Cross-Corridor Comparison of Operating Costs for High-Speed Ground Transportation

1997 ◽  
Vol 1584 (1) ◽  
pp. 8-16
Author(s):  
Duncan W. Allen
Keyword(s):  
High Speed ◽  
Economies Of Scale ◽  
Unit Cost ◽  
The United States ◽  
Maintenance Cost ◽  
Traffic Density ◽  
Trip Length ◽  
Market Growth ◽  
Passenger Traffic ◽  
Unit Costs

The U.S. Department of Transportation’s commercial feasibility study (CFS) of high-speed ground transportation (HSGT) included a detailed estimate of operating and maintenance (O&M) costs for eight HSGT technologies across nine intercity corridors in the United States. The number of cases examined in detail provides a wealth of information that can support general conclusions about HSGT O&M costs under the normative assumptions of the CFS. These conclusions are expressed primarily in terms of six parameters: the nominal maximum authorized speed of the technology; revenue seat-miles; revenue seat-hours; corridor passenger traffic density; specific trip length; and corridor length. The total O&M unit costs per passenger-mile estimated for the CFS are related to these parameters: It is concluded that most of the variation among operating and maintenance cost estimates can be explained by a set of four descriptive parameters in conjunction with a choice of technology option; for a given corridor length and amount of transportation provided, the total O&M costs for other than maintenance of way increase only modestly with higher speeds and more advanced technologies; maintenance of way costs exhibit economies of scale but can vary widely among corridors, depending on the ownership and operating arrangement for the corridor, the lowest unit-cost option for a corridor is strongly determined by traffic density and by the potential for market growth with increased operating speeds; the importance of specific trip length relative to passenger traffic density increases with density; and generalizations drawn from CFS results in terms of corridor length or density alone do not necessarily apply to other corridors, particularly when one or more of the other four parameters differ.

A Statistical Estimation of an Operating Cost Function for Municipal Refuse Collection

1976 ◽  
Vol 4 (1) ◽  
pp. 56-76 ◽  
Author(s):  
Harry M. Kitchen
Keyword(s):  
Economies Of Scale ◽  
Descriptive Analysis ◽  
Unit Cost ◽  
Operating Cost ◽  
Final Analysis ◽  
Factors Affecting ◽  
Refuse Collection ◽  
Unit Costs ◽  
Average Unit ◽  
Municipal Refuse

This study is both an attempt to isolate those factors which contribute to the variation in average unit costs of collecting refuse and an attempt to examine the extent to which economies of scale exist. The model employed states that the average per capita cost to a municipality is a function of five categories of factors. Within the categories, a number of variables were postulated to have some significant effect on the per unit cost. However, the unavailability of some data and lack of variation in other data reduced the actual model so that in the final analysis ten variables were found to significantly affect costs. The results from the sample indicated that average costs increased in municipalities with populations of up to 324,000 and only began to fall when cities exceeded this size. A number of other variables exerted in one direction or another a significant effect on costs. A further statistical analysis of this sort may prove to be rather fruitless. What is perhaps needed is a more in-depth descriptive analysis of the institutional implications of the factors affecting the whole operation of refuse collection.

scholarly journals Economies of scale in the water sector: a survey of the empirical literature

2011 ◽  
Vol 1 (3) ◽  
pp. 179-193 ◽  
Author(s):  
Gustavo Ferro ◽  
Emilio J. Lentini ◽  
Augusto C. Mercadier
Keyword(s):  
Economies Of Scale ◽  
Universal Access ◽  
Unit Cost ◽  
Returns To Scale ◽  
Empirical Literature ◽  
Water Sector ◽  
Unit Costs ◽  
Proportional Change ◽  
Constant Returns To Scale ◽  
The Relationship

The issue of the most favorable size and optimal industry structure in the water sector is a relevant topic in many countries, due to fragmentation of the water sector and the key role played by municipalities. Important debates are taking place worldwide about how to provide universal access to the water supply and offer an efficient service. Regarding efficiency, the possibility of exploiting economies of scale would imply better resource allocation, the potential for lower water charges, and greater geographical coverage. By surveying the empirical research from different parts of the world, we aim to shed some light on the topic of economies of scale, and to provide a synthesis of the literature. We also aim to determine whether there is a tradeoff between centralization and decentralization. Our survey shows that, for several countries, variations in efficiency of water provision due to economies of scale do exist. Increases in efficiency related to economies of scale are found for populations in the range of 100,000 to 1 million people served. For larger populations, volume- or density-constant returns to scale are observed, followed by decreasing returns to scale; the reverse occurs for smaller values, suggesting that cost savings are derived from consolidation of providers. [Returns to scale refer to changes in output resulting where all inputs increase by a constant factor. If output increases by that same proportional change, then there are constant returns to scale. If output increases by less than that proportional change, there are decreasing returns to scale. If output increases by more than that proportional change, there are increasing returns to scale. Returns to scale is a technological phenomenon, due to the relationship between inputs and outputs in the production function. Economies of scale refer to reductions in unit cost as the scale of production increases. Diseconomies of scale are the opposite: increasing in unit costs as the scale of production increases. Scale changes mean a proportional increase in all factors of production. Economies of scale are a economical phenomenon, due to the relationship between unit costs and the level of production.]

Financial impact of spinal cord stimulation on the healthcare budget: a comparative analysis of costs in Canada and the United States

2009 ◽  
Vol 10 (6) ◽  
pp. 564-573 ◽  
Author(s):  
Krishna Kumar ◽  
Sharon Bishop
Keyword(s):  
Spinal Cord ◽  
Spinal Cord Stimulation ◽  
Unit Cost ◽  
The United States ◽  
Maintenance Cost ◽  
Healthcare Budget ◽  
The Us ◽  
Initial Implantation ◽  
The Individual ◽  
The Cost

Object Many institutions with spinal cord stimulation (SCS) programs fail to realize that besides the initial implantation cost, budgetary allocation must be made to address annual maintenance costs as well as complications as they arise. Complications remain the major contributing factor to the overall expense of SCS. The authors present a formula that, when applied, provides a realistic representation of the actual costs necessary to implant and maintain SCS systems in Canada and the US. Methods The authors performed a retrospective analysis of 197 cases involving SCS (161 implanted and 36 failed trial stimulations) between 1995 and 2006. The cost of patient workup, initial implantation, annual maintenance, and resources necessary to resolve complications were assessed for each case and a unit cost applied. The total cost allocated for each case was determined by summing across healthcare resource headings. Using the same parameters, the unit cost was calculated in both Canadian (CAD) and US dollars (USD) at 2007 prices. Results The cost of implanting a SCS system in Canada is $21,595 (CAD), in US Medicare $32,882 (USD), and in US Blue Cross Blue Shield (BCBS) $57,896 (USD). The annual maintenance cost of an uncomplicated case in Canada is $3539 (CAD), in US Medicare $5071 (USD), and in BCBS $7277 (USD). The mean cost of a complication was $5191 in Canada (range $136–18,837 [CAD]). In comparison, in the US the figures were $9649 (range $381–28,495) for Medicare and $21,390 (range $573–54,547) for BCBS (both USD). Using these calculations a formula was derived as follows: the annual maintenance cost (a) was added to the average annual cost per complication per patient implanted (b); the sum was then divided by the implantation cost (c); and the result was multiplied by 100 to obtain a percentage (a + b ÷ c × 100). To make this budgetary cap universally applicable, the results from the application of the formula were averaged, resulting in an 18% premium. Conclusions For budgeting purposes the institution should first calculate the initial implantation costs that then can be “grossed up” by 18% per annum. This amount of 18% should be in addition to the implantation costs for the individual institution for new patients, as well as for each actively managed patient. This resulting amount will cover the costs associated with annual maintenance and complications for every actively managed patient. As the initial cost of implantation in any country reflects their current economics, the formula provided will be applicable to all implanters and policy makers alike.

scholarly journals Reserved Bed Program Reduces Neurosciences Intensive Care Unit Capacity Strain: An Implementation Study

Neurosurgery ◽  
2019 ◽  
Vol 86 (1) ◽  
pp. 132-138
Author(s):  
Christopher D Shank ◽  
Nicholas J Erickson ◽  
David W Miller ◽  
Brittany F Lindsey ◽  
Beverly C Walters
Keyword(s):  
Intensive Care ◽  
Economies Of Scale ◽  
Negative Impact ◽  
The United States ◽  
Fiscal Year ◽  
Implementation Study ◽  
Service Line ◽  
Hospital Units ◽  
Significant Negative Impact ◽  
Operational Issues

Abstract BACKGROUND Neurosciences intensive care units (NICUs) provide institutional centers for specialized care. Despite a demonstrable reduction in morbidity and mortality, NICUs may experience significant capacity strain with resulting supraoptimal utilization and diseconomies of scale. We present an implementation study in the recognition and management of capacity strain within a large NICU in the United States. Excessive resource demand in an NICU creates significant operational issues. OBJECTIVE To evaluate the efficacy of a Reserved Bed Pilot Program (RBPP), implemented to maximize economies of scale, to reduce transfer declines due to lack of capacity, and to increase transfer volume for the neurosciences service-line. METHODS Key performance indicators (KPIs) were created to evaluate RBPP efficacy with respect to primary (strategic) objectives. Operational KPIs were established to evaluate changes in operational throughput for the neurosciences and other service-lines. For each KPI, pilot-period data were compared to the previous fiscal year. RESULTS RBPP implementation resulted in a significant increase in accepted transfer volume to the neurosciences service-line (P = .02). Transfer declines due to capacity decreased significantly (P = .01). Unit utilization significantly improved across service-line units relative to theoretical optima (P < .03). Care regionalization was achieved through a significant reduction in “off-service” patient placement (P = .01). Negative externalities were minimized, with no significant negative impact in the operational KPIs of other evaluated service-lines (P = .11). CONCLUSION Capacity strain is a significant issue for hospital units. Reducing capacity strain can increase unit efficiency, improve resource utilization, and augment service-line throughput. RBPP implementation resulted in a significant improvement in service-line operations, regional access to care, and resource efficiency, with minimal externalities at the institutional level.

Marginal assessment of the cost and benefits of aphasia treatment: Evidence from community-based telerehabilitation treatment for aphasia

2021 ◽  
pp. 1357633X2098277
Author(s):  
Molly Jacobs ◽  
Patrick M Briley ◽  
Heather Harris Wright ◽  
Charles Ellis
Keyword(s):  
Cost Effectiveness ◽  
Economies Of Scale ◽  
Reference Group ◽  
Unit Cost ◽  
Community Based ◽  
Face To Face ◽  
Conduction Aphasia ◽  
Aphasia Treatment ◽  
The Cost ◽  
The Relationship

Introduction Few studies have reported information related to the cost-effectiveness of traditional face-to-face treatments for aphasia. The emergence and demand for telepractice approaches to aphasia treatment has resulted in an urgent need to understand the costs and cost-benefits of this approach. Methods Eighteen stroke survivors with aphasia completed community-based aphasia telerehabilitation treatment, utilizing the Language-Oriented Treatment (LOT) delivered via Webex videoconferencing program. Marginal benefits to treatment were calculated as the change in Western Aphasia Battery-Revised (WAB-R) score pre- and post-treatment and marginal cost of treatment was calculated as the relationship between change in WAB-R aphasia quotient (AQ) and the average cost per treatment. Controlling for demographic variables, Bayesian estimation evaluated the primary contributors to WAB-R change and assessed cost-effectiveness of treatment by aphasia type. Results Thirteen out of 18 participants experienced significant improvement in WAB-R AQ following telerehabilitation delivered therapy. Compared to anomic aphasia (reference group), those with conduction aphasia had relatively similar levels of improvement whereas those with Broca’s aphasia had smaller improvement. Those with global aphasia had the largest improvement. Each one-point of improvement cost between US$89 and US$864 for those who improved (mean = US$200) depending on aphasia type/severity. Discussion Individuals with severe aphasia may have the greatest gains per unit cost from treatment. Both improvement magnitude and the cost per unit of improvement were driven by aphasia type, severity and race. Economies of scale to aphasia treatment–cost may be minimized by treating a variety of types of aphasia at various levels of severity.

Greenness and the Potential Resilience to Sexual Violence: “Your Neighborhood Is Being Neglected Because People Don’t Care. People With Power Don’t Care”

2021 ◽  
pp. 088626052110280
Author(s):  
Gibran C. Mancus ◽  
Andrea N. Cimino ◽  
Md Zabir Hasan ◽  
Jacquelyn C. Campbell ◽  
Phyllis Sharps ◽  
...  
Keyword(s):  
Quantitative Analysis ◽  
Violent Crime ◽  
Green Space ◽  
A Priori ◽  
Community Resilience ◽  
The United States ◽  
Green Spaces ◽  
Traffic Density ◽  
Black Communities ◽  
Black Neighborhoods

There is increasing evidence that green space in communities reduces the risk of aggression and violence, and increases wellbeing. Positive associations between green space and resilience have been found among children, older adults and university students in the United States, China and Bulgaria. Little is known about these associations among predominately Black communities with structural disadvantage. This study explored the potential community resilience in predominately Black neighborhoods with elevated violent crime and different amounts of green space. This embedded mixed-methods study started with quantitative analysis of women who self-identified as “Black and/or African American.” We found inequality in environments, including the amount of green space, traffic density, vacant property, and violent crime. This led to 10 indepth interviews representing communities with elevated crime and different amounts of green space. Emergent coding of the first 3 interviews, a subset of the 98 in the quantitative analysis, led to a priori coding of barriers and facilitators to potential green space supported community resilience applied to the final 7 interview data. Barriers were a combination of the physical and social environment, including traffic patterns, vacant property, and crime. Facilitators included subjective qualities of green space. Green spaces drew people in through community building and promoting feelings of calmness. The transformation of vacant lots into green spaces by community members affords space for people to come together and build community. Green spaces, a modifiable factor, may serve to increase community resilience and decrease the risk of violence.

Effect of Changing a Traffic Control Device Color on Driver Behavior and Perception across Different Age Groups

2021 ◽  
pp. 036119812110111
Author(s):  
Hatem Abou-Senna ◽  
Mohamed El-Agroudy ◽  
Mustapha Mouloua ◽  
Essam Radwan
Keyword(s):  
Traffic Control ◽  
Traffic Management ◽  
Driving Simulator ◽  
Age Groups ◽  
The United States ◽  
Time Of Day ◽  
General Purpose ◽  
Traffic Density ◽  
Driving Conditions ◽  
And Performance

The use of express lanes (ELs) in freeway traffic management has seen increasing popularity throughout the United States, particularly in Florida. These lanes aim at making the most efficient transportation system management and operations tool to provide a more reliable trip. An important component of ELs is the channelizing devices used to delineate the separation between the ELs and the general-purpose lane. With the upcoming changes to the FHWA Manual on Uniform Traffic Control Devices, this study provided an opportunity to recommend changes affecting safety and efficiency on a nationwide level. It was important to understand the impacts on driver perception and performance in response to the color of the EL delineators. It was also valuable to understand the differences between demographics in responding to delineator colors under different driving conditions. The driving simulator was used to test the responses of several demographic groups to changes in marker color and driving conditions. Furthermore, participants were tested for several factors relevant to driving performance including visual and subjective responses to the changes in colors and driving conditions. Impacts on driver perception were observed via eye-tracking technology with changes to time of day, visibility, traffic density, roadway surface type, and, crucially, color of the delineating devices. The analyses concluded that white was the optimal and most significant color for notice of delineators across the majority of subjective and performance measures, followed by yellow, with black being the least desirable.

scholarly journals Benchmark of the Trends of Spatial Inequality in World Megaregions

2021 ◽  
Vol 13 (11) ◽  
pp. 6456
Author(s):  
Ziqi Liu ◽  
Ming Zhang ◽  
Liwen Liu
Keyword(s):  
United States ◽  
High Speed ◽  
Investment Strategy ◽  
The United States ◽  
Spatial Inequality ◽  
Theil Index ◽  
High Speed Rail ◽  
International Learning ◽  
Regional Product ◽  
Index Measure

There have been growing concerns around the world over the rising spatial inequality (SI) amid fast and vast globalization. This paper presents an effort to benchmark the conditions and trends of spatial inequality in 37 megaregions in the United States, Europe, and China. Furthermore, the study selected three megaregion examples and analyzed the effect of developing high-speed rail (HSR) as an infrastructure investment strategy on reshaping the spatial pattern of job accessibility. The study measures spatial inequality with the Theil index of gross regional product and with the rank-size coefficient of polycentricity. Results show that spatial inequality exists and varies in magnitude within and between megaregions. On average, Chinese megaregions exhibited the level of spatial inequality about two times or more of those in the U.S. and European megaregions. The decade between 2006 and 2016 saw a decrease in the Theil index measure of megaregional inequality in China, but a slight increase in the United States and Europe. Fast growing megaregions exhibit high levels and rising trends of spatial inequality regardless of the country or continent setting. HSR helps improve mobility and accessibility; yet the extent to which HSR reduces spatial inequality is context dependent. This study presents a first attempt to assess and compare the spatial inequality conditions and trajectories in world megaregions aiming at promoting international learning.

scholarly journals Address of the President Sir Henry Dale, C.B.E., at the Anniversary Meeting, 1 December 1941

1942 ◽  
Vol 179 (978) ◽  
pp. 233-260 ◽  
Keyword(s):  
Technical College ◽  
High Speed ◽  
Large Scale ◽  
Electrical Engineering ◽  
The United States ◽  
The Past ◽  
Pure Mathematics ◽  
Symbolic Structure ◽  
The Church ◽  
Insight Into

This is the first occasion on which I have had the great honour of addressing the Royal Society on this anniversary of its foundation. According to custom, I begin with brief mention of those whom death has taken from our Fellowship during the past year, and whose memories we honour. Alfred Young (1873-1940), distinguished for his contributions to pure mathematics, was half brother to another of our Fellows, Sydney Young, a chemist of eminence. Alfred Young had an insight into the symbolic structure and manipulation of algebra, which gave him a special place among his mathematical contemporaries. After a successful career at Cambridge he entered the Church, and passed his later years in the country rectory of Birdbrook, Essex. His devotion to mathematics continued, however, throughout his life, and he published a steady stream of work in the branch of algebra which he had invented, and named ‘quantitative substitutional analysis’. He lived to see his methods adopted by Weyl in his quantum mechanics and spectroscopy. He was elected to our Fellowship in 1934. With the death of Miles Walker (1868-1941) the Society loses a pioneer in large-scale electrical engineering. Walker was a man of wide interests. He was trained first for the law, and even followed its practice for a period. Later he studied electrical engineering under Sylvanus Thompson at the Finsbury Technical College and became his assistant for several years. Thereafter, encouraged by Thompson, he entered St John’s College, Cambridge, with a scholarship, and graduated with 1st Class Honours in both the Natural Sciences and the Engineering Tripos. Having entered the service of the British Westinghouse Company, he was sent by them to the United States of America to study electrical engineering with the parent company in Pittsburgh. On his return to England he became their leading designer of high-speed electrical generators

Some Guidance for Hull Form Selection for SWATH Ships

1988 ◽  
Vol 25 (04) ◽  
pp. 239-252
Author(s):  
G. Robed Lamb
Keyword(s):  
High Speed ◽  
Early Stage ◽  
The United States ◽  
Practical Application ◽  
Hull Form ◽  
Stage Design ◽  
Seakeeping Performance ◽  
The World ◽  
Selection For ◽  
Early Stage Design

Even though in 1987 there were only a dozen SWATH (smali-waterplane-area twin-hull) craft and ships afloat around the world, word of their markedly superior seakeeping performance is spreading rapidly. The number of SWATH vessels is likely to double within five years. As in many other areas of technology, the United States and Japan are the acknowledged leaders in the development and practical application of the SWATH concept. This paper reviews the characteristics of existing SWATH craft and ships from the standpoint of the stated seakeeping objective. Hull form differences between four SWATH craft and ships, including the Navy's SSP Kairnalino, are analyzed and interpreted. Important considerations for the early-stage design of a SWATH ship are discussed. Differences in the range of feasible hull form geometries for coastal areas and unrestricted ocean operations, and for low-speed versus moderately high-speed applications, are pointed out.

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