The growing cost and complexity of capital investment projects, when improperly managed, can jeopardize their success. Time and cost overruns on major public construction projects are the results of decisions made during planning and design, coupled with untimely management response to problems arising during construction. Better management control of project planning, scheduling and organization are essential. Examples are given of new transit projects and of other municipal and state projects. The dealing with potential problem areas, critical in managing a successful project, is sometimes called risk management. Risk programs should be implemented during the design review process. Another technique is value engineering, a function-oriented process that focuses on the function of the product, its methods and process, in order to produce the same item at lower cost. Good project and construction management includes (1) setting of goals and objectives; (2) clarifying delegated decision-making; (3) instituting effective internal communication; (4) adopting realistic policies and procedures; (5) timely securing of funding; (6) instituting management information systems; (7) carrying out risk management; (8) developing cost estimating and scheduling systems; (9) ensuring effective designs; (10) anticipating land and right-of-way needs for early acquisition; (11) designing and implementing wrap up insurance; (12) instituting value engineering and risk mitigation.
A computer simulation model of accident rates and delay times is used to quantify highway hazards and congestion introduced by increases in large coal trucks. The effects of trucks on long grades, where the speed differences between trucks and other vehicles becomes greater, increases the potential for accident. Long lines of slow-moving trucks, however, reduce accidents because they reduce the opportunity for passing. At best, the trucks make traffic flow less stable. The results of this study can help in the design of passing lanes and improved grade alignment. 18 references. (DCK)
This article summarizes key findings of a study on pedestrian safety in highway work zones--the state-of-the-art and current practice for pedestrian accommodation in work zones. Findings are based primarily on work zones involving highway construction maintenance activities but consideration is also given to other work-zone types involving buildings, public works projects and utility operations. Review of current traffic control and construction manuals and handbooks revealed only brief reference to pedestrian planning and safety considerations in work zones, with the exception of pedestrian accommodations required in connection with building construction activity by local building codes. The following observations and conclusions came from this study: (1) pedestrians can be found at nearly every work zone; (2) pedestrians should have the same right to traverse a work zone as does a vehicle, even if detouring or rerouting is required; (3) pedestrian routes should be well marked, safe, and easy to follow; (4) in residential and commercial areas, adequate pedestrian access should be provided to properties abutting a work zone; (5) logical, visible, and direct paths will be followed by pedestrians; and (6) a minimum of special devices should be provided for special user groups such as the elderly and handicapped, with designs including ramps and curb-free walkways. It is also concluded that guidelines for pedestrian accommodation in highway work zones should be developed at the federal level.
With mean daily temperatures of minus 17 deg C in January it is not surprising that climatic conditions such as temperature and wind speed are factors that influence bus passenger walking distances and waiting times in northern cities such as Calgary. The objectives of this study were to: (1) measure walking distances to and waiting times at bus stops during summer and winter conditions; (2) perform appropriate statistical analyses of the data collected; and (3) develop refined measures for urban planning purposes including the primary catchment area of a bus stop, detour factors, and to determine the effect of inclement weather on bus passenger walking and waiting times.
This panel session presentation focused on transportation in the Western Hemisphere and, more specifically, on Canada, Mexico, and Venezuela. These countries were selected for representation in the panel session as they all have active, notable transportation planning programs and, for comparison purposes, because they are in various stages of socioeconomic growth and development.
The transit-development-planning guidelines formulated in this research are designed to involve citizens and decision-makers in the planning process. The approach used is geared toward small urban and rural-area systems rather than larger urban areas. Objectives the plan is oriented toward achieving are obtained through direct contacts with the public. Decision-makers are afforded the opportunity to examine incremental service benefits and their costs, to make an informed choice. Greater local support for transit is a likely by-product, as citizens and their leaders acquire a better understanding of the issues and options pertaining to transit service in their community. 17 references, 2 figures.
This study evaluates statistical data to test the relationship of six transit system-related variables to transit use. Each variable represents a criterion of transit service quality or coverage commonly assumed by planners to influence the use of a transit system. The variables to be analyzed include transit system speed, frequency of service, express bus service, route coverage, noncentral business district service, and transferring. Common planning assumptions hold that transit usage increases as system speed, frequency of service, use of express buses, route coverage and nonradial routes increase and that it decreases with increases in the number of transfers required. The research tests these assumptions and finds that frequency of service is a prime influence. 6 references, 3 tables.
The Ford Pinto gasoline tank trial in Indiana, the DC-10 cargo door and engine mount problems, the Bay Area Rapid Transit control system failure, the Goodrich A7D aircraft brake case, the disposal of toxic wastes in the Love Canal area, and problems at the Three Mile Island nuclear energy plant have all given rise to numerous discussions and published articles regarding the ethical and philosophical aspects of engineering practice. The highway safety engineer could try to avoid facing certain moral dilemmas by rationalizing that the budget is not large enough to cover all projects that could be justified on a safety basis, or that the appropriate amount for safety improvement projects has already been established by a higher administrative level, and all that can be done is to implement the "best" project until those funds are exhausted. There are a number of ways in which "society" has expressed that certain trade-offs with highway safety are acceptable.
The Golden Gate Bridge, Highway, and Transportation District operates the Golden Gate Bridge (a toll facility), a bus system, a ferry system across San Francisco Bay, and a ridesharing program, all of which have the objective of reducing vehicular traffic over the Golden Gate Bridge from heavily developed areas north of San Francisco. In April 1980, the District's marketing program initiated a market research study that sought to develop the type of market data required to establish a marketing program aimed at attracting commuters out of their cars and onto the District's ferry system. This article looks at the survey's research methodology and findings.
This panel session presentation focuses on foreign aid to developing countries for transportation programs. The speakers on the panel from which this article is derived represent the 3 outstanding official development assistance agencies: the United Nations Capital Development Fund, the International Bank for Reconstruction and Development (World Bank), and the U.S. Agency for International Development. The transportation-related international financing efforts of each entity are discussed.
It has been shown that integrated systems of coordinated transit and paratransit services offer potential productivity and efficiency improvements in transit operations for low density areas. Parallel to development of this operations plan and prior to the implementation of associated services, the organizational structure for delivering area-wide transportation must be formed. This phase of organizational planning, referred to herein as implementation planning, must accommodate financial, jurisdictional, and institutional factors that arise when various types of transit and paratransit forms are consolidated. With this in mind, this paper addresses the justification and design of the organization of a Transportation District for a small urban-rural area and its surrounding area of influence. Consolidation of social and fixed-route services is shown to be the major force for expansion of the service region in small urban areas to include the outlying rural environs.
In planning a symposium on transportation, the Eno Foundation was logically attracted to the efforts being made in cities of developing nations to modernize their transportation systems. This panel session presentation focused on the urban transport accomplishments of the city of Jeddah, Saudi Arabia.
This article reports the results of a comprehensive case study of railroad decision-making with regard to the selection of speed limits and associated levels of scheduled track maintenance (T/M) expenditures on individual lines of road. The focus, in particular, is on relationships between safety (track standards and accidents), train speeds (including economic incentives that influence train speed), and levels of T/M spending.
