广东省发展水上巴士的SWOT分析及规划建议

以绿色交通为理念的水上巴士,因其经济、便捷和环境友好等诸多优点,在一些城市得到了迅速发展。作为提升我省交通发展水平的重要政策与措施,广东省的水上巴士建设正迎来发展机遇。本文对广东省发展水上巴士进行了SWOT分析,为广东省发展水上巴士提供几点思路和建议。     

“世博巴士6”轮顺利下水

2009年5月12日，上海海运（集团）公司总经理徐辉、巴士集团副总经理邵慧敏一行参加了“世博巴士6”轮下水仪式。“世博巴士6”轮是上海海运（集团）公司下属上海海运服务有限公司与巴士集团合作的巴士旅游船务公司为迎接上海世博会而投资建造的浦江游览船，客位500座，预计今年国庆节前正式投入营运。该船由无锡红旗船厂建造。     

近海快速救助船“北海救201”简介

一概述 近海快速救助船为我国北海、东海、南海救助局的救助公务船。用于承担在我国近海海上人命快速救助的社会公益性救助任务。近海快速救助船首批共三艘。“北海救201”为首制船，由广州海上巴士工程有限公司设计。英辉南方造船（广州番禺）有限公司建造。     

苏格兰两栖商用巴士现身水上

据悉，苏格兰水路两栖商用巴士已现身水上。这辆巴士是苏格兰人George Smith发明的，有50个座位。这辆巴土用了大概6年多的时间才开发研究出来。如果这个巴士在水面上行驶，它的后轮就会缩回到车体里，最高车速会达到8节以上。     

广州水上巴士试验线客流预测研究

为科学把握水上巴士客流规律,从而为企业营运提供参考依据,项目组结合意愿问询调查与全样观测调查等方法,文中对水上巴士试验线近期客流进行了预测分析,有关方法可为其他新型交通运输方式引入前的分析提供参考。     

上海港“穿梭巴士”业务发展初探

<正>上海港洋山深水港区投入运营后,为了解决大量长江驳船无法直达洋山深水港区的问题,上港集团及时开辟"穿梭巴士"业务,即在外高桥港区与洋山港区间开通固定时间、固定班次的船舶运输航线,从事区间快速往返驳运集装箱水运服     

世界第一辆水陆两栖大客车问世

据英《每日邮报》报道，经6年研究，英汽车公司开发成功第一辆水陆两用的大客车，且开始在马其顿试运营。该型水陆两栖车采用柴油发动机，进入水路时，只需轻按开关，巴士的轮子就会缩进车身，空气活门便会推动巴士在水中航行，在淡水和海水中均适用。该种拥有50个座位的巴士与普通巴士一样能以时速70英里在陆上行驶。每台车售价高达28万英镑。     

广东省水上巴士的市场前景及其运营模式分析——以广州和湛江为例

水上巴士作为陆上交通系统的补充交通形式,对惠及民生工程的推进有着不可磨灭的贡献。广东省是国内少有的同时具备内河与海湾条件的特殊地区。本文通过对广东省典型城市广州市和湛江市的市场前景从自然条件、政策方针和现实需要三方面进行分析,并对其当前运营现状进行研究,有针对性的对广东省水上巴士运营模式给出若干建议,为广东省顺利开展水上巴士项目的运营提供一些思路,同时也可以给其他准备或具备一定条件开展水上巴士项目的城市和地区提供一些参考。     

广东省水上巴士发展规划评价体系方法研究

分析水上巴士规划方法的基础理论,建立广东省水巴发展规划层次结构,提供建立各层评价体系的方法思路,为广东省水上巴士合理利用各城市水域资源、更好地满足不断增长的水运交通需求贡献力量。     

泰晤士河水上出租汽车

目前,泰晤士河有11艘双体水上巴士在运行。从上游切尔西港到下游格林尼治的航线沿途有8个停靠站,每站乘客等候的时间约20分钟。在上下班高峰时间,这条航线有直达巴士和每站停的巴士,另外增加切尔西港和格林尼治分别到查林克鲁斯、南滩、伦敦大桥、加那利码头的专线。尽管泰晤士河高速巴士不断地穿梭行驶,可是乘客普遍感到等船时间长、停客站     

城市快速公交（BRT）系统停靠站的适用性分析

针对快速公交（BRT）停靠站发展过程中的定位不清晰、标准不统一、衔接不顺畅等问题,基于站台线型、横向位置、纵向位置等不同的分类标准,研究了不同类型公交停靠站的特点、优缺点和适用性。     

Competition in transit markets

Despite regulatory reforms in a number of countries, competition in transit markets is still relatively rare. Moreover, where it does occur it tends to be small group in nature and the outcomes are difficult to predict. In this paper, simulation models of competition in inter-urban rail markets and urban bus markets are developed and applied in studies of Great Britain and Sweden. It is found that on busy routes head-on competition is commercially feasible (although for rail this assumes low access charges) but is not socially desirable. For routes with thin demand (or high access costs), competition may be limited to cream skimming. In most competed cases, there appears to be a tendency for the provision of too much service, at too high price and (at least for bus) at too low quality. Rather than classical Bertrand-Cournot oligopoly models, transit markets may be best described by models of oligopolistic competition based on horizontal product differentiation.     

Comparing operator and users costs of light rail, heavy rail and bus rapid transit over a radial public transport network

A model to compare three alternative forms of public transport - light rail, heavy rail and bus rapid transit - is developed for an urban network with radial lines emanating from the borders to the city centre. The theoretical framework assumes an operation aimed at minimising the total cost associated with public transport service provision, which encompasses both operator and users costs. The decision variables are the number of lines (network density) and the frequency per period for each mode. This approach has no prejudices a priori in respect of whether a specified delivery scenario is aligned with existing modal reputation. Rather, we establish the conditions under which a specific transit mode should be preferred to another in terms of the operator (supply) and user (demand) side offerings. The model is applied using data from Australian cities, suggesting that in most of the scenarios analysed a high standard bus service is the most cost-effective mode, because it provides lower operator costs (infrastructure, rolling stock and operating cost), access time costs (due to a larger number of lines) and waiting time cost (due to larger frequencies of operation). A rail mode, such as light rail or heavy rail, may have a lower total cost only if it is able to run faster than bus rapid transit, and the difference in speed is enough to outweigh the bus advantage on operator cost and access and waiting times.     

A simulation of the simple Mohring model to predict patronage and value of resources consumed for enhanced bus services

Choosing between the competing approaches to providing enhanced bus services requires the ability to predict the effects on patronage and overall benefits to society in terms of Value of Resources Consumed (VRC) of any proposed change. One common approach uses the Mohring model of 1972 and its successors to optimise one or more aspects of the supply of transit services given various level of demand. This paper simulates the operation of a simple circular bus route using the equations of a basic Mohring type model and a Decision Support System (DSS) to endogenise demand under the assumption that there is a fixed demand for travel but commuters can choose between the bus and private vehicle. The selected approach recognises that demand for a particular mode of travel is predicated on the speed of the vehicle in service which is itself determined by the demand for that vehicle (in this model or boarding and alighting time) rather than being determined exogenously. This creates an iterative feedback mechanism whereby changes to the attributes of the bus and car alter mode choice and the speed in service of the bus which, in turn, alters mode choice. The simulation is used to predict changes to patronage and VRC under scenarios regarding changes to the transport network (in terms of fares and running costs, frequency and spacing of bus stops) using parameters from both a Multinomial Logit (MNL) and a Mixed Multinomial Logit (MMNL). The results demonstrate that there are large differences in the size and, in some cases, direction of predicted changes to patronage, VRC and revenue, depending on whether the parameters of the MNL or MMNL model are used.     

Transantiago: A tale of two cities

The Chilean government decided to modernize Santiago's entire public transport system, integrating the underground and the private bus networks based on a structure of trunk and feeder services, and a fare-payment by touchless smart card. The new, integrated transit system, known as Transantiago, very soon ran into serious problems that alienated much of its user base and significantly lowered the government's approval ratings. This paper recounts how Transantiago was planned and designed and then discusses its evolution after implementation. It concludes with suggestions for the Transantiago authorities and lessons to be learned from this traumatic process.     

TransMilenio BRT system in Bogota,high performance and positive impact – Main results of an ex-post evaluation

The paper presents the main characteristics, costs and impacts of TransMilenio, the bus based mass transit system of Bogotá, using BRT corridors and feeder services. An ex-post cost-benefit analysis is done, including monetary valuation of direct impacts on travel time and travel cost and externalities, such as improved road safety and air quality. Impacts on crime, land values, employment and tax revenue are also presented. The results are positive and robust; nevertheless, it is important to recognize that user perception has declined and there is urgent need to introduce service improvements. The paper also includes an ex-ante evaluation of the projected expansion using current costs, which indicates the need to limit construction capital costs. The results are an indication of the potential of BRT, and the evaluation methodology is applicable to other transit projects.     

Alternative financing for Bus Rapid Transit (BRT): The case of Porto Alegre, Brazil

In the 1970s, Brazil was leading the implementation of high-flow bus priority schemes, but now cities are less capable of financing public infrastructures. This paper explores the private sector participation in the provision of transit infrastructure based on Public-Private Partnerships (PPP) for Bus Rapid Transit (BRT). The Porto Alegre BRT contemplates interchange terminals planned to accommodate retail and service activities. It is expected that these areas shall generate enough revenues to remunerate private investors, under a PPP scheme, for the construction of terminals and part of the infrastructure required to upgrade some sections of the existing busways to BRT standards.     

Workshop 2: Bus rapid transit as part of enhanced service provision

Workshop 2 focused on the role of BRT as part of enhanced public transport service provision. Discussion topics included case studies around the world; improved performance and operations; and better contracts, institutional settings and enhanced policies. BRT was identified as a vital component of modern public transport systems due to its ability to provide high performance and rapid implementation at a lower cost than comparable rail transit. The participants concluded that on top of improving trunk transit corridors, it is important to look to the first and last kilometers and the connections among transport modes. In addition, it is important to consider all dimensions, not just the technical issues. The workshop identified the desirable ingredients for BRT success, created a table of bus based options for different applications and a list of research topics.     

Impact of Transmilenio on density,land use,and land value in Bogotá

While urban sprawl has been the general growth pattern in most developing cities worldwide, the city of Bogotá has undergone a process of densification in specific areas in the past decade. Using a differences-in-differences methodology, we have shown that the bus rapid transit (BRT) network, Transmilenio, built in this period is one of the variables that account for this higher density. Areas served by Transmilenio, especially those in the periphery that have been provided with feeder bus routes, have a higher growth than zones without access to this system. Using a similar methodology for assessing the growth of newly built areas, we have not found a clear relation between the BRT and recent evolution of residential, commercial, or work areas. However, recent scientific literature confirms an impact of the BRT on land value.     

Transit costs and cost efficiency: Bootstrapping non-parametric frontiers

This paper explores a selection of recently proposed bootstrapping techniques to estimate non-parametric convex (DEA) cost frontiers and efficiency scores for transit firms. Using a sample of Norwegian bus operators, the key results can be summarized as follows: (i) the bias implied by uncorrected cost efficiency measures is numerically important (close to 25%), (ii) the bootstrapped-based test rejects the constant returns to scale hypothesis, and (iii) explaining patterns of efficiency scores using a two-stage bootstrapping approach detects only one significant covariate, in contrast to earlier results highlighting, e.g., the positive impact of high-powered contract types. Finally, comparing the average inefficiency obtained for the Norwegian data set with an analogous estimate for a smaller French sample illustrates how the estimated differences in average efficiency almost disappear once sample size differences are accounted for.