A straightening algorithm for row-convex tableaux

We produce a new basis for the Schur and Weyl modules associated to a row-convex shape, D. The basis is indexed by new class of "straight" tableaux which we introduce by weakening the usual requirements for standard tableaux. Spanning is proved via a new straightening algorithm for expanding elements of the representation into this basis. For skew shapes, this algorithm specializes to the classical straightening law. The new straight basis is used to produce bases for flagged Schur and Weyl modules, to provide Groebner and sagbi bases for the homogeneous coordinate rings of some configuration varieties and to produce a flagged branching rule for row-convex representations. Systematic use of supersymmetric letterplace techniques enables the representation theoretic results to be applied to representations of the general linear Lie superalgebra as well as to the general linear group.Comment: 31 pages, latex2e, submitted to J. Algebr

Passenger Flows in Underground Railway Stations and Platforms, MTI Report 12-43

Urban rail systems are designed to carry large volumes of people into and out of major activity centers. As a result, the stations at these major activity centers are often crowded with boarding and alighting passengers, resulting in passenger inconvenience, delays, and at times danger. This study examines the planning and analysis of station passenger queuing and flows to offer rail transit station designers and transit system operators guidance on how to best accommodate and manage their rail passengers. The objectives of the study are to: 1) Understand the particular infrastructural, operational, behavioral, and spatial factors that affect and may constrain passenger queuing and flows in different types of rail transit stations; 2) Identify, compare, and evaluate practices for efficient, expedient, and safe passenger flows in different types of station environments and during typical (rush hour) and atypical (evacuations, station maintenance/ refurbishment) situations; and 3) Compile short-, medium-, and long-term recommendations for optimizing passenger flows in different station environments

Russia's Passive Army: Rethinking Military Coups

Military coups are considered most likely when state political capacity is low and the army's corporate interests are threatened. However, these conditions are also frequently present in situations in which the military remains politically passive, weakening the explanatory power of these propositions. In Russia, an extremely weak state coexists with an army whose corporate interests have been threatened over the past decade, yet the military has not intervened in high politics. Two alternative explanations for this behavior are examined, one based on internal cleavages in the army (organizational structure) and the second on officer corps norms (organizational culture). Although both accounts are plausible, organizational culture provides the best explanation for Russian military passivity. The importance of this variable is demonstrated in a study of Russian military behavior from 1992 to 1999. Studying nonevents, and moving beyond the coup/noncoup dichotomy, provides a more complete picture of military behavior in domestic politics.Yeshttps://us.sagepub.com/en-us/nam/manuscript-submission-guideline

Increasing Transit Ridership: Lessons from the Most Successful Transit Systems in the 1990s, MTI Report-01-22

This study systematically examines recent trends in public transit ridership in the U.S. during the 1990s. Specifically, this analysis focuses on agencies that increased ridership during the latter half of the decade. While transit ridership increased steadily by 13 percent nationwide between 1995 and 1999, not all systems experienced ridership growth equally. While some agencies increased ridership dramatically, some did so only minimally, and still others lost riders. What sets these agencies apart from each other? What explains the uneven growth in ridership

What’s Behind Recent Transit Ridership Trends in the Bay Area? Volume I: Overview and Analysis of Underlying Factors

Public transit ridership has been falling nationally and in California since 2014. The San Francisco Bay Area, with the state’s highest rates of transit use, had until recently resisted those trends, especially compared to Greater Los Angeles. However, in 2017 and 2018 the region lost over five percent (>27 million) of its annual riders, despite a booming economy and service increases. This report examines Bay Area transit ridership to understand the dimensions of changing transit use, its possible causes, and potential solutions. We find that: 1) the steepest ridership losses have come on buses, at off-peak times, on weekends, in non-commute directions, on outlying lines, and on operators that do not serve the region’s core employment clusters; 2) transit trips in the region are increasingly commute-focused, particularly into and out of downtown San Francisco; 3) transit commuters are increasingly non-traditional transit users, such as those with higher incomes and automobile access; 4) the growing job-housing imbalance in the Bay Area is related to rising housing costs and likely depressing transit ridership as more residents live less transit-friendly parts of the region; and 5) ridehail is substituting for some transit trips, particularly in the off-peak. Arresting falling transit use will likely require action both by transit operators (to address peak capacity constraints; improve off-peak service; ease fare payments; adopt fare structures that attract off-peak riders; and better integrate transit with new mobility options) and public policymakers in other realms (to better meter and manage private vehicle use and to increase the supply and affordability of housing near job centers)