ALBERT

Notes: Conclusions 1. Cavitation on the walls of the internal passages of the OP10-185 and OP11-185 pumps occurs only on the impeller and at the leading edges of the guide vanes. The extent of the cavitation zones increases with increasing deflection angles of the blades and head of water and with decreasing degree of partial submergence of the impeller. 2. With partial submergence of the impeller of the OP11-185 pump of less than 3 m, and of the impeller of the OP10-185 pump of less than 4m, it is undesirable to operate with blade angles exceeding −2°, and it is convenient to use a larger number of pumps with a smaller blade defelection angle. 3. At newly designed pumping plants, the partial submergence of the impeller should be established as not less than 4.5 m for OP10-185 pumps, and as not less than 3 m for OP11-185 pumps. 4. The significant increase in the extent of the cavitation zones and decrease in the efficiency with an open or loosely closed vacuum valve in the siphon indicate the need for careful regulation of the valve and the inadmissibility pump operation with open valves in siphon outlets. 5. As a result of wide variations in the operating regimens of the OP10-185 and OP11-185 pumps installed at the plants on the Irtysh-Karaganda canal, practically all these pumps operate periodically under cavitation conditions. Hence, for such conditions it is justifiable to use pumps with impellers and casings fabricated from cavitation-resistant stainless steel. 6. In order to improve the cavitation indices of the pumps and to reduce the wear of the impeller blades, equal angles of setting of the blades should be ensured. 7. During stopping of the OP11-185 pump, cavitation is observed at the trailing (upper) edges as viewed from the operating side of the blades. The pressure pulsations in the impeller casing reach 5Hst. Cavitation and pressure pulsations were less significant in the OP10-185 pump during its stopping.

Notes: Conclusions 1. Owing to the sucessful hydraulic tests an adequate guarantee was obtained for the safe operation of the unencased downstream ends of the first-stage penstocks of the Nurek hydroelectric station, at service pressure. 2. Based on the results of tests at a pressure of 18kg/cm2 it is expected that at 36.8kg/cm2 there will be an overstress of 20% in the reinforcing plates of the manhole T-piece, if the T-piece is not encased in concrete. As the T-piece will be enclosed in a reinforced-concrete lining designed to carry the full internal pressure with a safety factor of the order of 1 its strength can be regarded as guaranteed. 3. The stressed state of the bend corresponds, in the main, with the computed conditions. 4. The tests disclosed no general beam flexure of the downstream end of the penstock.

Notes: Conclusions 1. The tensile strength of concrete increases with increase in the loading rate, the value of Kd.s being higher for saturated concrete than for dry. 2. The limit of extensibility for dry and saturated concrete is the same and does not depend on the loading rate in the range 3–3000 kg/(cm2.sec). 3. The magnitude of preliminary static compression of dry and saturated concrete does not affect the value of Kd.s. in tension.

Notes: Conclusions 1. The proposed method enables us to assess the reliability of the results obtained from experimental model studies, to allow for the effect of the possible variability of initial data on the models, and to obtain a statistical estimate of the characteristics measured in the experiments. 2. An analysis made in connection with the proposed method confirmed the authenticity and reliability of results obtained on a geomechanical model of Toktogul dam, and also made it possible to supplement conclusions drawn on the character of the dam's behavior under load with quantitative estimates.

Notes: Conclusions 1. Experience gained with the use of a travelling form for the concreting of monolithic siphons along the Dnepr-Donbass canal showed a savings as compared with the use of sectional panel forms. In this case, labor outlays are reduced almost by a factor of 2.5. 2. In selecting mix designs for water-impermeable concrete, it is necessary to consider the presence of particles smaller than 0.14 mm in the fine aggregate; a content of 10–20% of these particles increases markedly the water impermeability of the concretes, and reduces the cement factor. 3. When concreting thin-wall hydraulic river structures, one should take the time to determine the grade of concrete as regard the 180-day water impermeability, since it is impossible to create moist curing conditions for the concrete over such a prolonged period.

Notes: Conclusions 1. When the control of river flow by existing reservoirs is optimal from the standpoint of the national economy, variability from year to year, and within one year is characteristic of the power generation of individual hydroelectric plants, their combination, and the hydroelectric plants of the USSR as a whole. 2. At the present time the existing capacity of the fuel-storage facilities for the thermal-electric plants may compensate for seasonal fluctuations in fuel consumption and partly for annual fluctuations (for certain regions). In regions heavily dependent on hydroelectric power, the available capacities are inadequate for compensation of the annual fluctuations in fuel consumption. 3. In designing the capacities of fuel-storage facilities for thermal-electric plants, we should consider not only seasonal, but also the multiyear variability of fuel consumption. In the light of this, it is expedient to consider the problem and to incorporate appropriate changes into the existing standards that determine the capacity of the fuel-storage facilities for the thermal-electric plants.

Notes: Conclusion Experience with the construction of the dam with the metal diaphragm, which serves the Serebryanka No. 2 hydroelectric power station, has shown that for regions of the Extreme North, these dams are considerably more economical than dams with earth antiseepage elements, and the procedure employed for their installation is quite simple.

Notes: Conclusions 1. Laboratory and full-scale investigations showed the possibility of using coatings of epoxy-coal tar foamed plastic for insulation-waterproofing of hydraulic structures in regions with a rigorous climate. 2. It was established that in the case of the same insulating effect the insulation-waterproofing of epoxycoal tar foamed plastics is one of the most economical in the construction of structures by any method. 3. For zones of a variable water level, on structures not subjected to the effect of ice, insulation-water-proofing with a protective enclosure of glass-reinforced plastic can be recommended. Under constant ice conditions it is necessary to use coatings with a sheet-metal enclosure. 4. In connection with the increased shrinkage of the epoxy-coal tar foamed plastics the thickness of coatings on their base should not exceed 5cm. It is necessary to continue the search for cheap foamed epoxies not having a high shrinkage.

Notes: Conclusions 1. By calcining granules of clayey raw material a good-quality concrete aggregate for hydraulic structures was obtained, meeting all requirements of GOST 4797-69. 2. The use of ceramlith as a coarse aggregate for manufacturing concrete for hydraulic structures enables concrete of the required standard to be produced with a reduced cement content and the specified frost resistance. 3. The high frost resistance of ceramlith will permit that of the ceramlith concrete to be improved by increasing the bond between the ceramlith grains and the cement mortar. 4. Ceramlith is recommended for use in hydraulic structures where coarse aggregates are not available for high-strength concrete, and also where such structures are required to have a high frost resistance.

Notes: Conclusions 1. The results of theoretical and experimental investigations and data from full-scale observations indicate that even in the case of sufficiently high safety factors in dams and absence of tensile stresses in the concrete-rock interface, a zone of tensile stresses below the interface is almost always developed, which at some dams leads to damage of the impervious curtains and to other adverse phenomena capable of disturbing the normal operation of the structure and sometimes causing failure. 2. It is necessary to introduce into the design methods of analysis and investigation of the stress-strain conditions of rock masses below the lower surface of dams, in order to establish the zones of tensile and larger comptessive stresses. 3. The analyses and investigations carried out reveal that it is practically impossible to prevent tensile stresses in the foundations of concrete dams. However, it is evidently unnecessary to prevent these stresses. The overwhelming majority of dams are being successfully operated under these conditions. Nevertheless, our knowledge about the operating conditions of foundations without analyses of their stress conditions is insufficient. Such analyses are necessary in order to develop constructional measures which, by taking into account the specific geologic conditions, will ensure normal operating conditions of the dams even with zones of tensile stresses in their foundations. These measures include: rational location of the impervious and drainage curtains, in particular, if possible, by transferring the impervious curtains to the upstream side; compression of the rock foundation by means of anchors; second-stage grouting after filling of the reservoirs, etc. 4. The presence of tensile stresses in the foundations of almost all concrete dams indicates that there is no need for introducing design limitations prohibiting the formation of tensile stresses in the concrete-rock interface, which in many cases determine the overall dimensions of the dams. In this lies the possibility of substantial lightening of dams and design of economical sections. By applying special constructional measures which recognize the presence of tensile stresses, the reliability of such dams could be made even higher than that of dams of the conventional design, the stress conditions in whose foundations have not been studied.

Notes: Conclusions Two-way selectors can be used in lines with low resistance at the exit side of the selectors, as, for example, for transportation of cement to consumption hoppers in a concrete plant, where the selector is installed in the immediate vicinity of the hoppers. 2. One-way selectors with elastic cylindrical diaphragms should not be used for cement flow control, despite their simple construction. 3. One-way selectors with elastic convex diaphragms may operate satisfactorily in pneumatic-transportation lines for conveyance of cement in pipes, where they can be installed at any place in the pipes.

Notes: Conclusions 1. During the process of movement of the grout along the injection radius, dilution of its peripheral portion and variation of the initial temperature are observed. 2. The experiments demonstrated the feasibility of using the equations of heat and mass transfer for determining the extent of the dilution zone and the nature of the temperature distribution. 3. In the grouted soil, four zones of different physical states of the grout are formed. The extent of these zones is determined by the grain-size distribution and mineralogical composition of the soil, the porosity, the density and viscosity of the grout, and the injection radius. 4. As the most characteristic index of the physicochemical properties of the system, the gelling time is different in each zone and is determined by the variation of the grout temperature, the degree of dilution, and the composition of the diluent. 5. The changes in the initial parameters of the grout and, in particular, the increase in the gelling time under conditions of intense action of the infiltration flow indicate the need for taking into account the phenomena of dispersion and of temperature decrease when using gel-forming grouts for construction of impervious curtains.

Notes: Conclusions 1. Forlarge-capacity pumping stations operating under low heads application of horizontal-shaft pumps enables the engineering-economic factors of the pumping stations to be increased and the operational conditions of their principal equipment to be improved. 2. An open-chamber arrangement of the outlet, controlled by a radial gate, provides the best possible starting conditions for a horizontal-shaft pump.

Notes: Conclusions 1. Underwater clearing of blocks from the bottom is unproductive, expensive, and inefficient. It is necessary to. investigate the bottom more thoroughly and to use appropriate cutoff measures for each section. 2. The assembly of sheet pile cells by a combination consisting of a Kirovets floating crane with four winches, a boat, two barges, two floating templets, and an arched templet for incomplete cells under conditions when driving the sheet piling into the ground is not required can be done at an average rate of one cell a day. 3. In cases when a highly productive construction method is used (as, for example, the assembly of sheet pile cells) manual, low-productive operations should not be used (as, for example, the assembly of screens for retaining the graded filter inside the cells). In such a case one should use mechanized filling of ungraded rubble. 4. The designs of the floating templet, arched templet, and device for the tremie method of underwater concreting during the construction of the Dnepr-II station should be considered successful and suitable for use under such condition.

Notes: Conclusions 1. Above-water sluicing of coarse-fraction riprap with sand is characterized by radial spreading of the mixture and partial filling of the pore channels by the seepage flow at the contact with the filled-in body. 2. For the indicated conditions a relation is proposed for determining the gradient of the filled-in body, using data of laboratory experiments, which showed a satisfactory agreement with the results of full-scale measurements during sluicing of the rockfill dam of the Shirokov station. Knowledge of the magnitude of this gradient will help determine the rational disposition of sluicing points. 3. In the case of steep gradients of the filled-in body the seepage flow is in a energetically turbulent state. The transition of seepage to a tranquil state is accompanied by the occurrence in the riprap of an incomplete hydraulic jump, compacting the sand in the rock voids during sluicing.

Notes: Conclusions 1. The proposed method of calculating the minimum required discharges in free and regulated streams should be considered as an alternative for solving the problem of partial diversion of the surface runoff of rivers in projects for territorial redistribution of the water resources of the nation. This method makes it possible, by means accessible to the designer, to take into account in a first approximation in the discharge side of the water-management balances, the volumes needed to ensure water quality and the conservation of the river as a basic element of the landscape. 2. The hydrograph of the nature-protecting discharges should be considered as an exceptional phenomenon in the runoff regime of the stream, which should not occur during several years in succession. 3. The different concepts in the analysis of the minimum required discharges call for further elaboration and substantiation.

Notes: Conclusions 1. Operating experience at the Narva hydroelectric power station has confirmed the accuracy of a majority of accepted design solutions. The successful operation of the station is attributed to high-quality workmanship. 2. Basic problems associated with the elimination of equipment and hydraulic-structure shutdowns were solved during the previous operating period. 3. Work is constantly in progress at the station to upgrade the efficiency of the water use and the reliability of the equipment.

Notes: Conclusions 1. Discharges in mountain rivers during passage of catastrophic mudflows caused by breakthrough of lakes of glacial origin exceed by many times the mean maximum observed discharges of the river (by 8.6 times in the case described). 2. In the case of catastrophic floods greatly exceeding the channel-forming discharges of the river the deflecting embankments in the river channel are not very effective. 3. If the magnitude and time of passage of a catastrophic flood are known beforechand failure of the main hydraulic structures can be avoided by introduction of a weak link (passage in an earth dam) in the composition of the hydro development.

Notes: Conclusion Experiments confirmed the unconditional expedience of using paired 150-mm-diameter holes when blasting rocks of the V–VIII strength group under exposed-surface conditions for cuts up to 10–15 m deep.

Notes: Conclusions 1. Experience during construction of the Mansur Eddahbi arch dam confirmed the need to equip hydraulic structures with control and measuring devices (CMD). Most of the devices to be used for long-time observations must be used also for monitoring during construction. 2. Observations by means of the CMD during construction verify observance of construction specifications, permit evaluating the correspondence of the structural elements to the design and correcting and improving the technology of dam construction for reducing construction time and cost. 3. Observations by the CMD during construction are used for developing instructions on operation of the dam.

Notes: Conclusions Investigation, organization, and introduction of the brigade method of earth-rock excavation work by heavy excavators with payment for a finished stretch during construction of the Irtysh-Karaganda canal gave the following results: 1. An increase in the sense of responsibility of the workers for the work entrusted to them and a mobilization of their creative initiative in solving construction problems; increase in labor productivity of the workers and output of the excavators by fourfold; improvement in the quality of the work performed and of the skill of the machine operators; marked reduction in the construction time; considerable decrease in uncompleted construction. 2. Still another national economic experiment was checked in practice — the expediency and need for converting hydraulic construction to stagewise accounting with the client for work accomplished. Practice showed that this method of hydraulic construction, as in construction in general, is progressive and has a number of advantages in comparison with accounting on the basis of flat rates. 3. The most vital and effective system promoting the maximum intensification of construction is that system in which the material interest in the most rapid completion of structures extends primarily to the immediate doers — the workers - and the system of paying the workers corresponds to the system of the client's accounting with the contractor for work performed. 4. It is possible and expedient to place the canal in operation as its individual stretches are completed. 5. The brigade method can be introduced at any construction project, it should be the main method of performing earth-rock excavation work in hydraulic construction and also on the construction of industrial and transportation projects with large volumes and intensity of earth-rock excavation.

Notes: Abstract This paper is concerned with the assessment of the goodness-of-fit of nonlinear models of the type currently being used in the development of the disaggregate, behavioral travel demand approach. These models are emerging as a potential new technique for many transportation planning problems, although much research is yet needed before they are sufficiently developed for operational use. In order to pursue the necessary research, and also for the later assessment of operational models, it is necessary to have adequate measures of the goodness-of-fit. The paper examines the adequacy of standard measures of goodness-of-fit as applied to any nonlinear estimating equation and they are found to be inappropriate and inadequate. A little-known statistic, called the correlation ratio, is then defined and derived, and is explored as a substitute for the standard measures. In both theoretical and empirical tests, the correlation ratio is found to be a significantly more useful and appropriate measure of goodness-of-fit. Some further properties of the correlation ratio are examined, and the ratio is found to possess some degree of arbitrariness when applied to typical travel demand models. This arbitrariness, however, only impairs the usefulness of the correlation ratio in the absolute assessment of a model, but not for the comparative assessment of two or more models. Finally, a number of research tasks, relating to the correlation ratio, are identified.

Notes: Abstract In spite of the impacts that new transportation facilities have upon the economic, social and political structures of established urban areas, the decision process leading to policy formation and plan implementation has received little, if any, attention. Case studies of three County Boroughs in Britain having different urban transport policies suggest that the decision making process is dominated by groups and individuals who attempt to implement policies which benefit the sectional interests which they represent. Within a changing relevant environment, local technicians, politicians and community groups compete and form coalitions in order to acquire authority and implement their own notions of justice and equity in the adaptation of the built environment.

Notes: Abstract Changes in the economic and demographic characteristics of US cities over the past two decades have modified but have not diminished the need for extensive public transportation service in these areas. The vast bulk of trips to work, to shop, and for most other purposes within large American cities are still made by residents of those cities, a significant portion of whom do not own or have access to an automobile. Expensive and far-ranging programs to enhance surburban commutation to the central city by means of rail rapid transit do little to meet the needs of those who still must rely upon local, extensive service within the city. One form of public transport — the taxicab — offers the quality and flexibility of service which even those of limited means find well worth the price. As a consequence, fleet taxicabs serve almost 40 percent more passengers than all US rapid transit systems and about 60 percent as many passengers as all bus transit systems. Removal of archaic and restrictive regulations governing the number and use of taxicabs in major US cities would promote more effective and widespread use of this, the only form of public transit that still operates — at a profit — without public subsidy.

Notes: Abstract Most models of modal choice are macroanalytic in nature — focusing on the behavior of large groups of travelers — and have limited explanatory power. Transportation managers need to know more about the decision processes of individual travelers in selecting a mode for a particular trip, if they are to be able to develop strategies for influencing these decisions. A microanalytic model of modal choice is therefore developed in flow-chart form, clarifying the stages in the modal choice decision process for any given trip. Individual consumers are seen as trying to satisfy a particular travel need by first specifying the characteristics of the trip itself and then specifying the “ideal” modal attributes required for this trip. Next, the perceived characteristics of a limited number of modes are evaluated against this “ideal” solution and the consumer is assumed to select that mode which provides the best match. The model explicitly recognizes the impact of psychological variables on modal choice as well as the consumer's need for information if he or she is to evaluate realistically all alternatives.

Notes: Abstract This report treats the requirements of planning methods for short-range and low-capital transportation options within the context of two primary objectives. The objectives are (1) the presentation of a fundamental set of behavioral principles which are relevant to the planning process and (2) the discussion of alternative methods for assessing the behavioral consequences of transportation changes. The presentation of fundamental behavioral principles relies substantially on classical behavioral reinforcement theory, but reference is also made to attitude theory, econometrics, marketing, and psychometrics. The discussion of data collection procedures presents information on sample specification, and it illustrates a variety of questionnaire formats for the collection of perceptions and preferences from respondents. Advantages and disadvantages of the formats are mentioned. Based on the discussion of behavioral principles and methods, general guidelines are offered for the modeling and data collection requirements of planning methods for short-range and low-capital transportation options.

Notes: Abstract Sources of specification as well as measurement error in previous estimates of the value of time are examined in this paper, and a new set of estimates avoiding these errors is presented. The sources of specification error being analyzed are: (1) failure to take account of drivers' uncertainty in making their choices between alternative routes or modes, which was found empirically to bias the value of time estimate 50 percent or more; (2) the differential in comfort and similar intangible characteristics between two modes; and (3) the inability to account for cross-time substitutions by travelers in peak-hour conditions. Ways of avoiding these sources of error are suggested and implemented. The choice between “reported” and “measured” data is re-examined, with an emphasis on random rather than systematic perception errors by travelers. Some resulting estimates are: $1.91 per hour per adult for off-peak work trips, $2.08 for off-peak social-recreational trips, and $5.17 for peak-hour work trips.

Notes: Abstract Utilizing data collected for urban transportation studies in Ontario, regression analysis has been used to establish relationships between the daily number of person trips in an urban area and the area population. In particular the number of trips by auto drivers, auto passengers and mass transit riders have been investigated. Further, auto driver trips have been stratified into the following destination trip purposes: return home, work and related business, shopping, social-recreational and miscellaneous. The results of this analysis have been used to prepare a set of design charts. These charts are presented graphically and in the form of a nomogram. The accuracy of these charts has been investigated and found satisfactory for most planning purposes.

Notes: Abstract In many cities and towns in the Commonwealth of Massachusetts, Councils on Aging are running dial-a-ride services for elderly residents. A survey of these organizations was made to determine the service characteristics of their transportation systems. While the Council on Aging dial-a-rides do not achieve productivities as high as those achieved by public transit dial-a-rides, lower operating costs are achieved on a per hour basis. Thus the costs per passenger trip are very close to those for the public transit systems. The major advantage of the Council on Aging systems is their ability to employ volunteer or inexpensive labor. These systems are thus very attractive in areas with unused volunteer resources.

Notes: Abstract This article derives from a study concerned with the traffic implications of a proposed redevelopment of the Central Market in Ghana's second largest city, Kumasi, which is situated almost in the geographic centre of the country. The market adjoins a big roundabout which is located at the point of intersection not only of north-south national routes but also at a point on which most of the city's main roads carrying cross-town traffic converge. The problem of traffic in terms of accessibility and environment is described in relation to the functions of the market. This is compared with a similar situation in London's Piccadilly Circus. Based on the results of traffic surveys and an analysis of the urban structure, alternative solutions to the problem in Kumasi are examined and tested using traffic assignment techniques. Consequently, on the basis of accessibility and environmental requirements, proposals are made as to the best line of action to take. The article ends with some lessons of the study.

Notes: Abstract The use of growth factor models for trip distribution has given way in the past to the use of more complex synthetic models. Nevertheless growth factor models are still used, for example in modelling external trips, in small area studies, in input-output analysis, and in category analysis. In this article a particular growth factor model, the Furness, is examined. Its application and functional form are described together with the method of iteration used in its operation. The “expected information” statistic is described and interpreted and it is shown that the Furness model predicts a trip distribution which, when compared with observed trips, has the minimum expected information subject to origin and destination constraints. An equivalent entropy maximising derivation is described and the two methods compared to show how the Furness iteration can be used in gravity models with specified deterrence functions. A trip distribution model explicitly incorporating information from observed trips, is then derived. It is suggested that if consistency is to be maintained between iteration, calibration, and the derivation of gravity models, then expected information should be used as the calibration statistic to measure goodness of fit. The importance of consistency in this respect is often overlooked. Lastly, the limitations of the models are discussed and it is suggested that it may be better to use the Furness iteration rather than any other, since it is more fully understood. In particular its ease of calculation makes it suitable for use in small models computed by hand.

Notes: Abstract Although inevitably there are grey areas, a distinction may be drawn between environmental disbenefits arising from vehicles which cause annoyance, such as noise, or loss of peace and quiet, vibration, visual intrusion, severance, and those which endanger “life and limb”. Legislation implemented to reduce either category will inevitably generate costs. It is suggested that in evaluating legislation relating to environmental “nuisance,” attempts should be made carefully to measure the benefits, while for legislation when “life and limb” is involved a cost-effectiveness approach should be adopted. Methods currently available to measure environmental nuisance arising from vehicles, for example opinion surveys, observing the effect of changes in some independent indicator, and simulation exercises are critically examined. Using evidence from the Urban Motorway Committee Reports, Noise Advisory Council, Transport and Road Research Laboratory surveys on the effect of traffic in selected High Streets, and the Realistic Environment Assessment Laboratory, Social and Community Planning Research “ping-pong” technique, studies of house price differentials, and estimates of willingness-to-pay for exclusion facilities, an attempt is made to highlight the dilemma that while benefits of environmental nuisance legislation should be carefully weighed against the anti-pollution costs, techniques currently available for measuring such benefits are very underdeveloped. Paradoxically there is a far more clear-cut procedure for valuing benefits of policies affecting “life and limb”. Official accident evaluation policy in the U.K. is described, and legislation affecting “life and limb” is examined. Finally, difficulties of effectively enforcing legislation of both environmental “nuisance” and “life and limb” categories are illustrated.

Notes: Abstract This paper prescribes the parameters of marketing strategy formulation in the context of urban public transport and emphasises in particular the usefulness of the marketing mix and segmentation concepts. A marketing mix comprising the two primary dimensions of service attributes and promotion is advocated, the service attributes to include price, in-vehicle time, mesh density, frequency, reliability and comfort. Three primary trip purpose segments are identified viz. journey-to-work, shopping, and leisure/social trip segments, but these may be expanded into a twenty-four cell matrix once origin-destination and car access factors are included. The sensitivity of demand in these segments is examined mostly by reference to demonstration and experimental project data drawn from the United States and the United Kingdom. For the three primary trip purpose segments demand elasticity is shown to be greater for non-price than for price features; for both price and non-price service features elasticity is shown to be a function of journey purpose being least elastic for journey-to-work trips and most elastic for social/leisure trips. The role of promotion is examined and its importance to the successful marketing of public transport clearly demonstrated.

Notes: Abstract The disadvantages of conventional transportation study models, in particular their large data requirements and their weaknesses in dealing with changes in trip generation rates have led to a need for a simple model that can quickly and at low cost examine alternative public transport strategies. This paper investigates simple economic models of bus demand, examines alternative variables that can be used and discusses some alternative model forms. It demonstrates the results of a model using data from twelve urban bus operators in Britain and compares the results with those from other types of study. The model utilises fare and service quality elasticities to explain the decline in passengers on urban bus services, and derives an average elasticity with respect to fare changes of −0.31 and with respect to service quality changes of +0.62. It is estimated that fare rises accounted for 13% of the 43% decline in passengers over the last fifteen years, vehicle mileage reductions for 14.3% and that only 15.7% was due to such factors as rising car ownership which are often given as the cause of declining bus patronage. The results, by showing that passengers are far more sensitive to changes in service than they are to fare rises, are a useful guide to the broader public transport policy issues, and the paper concludes that the model does provide a useful method of forecasting public transport demand at a strategic level. Further work is needed, however, to establish more accurate forecasts for different types of passenger and studies are now being undertaken to establish these and to construct an operational forecasting model that can be applied with only limited data requirements

Notes: Abstract A survey of U.S. and European responses to the energy crises engendered by the Arab boycott of October 1973–April 1974 is presented. U.S. Government policy actions with respect to allocation, rationing, price, and conservation measures are reviewed and contrasted with those of affected European governments. The results of those policies and their effects on transportation energy supply and demand behavior with respect to both commodity and passenger movement are described. Based on short- and long-term impact assessments of the policies considered, the authors identify significant research requirements.

Notes: Abstract Several shared-ride passenger transportation services which could be offered by taxicabs are currently prohibited in U.S. cities by state or local regulations. Although relaxation of these regulations has been advocated on numerous occasions, little regulatory change has occurred to date. Moreover, the taxicab industry has rarely been considered as a potential provider for publicly subsidized transportation services. This paper discusses several promising innovations in taxicab service provisions and subsidy mechanisms which have been implemented or proposed recently in U.S. cities. The paper argues for more well-designed experimentation with such innovations as a means of stimulating greater interest on the part of planners, policy-makers, regulators, and public transportation operators in broadening the role of taxicabs in urban transportation.

Notes: Abstract Taxicab transportation is a significant segment of urban transportation. Taxicabs, along with other “paratransit” type systems, provide service with characteristics between the automobile and mass transportation. Consequently, they are well suited to a number of special purposes. Taxicabs currently serve a wide range of trip purposes by travellers with varied socio-economic characteristics. Taxicab transportation is most attractive for serving lower density area and off-peak travel particularly where there is only minimal mass transit service. In this regard, taxicabs are a supplement to conventional mass transit. The use of taxicabs for collection and distribution functions for both passengers and freight is gradually being realized. The multiple use of taxicabs offers advantages of increasing taxicab productivity and reducing individual trip costs. Many of the problems related to taxicabs are regulatory and institutional in nature. Unless these constraints are eased or removed, wider application of taxicab transportation, including productivity gains, will be limited.

Notes: Abstract This paper describes the commuter ride sharing concept as it relates to growing commuter acceptance and the energy intensiveness of various modes. The 10 to 40% reduction in automobile vehicle miles of travel achieved by commuter ride sharing programs is attributed to the satisfaction of the commuter's desire for fast, convenient door-to-door service at a reasonable cost. This excellent level of service, similiar to the privately driven automobile requires the commuter's direct involvement in the development and coordination of such car, van and bus pool programs. Comparing the energy intensiveness of the various commuter modes, the vanpool is the best, consuming about one-half of the BTU's per passenger mile as other modes. When considering the energy required to reach the rail station or bus fringe parking area, the gap widens. Overall, the commuter ride sharing programs have the potential to save 500,000 barrels of oil per day in the U.S. while virtually eliminating traffic congestion and reducing air pollution.