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In 1974, Kent R. Morgan and John W. Dickey published an in-depth study of the travel characteristics of new town development ("<i>The Characteristics of New Town Travel: A Case Study of Reston, Virginia</i>"). Using Reston as a case study (and Vienna, Virginia, as a "control" post WWII suburb), the objective of the Morgan-Dickey research was "to determine if the transportation element of this satellite new community has, in fact, altered the travel patterns of its residents relative to the patterns exhibited in a more traditional suburban development." The intent of the present analysis is to determine if Reston has achieved the travel patterns anticipated by Morgan-Dickey, as well as by several proponents of new town development. A review of the literature and analysis of recent travel data suggests that while Reston has exhibited significantly lower automobile availability rates than Vienna, other measures of travel behavior ---- e.g. "internal" trips and trip generation rates --- are less conclusive, with Reston exhibiting only slightly more favorable (in terms of reduced travel) patterns than Vienna. In fact, the data indicates that Reston residents are less likely to carpool, take transit, bicycle, or walk to work than Vienna workers. The research suggests that Reston may not be the most appropriate model for evaluating new towns in general. The research further suggests that development external to Reston likely has a significant impact on the travel behavior of its residents. / Master of Urban and Regional Planning

Este trabalho visa propor um sistema consorciado para a manutenção da sinalização urbana em municípios de pequeno porte. A viabilidade do uso do consórcio foi verificada através da análise comparativa de custos e da carga operacional de uma central de atendimento para todas as cidades e da instalação de um centro de serviços em cada cidade. Um sistema de informações geográficas (TransCAD) foi usado para simular dois cenários: o serviço de manutenção a partir de uma central que atende todas as cidades versus um centro de atendimento em cada cidade. A viabilidade do uso do consórcio intermunicipal proposto é demonstrada através de um estudo de caso compreendendo 18 cidades na região central do estado de São Paulo. Os resultados finais mostram que os objetivos iniciais propostos foram alcançados. / The objective of this research was to propose the use, by small towns, of intercity consortia for the maintenance of traffic signs and road markings at urban intersections. The comparison was made in terms of total costs and operational load for a central service center, as opposed to the costs and operational loads of service centers located in each town. A geographical information system (TransCAD) was used to simulate two scenarios: maintenance services from a central location, serving all participating towns versus the use of a service center in each town. The feasibility of the proposed approach was demonstrated by a case study for 18 towns in the central region of the state of São Paulo. The final results prove that the initial objectives were achieved.

Este trabalho visa propor um sistema consorciado para a manutenção da sinalização urbana em municípios de pequeno porte. A viabilidade do uso do consórcio foi verificada através da análise comparativa de custos e da carga operacional de uma central de atendimento para todas as cidades e da instalação de um centro de serviços em cada cidade. Um sistema de informações geográficas (TransCAD) foi usado para simular dois cenários: o serviço de manutenção a partir de uma central que atende todas as cidades versus um centro de atendimento em cada cidade. A viabilidade do uso do consórcio intermunicipal proposto é demonstrada através de um estudo de caso compreendendo 18 cidades na região central do estado de São Paulo. Os resultados finais mostram que os objetivos iniciais propostos foram alcançados. / The objective of this research was to propose the use, by small towns, of intercity consortia for the maintenance of traffic signs and road markings at urban intersections. The comparison was made in terms of total costs and operational load for a central service center, as opposed to the costs and operational loads of service centers located in each town. A geographical information system (TransCAD) was used to simulate two scenarios: maintenance services from a central location, serving all participating towns versus the use of a service center in each town. The feasibility of the proposed approach was demonstrated by a case study for 18 towns in the central region of the state of São Paulo. The final results prove that the initial objectives were achieved.

High-speed passenger rail is seen by many in the U.S. transportation policy and planning communities as an ideal solution for fast, safe, and resource-efficient mobility in high-demand intercity corridors. To expand the body of knowledge for high-speed intercity passenger rail in the U.S., the overall goal of this dissertation was to better understand the demand for high-speed intercity passenger rail services in small- or medium-sized intermediate communities and improve planners' ability to estimate such demand through traveler surveys; specifically, the use of different experimental designs for stated preference questions and the use of images to describe hypothetical travel alternatives in traveler surveys. In pursuit of this goal, an Internet-based survey was distributed to residents of Waco and Temple, two communities located along the federally-designated South Central High-Speed Rail Corridor in Central Texas. A total of 1,160 surveys were obtained from residents of the two communities. Mixed logit travel mode choice models developed from the survey data revealed valuable findings that can inform demand estimates and the design of traveler surveys for high-speed intercity passenger rail planning activities. Based on the analysis presented in this dissertation, ridership estimates for new high-speed intercity passenger rail lines that are planned to serve intermediate communities should not assume that residents of these communities have similar characteristics and values. The d-efficient stated preference experimental design was found to provide a mode choice model with a better fit and greater significance on key policy variables than the adaptive design and therefore is recommended for use in future surveys. Finally, it is recommended that surveys should consider the use of images of proposed train services to aid respondent decision-making for stated preference questions, but only if the images used in the survey depict equipment that could be realistically deployed in the corridor.

Demand for intercity transportation has increased significantly in the past decades and is expected to continue to follow this trend in the future. In the meantime, concern about the environmental impact and potential climate change associated with this demand has grown, resulting in an increasing importance of climate impact considerations in the overarching issue of sustainability. This results in discussions on new regulations, policies and technologies to reduce transportation's climate impact. Policies may affect the demand for the different transportation modes through increased travel costs, increased market share of more fuel efficient vehicles, or even the introduction of new modes of transportation. However, the effect of policies and technologies on mobility, demand, fleet composition and the resulting climate impact remains highly uncertain due to the many interdependencies. This motivates the creation of a parametric modeling and simulation environment to explore a wide variety of policy and technology scenarios and assess the sustainability of transportation. In order to capture total transportation demand and the potential mode shifts, a multimodal approach is necessary. The complexity of the intercity transportation System-of-Systems calls for a hybrid Agent-Based Modeling and System Dynamics paradigm to better represent both micro-level and macro-level behaviors. Various techniques for combining these paradigms are explored and classified to serve as a hybrid modeling guide. A System Dynamics approach is developed, that integrates socio-economic factors, mode performance, aggregated demand and climate impact. It is used to explore different policy and technology scenarios, and better understand the dynamic behavior of the intercity transportation System-of-Systems. In order to generate the necessary data to create and validate the System Dynamics model, an Agent-Based model is used due to its capability to better capture the behavior of a collection of sentient entities. Equivalency of both models is ensured through a rigorous cross-calibration process. Through the use of fleet models, the fuel burn and life cycle emissions from different modes of transportation are quantified. The radiative forcing from the main gaseous and aerosol species is then obtained through radiative transfer calculations and regional variations are discussed. This new simulation environment called the environmental Ground and Air Mode Explorer (eGAME) is then used to explore different policy and technology scenarios and assess their effect on transportation demand, fleet efficiencies and the resulting climate impact. The results obtained with this integrated assessment tool aim to support a scenario-based decision making approach and provide insight into the future of the U.S. transportation system in a climate constrained environment.

The physical dimensions of a population change in the course of time. On the other hand, the physical dissimilarities among different population are much more significant and remarkable than time-dependent natural evolution process that affects all populations in the world. In this study, passenger seats of intercity coaches that are important industrial products for Turkey in terms of usage frequency and their prevalence were investigated from an ergonomic viewpoint. To achieve this aim, eight seat parts and their equivalent anthropometric variables were specified to gather their measures from four different intercity coaches: These coaches represent the normal and top segment in Turkish intercity coaches market in addition to being imported or not. After that, these seat measures are compared with two anthropometric studies in terms of the sufficient sample size to reflect the anthropometric data related to Turkish population and the inclusion of the specified variables that correspond to these parts. Finally, alternative dimensions were recommended for each seat part to be used in the design process of passenger seats. In conclusion, it was found that dimensions of all seats demonstrated no significant differences among each other in terms of belonging to middle or luxury segment coaches. Only for seat pan widths, all seats had higher values than the hip breadths of both anthropometric studies. Conversely, for other seat parts, the dimensions of almost all seats had lower values. All backrest heights were the lowest among the other parts based on the studies of Hertzberg et al and KayiS. It was observed that although all seats showed approximate values with specified seat parts of the directive of European Commission- 2001/85/EC- generally, all seat brands except Grammer had a lower value than the seat pan width mentioned in this regulation. It was also found important differences between the outcomes of two Turkish studies and the regulation of EC.

This thesis examines several nuanced issues, including equitable access, regarding long-distance intercity travel. In the United States, studies of transportation equity focus on affordable access to local destinations and basic services. The limited studies of long-distance intercity travel focus on observed demand, ignoring latent or unmet demand. Both quantitative and qualitative data are used to explore the differences between those who participate in long-distance travel and those with unmet need for it. This thesis found that the ability to participate in long-distance travel plays a role in one’s overall well-being. Undertaking long-distance trips facilitates access to opportunity for cultural and educational experiences, as well as the maintenance and creation of social capital, factors which were indicated by study participants. The first part of the thesis examines equity in access to long-distance travel between individuals by using data from a state-wide survey completed by 2,232 Vermonters for the Vermont Agency of Transportation in 2016. Five ordinal logistic regression models that approximate different levels of realized and unmet travel are used to understand how access to intercity travel differs by socioeconomic, geographic location, and household characteristics. A total of 22 percent of respondents indicated they had unmet demand at least once per year. Furthermore, there was a significant correlation between those who had unmet demand within Vermont and outside of Vermont, proxies for local and intercity travel, respectively. Income level, Internet access, and education level were found to be significant predictors of realized long-distance travel. Household size and composition, household vehicles, age, income, and self-reported urban residence were predictors of both unmet local and long-distance travel need. In addition, full-time employment was significant for local unmet need, while miles to the nearest metropolitan area was a significant predictor for longer travel needs. Models of actual travel were stronger than for unmet demand, indicating that other unmeasured predictor variables may be important, thus requiring qualitative exploration. The second part of the thesis consists of an in-depth examination using semi-structured interviews regarding intercity travel with 24 women living in Chittenden County, Vermont. In addition to the qualitative survey methods, data from a social network geography survey designed specifically for the study and an overall well-being survey were used. Interviews were coded by theme relating to travel type, barriers to travel, and impact on quality of life. A majority of participants felt long-distance travel was very important or essential to their well-being and they wished to increase the amount they did. Additionally, participants felt the need to meet with friends and family in-person, therefore necessitating long-distance travel to those who lived further away. There was also a discrepancy between the desire to meet with friends and family and how often the participants actually were able to do so. Those with higher incomes had less unmet long-distance travel need.

The main contents of this diploma thesis is apply inventions and ideas to create innovative design of maglev and show own creative activity and ability of object displacement from function sphere to sphere of aesthetic, ergonomy and serviceability.

The aim of this study was to develop a framework to model travel choice behavior in order to estimate intercity travel demand at nation-level in the United States. Nested and mixed logit models were developed to study national-level intercity transportation in the United States. A separate General Aviation airport choice model to estimates General Aviation person-trips and number of aircraft operations though more than 3000 airports was also developed. The combination of the General Aviation model and the logit models gives the capability to estimate a full spectrum of intercity travel demand in the United States. The logit models were calibrated using a nationwide revealed preference survey (1995 American Travel Survey). Separate models were developed for business and non-business trip purposes. An airport choice model is integrated into the mode choice model to estimate both the market share between any origin-destination pair and other modes of transportation, and the market share split between airports associated with the origin-destination pairs. The explanatory variables used in the utility functions of the models are travel time, travel cost, and traveler's household income. The logit models are used to estimate the market share of automobile and commercial air transportation between 3091 counties and 443 commercial service airports in the United States. The model was also used to estimate market share for on-demand air taxi services. Given an input county-to-county trip demand table, the models were used to estimate county-to-county travel demand by automobile and commercial airline between all counties and commercial service airports in the United States. The model has been integrated into a computer software framework called the Transportation Systems Analysis Model (TSAM) that estimates nationwide intercity travel demand in the United States. / Ph. D.