城际长途慢行交通驿站间距设置研究

鉴于我国城际长途慢行交通设施建设快速发展，为提高其交通旅游服务水平，改善游客出行体验和控制建设成本，并为制订相关标准提供基础性指标，对慢行交通驿站设置间距进行了综合性量化研究。首先，构建了基于慢行交通人群出行过程的生理机能、不同情境下的应急需要及驿站设施建设成本等多因素的量化规划模型。然后，利用MATLAB软件求解函数极值，得到综合社会效益较优的驿站设置间距范围。最后，基于计算结果对《绿道规划设计导则》中驿站间距设置标准的合理性进行了验证，提出城际长途慢行交通服务驿站设施最佳间距为2.2～3.4km，并进一步推断出旅游公路服务驿站间距的设置原则。     

Evaluating household residential preferences for walkability and accessibility across three U.S. regions

Accessibility has been established as a major planning goal in recent years. However, little knowledge exists regarding how individuals value walkability, transit accessibility, and auto accessibility differently when deciding where to live. To fill this knowledge gap, this study conducts residential location choice modeling across three U.S. regions—Atlanta, Puget Sound, and Southeast Michigan. I find that, overall, all three types of accessibility are important determinants of residential location choice. Transit accessibility has a statistically significant positive influence on residential location choice across all three regions. On auto accessibility, results show that commute time by auto has the greatest influence on residential location choice among all independent variables, but auto accessibility to nonwork destinations appears to be inconsequential. Moreover, walkability is found to be a key determinant of residential location choice in the Puget Sound region but not the other two regions. I argue that these regional differences result from a lack of choice among Atlanta and Southeast Michigan residents, that is, a undersupply of walkable neighborhoods inhibits households in the two regions from living in such neighborhoods. This finding suggests the need for cities and regions to promote pedestrian-oriented development in order to broaden residential choice. The results further imply that, due to housing-supply constraints, households often have to live in a neighborhood with a level of accessibility lower than what they prefer. Transportation and land-use planners should address this “residential dissonance” when applying residential location choice models to predict land-use growth patterns.     

基于空铁联运OD可达性的高铁时刻表优化模型

空铁联运的优势之一在于提高客流起讫点(Origin-Destination，OD)的可达性，为机场所服务的地区提供更多出行机会。考虑“高铁接续航空”“航空接续高铁”两类接续服务，引入两类0-1 变量表达高铁与航空的接续关系及OD可达关系，提出空铁联运OD可达性约束，描述高铁在空铁换乘枢纽的到发时刻、接续变量和OD可达变量之间的关系。针对关键空铁联运OD，在固定航班时刻表的前提下，基于既有高铁时刻表，通过调整列车在各个车站的到发时刻，构建可达OD数量最大、时刻表调整最小的双目标高铁时刻表优化模型。以石家庄正定机场为案例，使用京广高铁中北京-郑州区间的实际运行数据，运用 ILOG CPLEX 进行求解，验证模型的有效性和可行性。结果表明，优化模型可以有效提高空铁联运OD可达数量。     

Can value capture work in a car dependent city? Willingness to pay for transit access in Perth,Western Australia

This paper investigates the impact of transit on urban land markets in the highly car dependent corridors of Perth with a focus on where new fast rail transit services have recently been built. It determines people’s willingness to pay for transit access within different pedestrian catchments for each of the corridors based on hedonic price modelling using land value data on over 460,000 households. The case study uses cross sectional and panel data hedonic price modelling methodology for the calculation of willingness to pay for transit. It finds that land market increases of up to 40% can be achieved, and is particularly relevant to car dependent cities looking to capture the financial and economic value created to build transit extensions or entirely new systems, thus making a strong case for value capture funding of transit projects into car dependent suburbs and the potential for density increases near stations.     

区域高等级公路网交通状态识别与分析模型研究

为了在区域内分析高等级路网交通状态,建立了一种区域高等级路网交通状态分析模型.首先分析路网结构并对路段的交通状态进行识别分类,建立在实时交通状态下的区域高等级路网模型;然后基于路网模型运用系统结构分析法建立路网交通状态分析模型,根据不同交通状态分析需求得到不同的交通状态可达矩阵,并对可达矩阵分层分析.实例分析表明:该模...     

Automated vehicles: exploring possible consequences of government (non)intervention for congestion and accessibility

ABSTRACT

Academic research on automated vehicles (AVs) has to date been dominated by the fields of engineering and computer science. Questions of how this potentially transformative technology should be governed remain under-researched and tend to concentrate on governing the technology’s early development. We respond in this paper by exploring the possible longer-term effect of government (lack of) intervention.

The paper tests the hypothesis that a “laissez-faire” governance approach is likely to produce less desirable outcomes in a scenario of mass uptake of AVs than would a well-planned set of government interventions. This is done using two prominent themes in transport policy – traffic flow and accessibility – in a scenario of high market penetration of Level-5 automated vehicles in capitalist market economies. The evidence used is drawn from a literature review and from the findings of a set of workshops with stakeholders.

We suggest that a laissez-faire approach will lead to an increase in traffic volume as a result of a growing population of “drivers” and a probable increase in kilometres driven per passenger. At the same time, the hoped-for increases in network efficiency commonly claimed are not guaranteed to come about without appropriate government intervention. The likely consequence is an increase in congestion. And, with respect to accessibility, it is likely that the benefits of AVs will be enjoyed by wealthier individuals and that the wider impacts of AV use (including sprawl) may lead to a deterioration in accessibility for those who depend on walking, cycling or collective transport.

We consider the range of possible government intervention in five categories: Planning/land-use; Regulation/policy; Infrastructure/technology; Service provision; and Economic instruments. For each category, we set out a series of interventions that might be used by governments (at city, region or state level) to manage congestion or protect accessibility in the AV scenario described. Many of these (e.g. road pricing) are already part of the policy mix but some (e.g. ban empty running of AVs) would be new. We find that all interventions applicable to the management of traffic flow would also be expected to contribute to the management of accessibility; we define a small number of additional interventions aimed at protecting the accessibility of priority groups.

Our general finding is that the adoption of a package of these interventions could be expected to lead to better performance against generic traffic-flow and accessibility objectives than would a laissez-faire approach, though questions of extent of application remain.

In our conclusions, we contrast laissez-faire with both anticipatory governance and “precautionary” governance and acknowledge the political difficulty associated with acting in the context of uncertainty. We point out that AVs do not represent the first emerging technology to offer both opportunities and risks and challenge governments at all levels to acknowledge the extent of their potential influence and, in particular, to examine methodically the options available to them and the potential consequences of pursuing them.     

基于空间句法城市立体交通网络通达性研究-以哈尔滨市为例

城市化进程直接影响到人们的生活质量。随着生活水平的提高，私家车数量的增加，交通堵塞问题越来越严重。文中在空间句法理论、城市通达性理论研究的基础上，建立哈尔滨市区交通站点的立体交通通达性模型。对地铁站点、公交站点进行数据采集、处理、分析，进行地面交通通达性和地下交通通达性计算与分析，组合算出立体交通通达性值。通过对数据分析，得出主要站点的通达性，为哈尔滨市区交通规划、站点设置等提供理论和数据依据。     

Effects of built environment on walking at the neighbourhood scale. A new role for street networks by modelling their configurational accessibility?

The hypothesis of this paper is that some features of the built environment, particularly those concerned with the accessibility of the street network, could be associated with the proportion of pedestrians on all trips (modal split) found in different parts of a city. Quantitative analysis (bi-variate correlation and a multiple regression model) was used to establish the association between variables. The study area covered a substantial part of the metropolitan area in Madrid, Spain. Results showed a consistent influence of five particular indexes in the multi-variate model. Not surprisingly for this kind of research, four of them described density and mix of land uses. But perhaps more interestingly, the first one was a measure of the accessibility of the public space network, a less prominent variable in literature to date. This variable is called herein configurational accessibility, calculated using Space Syntax, an urban morphology theory. The relevance of configurational accessibility is probably related to its surprising ability to synthesize global and perceived properties of street networks at the same time. The findings introduce the idea that the configuration of the urban grid can influence the proportion of pedestrians (as a part of total trips in any transport mode) who choose to walk on single-journey trips. The discussion links with the current debate about walkability indexes and the need of empirical support for the chosen variables and also with transport planning. Because the relevance of the street network’s role is not so easy to grasp, inputs from configurational theory and the pedestrian potential underlying this fact are also discussed at the end of the paper.     

交通效率的度量方法研究

在全面分析交通效率内涵的基础上,提出了4种交通效率度量方法,即可达性、机动性、生产率、效用方法。分析了各种方法的优点与局限性。对珠江三角洲两个城市高速公路网络交通效率的验证分析表明这4种方法意义明确、算法简便。经进一步的理论分析,可以认为,这4种度量交通效率的方法将为规划工程师和决策人员提供直观、丰富而又简练的信息和决策帮助。     

An Evaluation of the Accessibility Benefits of Commuter Rail in Eastern Massachusetts using Spatial Hedonic Price Functions

We estimate spatial hedonic price functions to examine local and regional accessibility benefits of commuter rail service in Eastern Massachusetts, while controlling for proximity-related negative externalities and other confounding influences. The data include 1,860 single-family residential properties from four municipalities with commuter rail service, and three municipalities without commuter rail service. We find some evidence of the capitalization of accessibility to commuter rail stations. Two model specifications suggest that properties located in municipalities with commuter rail stations exhibit values that are between 9.6% and 10.1% higher than properties in municipalities without a commuter rail station. With a third model we detect weak evidence of the capitalization of auto access time or walking time to the stations, suggesting that properties located within a one-half mile buffer of a station have values that are 10.1% higher than properties located outside of this buffer area and that an additional minute of drive time from the station is related to a decrease of 1.6% in property values. Our results also indicate that proximity to commuter rail right-of-way has a significant negative effect on property values, which suggests that for every 1,000 ft. in distance from the commuter rail right-of-way, property values are between $732 and $2,897 higher, all else held equal. At the mean sample values, this result translates into an elasticity of between 0.03 and 0.13, depending on the functional form of the hedonic price equation.