The number of gate positions required at an airport, or the number of flights that can be accommodated at a given number of gate positions, depends on how efficiently each gate position is used. The airlines' schedule and the airport's operating policies influence the efficient use of the gate positions. A simple stochastic model describing the behavior of flights relative to their schedule was developed based on empirical information. The model was then used to study the influence of a common scheduling practice of bank operation on the requirements for gate positions. It was found that a completely uniform schedule generates the minimum requirement. A procedure is presented to estimate the number of gate positions required at an airport.
Telephone-interview surveys are a very efficient way of conducting large-scale travel surveys. Recent advancements in computer technology have made it possible to improve upon the quality of data collected by telephone surveys through computerization of the entire sample-control process, and through the direct recording of the collected data into a computer. Notwithstanding these technological advancements, potential sources of bias still exist, including the reliance on an adult member of the household to report the travel information of other household members.Travel data collected in a recent telephone interview survey in the Toronto region is used to examine this issue. The statistical tool used in the research was the Analysis of Variance (ANOVA) technique as implemented within the general linear model framework in SAS. The study-results indicate that reliance on informants to provide travel information for non-informant members of their respective households led to the underreporting of some categories of trips. These underreported trip categories were primarily segments of home-based discretionary trips, and non home-based trips. Since these latter two categories of trips are made primarily outside the morning peak period, estimated factors to adjust for their underreporting were time-period sensitive. Further, the number of vehicles available to the household, gender, and driver license status respectively were also found to be strongly associated with the underreporting of trips and thus were important considerations in the determination of adjustment factors.Work and school trips were found not to be underreported, a not surprising result giving the almost daily repetitiveness of trips made for these purposes and hence the ability of the informant to provide relatively more precise information on them.Daniel A. Badoe is in the
This paper discusses the important urban and travel changes in the Greater Toronto Area between 1964 and 1986, and reports the findings of a study into the temporal transferability of home-based trip generation models, estimated on 1964 data, and applied in prediction on 1986 survey data.Changes in urban structure include: a decline in average household size; decentralisation in population and employment; a change in household composition, reflected by an increase in the following: number of working members, household-vehicle ownership, and number of householdmembers licenced to drive; an increase in the average number of trips made per person and per household, notwithstanding the decline in average household size; an increase in car-use and a decline in the average vehicle occupancy.Disaggregate measures of transferability indicate the transferred 1964 home-based tripproduction models provide some useful information on trip-making in 1986. Regional forecasts, however, show most 1964-models have significant prediction bias, particularly for non-worktrips. Poor transferability of 1964 non-work trip-production models is not entirely attributable to transfer-bias.
Time headways between vehicles being discharged from a queue at a signalized urban intersection is a measure of the intersection’s capacity. An event recorder actuated by tape switches on the road surface is used to measure headways at various signalized intersections in Toronto. The headways during saturation flow are related to the size of the vehicles and it is found that vehicles follow a small car with a closer headway than a full-sized car and a small car follows a vehicle closer than a full-sized car. The combined effect when both the lead and following vehicles are small cars is found to yield the smallest headways. This combined effect is most significant for the vehicles at the beginning of the queue. As a result, it is estimated that the capacity of a signalized intersection is increased by up to 15% for a stream of small cars over a stream of full-sized cars.
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