There is a multitude of issues and problems involving the movement of goods in urban areas. These deserve careful attention of urban‐transportation planners and engineers. Nevertheless many of these problems continue without much debate because their real costs are not well perceived, and because the actors/parties involved are not vocal. A critical need at this time is to raise the awareness of all actors/parties involved with urban goods movement (UGM). This paper presents an overview of the characteristics of urban goods movement and its major problems and issues. The major topics addressed are: movement of trucks along urban roads and through intersections; loading and unloading of trucks in central business district (CBD) and non‐CBS areas; and truck terminals and stops. The paper does not attempt to present planning tools and strategies for solving UGM problems, although citations of selected sources of information have been made, and these sources have useful guidelines for planning and analysis. This paper would be useful to the planners and traffic engineers who have not had experience in dealing wtih UGM problems and issues, and the writers hope that it would encourage them to become involved with UGM planning.

Transportation noise and air pollution problems are a nemesis to our modern society. Each transportation system, high‐speed rail (HSR) included, has its own noise spectra, characteristic air pollutant emissions, and particular environmental problems. This paper presents a review of noise levels from different types of European and Asian high‐speed rail systems. Also presented is a comparison of associated air pollutant emissions. Comparisons of the European and Asian HSR noise levels are made with diesel rail propulsion, rapid‐rail transit, and existing rail noise standards. This permits a review of how HSR noise might affect the surrounding community since these systems are not yet operational in the United States. Noise abatement for high‐speed rail systems is also discussed. High‐speed rail relies on electric propulsion. Accordingly, the only air pollutants directly emitted are by the wheel bearings, freight, and/or entrained dust, all of which are generally insignificant. However, the power required of the electric power plant and the subsequent release of air pollutants at the plant must be considered to be attributable to the high‐speed rail system. The paper includes comparison of these releases with the air pollutants emitted by diesel locomotives and a typical aircraft. Finally, conclusions on the prediction of total air pollutant load and noise levels for high‐speed rail are discussed.

In the first section, operating results are reported for the TGV high speed trains (train á grande vitesse) between Paris and Southeast France (TGVPSE) for the years 1984 to 1986 (The TGV has been operated by the French National Railroads since 1981.); their lower‐than‐expected operating costs are also discussed. In the second section the expected cost reductions from second generation 300 km/h (185 mph) commercial speed TGV Atlantique (TGV‐A) trains is outlined. Finally a methodology for estimating costs of TGV service in North American corridors is presented.

Maximum train speed is usually considered the paramount performance characteristic for a high‐speed rail system. However, there are other vital characteristics, and by applying an operations research approach, these important performance characteristics may be identified by examining system requirements. From these system requirements, vehicle performance objectives are determined, as well as meaningful performance evaluation criteria. Vehicle performance characteristics stem from a wide range of system requirements, and passenger satisfaction is a major requirement from the point of view of revenue generation. Other requirements, derived from passenger satisfaction, include schedule performance, which, in addition to reliably punctual departures and arrivals, call's for relatively low trip times between designated stations. Minimal journey time, rather than speed, appears to be a leading driver of trainset performance requirements. Other parameters include: trainset availability and reliability, ride comfort, performance of passenger amenities, energy conversion efficiency, equipment accessibility and maintainability, and track/train dynamics. In addition to vehicle performance parameters, the paper considers a broader set of system‐related factors that also bear on trainset performance requirements.

The situation of the present Intercity system of the German Federal Railroad is described. The current construction of new lines, and the future highspeed InterCity Express system, which will increase operating speeds up to 300 km/h (186 mph), are shown, as well as the influence of the new system on the economics of operation and maintenance. The existing InterCity system is earning a cost coverage of 109%. It is therefore the most successful segment of all the transportation services the German Federal Railroad offers. The InterCity system is operated by a locomotive hauling a different number of first‐class and secondclass passenger cars, depending on the specific line. Analyzing that the business lifetime of this system will be reached in some years the German Federal Railroad will introduce a new high speed railroad service, starting in 1991. This high‐speed Inter City Express system is the result of fundamental research and development work in the last 15 years. This system is an electrically propelled, push‐pull, multiple‐unit train, which provides new interior design and flexibility, to meet the passengers needs of the future. This service is expected to be the economic backbone of the railroad in Germany for the coming decades.

While the new generation of high speed rail (HSR) vehicles is generally accepted as an obvious necessity for HSR operations, the need for higher track standards for new HSR lines and high‐speed upgrades of conventional track is not as well accepted. Yet, the vehicles and the track are combined into one system which cannot function effectively with relatively simple track approaches valid for 200 km/h (124 mph) speeds. Continuous improvement to the rail mode has brought some first class foreign lines close to the condition needed for truly high‐speed operations. However, fundamental updates will be necessary in the areas of design theory, products, and construction practices in the domestic, mostly highaxle‐load, freight‐dominated railroad environment to duplicate the perfect safety record of existing HSR lines and to avoid unnecessary remedial costs. The new requirements include precision‐rolled heavy rail; fasteners providing constant elastic clamping force; laterally stable and vertically uniform support by concrete ties or slab track; and subgrade designed for special dynamic loading transfer into greater than usual depths. Proper high‐speed track design will facilitate tight track tolerances and minimize maintenance of track and vehicular equipment.

Using a personal‐computer‐based spreadsheet program, costs are estimated by technology and by alignment segment to provide estimates of total costs and the basis for comparison of alternatives for high‐speed rail implementation. A preliminary analysis is first performed to focus major efforts on significant cost elements. In addition, functional and spatial requirements are determined for stations and maintenance facilities to provide a rational basis for the estimates. Manufacturers are consulted to provide physical and operational requirements for the range of technologies under consideration. Capital cost comparisons are made between several HSR studies and available implementation data for rail and Maglev systems to provide a better understanding of the range of values observed and to assess those factors that may contribute to cost estimate differences. A recommendation is made to adopt uniform standards for the estimating of capital costs for HSR systems to allow better understanding and comparison by the financial community, public officials, and private interests.