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北京城市客运交通枢纽存在的问题及分析 总被引:2,自引:0,他引:2
北京城市客运交通枢纽存在布局不尽合理、与周边路网衔接协调性差、交通枢纽换乘设施不便利等问题。造成这些问题的主要原因包括对交通枢纽重要性认识不到位、管理体制和规划制度不合理、规划理念的相对落后等方面。 相似文献
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《综合运输》2017,(11)
位于城市中心区的新型铁路综合客运枢纽正在快速发展建设,站城融合综合开发模式下的铁路综合客运枢纽是未来综合交通发展的方向和趋势,其功能布局具有交通隐形化、空间一体化、衔接无缝化、管理集中化、服务智能化等新特点。近年来,虽然我国综合运输体系初步建成,但整体效率不高,各种交通方式由于条块分割等衔接不畅,枢纽功能布局规划理论与方法较为缺乏,不成系统。本文以沙坪坝综合交通枢纽为例,结合项目特征分析其布局模式的选取,以交通需求预测为依据进行各功能模块的规模测算,考虑枢纽的复杂度、关联度并构建布局优化模型设计其布局方案,探讨站城融合新型铁路综合客运枢纽的功能布局规划方法。 相似文献
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为了对城市客运换乘枢纽服务水平进行有效的评价,找出其在运行过程中存在的问题并予以解决,建立了城市客运枢纽换乘服务水平评价体系,并利用数据包络分析(DEA)方法进行了有效分析;选取西安市地铁2号线北大街、小寨、钟楼等三个典型枢纽进行了实例分析。结果表明:DEA方法可以有效地应用于城市客运枢纽换乘服务水平评价中,并且为提升换乘枢纽服务水平提供了参考依据。 相似文献
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Because of China’s rapid economic development, its transportation system has become one of China’s high-energy-consumption and high-pollution-emission sectors. However, little research has been done which pays close attention to China’s transportation system, especially in terms of energy and environmental efficiency evaluation. In this paper, data envelopment analysis (DEA) is applied to measure the energy and environment performance of transportation systems in China with the goal of sustainable development. This paper treats transportation as a parallel system consisting of subsystems for passenger transportation and freight transportation, and extends a parallel DEA approach to evaluate the efficiency of each subsystem. An efficiency decomposition procedure is proposed to obtain the highest achievable subsystem efficiency. Our empirical study on 30 of mainland China’s provincial-level regions shows that most of them have a low efficiency in their transportation system and the two parallel subsystems. There are large efficiency differences between the passenger and freight transportation subsystems. In addition, unbalanced development has occurred in the three large areas of China, with the east having the highest efficiency, followed by central China and then west. Therefore, more measures should be taken to balance and coordinate the development between the three large areas and between the two subsystems within them. Our analysis approach gives data for determining effective measures. 相似文献
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In this paper we use simulation to analyze how flight routing network structure may change in different world regions, and how this might impact future traffic growth and emissions. We compare models of the domestic Indian and US air transportation systems, representing developing and mature air transportation systems respectively. We explicitly model passenger and airline decision-making, capturing passenger demand effects and airline operational responses, including airline network change. The models are applied to simulate air transportation system growth for networks of 49 airports in each country from 2005 to 2050. In India, the percentage of connecting passengers simulated decreases significantly (from over 40% in 2005 to under 10% in 2050), indicating that a shift in network structure towards increased point-to-point routing can be expected. In contrast, very little network change is simulated for the US airport set modeled. The simulated impact of network change on system CO2 emissions is very small, although in the case of India it could enable a large increase in demand, and therefore a significant reduction in emissions per passenger (by nearly 25%). NOx emissions at major hub airports are also estimated, and could initially reduce relative to a case in which network change is not simulated (by nearly 25% in the case of Mumbai in 2025). This effect, however, is significantly reduced by 2050 because of frequency competition effects. We conclude that network effects are important when estimating CO2 emissions per passenger and local air quality effects at hub airports in developing air transportation systems. 相似文献
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交通运输业是经济社会实现快速发展的重要保障,是实现国家和区域可持续发展的必要基础,承担着推动经济社会实现高质量发展的历史使命。本文介绍了交通运输发展的内涵,结合建成小康社会、生态文明建设、交通强国建设等战略目标对交通运输发展总体要求,对评价指标体系进行了初步构建。在此基础上对初选评价指标体系进行了"四个检验",同时运用变异系数、相关系数等方法进行了评价指标体系的优化调整。本文所研究构建的评价指标体系及优化调整方法可为行业管理部门开展相关工作、制定相关政策提供参考。 相似文献
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This paper investigates the Granger-causality relationship between income and transportation of EU-15 countries using a panel data set covering the period 1970–2008. In the study, inland freight transportation per capita in ton-km (TRP), inland passenger transportation per capita in passenger-km (PAS), and road sector gasoline fuel consumption per capita in kg of oil equivalent (GAS) are used as transportation proxies and GDP per capita is used as measure of income. Our findings indicate that the dominant type of Granger-causality is bidirectional. Instances of one-way or no Granger-causality were found to correspond with countries with the lowest income per capita ranks in 1970 and/or in 2008. Although we conclude that there is an endogenous relationship between income and transportation, this is not observed until after an economy has completed its transition in terms of economic development. 相似文献