城市客运加速进入标准化时代

公交分担率应该怎么计算？轨道交通试运行要有哪些条件？公共交通服务质量如何评价？汽车租赁服务有哪些规范？……尽管这些都是城市客运的基础问题，但要明确起来却非常困难，其根本原因在于我国城市客运标准体系还远不够完善。日前，国家标准委正式批复成立城市客运标准化技术委员会（以下简称“城市客运标委会”），予以开展我国城市客运及其附属服务设施领域的国家标准制修订工作，标志着我国城市客运标准化进入一个加速发展的时代。     

道路客运的湖南启示录

近年来，“客运末日”论一直压迫着业内人士的神经。不管论调真伪，道路客运面临的挑战却是有目共睹：一方面，产业迁徙和调整改写老百姓出行习惯，另一方面，航空和高铁迅速发展带来强劲的挤压效应。未来道路客运企业该如何突围？     

管理漏洞“吞噬”生命

2012年8月26日凌晨2时40分，陕西省延安市境内发生一起特大道路交通事故，车辆核载39人，实载39人，死亡36人，其中3人在事故中逃生。 在旅游客运领域，每年都有很多事故发生，旅游客运发生事故，是否存在很大的偶然性？司机在其中扮演着怎样的角色？旅游客运市场究竟有哪些乱象？究其原因何在？     

旅游包车客运市场急待规范

旅游包车客运作为道路旅客运输业的重要组成部分,近年来在社会经济快速发展的刺激下取得了长足的进步,为旅游业的健康稳步提升提供了有力的保障,同时在铁路客运大提速的背景下成长为道路客运行业新的经济增长点,逐步引起各方的重视。但不可否认,旅游包车客运同时还面临许多问题,成为制约行业转型升级的瓶颈。如何进一步加强旅游包车客运市场的规范管理成为业内一道亟待破解的难题。     

中小客运企业：非营运风险凸显，规模化困境难解

道路客运市场中的不确定因素越来越多，道路运输企业面临的风险环境也越来越复杂，一直以来被营运风险所掩盖的非营运风险随着频发的自然灾害日益显现，不少中小道路客运企业在危机四伏的生存环境中风雨飘摇。规模化可以破解此一难题，但中小企业扩张之路却异常艰辛。     

旅游客运慎入旅游产业

考虑到企业长期发展的需要，是打算在客运业务范围之内添加旅游元素，还是要直接介入一个新的产业领域？说白了就是你究竟是要跑客运，还是做旅游，或二者兼顾？     

努力建设人民满意的城市公交系统——专访福建省运输管理局局长郑仲苹

《中国城市客运》：2011年5月在厦门召开的福建全省加快推进城市公共交通优先发展工作会议提到，福建将全力打造优质公交、智能公交、安全公交、绿色公交，力争3至5年内全部更新全省公交车辆。这样做的背景和目的是什么？这一工作目前进展如何？郑仲苹：我省各级道路运输管理部门始终坚持以人为小，以组织实施公交优先便民工程为载体，从建设、运营和管理等办而入手，努力建设人民满意的城市公交系统。     

公路客运枢纽创新发展模式探析

客运枢纽创新发展的三个指导原则是什么？我们能否得到一些客运枢纽筹资建设与运营的有益建议？关于多站式客运枢纽运营体制改革，应该怎么干最有效？欲知答案，请阅本文。     

湖北公路客运“变阵”向前

客运市场正面临“洗牌”，传统主业内容发生改变，面对当下的竞争态势，公路客运企业不能束手无策。被动应对，而应该扬长避短，主动求变。以创新精神推动企业继续向前，“多元化”成为公路客运企业未来发展之路。当前，一场发生在传统交通运输格局、尤其是客运格局的变化已不可逆转。对于公路客运企业而言，以高铁、城铁为主的铁路冲击波带来的影响不言而喻。     

结点运输八年回眸

八年前，“结点运输”作为一名“新兵”，拿着“小算盘”走人人们的视野。经过多年探索，现在它却因体制壁垒、市场壁垒而进入蛰伏期，将来能否真正助力道路客运走出困境？一切似乎都暗藏玄机、悬念迭起。     

Space,money, life-stage,and the allocation of time

Demographic, socioeconomic, seasonal, and scheduling factors affect the allocation of time to various activities. This paper examines those variables through exploration of the 1990 Nationwide Personal Transportation Survey, which has been inverted to track activity duration. Two key issues are considered. First, how much can activity duration and frequency explain travel duration? The analysis shows activity duration has positive and significant effects on travel duration, supporting recent arguments in favor of activity based models. Second, which recent trend is the main culprit in the rise in travel: suburbanization, rising personal incomes, or female labor force participation? This paper examines the share of time within a 24-hour budget allocated to several primary activities: home, work, shop, and other. The data suggest that income and location have modest effects on time allocation compared with the loss of discretionary time due to working.

     

Automation of paratransit reservation,routing, and scheduling

Santa Clara County, California experienced a sharp growth in demand‐responsive paratransit ridership for individuals with disabilities, as a result of the passage of the 1990 Americans With Disabilities Act (ADA). This paper describes an automated paratransit system for the ADA‐type paratransit operation implemented in Santa Clara County. It automated paratransit reservation, scheduling, and routing functions. The key components of this system were a digital geographic database (DGD) and an automated trip scheduling system (ATSS). Empirical evidence after one year of operation indicates numerous benefits of this automation. There were significant reductions in the paratransit operating costs and an increase in the percent shared rides. The savings in operating costs far exceeded the annualized capital cost of automation. A user survey indicates that these improvements were achieved without degradation to service quality such as vehicle on‐time performance, invehicle travel times, vehicle response to open return, and ride comfort.     

Integrated scheduling of m-truck,m-drone,and m-depot constrained by time-window,drop-pickup,and m-visit using constraint programming

The idea of deploying unmanned aerial vehicles, also known as drones, for final-mile delivery in logistics operations has vitalized this new research stream. One conceivable scenario of using a drone in conjunction with a traditional delivery truck to distribute parcels is discussed in earlier literature and termed the parallel drone scheduling traveling salesman problem (PDSTSP). This study extends the problem by considering two different types of drone tasks: drop and pickup. After a drone completes a drop, the drone can either fly back to depot to deliver the next parcels or fly directly to another customer for pickup. Integrated scheduling of multiple depots hosting a fleet of trucks and a fleet of drones is further studied to achieve an operational excellence. A vehicle that travels near the boundary of the coverage area might be more effective to serve customers that belong to the neighboring depot. This problem is uniquely modeled as an unrelated parallel machine scheduling with sequence dependent setup, precedence-relationship, and reentrant, which gives us a framework to effectively consider those operational challenges. A constraint programming approach is proposed and tested with problem instances of m-truck, m-drone, m-depot, and hundred-customer distributed across an 8-mile square region.     

Estimation of missing traffic counts using factor,genetic, neural,and regression techniques

Analyses from some of the highway agencies show that up to 50% permanent traffic counts (PTCs) have missing values. It will be difficult to eliminate such a significant portion of data from traffic analysis. Literature review indicates that the limited research uses factor or autoregressive integrated moving average (ARIMA) models for predicting missing values. Factor-based models tend to be less accurate. ARIMA models only use the historical data. In this study, genetically designed neural network and regression models, factor models, and ARIMA models were developed. It was found that genetically designed regression models based on data from before and after the failure had the most accurate results. Average errors for refined models were lower than 1% and the 95th percentile errors were below 2% for counts with stable patterns. Even for counts with relatively unstable patterns, average errors were lower than 3% in most cases.     

Activity sequencing,location, and formation of individual non-mandatory tours: application to the activity-based models for Columbus,Cincinnati, and Cleveland,OH

Most of the earlier activity based models (ABMs) largely relied on a tour-based modeling paradigm which explicitly predicts tour frequency and then adds details including stop frequency, order, and location of stops within each tour. The current study is part of new tour formation design framework for an ABM in which the underlying tour structure and the stop frequency within tours emerge from temporal, sequencing, and locational preferences of activities that the traveler intends to participate during the day. In order to do this, the study developed a modified rank-ordered logit (ROL) framework that is capable of modeling sequence, locations, as well as the underlying tour structure of all activity episodes simultaneously in an integrated manner. Model estimation with the household survey data, provided several important behavioral insights into underlying choices that drive tour formation. Specifically, the study uncovered pairwise ordering preferences among episodes of different activity purposes, clustering tendencies among episodes of same activity purpose, the impact of supply side activity opportunities on the location and sequence choice dimensions, and impedance effects (including distance and mode and time-of-day logsums) on location and tour break dimensions. The developed models are incorporated in the operational ABM structure adopted for three major cities (Columbus, Cleveland, and Cincinnati) in Ohio.     

Model,process, technique,and the good thing

The paper unpacks the planning process into its component parts: model, process, technique, and goals—the “good thing”. The paper advances the concept that planning, policy-making, and organizational restructuring can be analyzed under the same framework. Each of the four components is described and reductionist examples are presented to clarify the intention and to illustrate the technique that the transport analyst teams employ in their work. The examples cover both successes and failures. They point toward the enormous scientific task ahead for planning to become meaningful and relevant to the problems of today. Finally, in the frame of the willingness to pay, the paper puts forward a case for an institutional framework for a financially autonomous road administration. Similarly organized, administered, and managed entities are relevant also for other transport modes.

A game model of international trade,transport costs,invasive species,and protocol compliance

We study the duopolistic interaction between two monopolists located in two different countries who sell an imperfect substitute good in two markets. The traded good is transported between the two nations on ships using solid wood packing materials (SWPMs) and hence the presence of one or more invasive species is a problem. We use a game model to analyze this interaction in three steps. First, we study the benchmark case of autarky or no trade between the two nations. Second, we introduce transport costs and then study the effect of free trade on the profits of the two monopolists. Finally, we suppose that invasive species are present in the SWPMs. This fact requires compliance with an environmental protocol. We model this compliance by increasing the transport costs associated with trade and then demonstrate that a version of the so called Porter hypothesis holds. In other words, we show that compliance with a cost increasing environmental protocol can give rise to higher profits for the two monopolists under consideration.     

理念节能组织节能技术节能——诠释江苏道路水路运输节能减排三绝招

江苏省运管机构按照交通部和交通厅有关节能减排工作的部署和要求,立足理念节能、组织节能、技术节能,制定了一系列促进节能减排的政策措施,扎实推进道路水路运输业节能减排工作向纵深发展,节能减排工作取得了积极进展.     

Perceived accessibility,mobility, and connectivity of public transportation systems

Although public transportation is considered effective at reducing the external cost of driving private vehicles, many urbanites do not use public transportation. This study develops measures employing accessibility, mobility, and seamless connectivity for an entire public transportation service chain as indicators for evaluating public transport services, prioritizes underperforming scenarios from the perspective of urban travelers, and derives various market segmentation strategies that consider different socio-demographic characteristics. A conceptual model is set up herein to assess these latent constructs that describe unobservable and immeasurable characteristics. As a Likert ordinal scale can generate misleading statistical inferences, the Rasch model is used to eliminate bias generated by an ordinal scale when measuring these three latent constructs separately. The Rasch model compares person parameters with item parameters, which are then subjected to logarithmic transformation along a logit scale so as to recognize specific difficulties of service scenarios that cannot be easily eliminated by certain urban travelers. The multidimensional Rasch model also measures the perceptions of urban travelers in terms of the interactions between accessibility, mobility, and seamless connectivity of this public transportation system. While comparing urban travelers of two large cities in Taiwan, Taipei and Kaohsiung, the empirical results demonstrate that perceived accessibility, mobility, and seamless connectivity differ based on travelers’ age, frequency of weekly sports activities, and environmental awareness. This paper also advances appropriate improvement strategies and provides policy suggestions for urban planners, public transportation service operation agencies, and policy makers when they seek to create user-friendly public transportation services. The proposed approach can be generalized in other cities by considering their local context uniqueness and further evaluating their public transport services.