区域综合运输枢纽规划的重点

国际经济全球化和国内经济一体化进程的迅速发展,对我国交通一体化发展提出了越来越高的要求,区域经济一体化促进区域交通一体化的发展。近年来,我国对区域综合交通运输的规划非常重视,进行了长江三角洲地区现代化公路水路交通规划、泛珠三角公路水路交通规划、西部地区综合交通运输网络体系建设思路与对策研究、京津冀都市圈区域规划综合交通网和东北地区区域交通发展规划等方面的区域综合运输规划。而综合运输枢纽是综合交通运输网络建立的基础条件和重要组成部分,也是形成和完善一体化运输系统的关键。因此,区域综合运输枢纽的规划对区域…     

一体化交通规划从概念到现实的途径

一体化交通规划有利于我国交通运输体系的健康发展,在我国实现一体化交通规划的途径包括:加强综合交通运输管理体制建设;科学设立区域综合交通规划机构;立法体现一体化交通规划原则以及多部门参与一体化交通规划。     

国家计委综合运输研究所运输战略与规划研究室

运输战略与规划研究室研究人员主持和参与了国家有关部委、地方政府、企业及国外机构委托的多项重大研究项目，取得了许多重要科研成果。该研究室的主要研究领域包括：交通规划理论与方法，交通运输形势跟踪分析，综合交通与城市交通发展战略，全国性、区域性和地区性交通发展规划，运输需求预测技术与方法，重大交通建设项目论证与咨询，运输市场分析，物流发展战略与规划研究，交通运输产业发展政策研究，运输企业发展战略咨询等。近几年主要科研成果1、 交通运输形势跟踪分析2、 我国“十五”综合交通发展计划研究3、 西部开发综合交通发…     

交通运输网络规划的地理空间视角

作为交通运输发展最重要的前期决策工作之一,交通规划需要统筹考虑自然、经济和社会发展等多因素约束。本文以地理空间为分析视角,在回顾我国自然地理特征和区域发展差异的前提下,对国家综合交通网规划、中长期铁路网规划和高速公路网规划的空间结构和基本思想做出了反思。构建适应我国地理特征和区域发展需要的综合交通运输体系,必将对我国国土空间开发和经济社会可持续发展产生深远影响。     

推动交通运输跨越式发展 冲刺“十一五”规划目标——访桂林市交通运输局局长钟德臣

2010年是“十一五”规划实施的冲刺之年，桂林作为“国家旅游综合改革试验区”，正乘着广西掀起交通建设新高潮的东风，向着“十一五”交通规划目标冲刺。针对2010年桂林市交通运输建设情况，记者专访了桂林市交通运输局局长钟德臣。     

泛珠三角推进交通一体化

<正>9月26日,第十届泛珠三角区域交通基础设施专题磋商会在广州举行。广东、福建、香港、澳门等泛珠区域交通运输部门代表就公路、水路、铁路规划建设对接和综合运输合作、交通管理和执法协作等事项进行了具体磋商。本届磋商会上,各参会单位就推进泛珠三角区域下一阶段交通运输发展达成了共识。一是全面深化合作,推进交通基础设施网络互联互通。加强综合交通运输体系规划对接,全面打通省际高速公路通道,进一步完善区域铁路网络,推动内河航运通达江海,     

生态旅游区交通规划策略研究

随着生态旅游的持续升温,生态旅游区交通运输系统与旅游产业发展和生态环境保护之间的矛盾愈发突出。如何在不破坏生态环境的前提下,破解束缚旅游发展的交通瓶颈问题,满足游客多样化出行需求,是生态旅游区交通运输发展必须面对的问题。本文在阐释生态旅游区交通发展内涵的基础上,结合长白山保护开发区综合交通运输体系规划实践,分析了生态旅游区交通发展中存在的主要问题,提出了适应生态旅游区交通发展的总体策略,探索出了一条能够全面适应"四个交通"发展要求的生态旅游区交通发展新路,为生态旅游区的综合交通运输体系构建提供实践经验。     

我国水运排行水路货物运输量（2008年）排行榜

5月18日，京津冀三地交通运输管理部门签署交通一体化合作备忘录。根据备忘录，三省市交通运输部门每年至少召开一次京津冀交通合作联席会议，就发展战略和合作领域、发展规划和重大项目实施、区域立体交通的合理配置、不同运输方式的有效衔接、津冀港口的有效竞合、区域交通信息共享以及需要争取的相关政策等重要问题进行研究和协调。     

悠游在路上

<正>近年来,我国综合交通运输体系不断完善,交通运输与旅游融合发展已经成为旅游业转型发展的新趋势。以融促发展,以交通大融合带动全域旅游发展,要求建立完善规划、建设、运营新机制,形成融合联动发展新模式;统筹考虑通达、生态、文化、安全、信息服务等功能,打造功能复合型交通廊道和节点。     

交通与旅游的融合发展及规划应对

本文分析了交通与旅游的演进及融合历程,提出交通与旅游融合的三个阶段。在综合交通规划研究框架的基础上及在交通与旅游融合发展第三阶段的背景下,提出了以完善游客出行链为重点,构建"两网两体系"的旅游交通规划研究框架,并在呼伦贝尔-阿尔山综合交通规划中进行了应用。文章最后从规划理念、规划思路、规划方法、规划重点、规划内容等五个方面对新阶段的旅游交通规划应对进行了探讨和思考。     

Economic organization of intermodal transport

The paper considers in detail strategic changes occurring in the organizational context of intermodal transportation and discusses the application of economic approaches (primarily transaction-cost economics) for assessing the effectiveness of the appropriate governance structure in organizing the intermodal transport economic system. The paper reviews the developments in intermodal transportation, particularly in the context of logistics and supply chain management, and recognizes the trend for the formation of one-stop shopping megacarriers spurred by deregulation and market requirements. This culminates in the need to consider how companies should organize the economic governance of the intermodal transport system. The main governance structures include market (subcontracting) or hierarchy (internal organization). The transaction-cost economics approach is reviewed and applied at a conceptual level to provide the core basis upon which the assessment of the optimal governance structure in intermodal transport can be based. The review of the core economic principles indicates that the governance structure in intermodal transport is dependent on transaction costs, production costs and strategic considerations that a particular structure might entail and the policy implications thereof. The potential for empirical research in the application of the transaction-cost economics approach to intermodal transport is discussed and detailed direction for further empirical research is provided as well as discussion of policy implications particularly with respect to competition and antitrust.     

Determinants of ground transport modal choice in long-distance trips in Spain

In transport economics, modeling modal choice is a fundamental key for policy makers trying to improve the sustainability of transportation systems. However, existing empirical literature has focused on short-distance travel within urban systems. This paper contributes to the limited number of investigations on mode choice in medium- and long-distance travel. The main objective of this research is to study the impacts of socio-demographic and economic variables, land-use features and trip attributes on long-distance travel mode choice. Using data from 2007 Spanish National Mobility Survey we apply a multilevel multinomial logit model that accounts for the potential problem of spatial heterogeneity in order to explain long-distance travel mode choice. This approach permits us to compute how the probability of choosing among private car, bus and train varies depending on the traveler spatial location at regional level. Results indicate that travelers characteristics, trip features, cost of usage of transport modes and geographical variables have significant impacts on long-distance mode choice.     

旅游交通融合发展研究——以福建省为例

为深入落实"交通强国"战略和实现"全域旅游"目标,推动旅游与交通深度融合发展,需做好旅游交通体系发展的顶层设计。通过分析旅游交通面临的问题,提出了旅游交通融合发展的理念。将福建省作为案例,针对福建旅游交通网络面临的问题,提出了"快旅慢游"旅游交通体系的建设目标、实施方案及保障措施。依托高铁、民航、邮轮和公路等综合立体交通网络,提出了"一带三环多放射"旅游交通"快旅"通道的发展思路;通过特色旅游产品开发、旅游服务质量提升等方面,规划了"慢游"微循环旅游交通的发展方案,构建了福建省多层次、综合立体的旅游交通体系发展新格局。以期通过福建省旅游交通融合发展案例研究,为其他省市旅游交通融合发展借鉴参考。     

Learning from Los Angeles: transport,urban form,and air quality

Los Angeles is well known around the world as an automobile-oriented low density community, yet recent transportation policies have emphasized greater capital investment in rail transportation than in highways, and recent policies have attempted to discourage automobile usage through transportation demand management. While these policies have accomplished small shifts toward public transport and somewhat lower dependence upon singly occupied automobilies for work commuting, the financial costs of these policy changes has been very large in relation to their benefits. Proper pricing of transportation alternatives, more creative use of new and emerging transportation technologies, and the provision of many more opportunities for simpler private sector transport services, would all appear to be more promising as cost-effective approaches to coping with congestion in Los Angeles than the current regional transportation policies.     

The economic impact of logistics infrastructure: the case of PLAZA – the Zaragoza Logistics Platform

Abstract

The economics literature offers many examples of studies of the economic impact of transportation infrastructure such as highways, ports, and airports; however, little attention has been paid to other types of infrastructure such as logistics platforms. This article is a first assessment of the economic effects of the largest logistics platform in Europe – PLAZA, the Zaragoza Logistics Platform – located in Spain. More precisely, this paper analyzes the economic significance of PLAZA on the economy of the Aragon region where it is located. The methodology is based on the application of input–output analysis to the final demand of logistics platform-based companies in a manner that is similar to well-established studies of the economic impacts of tourism on tourist expenditure. This makes it possible to quantify the various levels of economic effects (direct, indirect, and induced) in terms of jobs, salaries, and wages, turnover, gross operating surplus (GOS), and gross value added (GVA). The conclusions reveal the economic importance PLAZA has for the regional economy of Aragon, representing just over 2% of total GVA and 3% of turnover.     

Unequal regional impacts of high speed rail on the tourism industry: a simulation analysis of the effects of Kyushu <Emphasis Type="Italic">Shinkansen</Emphasis>

Many high speed rail (HSR) routes are under construction in various cities of the world. Although tourism is one of the industries affected by HSR, not much is known about its effects on the same. This paper studies the impact of Kyushu’s HSR (Shinkansen) on tourism using computable general equilibrium modeling in the context of regional economies and transportation. The results show that the HSR has unequal effects on tourism among prefectures. The presence of these inequalities depends on whether the prefecture is a served by HSR, whether it is a terminal or an intermediate HSR station, and its current popularity with the tourists. Despite these inequalities, the economies of all the prefectures are benefited by the HSR owing to general equilibrium effects.     

Designing computable general equilibrium models for transportation applications

This paper presents a review of Computable General Equilibrium (CGE) model applications for spatial economic and transport interaction modelling. This paper has three objectives (1) To deliver an up to date and comprehensive literature review on applications of CGE models in transportation, (2) To analyze the different methodological approaches and their theoretical and practical advantages and disadvantages, and (3) To ultimately provide guidance on designing CGE models for various transportation analyses. The content of the paper is as follows: first, a brief introduction to CGE models is provided. The history of CGE models is traced, ranging from their origins and seminal applications in economics, to their eventual adoption in transportation research. This is followed by a comprehensive review of the application of CGE models to transport projects and policies. Various applications in transportation are reviewed in terms of their intended application, as well as their treatment of space and time. Finally, these applications are contrasted with respect to their methodological approaches, with a close examination of various influential model choices. Here, the essential design choices made within these model applications are explained and debated, to clearly elaborate on the workings of the models and the design choices facing CGE model developers.     

Transport economics: A personal view

The field of transportation attracts individuals from diverse backgrounds, seeking to make contributions to policy, planning, operations and strategy. Economists are one of the more visible subsets of players, who bring a specific focus to the transport problem. The key theme of this paper is economic efficiency and ways that transport economics seeks to achieve efficient outcomes in the presence of markets and institutions that to varying degrees distort the potential to fulfil this primary goal. We review some of the recent contributions to the literatures on institutional and market reform, travel choice and demand. As we enter the next century, there is a sense of promoting ‘back to basics’ (and redefinition of what skills transport specialists will require) in seeking a better understanding of the role of markets and institutions in guiding the destiny of the transport sector.     

A bilevel flow model for hazmat transportation network design

In this work we consider the following hazmat transportation network design problem. A given set of hazmat shipments has to be shipped over a road transportation network in order to transport a given amount of hazardous materials from specific origin points to specific destination points, and we assume there are regional and local government authorities that want to regulate the hazmat transportations by imposing restrictions on the amount of hazmat traffic over the network links. In particular, the regional authority aims to minimize the total transport risk induced over the entire region in which the transportation network is embedded, while local authorities want the risk over their local jurisdictions to be the lowest possible, forcing the regional authority to assure also risk equity. We provide a linear bilevel programming formulation for this hazmat transportation network design problem that takes into account both total risk minimization and risk equity. We transform the bilevel model into a single-level mixed integer linear program by replacing the second level (follower) problem by its KKT conditions and by linearizing the complementary constraints, and then we solve the MIP problem with a commercial optimization solver. The optimal solution may not be stable, and we provide an approach for testing its stability and for evaluating the range of its solution values when it is not stable. Moreover, since the bilevel model is difficult to be solved optimally and its optimal solution may not be stable, we provide a heuristic algorithm for the bilevel model able to always find a stable solution. The proposed bilevel model and heuristic algorithm are experimented on real scenarios of an Italian regional network.     

Railway transportation and environmental efficiency in China

Railway is one of the most efficient and environmental-friendly ways to transport people and goods. High-speed railway has been developing rapidly and the railway mileage has increased by 21.18% in China during the period of 2006–2011 and thus it is interesting to evaluate whether the railway transportation has reduced the environmental impact of transport in China. In this paper, we first use a non-radial DEA under managerial disposability to measure the environmental efficiency of 30 regions in China; then we propose a panel beta regression with fixed effects to model the impact of railway transportation on environmental efficiency. The results indicate that the environmental efficiency slowly increased during 2006–2011 and it exhibits regional disparities with the eastern area having the highest environmental efficiency and the western area being the lowest one; Moreover, we also find a significant positive impact of railway transportation on higher environmental efficiency.