65641879c8010 (MD5) / Fundação de Amparo à Pesquisa do Estado de São Paulo (FAPESP) / Após a década de 1950, com o advento das rodovias e o declínio das atividades ferroviárias no estado de São Paulo, muitas indústrias fecharam suas portas ou mudaram-se da capital para a região metropolitana ou para o interior do estado, acompanhando as rodovias. Os galpões, imóveis e adjacências da ferrovia, antes movimentada pela economia cafeeira, e depois pela economia industrial, não mais serviam, e o entorno ferroviário começou a ser tomado por um conjunto de áreas ociosas, hoje em estado de subutilização e degradação. Este processo pode ser identificado nos bairros de passado fabril na cidade de São Paulo, como por exemplo, os bairros Mooca, Vila Prudente e Ipiranga, onde grande parte de suas áreas estão nas adjacências da linha férrea, formando áreas aqui denominadas brownfields ferroviários. Este trabalho analisou estas áreas com o uso de geotecnologias a fim de subsidiar diretrizes inseridas nas políticas públicas de grandes cidades como São Paulo. A identificação espacial dos brownfields ferroviários, atualmente, e o entendimento do seu papel atual na cidade mostrou-se muito importante para a implantação de projetos de refuncionalização. Para tanto, foram utilizados métodos envolvendo geoprocessamento com banco de dados espacial para a identificação dos brownfields ferroviários no decorrer das últimas décadas. A comparação das fotografias aéreas da década de 1970 com imagens orbitais mais recentes, de 2009, possibilitaram visualizar a transformação da paisagem ferroviária. Assim como, as imagens orbitais de alta resolução possibilitaram a identificação dos brownfields ferroviários à medida que foram atribuídas os procedimentos adequados, incluindo coleta de dados, técnicas de classificação digital automática e trabalhos de campo. O uso das geotecnologias direcionadas a projetos de refuncionalização dos brownfields ferroviários apresentou-se como um importante aliado na... / After 1950 decade, with the advent of the highways and the decline of the railways in the State of São Paulo, many industries closed its doors or moved from the capital to the metropolitan region or to the inner region of the State, following the highways. The warehouses, real estate and adjacencies of the railroad, formerly busy due to the coffee economy and later because of the industrial economy, were no longer useful, and the vicinities of the railroad started to be taken by a set of idle areas, today in degradation or underused state. This process can be identified in the districts with an industrial past in the city of São Paulo as, for example, the districts of Mooca, Vila Prudente and Ipiranga, where there are large regions in the vicinity of the railroad, forming areas here denominated railway brownfields. This work analyzed these areas using geotechnology, aiming to subsidize guidelines inserted in public policies of big cities as São Paulo. The spatial identification of the railway brownfields and the understanding of its actual role in the city revealed itself very important to the implementation of refunctionalization projects. To fulfill this, methods involving geoprocessing with spatial data bank of the railway brownfields throughout last decades were used. The comparison between the aerial photographs of the 1970 decade with more recent ones of 2009, turned possible to visualize the transformation of the railway landscape. The high resolution orbital images allowed the identification of the railway brownfields to the extent that the proper procedures were applied, including data gathering, automated technical classification techniques and field work. The use of geotechnologies applied to projects of railway brownfields refunctionalization presented as an important ally to the implementations plans in actual degraded railway areas, showing that obscure points from the railway borders may have basis to become dynamic...

Orientador: Magda Adelaide Lombardo / Banca: Andréia Medinilha Pancher / Banca: Maria Isabel C. de Freitas / Banca: Amanda Ramalho Vasques / Banca: Ailton Luchiari / Resumo: Após a década de 1950, com o advento das rodovias e o declínio das atividades ferroviárias no estado de São Paulo, muitas indústrias fecharam suas portas ou mudaram-se da capital para a região metropolitana ou para o interior do estado, acompanhando as rodovias. Os galpões, imóveis e adjacências da ferrovia, antes movimentada pela economia cafeeira, e depois pela economia industrial, não mais serviam, e o entorno ferroviário começou a ser tomado por um conjunto de áreas ociosas, hoje em estado de subutilização e degradação. Este processo pode ser identificado nos bairros de passado fabril na cidade de São Paulo, como por exemplo, os bairros Mooca, Vila Prudente e Ipiranga, onde grande parte de suas áreas estão nas adjacências da linha férrea, formando áreas aqui denominadas brownfields ferroviários. Este trabalho analisou estas áreas com o uso de geotecnologias a fim de subsidiar diretrizes inseridas nas políticas públicas de grandes cidades como São Paulo. A identificação espacial dos brownfields ferroviários, atualmente, e o entendimento do seu papel atual na cidade mostrou-se muito importante para a implantação de projetos de refuncionalização. Para tanto, foram utilizados métodos envolvendo geoprocessamento com banco de dados espacial para a identificação dos brownfields ferroviários no decorrer das últimas décadas. A comparação das fotografias aéreas da década de 1970 com imagens orbitais mais recentes, de 2009, possibilitaram visualizar a transformação da paisagem ferroviária. Assim como, as imagens orbitais de alta resolução possibilitaram a identificação dos brownfields ferroviários à medida que foram atribuídas os procedimentos adequados, incluindo coleta de dados, técnicas de classificação digital automática e trabalhos de campo. O uso das geotecnologias direcionadas a projetos de refuncionalização dos brownfields ferroviários apresentou-se como um importante aliado na... / Abstract: After 1950 decade, with the advent of the highways and the decline of the railways in the State of São Paulo, many industries closed its doors or moved from the capital to the metropolitan region or to the inner region of the State, following the highways. The warehouses, real estate and adjacencies of the railroad, formerly busy due to the coffee economy and later because of the industrial economy, were no longer useful, and the vicinities of the railroad started to be taken by a set of idle areas, today in degradation or underused state. This process can be identified in the districts with an industrial past in the city of São Paulo as, for example, the districts of Mooca, Vila Prudente and Ipiranga, where there are large regions in the vicinity of the railroad, forming areas here denominated railway brownfields. This work analyzed these areas using geotechnology, aiming to subsidize guidelines inserted in public policies of big cities as São Paulo. The spatial identification of the railway brownfields and the understanding of its actual role in the city revealed itself very important to the implementation of refunctionalization projects. To fulfill this, methods involving geoprocessing with spatial data bank of the railway brownfields throughout last decades were used. The comparison between the aerial photographs of the 1970 decade with more recent ones of 2009, turned possible to visualize the transformation of the railway landscape. The high resolution orbital images allowed the identification of the railway brownfields to the extent that the proper procedures were applied, including data gathering, automated technical classification techniques and field work. The use of geotechnologies applied to projects of railway brownfields refunctionalization presented as an important ally to the implementations plans in actual degraded railway areas, showing that obscure points from the railway borders may have basis to become dynamic... / Doutor