The purpose of this research was to investigate the feasibility of a passenger rail service operating on a current rail line in Canterbury, known as the Main North Line, which connects the Waimakariri District to Christchurch. The Main North Line runs through the two main urban areas of the Waimakariri District: Rangiora and Kaiapoi. The need for research into the potential use of the Main North Line for passenger services has arisen due to increasing car congestion on arterial roads between the Waimakariri District and Christchurch. All traffic coming from the Waimakariri District into Christchurch must cross the Waimakariri River, creating a transport bottleneck. An assessment of the location of the Main North Line was conducted with respect to the travel needs of Waimakariri District residents using Geographic Information Systems (GIS) to investigate how far residents live and work from the line and resident surveys to determine whether people would use rail as their main mode of travel into Christchurch. Assessment of the infrastructure was with regard to the locations of potential railways stations and the capabilities of the infrastructure for supporting different levels of passenger service. National and regional transport strategies are placing more importance on the transportation of people and freight by way of rail. A potential rail service for Canterbury will therefore likely include national and regional stakeholders in co-operation with a private service operator, as currently occurs in Wellington and Auckland. An average of 71% of Waimakariri District residents stated they would switch to rail as their main mode of transport for the journey into Christchurch. GIS analysis found that the number of journeys which start in the Waimakariri District and terminate within 1km of Christchurch stations is around 610 which increases to around 4,300 if connecting bus services were utilised in Christchurch.

Thesis (Ph. D.)--Auburn University, 2006. / Abstract. Vita. Includes bibliographical references.

Thesis (Master)--İzmir Institute of Technology, İzmir, 2006. / Keywords: concept ferry design, İzmir feryy design. Includes bibliographical references (leaves. 68-70).

No description available.

Airports, as terminals for air transportation, are places for both the movement of passengers and freight. They have a major influence on urban development. The significance of air transportation is often underestimated by civic officials and transportation planners. Functionally, airports are no different from the older and well established rail or port terminals around which most of our contemporary metropolises have developed. An understanding of the nature of present and future air traffic enables the transportation planner to foresee the urban spatial structure and its general relationship to the intercity transportation network. Before the impact of the airport upon the regional urban structure can be ascertained, it is necessary to establish the position and function of the airport within the regional transportation infrastructure. In order to determine this, it is necessary to know the present and future travel movements emanating from it and terminating there. Herein an hypothesis is postulated to determine the relative significance of a set of selected factors upon Vancouver's intercity air travel and ultimately their influence upon its spatial structure. INTERCITY AIR PASSENGER TRAFFIC IS INFLUENCED BY FOUR MAJOR FACTORS: POPULATION, INTERCITY AIR DISTANCE, INTERCITY LINE TIME, AND INTERCITY LINE PRICE. THIS SET OF INDEPENDENT VARIABLES CAN BE POSTULATED IN A MATHIMATICAL MODEL TO ADEQUATELY DESCRIBE AND FORECAST LEVELS OF INTERCITY AIR PASSENGER TRAFFIC. A description and review of current air traffic forecasting methods is continued out in Chapter II. Five methods are-outlined as follows: the market analysis technique, the national income method, the city analysis approach, the econometric model, and the gravity model technique. The gravity model technique is selected for emphasis in this thesis. Chapter II presents in turn a brief history of the evolution of the gravity model as a traffic predicting device. It is shown that the gravity model is a valid predictive device for forecasting the gross- traffic movements between two traffic centres. Chapter III is devoted to a discussion of the significance of the gravity model to air traffic prediction. As generally conceived, the gravity model relates the influence of urban population and interurban distance to intercity air traffic movements. This traditional theory of gravitational interactance has been modified by a number of air transportation researchers. Multiple regression analysis is the primary method of Investigation in each of these studies. By means of regression analysis, the variables, as selected for inclusion in the hypothesis, have been shown to have validity in some United States cities, Certain major assumptions are set out in order that the selected variables can be isolated and studied in the allotted time period. The limitations imposed upon each of the selected variables are outlined in Chapter IV. In Chapter IV linear regression analysis is used to obtain the relative significance of each variable as an air traffic determinant. The validity for inclusion of a variable as a factor of air traffic generation, is determined by the coefficient of correlation for that variable. The coefficients of correlation for the selected variables ranged from 0.76 to 0.85. This would indicate that the selected variables are valid components of the relationship as postulated in the hypothesis. Chapter V outlines the basic method of research used. The main techniques employed include the gravity model and multiple regression analysis. By this analysis in an iterative manner, several valid relationships have been established between air traffic volume and the selected variables. However, while these relationships are considered to be reasonable, their validity is affected by constraints placed on them in time, in space, and in data as is presented-in Chapters V and VI. Prom these relationships, certain conclusions are postulated. Gravity models are useful in examining the relationship between demographic factors, transport factors, and intercity air passenger traffic. Distance proved to be a variably important factor. It appears to influence air traffic in a definite manner which depends upon the population of the study cities. Distance, according to the research, is less of a restrictive factor for travel involving larger cities as is shown in Table 10. As for intercity travel time, there is no doubt that it is an important factor on some routes. In particular, differences in time resulting from different types of equipment may affect a traveller's decision. The apparent friction effect of time/distance for travel among smaller cities may only reflect the fact that slower aircraft are used to serve these small communities. It is possible that the introduction of short haul jet aircraft will minimize this difference. The regression equation developed here can only be used as a predictive device in certain cases, in particular, on routes connecting large population centres. On many routes, the standard deviations are low, and, thus predictions are reasonably accurate. That is, when annual predicted traffic is within 20 percent of actual annual traffic, it is accepted as a good projection. However, the relationships, as established, leave much of the air traffic variability unexplained. Consequently, areas for further study are suggested in the concluding portion of the thesis. The research areas recommended for further study should include several recent developments in intercity common carrier transportation. These technological achievements include: (l) the development of a better short haul aircraft (ie. D.C. 9 or Boeing 737); (2) the provision of jumbo jets by 1970; (3) the introduction of V.T.O.L. and S.T.O.L. services by 1973; (4) the provision of a commercial supersonic vehicle by 1975; and, (5) the inauguration of high speed passenger train services on routes of 100 to 500 miles in length. In Canada and the United States, the degree of success of these new experimental passenger train services places definite limitations on the validity of predicting short haul air traffic over a long time period. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

The purpose of this study is twofold: first, to determine whether the level of passenger fares effective on the North Atlantic routes bears close relationship to the cost of operating these routes; and, second, to test a hypothesis that rate making under the International Air Transport Association regulations on the North Atlantic results in a passenger fare/ cost spread in excess of that existing in the Canadian transcontinental commercial air service. While these objectives are intended to reflect general relationships which have existed for some time in both of these markets, only recent statistics are employed to exemplify them. The 1966 data are used throughout the study supplemented by 1965 and 1967 information where deemed necessary. The assumption is made that the aircraft operating costs, or direct costs, incurred in airline operations on the North Atlantic in 1966 were similar to those experienced in providing the Canadian transcontinental service as the aircraft used (DC-8 category) and the average stage length of the routes were similar in both markets. However, as demonstrated through the study, there are differences in the regulatory and economic conditions between the two markets which might have influenced development of these markets, resulting in different application of pricing principles in each. The cost and performance data for selected types of turbo-jet and turbo-fan powered aircraft operated by U.S. carriers on International/ Territorial routes in 1966 are tabulated and analyzed by individual cost category. The analysis progresses from general grouping to specific types of DC-8 equipment and to cost analysis of Pan American World Airways Inc. flying DC-8 aircraft on Atlantic routes in that year. A comparative analysis is first performed on statistics relating U.S. international and Canadian North Atlantic cost experience in 1966. The second part is concerned with comparison of cost levels between Canadian North Atlantic and transcontinental services. In the final phase, various cost concepts are introduced and the available data grouped according to criteria of direct and indirect costs, out-of-pocket and fully allocated cost categories. The fully allocated costs of the North Atlantic and transcontinental Canadian services are compared with passenger fares effective in each market in 1966. It is concluded that the level of passenger fares effective on the North Atlantic routes in 1966 bore very little relationship to the cost of airline operations in that market in the same year. An example presented in the thesis indicates that one-way economy passenger fare between Montreal and London was set at 140 per cent of fully allocated cost of operating this route, at the average load factor of 60.3 per cent. The cost/fare spread in the North Atlantic services, at 40 per cent over fully allocated cost of operation, is much higher than that experienced in the Canadian transcontinental service, at 15 per cent over fully allocated cost. While the conclusions might be valid for other IATA carriers operating on the North Atlantic, it must be borne in mind that only Canadian and U.S. carriers’ cost and performance data were analyzed in the thesis. / Business, Sauder School of / Graduate

Thesis (M.S.)--Massachusetts Institute of Technology, Dept. of Mechanical Engineering, 1982. / MICROFICHE COPY AVAILABLE IN ARCHIVES AND ENGINEERING / Includes bibliographical references. / by Forrest T. Buzan. / M.S.

The implementation of high-speed passenger trains (HST) within existing highway right-of-way (ROW) offers a solution for regions with a demand for the capacity and service offered by HST but lacking the support for sharing freight rail ROW or acquiring new ROW corridors. The states of Florida, Colorado, California and Nevada propose to use highway ROW for their HST projects to increase the capacity of the corridor, prevent or minimize impacts and prevent disruption of freight rail operations. Despite the constraints of using existing highway ROW, such as speed-limiting degrees of curvature and safety concerns, solutions and mitigation measures exist. The purpose of this thesis is to present the HST projects in the United States proposing use of highway ROW, the potential benefits and engineering issues to consider and the feasibility of using the existing I-35 ROW in Texas for HST. / text

M.Comm. / Metro Rail has to make a thorough study of how to compete and flourish in this dynamic Industry. It has become vital that the company refocuses its efforts to meet or even to exceed its customer's expectations. The overall objectives of this study are the following: To describe the theoretical basis of the different types of macro environmental variables and they're likely impact on the decision making process of a transport user. To discuss the different stages involved in the consumer and buyer decision making process. The ultimate goal is to ensure that the most appropriate strategy guidelines are set to exploit opportunities in the passenger transport industry. To look at how modal integration will enhance the passenger transport industry if adopted.

Today, airports form a key part of global infrastructure in an increasingly globalised world. There is great competition between them to attract passengers and serve airlines in their role of transporting people regionally and internationally. Abu Dhabi International Airport is one such airport. Terminal 3 is the home of Abu Dhabi’s major carrier, Etihad Airways, one of the world’s fastest-growing international airlines. The research described in this thesis focuses on applying the Lean methodology to the passenger departure process in Terminal 3. The essential essence of ‘Lean’ is doing more with fewer resources by adopting a programme of continuous process improvement resulting in continually declining costs, mistakes and work-in-progress. The special environment of any airport, especially a major international hub made applying Lean principles difficult. This resulted from the large presence of Class I wastes or muda which could potentially change, perhaps dramatically, at short notice. This made this research significantly different from previous applications of Lean philosophy. Also, large, cumulative variations in demand set in an environment where rapid expansion of the airport is taking place also created major difficulties because of the shifting flow of passengers. Despite this, the research succeeded in achieving its aim and developed various rules from parameters based on the acronym SERVICE and an associated implementation methodology based on the Lean philosophy. Together these will help airline managers and staff to eliminate the waste of available resources and so increase passenger flow through various stages of the process in line with Lean philosophy. The research makes several important contributions to knowledge, especially in the field of Lean improvements. The contribution of this work arises from its systematic examination of the passenger departure process. The research has facilitated developing a detailed model which addresses both particular process groups and the effects of passenger class on the allocation and use of resources. This research has shown that large differences exist between the operating environment of a major international airport and those processes to which Lean principles have previously been applied. Nevertheless, despite these differences, this research has proved the Lean philosophy may be usefully applied to airport operations. Operating conditions within the passenger departure process mean that understanding the special operating environment of airports is vital. This research resulted in a discrete event simulation model of the airport much more accurate and detailed than those described in previous studies of passenger departure processes. The research then proved an improved model, which may be used experimentally to support conclusions reached from the broader application of Lean philosophy. The research observed and analysed the effects of large and cumulative peaks and troughs in demand against a background of rapid development of Abu Dhabi Airport. The researcher also evaluated the special internal and external effects on the processes, often at short notice. Consequently, there is no single ‘universal’ solution because of the major need for operational flexibility and for a close correlation between operational and strategic need. Despite these many difficulties the results of this research are a practical and straightforward series of improvements, which may be applied by airport staff themselves without need for complex computer models, simulation or dedicated experts. This will create conditions for continuously improving process performance during the passenger departure process. It will also help managers accurately identify critical areas where more radical action of increasing physical resources is needed. Finally, based on findings, the research makes several recommendations for further work.