“黑车”的生存方式

城市里有这样一个客运群体，经济实惠，却又甩客坑人；方便灵活，却又隐患重重；时遭打击取缔，却又死灰复燃。它们未经道路运输经营许可，不具备客运出租车营运资格而擅自从事出租车经营活动。人们称它们为“黑车”，形象地概括了这个“没有名分”群体的尴尬处境。然而尽管不被许可，在各个城市，“黑车”却以各自不同的方式生存着。     

出租车服务“国标”有戏吗？

10月13日，“世界标准日”前一天，国家质检总局、国家标；住委正式批准发布35项国家标准，其中最新修订的《出租车运营服务规范》为出租车司机制定了26条服务用语，以及多条服务要求.     

宁波出租车告别只“进”不“出”

出租车运价调整后,出租车服务质量能不能相应提高？5月26日,宁波市公管处正式出台《宁波市客运出租汽车从业人员资格管理操作规程》,对出租车从业人员的准入管理、日常管理、退出管理进行了进一步规范。市公管处有关负责人表示,“这在我市出租车从业人员管理上迈出了一大步,尤其是改变了以往出租汽车行业只进不出的情况．     

出租车罢运警示经营体制多病

重庆市近9000辆出租车罢运,暴露的是全国出租车管理的一个共性问题——公司化剥削.出租车本是最适合个体经营的事业,却通过行政审批,成为某些公司的特权.     

出租车客运市场准入模式的选择

出租车市场准入(即运力投放，下同)是出租车管理的主要环节，也是关系社会稳定与经济发展的重大问题。近年来，在实务层面不同的相关利益集团就出租车市场准入模式的选择展开了一系列博奕，在理论层面各种观点也竞相争鸣，使得这一问题成为出租车运营中的热点问题。     

道路运输

成都市有关方面4月10日举行新闻发布会表示，历时6年修订完成的《成都市客运出租汽车管理条例》将于6月1日施行。其中，在保障驾驶员合法权益方面，成都出租车管理新政将规范、调节经营者与驾驶员之间的利益分配，防范经营者向驾驶员转嫁投资和经营风险。成都市人大常委会法工委主任曹海波介绍，出租车新政增加了经营者应当承担的主体责任，归纳起来包括：应当与驾驶员订立、履行劳动合同，建立劳动关系；     

改善出租车行业管理重在调整利益

出租车司机的服务水平能从一个侧面折射出整个城市的文明程度；出租汽车行业运营秩序的好坏，服务质量的优劣，都能够直接体现出一个城市的管理水平和文明程度。因此，加强对客运出租汽车行业的管理，着力提高出租车行业文明程度，促进出租汽车市场健康有序的发展，具有十分重要的意义。     

这会是未来的出租车吗？

2010年美国芝加哥国际汽车展于2月10日开幕。福特汽车展出了Transit Connect车型的出租车版——Transit Connect出租车。有分析人士随之将该款车的正式亮相与纽约市出租车和轿车管理委员会正在进行的一个项目：筛选纽约市“未来的出租车”联系起来，认为这款出租车，也许就是纽约市未来出租车的主力车型。     

英国伦敦轨道交通概览

一、运营与管理体制1、伦敦轨道交通所有制的沿革1863年伦敦投入运营的第一条城市地铁及20世纪初美国人耶克斯建设的8条地铁均为私人运营。英国主要的路网结构在19世纪40年代实现了国有化，独立自主的伦敦旅客运输公司在1933年被授予管理地铁、公共汽车和电车的权利；第二次世界大战期间，整个系统被国有化，控制权转移给伦敦市政府；1984年，权力又被交还给国家政府。但为了提高运行的有效性以及服务水平，1996年重新实行私有化，基础设施的拥有权从铁路运输的经营权中分离出来，不同的客运线上的运行工作由25家运行公司负责。借鉴城市铁路…     

出租车市场博弈进行时

"出租车司机满腹牢骚的有木有?各地出租车一再调价有木有?满怀悲凉的路过公司楼下一排排出租车没人理会有木有?大雨天被拒载、好不容易拦到车却被丢到半路自己走路回家有木有?对黑车又爱又恨却割舍不断有木有?……"在网民发出的微博中,服务、调价、管理、黑车等出租车乱象被一一晾晒。     

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.