As we begin another school year, it is time to better know a Wikibook.
Fundamentals of Transportation is the text I use for my Introduction to Transportation Engineering class. Thanks to some excellent additions by Mark Hickman, it now includes a Transit section. The Table of Contents is below:
As it is a wikibook, we welcome improvements.
International Business TimesSony to Launch World’s First 3D Compatible Head-Mounted Display : “The new head-mounted Personal 3D Viewer HMZ-T1 is scheduled to be released in Japan on Nov. 11. It enables the user to watch 3D or 2D pictures on a movie theater-like virtual screen through its two 1280×720 0.7-inch high-definition OLED panels mounted in front of each eye giving an equivalent experience similar to viewing a 750-inch screen from 60 feet away.”
Popular Science: How Intelligent Cars Will Make Driving Easier and Greener: “A new generation of smarter-car technology is helping drivers — and cars — manage trips more efficiently, preventing gridlock, avoiding wrecks and ameliorating 5 p.m. road rage”
[Watch 3D wraparound HD on your head-mounted display while your car drives you to where you are going. That feels like the future.]
The inaugural World Symposium on Transport and Land Use Research
(WSTLUR) was held in Whistler, BC on July 27-30, featuring over 40
peer reviewed papers (submitted to the Journal of Land Use and
Transport, jtlu.org) and keynote addresses from Ed Glaeser (Harvard),
Robert Cervero (UC Berkeley) and David Bannister (Oxford). Please see
www.wstlur.org for the program and links to presentations and even
audio recordings of the keynotes.
The steering committee is now forming the World Society for Transport
and Land Use Research (WSTLUR), who will be charged with organizing a
subsequent symposium in 2014 and other aims of the Society. The
mission statement—broadly, to cultivate an interdisciplinary research
community/agenda— is below.
Members of the society will elect the board (11 seats are open); the
board will then select its officers. (Please see bylaws posted at
www.wstlur.org ; Kevin J. Krizek, University of Colorado, has been
appointed chair of the elections committee). If you are interested in
participating in this exciting international endeavor, we encourage
you to become a member of the society. Attendees of the World Symposium on Transport and Land Use Research
(WSTLUR) are already members. Fees are $75 for three years
and can be registered by going to http://www.wstlur.org .
Elections for the board will commence Sept 15, 2011; if you are
interested in becoming a member and voting in the election, please
become a member by September 9, 2011.
If you or someone you know is interested in serving on the board,
please send a nomination to Kevin J. Krizek (Krizek@colorado.edu) by
September 9. Anyone can nominate members for the board, however,
nominees must be (or become) a registered member of the society. A nomination
-Name of the nominee
-Current position and affiliation
-A narrative (not to exceed 80 words and written in the third person),
describing the nominee’s activities, broadly speaking, in the area of
integrated transport-land use research.
Self nominations are allowed and all nominations need to be accepted
by the nominee. Please end only one email to Kevin J. Krizek
documenting the above process with the nominee’s full name in the
subject heading. (Self nominees would need to send only one email;
others would send one email with acceptance embedded).
Should you have any questions, please contact
Kevin J. Krizek (University of Colorado) at Krizek@colorado.edu.
The purpose of WSTLUR is to promote the understanding and analysis of
the interdisciplinary interactions of transport and land use and to
provide a forum for debate and a mechanism for the dissemination of
information. More specifically the aims include:
1. The exchange and dissemination of information at an international
level on all aspects of the theory, analysis, modeling, and evaluation
of transport-land use interactions and related policy.
2. The encouragement of high-quality research and application in the
above areas, through debates, publication, and promotion.
3. The provision of a clearinghouse for information on recent
developments in the field and to foster contacts among professionals
within and between various countries and different disciplines.
4. The promotion of international conferences, seminars, and workshops
on all aspects of transport-land use interaction.
5. The representation of the viewpoints of members to appropriate
national and international bodies, as required by the membership.
6. The preparation of regular communications to facilitate the above aims.
San Diego Rail Project A beautiful website showing transit history and fantasy maps for San Diego
State traffic deaths are on pace for steep slide“The state Department of Public Safety reported 208 fatalities on state roads as of Friday, down from 253 at the same time a year ago.”
2011 U.S. DOT Data Visualization Student Challenge: “The U.S. Research and Innovative Technology Administration’s Bureau of Transportation Statistics is sponsoring a challenge designed to encourage students to examine data visualization options for helping decision makers make better informed policy and investment decisions in support of transportation safety and/or economic development. “
Tara has a blog: NW Wildflowers.
Russia green lights a tunnel from Siberia to Alaska. Does Sara Palin approve? [Discussed on Transportationist in 2007, via Brendon]
Star Tribune makes populist noises about Public Works hiring a bicycle coordinator when they are laying off firefighters. “The coordinator will earn between $61,000 and $84,000 a year”. “”Is fire more important than this? Yeah. To the tune of 380 times more people doing that work than this work,” said Peter Wagenius, policy director in the mayor’s office. “But if we can prevent an unnecessary fatality through this work, we’re going to do it.””
Kottke summarizes links on: Evolution of the London Underground map
Richard’s Real Estate and Urban Economics Blog: Cost and benefit: “I listened to a colleague of mine on Friday discuss how nothing adds to our carbon footprint like flying-and I have little doubt that he is right. Mark Twain one wrote, “Travel is fatal to prejudice, bigotry, and narrow-mindedness.” I am pretty sure that is right too.”
Richard’s Real Estate and Urban Economics Blog: Two cents (or maybe a nickle) on Texas.: “In an ideal world, we would run some regressions explaining Texas’ growth, but we haven’t sufficiently up-to-date data to do that. We do know that some things matter in general for growth: climate (which I don’t think even Rick Perry is claiming credit for); fraction of the population with a BA, and, if I may refer to work I did five years ago, availability of air transportation. Texas does well in two out of three indicators: since World War II, people and jobs have moved to warmer places such as Texas, and Dallas is a hub for two airlines and Houston is a hub for one. Texas is below average, however, in the share of adults with BAs and graduate degrees. “
Knowledge Problem: Raising MPG standards, part 1: Morris is not persuasive in his claim that CAFE works: “At the Freakonomics blog, transportation scholar Eric Morris favors President Obama’s recent deal to dramatically raise CAFE standards (Corporate Automobile Fuel Economy standards) by 2025. A gasoline tax would be far superior public policy, he said, but it won’t work politically. Because he thinks CAFE standards do work, technically and politically, he said we should go with this “second-best solution.” … the average of measured “car” and “truck” CAFE levels (labelled “both” in the chart) fell faster than either the car or truck level. How is it possible that the average of two data series fell faster than either of the component data series? Because “both” is a weighted average, and as gasoline prices stayed low consumers limited by their options in the more-tightly-regulated automobile category simply switched into light trucks (i.e., minivans and SUVs). Automakers, too, feeling constrained by CAFE standards, pushed consumers to make that shift. What exactly are the policy benefits from driving consumers out of station wagons and into SUVs and minivans of similar fuel economy performance? CAFE “worked” when it has a supporting high gasoline price environment, but I suspect that the gasoline prices were doing most of the heavy lifting.”
Knowledge Problem: Raising MPG standards, part 2: Morris well explains the relative advantages of raising the gasoline tax : “Sure, we can counter a call for higher gasoline taxes with a long list of negative consequences. The point is that an energy tax is relatively speaking transparent and efficient. However harmful a higher gasoline tax is, a CAFE regulation aiming at the same effects would be ten times (rough guess) more costly.”
Suppose there were signs on each bridge saying whether or not it was “structurally deficient”.
Would this encourage people to take investment seriously?
Or would people route around structurally deficient bridges and get into more crashes, with a net increase in fatalities, given that the likelihood of dying on a bridge collapse is quite small compared to other causes of death.
A Big Bridge In The Wrong Place and The Tappan Zee Bridge on why the Tappan Zee bridge is mis-located. It has to do with toll revenues.
Planet money writes:
So I wanted to answer a simple question: Why did they build the Tappan Zee where they did, rather than building it a few miles south?
I started digging through newspaper clippings from the 1940s and 1950s. It turns out, the bridge was part of a much larger project: The New York State Thruway, one of the first modern highway systems.
The clippings also reveal something suspicious. There was an alternate proposal for a bridge at a narrower spot nearby. The proposal was put forward by top engineers at the Port Authority of New York and New Jersey.
But that proposal was killed by New York governor Thomas E. Dewey. The New York Thruway was his baby; in a 1954 speech he proclaimed that it would be “the world’s greatest highway.”
I called historians, and libraries and historical societies. No one seemed to know for sure why Governor Dewey did what he did. Then I found Jim Doig, a professor emeritus at Princeton.
Doig interviewed some of the key government officials involved in the project, and knew the answer.
The Port Authority — the body that proposed putting the bridge further south — had a monopoly over all bridges built in a 25-mile radius around the Statue of Liberty.
If the bridge had been built just a bit south of its current location — that is, if it had been built across a narrower stretch of the river — it would have been in the territory that belonged to the Port Authority.
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