多类型信息下的网络交通流演化模型

交通信息发布机构提供描述信息和规范信息给不同的出行者，描述信息接收者依据信息和经验更新路径行程时间认知，根据认知选择路径；规范信息接收者仅根据经验更新认知.规范信息遵从者选择推荐路径，非遵从者依据认知选择路径.两类信息遵从率都取决于信息准确度.依据非线性动力学理论分析了模型性质，研究表明，模型不动点存在但是不一定唯一，不动点状态与信息混合使用情况有关.数值试验结果表明，模型不动点与随机用户均衡点不同，以恰当比例混合使用两类信息可提高交通流稳定性.     

考虑拥堵空间排队与溢出的道路网静态交通流分配

为刻画拥堵空间排队与溢出现象对交通流分配的影响，提出考虑拥堵空间排队与溢出的道路网静态交通流分配问题，并构建相关的求解算法，用于描述交通需求在起讫点移动过程中路网整体的宏观运行状态。首先，丰富和完善考虑拥堵空间排队与溢出的静态交通流分配的相关假设，提出次生瓶颈、拥堵干扰与渗透和分段化路段阻抗等基本概念和理论，来刻画拥堵交通瓶颈、拥堵空间排队等交通现象；其次，建立网络瓶颈识别算法和空间排队回溯算法，基于此构建考虑拥堵空间排队和溢出的增量分配算法，用于求解交通流分配的结果；最后，通过使用一个具有说明型的算例进行对比分析。研究结果表明：建立的瓶颈识别、排队回溯和增量分配算法可以识别路网中的瓶颈位置及其拥堵排队区域，并可计算得到各路段上的分段分配流量；与点排队只影响瓶颈路段的运行状况和均一的路段分配结果相比，可有效描述路网整体的宏观运行状态以及由于拥堵空间排队所导致的拥堵干扰与渗透现象；不同于“时间片”的伪动态交通流分配模型，新建算法的分配结果是“全时段”与“整体性”的路网宏观运行状态，包含了拥堵瓶颈的具体位置和空间排队的干扰与渗透情况；一般拥堵点排队模型和基于“时间片”的拥堵空间排队模型难以刻画拥堵干扰与渗透现象以及路网整体的宏观运行状态，故所建立的分配方法是对传统拥堵交通流分配的丰富和发展。     

城市轨道交通项目建设条件指标研究

针对申报建设城市轨道交通的项目,系统研究高峰小时单向最大断面客流量、线路各期客运强度、规划建设期内地方政府资本金出资额占地方一般预算财政收入的比例以及全部出资额占城市维护建设财政性资金的比例等4个项目建设条件指标,为我国城市轨道交通近期建设规划、近期项目比选上报和评估提供参考依据。     

轨道交通无线通信系统的引入与场强覆盖分析

无线通信不仅应满足城市轨道交通内部专用运营管理和业务需求,而且应提供公共移动通信服务,方便人民群众。那么,除了必须设置专用无线通信系统外,如何引入民用无线通信系统、如何避免相互影响以及系统设备共用等问题的解决,将保证无线通信质量的要求,避免无线通信系统的无序、重复建设和浪费资源。     

轨道交通供电系统功率因数分析及补偿方案研究

研究目的:近年来我国轨道交通建设事业迅猛发展,但功率因数问题一直是困扰轨道交通供电系统的重要问题,常常导致电力部门的高额罚款。为提高功率因数,需对无功补偿方案进行研究。在分析国内城市轨道交通供电系统无功补偿现状的基础上,通过对整个供电系统综合功率因数的分析计算,研究几种无功补偿方案,并最终确定一种新的综合无功补偿方案。研究结论:城市轨道交通线路的无功补偿方案应根据自身供电系统的实际情况,并通过综合功率因数分析计算或实测分析,来综合考虑采用高压、低压侧相结合的无功补偿方案;在条件允许时,建议采用主所设SVG+各车站变电所0.4 kV侧设APF的综合补偿方案。     

高雄捷运红橘线安全管理系统

讨论轨道交通系统的安全问题。在规划台湾高雄捷运红橘线时,就已考虑在整个生命周期内建立安全管理系统,符合EN50126的标准;在制定兴建运营合约时,就要求在高雄捷运红橘线兴建及运营期间必须实行安全管理,并且在合约内制定安全风险标准(包括可忍受及不可忍受的安全风险水平、执行安全管理过程所需程序等),以确保风险降为"低到合理且实际可行"的情况。重点介绍安全管理系统中的安全管理过程,包括危害辨识、危害分析、风险分析与评估、风险处理等过程,并说明高雄捷运红橘线的安全管理过程。     

应用交通仿真软件PARAMICS验证交通分配模型

为了考察交通分配模型能够在多大程度上反映现实的交通状况，需要对交通分配模型进行验证，本文阐述了利用微观交通仿软件PARAMICS对交通分配模型进行验证的研究思路。通过建模工具Modeller提供的图形界面，研究者不但能够非常直观地观察交通分配模型的效果，而且可以利用其分析工具Analyser对结果全面分析。因此RARAMICS是一个验证交通分配模型性能优良的平台。     

Mathematically calculating the transit time of cargo through a liner shipping network with various trans-shipment policies

This paper derives the mathematical expressions for the transit time of cargo through a liner shipping network. Main efforts are devoted to deriving the calculation expressions of the connection time of cargo during trans-shipment. For the forward and many-to-one trans-shipment policies, we conduct a minor correction towards the expressions in existing studies to improve the completeness. Meanwhile, we propose an alternative but more straightforward calculation method for connection time which bypasses the complicated inductive argument in existing studies. Then we introduce two new trans-shipment policies: backward trans-shipment and one-to-many trans-shipment, and mathematically calculate the corresponding connection times. Numerical experiments also deliver some managerial insights into the effectiveness of backward trans-shipment in transit time control.     

Development and calibration of a long-distance passenger traffic assignment model

This paper studies the assignment of long-distance passenger traffic on a highway corridor network. First, we propose a traditional model for the long-distance traffic assignment considering interactions with local commuter traffic. It addresses the effect of local networks on highway corridors. An iterative algorithm is developed to solve for the exact solution. Then, to address the potential computational issues that arise therein, a decomposition method is proposed by introducing a new concept of corridor elasticity. An assignment procedure for long-distance passenger traffic is developed accordingly. Numerical tests show that the proposed decomposition method makes significant improvements in computational performance at a small loss of optimality. This decomposition method well approximates the exact assignment from the traditional formulation, especially when the highway corridors are near-saturation. The proposed decomposition method appears practical for application.     

Analytical and simulation approaches to understand combined effects of transit signal priority and road-space priority measures

Transit signal priority (TSP) may be combined with road-space priority (RSP) measures to increase its effectiveness. Previous studies have investigated the combination of TSP and RSP measures, such as TSP with dedicated bus lanes (DBLs) and TSP with queue jump lanes (QJLs). However, in these studies, combined effects are usually not compared with separate effects of each measure. In addition, there is no comprehensive study dedicated to understanding combined effects of TSP and RSP measures. It remains unclear whether combining TSP and RSP measures creates an additive effect where the combined effect of TSP and RSP measures is equal to the sum of their separate effects. The existence of such an additive effect would suggest considerable benefits from combining TSP and RSP measures. This paper explores combined effects of TSP and RSP measures, including TSP with DBLs and TSP with QJLs. Analytical results based on time-space diagrams indicate that at an intersection level, the combined effect on bus delay savings is smaller than the additive effect if there is no nearside bus stop and the traffic condition in the base case is under-saturated or near-saturated. With a near-side bus stop, the combined effect on bus delay savings at an intersection level can be better than the additive effect (or over-additive effect), depending on dwell time, distance from the bus stop to the stop line, traffic demand, and cycle length. In addition, analytical results suggest that at an arterial level, the combined effect on bus delay savings can be the over-additive effect with suitable signal offsets. These results are confirmed by a micro-simulation case study. Combined effects on arterial and side-street traffic delays are also discussed.