Geoarcheological Investigations of Wetland Cell D Within the Dallas Floodway Extension Project Area, Dallas, Texas

The Dallas Floodway Extension project is designed to provide flood damage reduction and environmental restoration within the Trinity River flood plain between the Corinth Street Viaduct and Loop 12. The U.S. Army Corps of Engineers, Fort Worth District, contracted with Geo-Marine, Inc., to conduct an archeological assessment of the proposed Wetland Cell D. The archeological assessment was to identify any potential archeological sites that may be eligible for inclusion in the National Register of Historic Places and to provide an assessment of the potential for buried landforms in the project area that may have intact archeological resources present. The geoarcheological investigations, involving the excavation of 10 backhoe trenches and the review of previous data collected within the Upper Trinity River drainage, revealed that the flood plain sediments of the Trinity River are quite variable, both horizontally and vertically. The data collected during the current investigations suggest that Cell D is located along or near the axis of a recent Trinity River meander belt that has cut deeply into the preexisting Quaternary sediments. This channel cut was then rapidly filled with fine-grained deposits possibly derived from the surrounding uplands and other areas upstream. In addition, the trenching revealed that the upper portions of the sediments within Cell D have been disturbed during the recent historic period, presumably by the construction of the Interstate 45 bridge and the activities of the nearby Dallas Central Wastewater Treatment Plant

The Application of the Federal Antitrust Laws to Municipal Taxicab Regulation

This Article analyzes the likelihood that municipal taxicab regulation may violate federal antitrust laws

Assessment of Community Planning for Mass Transit: Volume 9--Seattle Case Study

One of nine studies done by the Office of Technology Assessment (OTA) assessing community planning for mass transit. The report identifies "the factors that help communities, facing critical technological choices, make wise decisions that are consistent with local and national goals for transit" (p. vii)

The disappearance of railroad commutation in Boston, Massachusetts

Thesis (M.C.P.)--Massachusetts Institute of Technology, Dept. of City and Regional Planning, 1959.Includes bibliographical references (leaves 49-50).by Robert Hastings Murphy.M.C.P

Task analysis and operating procedure design for a traffic management system : application to Boston's Central Artery/Tunnel

Thesis (M.S.)--Massachusetts Institute of Technology, Dept. of Mechanical Engineering, 1994.Includes bibliographical references (p. 107-108).by Rebecca C. Milam.M.S

Indirect energy associated with Swedish road transport

Typically when transport systems are considered from an energy or environmental perspective it is primarily the energy use associated with the propulsion of vehicles that is addressed. There are however other significant energy categories associated with transport systems, labelled as indirect energy – construction, operation, maintenance and demolition of infrastructure; manufacturing, service and scrapping of vehicles; and fuel production. In this paper the indirect energy is calculated to slightly more than 45% of the total energy use in the Swedish road transport sector. In detail, infrastructural energy stands for approximately 22%, vehicular energy at least 14%, and fuel production about 9% of the total energy use. In conclusion, the insight into the significance of the indirect transport energy should have implications on transport policy, for example, the design of means of control to reduce energy use and environmental impact. Four scenarios involving energy-saving measures are tested, and even though direct energy use remains the single largest item, policy-makers concerned with reducing road sector CO2-emissions cannot focus exclusively on the consumption of petrol and diesel for propulsion, but should also give heed to the energy use associated with infrastructure and vehicles

Are Ghana's roads paying their way? Assessing road use cost and user charges in Ghana

The author studied how much road damage contributes to road use costs in Ghana and how the marginal social costs should be recovered. This required understanding the road deterioration process better and analyzing the implications for vehicle operating costs and road user charges. The most important thing learned is that studies of road-user costs are feasible in reputedly data-poor countries. The author found that to bridge the gap between road-user costs and charges, the annual fee for heavy trucks should be raised tenfold. Fuel taxes alone are not adequate to distinguish fully the large difference in road damage costs incurred by heavy trucks and private cars. The taxing instrument most deficient in Ghana is the annual licensing fee. Not only should licensing fees for heavy trucks be ten times higher than they are now, but exemptions from the licensing fee should be canceled and registration rules strictly enforced. Even then, charges on heavy vehicles will not cover costs unless current legal limits of axle loading are obeyed. A more efficient means of reducing the damaging effects of heavy vehicles lies in structuring the annual fees to reflect how much more damaging two-axle heavy vehicles are than multiaxle vehicles. The issue of redistribution of costs and fees is of secondary importance in Ghana because of low fuel consumption, low level of fuel taxes, and the fact that expenditures on fuels are proportionately the same for the poor and the nonpoor.Roads&Highways,Airports and Air Services,Transport and Environment,Urban Transport,Public Sector Economics&Finance

Supply and Demand Based Transit Service Allocation: A Method of Evaluating Transit Network

Travel patterns in Canadian urban areas changed during the twentieth century. No longer is urban travel downtown oriented. In all but the smallest Canadian urban areas, travel has evolved into a polycentric pattern. Despite this Canadian public transit networks remain oriented to the older travel patterns because of shortages in planning capacity. The transit literature on performance monitoring focuses on “system” variables rather than “network” variables like how well transit networks match travel patterns. This research develops a method by which transit planners can monitor the performance of transit networks in their communities. Applying this methodology provides recommendations to planners on how to improve transit network structures to better facilitate polycentric urban travel. Future research should compare the network performance of Canadian transit systems