Thesis (Ph. D.)--University of Hong Kong, 1997. / Includes bibliographical references (leaf 229-234).

Thesis--Naval War College, 2006. / Includes bibliographical references (p. 23-24). Also available online via the Defense Technical Information Center website (http://www.dtic.mil/).

Thesis (Ph.D.)--Massachusetts Institute of Technology, Dept. of Mechanical Engineering, 2001. / Includes bibliographical references (p. 199-203). / In order to support the development of improved methods for departure operations, the flow constraints and their causalities --primarily responsible for inefficiencies and delays-- need to be identified. This thesis is an effort to identify such flow constraints and gain a deep understanding of the departure process underlying dynamics based on field observations and analysis conducted at Boston Logan International Airport. It was observed that the departure process forms a complex interactive queuing system and is highly controlled by the air traffic controllers. Therefore, Flow constraints were identified with airport resources (runways, taxiways, ramp and gates) and with air traffic controllers due to their workload and control strategies. While departure delays were observed in all airport components, flow constraints manifested mainly at the runway system, where the longest delays and queues concentrated. Major delays and inefficiencies were also observed due to flow constraints at National Air Space locations downstream of the airport, which propagate back and block the departure flow from the airport. The air traffic controllers' main strategies in managing the traffic and dealing with the flow constraints were also identified. / (cont.) Based on these observations, a core departure process abstraction was posed consisting of a queuing element (representing the delays) and a control element (representing the air traffic controller actions). The control element represents blocking the aircraft flow, to maintain safe airport operation according to Air Traffic Control procedures and to regulate the outbound flow to constrained downstream resources. Based on this physical abstraction, an analytical queuing framework was developed and used to analyze the departure process dynamics under three different scenarios: the overall process between pushback and takeoff, departure sub-processes between controller/pilot communication events and under downstream restrictions. Passing which results mainly from aircraft sequencing and their suspension under special circumstances (such as downstream restrictions) was used as a manifestation of the control behavior. It was observed that Logan Airport exhibits high uncertainty and limited sequencing, hindering the air traffic controllers' ability to efficiently manage the traffic and comply with restrictions. In conclusion, implications for improved methods for departure operations are inferred from the observations and analysis. / by Husni Rifat Idris. / Ph.D.

No description available.

No description available.

The purpose of this study is to develop a tool that will assist in the development of traffic control plans. Using information from TxDOT Dallas District and several other sources, a GIS-based map has been assembled that combines data from many different formats into one user-friendly environment. The capability provided in the tool includes geometric properties of all TxDOT-controlled freeway segments, as well as daily and hourly demand data and capacity information specific to both general and HOV lanes. By selecting a segment on the map and opening the tool, the user can easily navigate through the collection of data in just seconds, which will significantly reduce the amount of time required by the traffic engineer to gather site-specific information when analyzing temporary traffic control. / text

This thesis reports on an investigation carried out to study the effect of flaring and turning movements on the performance of roundabout entries. A computer simulation program was developed to carry out the investigation. The model simulates an entry with two lanes at the approach section and four at the stop line. It can be modified easily to simulate straight entries by changing the input and one DATA statement. Data were collected at three public road sites at Sheffield to validate the model. A method of analysing the data was developed to obtain values of the gap-acceptance parameters. The values arrived at were used subsequently as input into the model to allow direct comparison of observed and simulated values. The comparison concluded that the model represents adequately the real conditions. The results produced showed that average delay for below-capacity operation is reduced by at least 40% when an entry is flared. Capacity improvement, measured as the effective number of lanes of a flared approach, is shown to be influenced by the circulating flow. There is an improvement of 50% for all studied casesfor circulating flow of 2300 veh/hr and more. Turning proportions do not affect capacity of straight entries but do affect that of flared entries. There is a difference of 25 - 30% between the extreme values depending on the proportion of left-turning vehicles. Turning proportions affect delays of both straight and flared entries. Minimum delay was obtained for combinations which include 30 - 40% left-turning proportion.

Thesis (M.S. in Operations Research)--Naval Postgraduate School, September 2002. / Thesis advisor(s): Russell B. Shilling, Gregory K. Mislick. Includes bibliographical references (p. 67-68). Also available online.

Thesis (Ph.D.)--Stony Brook University, 2007. / Includes bibliographical references (p. 92-97). Also available online.

No description available.