Some practical aspects of forecasting key commodity flows for the Port of Metropolitan St. Louis are heuristically examined. Scenarios of regional economic growth are developed, detailed industrial market studies are assessed, and regressions are adjusted from baseline output to reflect the impact of intermodal opportunities, the needs and demands of target industries, and the unique position of the port below Locks and Dam 26. Key forecasts of flows of cash grains and grain products, coal, petroleum and petroleum products, chemicals, and fabricated metals are examined. Operational problems resulting from growth in commodity flows at the port are identified. Finally, the need for port studies to identify and capitalize on the unique locational and industrial assets of individual regions is discussed.

Research undertaken to develop and document a methodology for the estimation of secondary transportation-related flood losses to commercial and industrial firms is reported. The categories of loss estimated exclude physical damage, which is already included in current methodologies. The methodology categorizes transportation-related flood losses into three broad areas. The first area is losses in travel time and travel cost-estimated costs of additional route circuity and travel time, primarily for the movement of freight. The second area is that of business interruption losses, which relate to transportation in the sense that access is essential to the functioning of businesses. The third area of loss is consequences of flood conditions that are not measured solely in dollars. Typical of this category might be increases in energy consumption or air pollution as a result of flood conditions. /Author/

The objective of this paper is to demonstrate the development and integration of an efficient method for computing 8-h periods of trip generation and their resulting carbon monoxide, nitrogen oxide, and hydrocarbon emissions, by employing current emissions-dispersion models in conjunction with a direct assignment algorithm and appropriate regression analysis. After appropriate determination of land use stimuli and functional highway class, volumes are forecast using the direct assignment approach and input into the emissions model computations. Subsequently, calibration of a regression-of-emissions versus trip-generation input yields the capability to forecast a series of emissions consequences versus land use. /Author/

This paper describes a paramount problem, which currently exists for the United States (US)-owned and operated air carriers flying international and overseas routes is that besides competing with many subsidized foreign air carriers, they in many instances also compete among a number of US air carriers. As a result, duplication in air line schedules along with ground facilities and equipment results in excessive costs and lower load factors for the US air carriers. In order to overcome the problem of duplication, the current international and overseas route structure for the US air carrier should be completely overhauled. The competition on these routes should be limited to as few US air carriers per route as possible. By doing this, the air carrier can eliminate the duplication in schedules and ground facilities and develop schedules that will achieve higher load factors and higher revenues.

The objective of this paper is to describe the development of the line source sorting model NETSEN II and its use in conjunction with the EPA's automobile exhaust emissions model analysis model. Speed-profile analogies from the Regional Air Pollution Study of the St. Louis air quality control region (AQCR), developed for use in the model emissions model, are used. The model emissions model was designed to calculate the amounts of hydrocarbons (HC), carbon monoxide (CO), and oxides of nitrogen (NOX) emitted by individual automobiles or groups of automobiles stratified by age and geographic location. The NETSEN II is an updated version of NETSEN with additional variables and subroutines and the ability to test for the following roadway characteristics in defining a line source at any level of data refinement (a line source being the smallest segment of inventoried roadway depictable with a given specific set of attriputes): average daily traffic, five types of special typography, four types of capacity alternations, eight types of sensitive land uses, five types of activity centers, five types of progressive movement, channelization, functional classification, link distance, peak speed differences, truck and bus volumes, and volume-capacity (V/C) ratio. In this research, the inputs to NETSEN II are the appropriate uses control cards for selection of line sources and the network roadway inventory; and the output is a set of line sources that meet specified characteristics which is used as the project's first output, the second being the emission rates computed by the modal emissions model, the third the emission factors for trucks, and the fourth a control card to determine the total percentage of all trucks, the hours of the day for which emissions data are desired, and whether or not emissions are to be added to the grid totals of stored separately as hourly totals. With these inputs, line source emissions were computed. Besides NETSEN II itself, the data analysis and modeling efforts of the project yielded: development of a truly microscale emissions estimation modals which allows emissions to be analyzed as a function of highly localized traffic operating conditions and roadway descriptions through integration of NETSEN II and the modal emissions model; the ability to develop accurate analogies of speed-profile and emission characteristics for links that do not possess speed-profiled data; and thus an accurate and exhaustive statement of emissions obtained for line sources in the St. Louis AQCR.

This paper reviews waterway and port development within a set of complex institutional, governmental, and intermodal issues. The lack of a policy statement relating port facilities to national transportation needs and planning activities and the widely varied investment criteria for port-related transportation facilities (highways, rails, and public transit) have established an environment conducive to overinvestment in regional port facilities. This paper develops a commodity flow analysis and reviews potential implementation and funding options and the integration of ports into federal transportation activities and the regional and metropolitan transportation planning process. (Author)

Described is a method of technology assessment capable of evaluating transportation alternatives for a variety of city sizes, land-use patterns and socioeconomic characteristics. It is an abstract technology assessment format capable of generic evaluation over a hierarchy of city sizes, shapes and modal transportation technology characteristics using unit cost and impact data. A research agency is able to rapidly examine sensitivities and boundaries of rational or optimal transportation investments. This examination may occur over a group of similar or different regions and may draw significant conclusions about the mix of transportation technology investments most likely needed and capable of compatible operation.