Master of Science in Civil Engineering

Permanent URI for this collectionhttp://192.248.9.226/handle/123/742

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item: Thesis-Abstract
Cost effective method to develop national road inventory database
(2014-08-07) Kumara, AMTIS; Bandara, JMSJ
This research was focused to find out a method to develop or update the National Road Inventory Database in a cost effective manner. The main cost sensitive factor for the development of Inventory Database was identified as the Inventory Survey. Any revision on existing Inventory Databases or originating New Databases should be done with the completion of an inventory survey. The method adopted to do the survey will determine the accuracy of the data and the cost. For the complete Road Inventory Database, the inventory survey should be carried out to cover all links in the network. In general the road networks are complicated and it is difficult to find a method to travel on each and every link without having to back track. Sometimes survey team compelled to travel several times on same road section just to reach other links without collecting any data (i.e. idle traveling). It was experienced that a survey trip can be carried out in two different ways such as the origin and destinations as the same point or origin and destination as two different points. According to the inventory survey carried out by Transportation Engineering Division of University of Moratuwa, it was found that approximately half of the total cost of inventory survey occurred for the idle traveling. If the road inventory survey can be carried out with minimum idle traveling that method will be the most effective method to carry out the survey. Hence under this research, it was found a method which minimizes the 'idle traveling' by considering the both cases of survey trip patterns.
item: Thesis-Full-text
Develop driving cycles to determine fuel consumption and for traffic engineering purposes in Colombo city
(2015-09-17) Galgamuwa, UN; Bandara, JMSJ
Driving cycle can be considered as one of the useful methods of modelling traffic behaviour on road for many purposes such as traffic engineering, fuel economy and setting up emission standards. A driving cycle is a series of data points representing the speed of a vehicle versus time in a particular environment. There are hundreds of driving cycles developed all around the world and driving cycles are well established in US, Europe, Australia and in some of the Asian countries. Many driving cycles in those four regions were analysed to identify the best method for Sri Lanka. Four steps have been identified for cycle construction and the best methods for Sri Lanka was selected after analysing the traffic behaviour of the places where the driving cycles were analysed in the comparison. For both traffic engineering purpose and estimation of emission inventories, the route selection method was done using daily traffic, origin/destination and trip generators and attractors. For the data collection, on-board measurement method was adopted after evaluating the advantages and disadvantages of the chase car method with the on board measurement method. A new approach was used for the data collection after dividing the selected routes and assigning them in to links and combined them using daily traffic proportions. Cycle construction methods were chosen according to the purpose of the cycle construction. Segment based cycle construction method was used to develop a driving cycle for traffic engineering purposes. For fuel economy and estimating emission inventories three methods were used. Micro trip-based cycle construction method was used when there are many “stop-go” conditions. Segment-based cycle construction method used where there are less or no stops between origin and destination (Expressways). Modal cycle construction method was used where there are many variations in driving behaviour (different magnitudes of accelerations and decelerations). Ten parameters were identified for cycle evaluation and they vary according to the purpose of the cycle construction. Emission related traffic parameters were used to analyse the emission and fuel economy related driving cycles and hence the selected cycle will represent the actual emission or fuel consumption in considered region. Similarly, for the traffic engineering purpose the parameters related to traffic management were considered when evaluating the driving cycle for traffic engineering purpose.
item: Thesis-Abstract
Development of a vehicle emissions inventory for Sri Lanka
Preethika, LU; Bandara, JMSJ
Estimates available to date in Sri Lanka shows that the transport sector is responsible for majority share of the most of the gaseous emissions to the environment with compared to any other sector such as industry, agriculture, fisheries etc. Sri Lanka has adopted emission standards for all vehicles, but those standards are yet to be effectively enforced. Further, there is no mechanism to evaluate the benefits due to emission control strategies as no reliable emission inventory is available, specially to estimate local concentration levels. This paper discusses the development of a vehicle emission inventory that could be used for estimating vehicle emission with respect to special distribution. This inventory has developed with provision to accommodate improved vehicle emission factors for different vehicle types and traffic conditions in the future. This inventory is capable of estimating emission load due to traffic on any road link categorized as a National road. Provision is available to estimate the hourly emission load distributions and inventory out puts can be presented in a GIS platform. Transportation Engineering Division (TED) of the Department of Civil Engineering, University of Moratuwa maintains a road inventory and socio economic database covering the entire country except certain parts in the North & the East. Transport planning model "Transplan" has been developed to estimate the daily vehicle volumes and average operating speeds of vehicles on all main roads in the Colombo Metropolitan Area (CMR) and all national roads (A & B Class) in the other provinces except certain parts in North & East. Transplan model was extended to estimate the vehicle emission load for a given set of vehicle emission factors for different vehicle types and operating conditions (average speed). Manual classified count carried out at select locations in the island was used to estimate the vehicle types and their distribution over the time at each of the road link. Vehicle registration information available was used to arrive at the diesel & petrol vehicle distribution. At present the hourly vehicle emission load along each road link is estimated based on approximate vehicle emission factors. The model is capable of accommodating accurate vehicle emission factors for different vehicle types and traffic conditions when available.
item: Thesis-Abstract
Development of an eveluation criterion to assess pedestrian facilities in urban environment using walkability measures
(2014-11-01) Dias, TWKIM; Bandara, JMSJ
Development of an evaluation criterion to assess pedestrian facilities in urban environment using walkability measures Utility-related walking includes household, transportation, or occupation purpose walking and that has now become a solution in sustainable transport systems. Presence of facilities for pedestrians is at vital importance in both utility-related walking and recreational walking. Walkability is an idea of quantifying the safety and desirability of walking routes. It is defined in many ways under different disciplines. The most commonly used definition is: the extent to which the built environment is friendly to the presence of people living, shopping, visiting, enjoying or spending time in an area. This research discusses the major pedestrian facilities involved in utility-related walking and proposes a scoring model to evaluate the pedestrian facilities in urban environment using ―walkability‖ measures. The proposed model can be used to evaluate pedestrian facilities in road links to compare different road links and to identify deficiencies in a given road. At present walkability is evaluated using qualitative measures that are very subjective. Existing methods of evaluating walkability were carefully studied and the limitations and weaknesses were identified. In the proposed model, a score as a percentage is finally obtained from the evaluation where 100% means a perfect road to walk and 0 means the worst condition for walking. This could be used in detail to compare two or more roads. The facilities evaluated in the proposed model are: sidewalks, crosswalks, pedestrian amenities and aesthetics, disability infrastructure, and security from crimes. Methods to evaluate as many features of pedestrian facilities were proposed and validated. The features of sidewalks are: presence & continuity of raised sidewalks, obstructions, effective width of sidewalks, modal conflict, surface condition of sidewalks, and Albedo of the paving material. The features of crosswalks are: availability of crosswalks, and delay at signalized crossings and un-signalized crossings. Availability of pedestrian facilities including, benches, shades, bus halts with seats, pedestrian information boards, proper street lighting add scores to a road link. Aesthetics is assessed as a qualitative factor. Tactile paving, uniformity of the paved sidewalks, cross slopes, curb ramps, drainage, and overhead obstructions are the features under infrastructure for the disabled people.
item: Thesis-Abstract
Estimate and modify O-D flows and evaluate travel time using minimal number of link flow counts
(2015-04-08) Pilanavithana, US; Bandara, JMSJ
Accurate real-time information provision and short-term predictions of traffic parameters such as volumes, travel speeds and occupancies, is a research topic that has attracted considerable interest in the literature. This is, at least in part, a result of the increasing penetration of Intelligent Transportation Systems (ITS) technologies in everyday life. ITS technologies, with Advanced Traveller Information Systems (ATIS) and Advanced Traffic Management Systems (ATMS) as examples, attempt to deal with the traffic congestion and travel time problems facing commuters in many urban areas worldwide by better synchronizing traffic signals and by assisting drivers on selecting routes based on accurate real-time information on traffic conditions. Objective of this research is to estimate and modify the Origin-Destination flows with latest traffic volume data obtained from minimal number of link flow counts within the network. Methodology in satisfying the research objective has been developed by a Dynamic Program (Dynamic Travel Time Discoverer – DTTD) in an analytical software platform widely used around the world. Developed methodology allows estimating the link flows and calculating the travel time while giving an opportunity to simultaneously modify the Origin Destination (O-D) flows according to the latest field information. During the program runs, Seed O-D Flow and Distance matrices are read by the program and calculate the total link volumes according to the seed matrices and stores in arrays. Secondly, Akçelik Speed-Flow model is used to convert total flow values into Travel Time values. A case study was carried out to validate this model to Sri Lankan conditions. This model produces significantly improved traffic assignment run times and provides more accurate speed estimates and reasonably accurate travel times to assure the objective of identify the best path based on travel time using minimum traffic flow information available. As an another option, program enables user to modify the link flow values with latest traffic data obtained from link flow counts and re-write the seed O-D Flow matrix with the updated values. When the program re-runs, it concludes the shortest path in travel time basis with the latest updates. In conclusion, the estimation of link flows and modifying the O - D flows can be performed by two stages model and travel time is projected by the improved speed flow relationship. Projected travel time facilitates selecting the best path or the next alternative for the user destination. Furthermore, integrate a method which will automatically update the system data base with the latest traffic data corresponding to road links and give the most up-to-date best travel time path to the road user is proposed as a future development
item: Thesis-Full-text
Feasibility study of use of bottom ash, by product of Norochcholi coal power plant in hot mix asphalt concrete in Sri Lanka
(2015-09-21) Dammika, HTR; Bandara, JMSJ
A review of recent research on bottom ash seems to indicate it has the capability to improve asphalt pavement performance when used to replace a portion of the aggregate in asphalt mixes. Bottom ash can be used as an aggregate replacement, providing a substantial savings to both highway agencies and utility companies. Bottom ash has been used as fine aggregates in asphalt paving mixtures since the early 1970's. The American Coal Ash Association reported that, over 17,200 metric tons of bottom ash was used in asphalt paving during 2006. The research is focused on investigation of properties of bottom ash, which is the byproduct of Norochcholai coal power plant and feasibility study of use of bottom ash in hot mix asphalt concrete in Sri Lankan roads. According to the results obtained, the best mixtures are produced by blending bottom ash with well-graded, angular, rough-textured aggregate and limiting the percentage of bottom ash to 25% for wearing and 16% for binder course. Marshall Stability and flow values have been found to decrease as the percentage of Wet bottom ash is increased in the mixture. Further, high percentage of bottom ash replacement increases optimum bitumen content, which mainly affects to high production cost. Although the cost per 1 Mt of bottom ash blended mix is higher than the conventional mix for both surface courses, its low density increases overlay area. Because of that the cost per 1 m2 is lower than the conventional mix. The successful use of bottom ash in asphalt pavements in Sri Lanka would provide not only significant economic savings but also an environmental friendly solution for a waste material.
item: Thesis-Abstract
Identification of road defects, causes of road deterioration and relationship among them for bitumen penetration macadam roads in Sri Lanka
Harischandra, ASPR; Bandara, JMSJ
The study was particularly concentrated on identifying the causes of road deterioration, road defects and determining the most important parameters which could be used to predict the rate of deterioration particularly in Bitumen penetration macadam roads. A comprehensive literature review was conducted with literature related to both local an international context to determine the road deterioration factors, road defects, rate of deterioration ..... etc both locally and foreign countries. Moreover, the literature review was accompanied with the road condition surveys where sophisticated equipments were used in developed countries while manual data collection methods were used in developing countries like ours. In achieving the above objectives, a suitable surface condition survey form was developed. Surface condition survey form was accompanied with road surface information, road geometry, sand sealing history and road deformations. Traffic data and sand sealing history were obtained from Provincial Road Development Authority (PRDA) and the rest was obtained by field observations. Data collection was carried out in selected Bitumen penetration macadam roads for about nine months. Cracks, potholes, edge defects, depressions, corrugations are the significant road defects observed in the field. Traffic, age, road geometry, weather, drainage, construction quality as well construction material, maintenance policy play the major role as road deteriorate agents. Potholes and cracks were mainly considered in the field observations of road deformations. The data was analysed by usingthe statistical softwares SPSS and SAS. Category data was used for data analysis and statistical tests were carried out to check the significance of the road deterioration agents. It was found that both potholes and cracks were having significant relationship with age as well as traffic.
item: Thesis-Abstract
Methodology to identify the optimum network for an urban rail system
Malkanthi, LPS; Bandara, JMSJ
Planning of railway systems is very important in situations of urban Light Rail Transit (LRT) and Mass Rapid Transit (MRT) network development because, these transportation systems not only provides for the mobility of people and goods, but also affect public policy concerns such as air quality, environmental resource consumption, social equity, land use, urban growth, economic development, safety, and security. Only a reasonable rail system network, which fit to urban features and urban development, has been well planned, each rail line can be implemented efficiently. If not, it’s very easy to lead to duplicate construction and waste. The broad objective of a railway network development is minimizing the total cost that includes both construction and operation costs, maximizing social welfare and profit and minimizing travel time and negative environmental impacts. The question in transport network design is to determine a network that has an optimal performance given a specific set of design objectives. The network design problem becomes complicated due to its multi-objective nature and the non-linearity of the objective function that represents the total cost. Many studied have been conducted on optimization of transport networks. Wirasinghe and Seneviratne have done a study on determination of optimal rail line length considering the less complex many to one travel demand pattern (Wirasinghe and Seneviratne 1986 cited in Wirasinghe et al 2002). Van Oort and Van Nes (2004) have done a study on a network structure which reduces the number of transfers. Chien and Schonfeld have developed a model for optimization of a rail transit line and its feeder bus system (Chien and Schonfeld, 2007). According to previous research studies, a methodology has been developed to identify the optimum railway route between two given stations using Geographic Information System (GIS) by considering the engineering, environmental and socio-economical factors (Vinoth et al., 2008). Another study has been carried out on identifying the optimum railway network, by considering the factors related to the construction cost and the passenger demand (Ansaf et al, 2009). It is observed that the latter two studies have considered on optimizing the rail network in the construction stage and the previously mentioned studied have considered some of the factors related to the operational stage of the vi network. Operational stage is also very much important in a transport network because it will be very much costly or difficult to operate successfully if the cost components under operational stage are not considered in the planning stage. Although the network can be optimized by considering the construction stage, it is not completed until the operational stage costs are considered. Therefore it is very much important to consider the operational costs in developing methodologies to identify the optimum railway network. This study is to develop a methodology to find the optimum rail road network considering the operational conditions in addition to the construction and user cost. Objectives considered in optimization are categorized under two main sectors as operator and the user. Objectives to be optimized in operators’ view are minimizing fleet cost, operational cost and infrastructure and maintenance costs while objectives related to in users’ view are minimizing in vehicle cost, waiting time cost and transfer cost. At first stage of this study, ten locations in the Colombo metropolitan region are selected locations for station development and two networks are identified based on two different scenarios. First scenario is to generate a primary route network considering the demands between station locations. Routes are assigned to highest demands until all the nodes are connected at least by one route. In second scenario, all demand between node pairs are assigned along their possible shortest paths and add them up to calculate the total demand for each link. Primary network is generated by linking the highest demand links until all the nodes are connected. Routes are assigned for the network considering the highest demand for both cases. The two route networks are checked for the above mentioned six cost components. Route networks are fine-tuned using a set of algorithms for route merging, adding links and route sprouting. Fine-tuned route networks are also checked for cost components and compare the values between the two networks. Network with least cost values and least sensitivity to cost values with route network changes is selected as the best network and the method to generate that network is considered as the methodology to find the optimum network. Sensitivity analysis is done to check the behavior of the selected network with varying passenger demand. The stage wise development of the network with time is also identified.
item: Thesis-Abstract
Micro simulation model to analyze turning movement delays at road intersections
Liyange, LWG; Bandara, JMSJ
In many countries the transportation planning process is currently turning from the unlimited expansion of the infrastructure to the improvement of the efficiency of the existing systems. This demands the development of efficient management tools. Due to the complexity of the problem, many of these tools are computer based models, a development which is reinforced by the explosion of computational power over the recent past. This research is a development of a micro simulation model to understand delays at intersections. This would give an opportunity to traffic engineers to understand delays at intersections and to evaluate the effectiveness of traffic control measures before implementation. This information is very useful for situations where traffic signals are to be installed and the field trials would be expensive. Even though there are a large number of variables that contribute to the intersection, three variables that would have considerable impact on intersection performance were selected for modelling. They are Geometric Properties, Vehicle Properties, and Driver Behaviour. Three different lane arrangements, five vehicle types and three driver behaviour situations can be handled by the model. This model can be used to simulate both controlled and uncontrolled situations of four-way or three-way intersections. Validation of the model with field data was done using field surveys. Model outputs include queue length, vehicle flow, vehicle delay of each approach and graphical representation of vehicle movements.
item: Thesis-Abstract
Modelling the relationship between vehicle operating speed and the geometry of the roads using geographic information systems (GIS)
(2015-09-17) Rajapaksha, RPGKS; Bandara, JMSJ
It is known that road geometric features significantly contributes to the variation in vehicle speed. According to conventional Highway Geometric design procedure there is no accurate method to predict actual vehicle speed with different combinations of geometric elements such as horizontal alignment and vertical alignment etc. This study explores a methodology to evaluate actual vehicle speed variation mainly considering geometry. In this paper after classification of all the design elements, a new predictor called “curvature Index” (the degree of angle variation per unit length) is introduced to represent actual horizontal alignment variation of a road segment including number of bends and nature of bends. The curvature index measures analyzed were: bend density (number of bends per km); cumulative angle (degrees per km); mean angle (degrees); and standard deviation of angles. The research confirmed that driver’s speed choices are more strongly related to curvature Index than curve design speed, and to the approach speed environment. Similar measures were carried out for vertical alignment variation and new predictor called “Elevation Index” is introduced to represent different combination of vertical alignments. International Roughness Index (IRI) and Road width selected as other predictors to obtain the correlation between Geometry and speed. The curvature index, elevation index and actual vehicle speed are estimated using the database of GPS (Global Positioning System) receivers. Data was collected at selected road segments in Sri Lanka under less traffic condition. A methodology developed to increase the reliability and accuracy of GPS data. Simple linear regression analysis is carried out using SPSS and MINI Tab software to develop actual vehicle speed model together with ArcGIS. ArcGIS (Geographical Information System) provides a good platform to graphical analysis of data and integrate with GPS data. This study conforms positive correlation between actual speed and combination of Geometric elements. This model could be combined with other social environmental factors (e.g.: land use) and effectively use as speed prediction model or as a design tool.
item: Thesis-Abstract
Optimum logistic cost cluster size of multiple facilities and server systems
(2016-05-02) Perera, KPH; Bandara, JMSJ
Demand for a particular facility can be exceeded due to the continuous growth of consumers. Therefore the existing competition can also be increased. This will boost the forming of new facilities providers and also increase supplying capacity of existing facilities providers. The location of new facilities and the distribution pattern will be important which causes the system efficiency and the cost of the final product. Identification of the facility locations were usually done by considering the geographic positions or sometimes randomly based on locations of suppliers and consumers. When there are interactions among the different facilities and/or between the facilities and a central server, this practice may become inefficient and the transportation cost may also become higher than the optimum. The problem of locating facilities provider and allocating consumers to optimize the transportation cost covers the core topics of this research. This report describes the formulation of a mathematical model according to the facility requirement. This model can be applied in to transportation requirements based on direct shipment network and/or milk run networks with centralized distribution system. Transportation problem and center of gravity methods were used to develop the proposed methodology. Model initiate with the center of gravity model with relevant operational factors to locate initial plant location for basic goods movement patterns according to the existing demand points. Then the model was executed to next step to expand the system with more facility locations using both single index transportation model and center of gravity model. The final model was capable to work with several types of facilities which were more advanced using multi-index transportation problem and center of gravity model. The transportation cost was assumed to be proportionate to the road distances between the origin and destination which was relaxed by using an individual factor to accommodate the optimum location of facility center within the cluster. Operation requirements such as the concrete delivery time of concrete transportation etc. also introduced to enhance the model practicality.
item: Thesis-Abstract
Potential of GIS for integrated highway management system
Silva, SA; Bandara, JMSJ
Roads are backbone of transportation system in most countries. It is identified that inefficient road planning and management not only wastes vehicle energy but also valuable time of people. Heavy traffic congestion, environmental pollution and unsafe roads are among the most serious problems caused by inefficient highway management. Hence, roads have become crucial part of economic development of a country at present. In recent years, Sri Lanka also has experienced a very high growth rate in urban population and the number of private vehicles. Most evident feature of such a trend is urban road congestion. Hence, roads in rural areas also facing unexpectedly high traffic flow which causes a lot of time waste in transit and huge losses to the economy of the country. Therefore, the efficient route planning and management has also become one of an important study area because government has identified that build new roads is not the only solution for this problem. Efficient highway management mainly depends on two tasks, which are efficiency of highway data management and reliability of analysis done using that data. Therefore, it is important to have a model (i.e. system, tool) which can be used to perform above tasks. Therefore, in this study, it is attempted that to develop a GIS based model which is called as “Integrated Highway Management System” (IHMS) by customizing the ArcGIS software using Visual Basic (VB 6.0) which helps to engineers and planners to carry out their planning and management an efficient manner. The model is capable of manage road inventory data, manage accident data and emission data, find shortest path and alternative, estimate the emission level of divisional secretariat divisions and estimate the traffic flows of road links using available origin destination data. Moreover, it is carried out detailed literature review about ArcGIS customization to develop the IHMS.
item: Thesis-Abstract
Safe and efficient pedestrian control mechanism
Damith, SH; Bandara, JMSJ
Pedestrians are legitimate users of the transportation system and they should, therefore, be able to use this system safely and without unreasonable delay. Pedestrians have a right to cross roads safely, Planers and Engineers, therefore, have a professional responsibility to plan, design, and provide safe crossing facilities. Major findings of recent accident studies have identified that pedestrians comprise a significant proportion or serious injuries and fatalities. Furthermore it has found that one half of pedestrian fatalities have occurred while the pedestrian was crossing the road but not on a marked pedestrian crossing. As the majority of pedestrian accidents occur while crossing a road, the need of safe and efficient pedestrian crossing facilities could arguably be the most important pedestrian safety factor. Generally, the cost of installation and maintenance of pedestrian crossing needs to be balanced against associated benefits such as time saving and safety. Therefore, installation of pedestrian crossing at a location of a road is being considered, delay is one of the major term that should be considered and it will be significantly differ upon the type of crossing introduced to a particular location. Some time there would be additional delay by introducing crossing where it is not needed or inappropriate In Sri Lanka, the practice of deciding where to install pedestrian crossing considerably differs from other countries, and engineers have been got to use their judgment arbitrarily and sometimes influenced by political or pubic pressure in reaching decisions, Goal of this study is, to prepare a background to develop set of guidelines to assist in determining the appropriate crossing facility for a given location of a road, based on the relationship between pedestrian and vehicle flow and their delays. These relationships help to develop a more efficient pedestrian crossing facility that minimizes total delay for both pedestrians and vehicles.
item: Thesis-Abstract
The University of Calgary airport terminals - optimum configurations and gate position requirement
Bandara, JMSJ
Passenger walking distance is a major consideration in determining the geometry of an airport terminal configuration. The number of aircraft gate positions and the expected passenger mix are the significant elements to be considered in planning new terminal buildings. Two different methods: 1) level of service method, 2) minimum cost method, are reported to determine the gate position requirement. The level of service method is used to calculate the number of gate positions that are required to provide a given level of reliability. The randomness of the relevant parameters; aircraft arrival rate at the gate positions, gate occupancy time and the aircraft separation time at gates, is taken into account in the analysis. The gate requirement at Calgary International Airport is analyzed for common and preferential gate use policies. In the minimum cost method, an optimum number of gate positions that will minimize the sum of the cost of gates and the cost of delay to aircraft is obtained. An approximate procedure to determine the deterministic delay to aircraft, based on the information regarding the peaking of the aircraft arrival rate and the number of peaks per day is presented. Closed-form solutions are obtained for the cases of one peak and several identical non- overlapping peaks respectively. The optimum number of gates required for the Calgary International Airport, based on a common gate use policy, is reported. Given the size of a terminal in terms of the number of aircraft gates, an analytical expression is obtained for the mean passenger walking distance based on: the fraction of arriving, departing and transferring (hub and non-hub) passengers; gate spacing; spacing requirement for aircraft maneuvering; and the terminal block dimensions. Commonly used configurations of pier, satellite and pier-satellite terminals are considered for the analysis. It is assumed that all aircraft parking positions are capable of handling any type of aircraft and arriving, departing and non-hub transferring passengers are equally distributed among all the gate positions. Two groups of hub transfers are defined to accommodate different levels of hub and spoke operations. A continuum approximation is used to model passenger walking within the piers or the satellites. Walking distance between the piers or the satellites are modeled using discrete methods. The optimum geometry in terms of the number of piers or satellites and their sizes, is obtained by minimizing the mean walking distance for all the passengers. When there is no closed-form solution for the optimum number of piers or satellites, lower and upper bounds of the optimum number of piers or satellites is obtained so that the optimum geometry can be obtained using numerical methods. The optimum number of piers or satellites is proportional to the square root of the total number of gates for some of the configurations. The probability distribution of the walking distance of a passenger is generated by simulation. Given an acceptable maximum walking distance, several statistical parameters that are suitable to choose the best configuration from among several optimum geometries are suggested. A numerical example to illustrate the selection of the best terminal geometry for the LaGuardia main terminal, Atlanta Hartsfield terminal and for a hypothetical terminal is presented. Examples to illustrate the effect of people mover systems on walking distance and the use of the suggested technique for a terminal expansion situation arc also given.

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