新型城镇化背景下城乡公交一体化模式研究——以滕州市城乡公交规划为例

研究新型城镇化与城乡公交一体化的相互关系,在城乡公交需求分析的基础上,确定新型城镇化背景下城乡公交战略任务及层次,重点从线网、枢纽场站、特色旅游公交、运营保障4个方面提出新型城镇化导向的城乡公交一体化发展模式,结合滕州市城乡公交一体化规划展开应用研究,并针对该模式实施过程中的运营管理与政策保障提出思考与建议,该模式通过对城乡线路的分类分级形成相互衔接的一体化公交网络,通过对场站的合理布局,引导层级有序的城镇空间结构,以期本研究对我国新形势下城乡公交一体化工作提供理论和实践基础。     

如何完善城乡公交一体化

统筹城乡发展是党中央出的重大决策,旨在解决城乡二元结构严重制约经济社会发展的突出矛盾。今年,中央一号文件《关于加大统筹城乡发展力度,进一步夯实农业农村发展基础的若干意见》,进一步突出了统筹城乡发展。按照城乡统筹发展的要求,深化城乡公交一体化发展,打破城市公交与农村客运二元分割局面,统筹融合城乡公交资源,构建相互衔接、布局合理、方便快捷、畅通有序的城乡公交网络,逐步实现城乡居民公共交通服务均等化,是摆在我们交通管理者面前的重要任务,还有许多难点需要攻克。     

钦州市城乡公交客运一体化初探

文章阐述了钦州市城乡公交客运发展现状及问题,分析了钦州市城乡公交客运一体化的必要性和可行性,提出了实现城乡公交客运一体化的具体措施。     

布局大交通 实惠老百姓——撩州市城乡公交一体化初现成效

随着国家“公交优先”战略的深入推进,各地都积极加快城乡公共交通体系建设。大力推动城乡公交一体化建设。滕州市从2012年开始,每年都把“稳步推进城乡公交一体化建设、更新公交车辆100部”列为民生“十件实事”之一。经过2年多的发展,滕州的“城乡公交一体化”战绩如何呢？     

广西城乡公交一体化发展问题及对策研究

文章结合广西各地推进城乡公交一体化发展的现状,分析了城乡公交一体化进程中存在的问题及其成因,并提出了相应的发展对策,为各地推进城乡公交一体化发展提供参考。     

绵阳城乡公交一体化情况调查

中国市长协会《中国城市发展报告》指出：截至2012年底我国城镇化率已达52.57%,意味着超过全国半数的人口居住在城镇中。     

加速推进城乡公交一体化进程

城乡公交一体化就是根据城乡旅客运输发展的客观要求,为适应城乡一体化需要,采取一系列措施,改革现有的城乡客运管理模式,打破原来城市公交与农村客运二元分割的局面,利用公交化运作方式,发挥客运资源效益最大化。     

对推进我省城乡公交客运一体化工作的思考

通过分析当前青海省城乡道路旅客运输市场的现状和存在的问题,结合湟中县在发展城乡公共交通客运工作的经验和做法,就推进全省城乡公交客运一体化工作提出对策建议。     

公交支线：城乡一体化马前卒

恒风交运公交事业部二车队的义西义南两条支线,担负着浙江义乌市最南端最西边山区的客运任务。在艰难的经营过程中,他们不计得失不辞辛苦,几年如一日地为山区百姓服务,为义乌的城乡一体化作出了贡献。     

嘉兴市城乡公交一体化初探

党的十六届二中全会通过的要求实行“五个统筹”重大决定中，把统筹城乡经济社会发展作为新时期打破城乡二元结构，扭转城乡差距，实现城乡一体化的“金钥匙”。在这个火背景下，农村客运与城市公交二元分割的客运市场如何发展，做好统筹城乡发展的先行官，已成为道路运输业内人士的关注焦点，也是摆在各级行业管理部门面前的新课题。     

Mobility evaluation for urban public transportation

Summary

This paper has reported on a study of relative opportunity—not absolute opportunity. Minimum absolute standards for mobility or accessibility are difficult to justify. Some additional study into the development and application of absolute mobility standards may be warranted.

The application of the mobility evaluation model has primarily focused upon a corridor line‐haul system. Conclusions suggest that such a system will not markedly improve existing transit mobility levels in either the peak hour or the off‐peak. The experimental work has verified this conclusion, and more importantly, it has detailed quantitatively the exact levels and spatial distribution of mobility improvements. However, this study does not include a comprehensive analysis of all methods of mobility enhancement, nor does it undertake a comparison of alternative means of mobility improvement. Certainly other methods to improve access to opportunities should be explored before policy considerations are finalized. These methods include other transit solutions, land use alternatives, socio‐economic policies, and other‐mode transportation alternatives. The accessibility technique and mobility indices approach appears to have general applicability in the analysis of optimal strategies for system evaluation.

Of interest is an examination of alternative feeder transit systems to the corridor line. Additional research with the model might point out the maximum mobility effects expected through improved collector service in the suburbs, with corridor line‐haul to the CBD.

The indices are also readily available for a comparison of mobility patterns for different urban areas. Application of the program to transit and socio‐economic data for a set of cities would yield an indication of the relative mobility levels provided. Such data might be considered as an evaluation criterion for future transit funding by federal officials.

In addition, the model is currently being considered by UMTA as a tool to aid in the evaluation of the equitable distribution of transit system benefits as defined in Title VI of the Civil Rights Act of 1964.²⁵ The mobility output would serve as an indicator of the levels‐of‐service provided to certain disadvantaged urban groups. For this application the computer model is being altered to achieve compatability with the Transportation Planning System (UTPS) computer model package developed by UMTA.     

Selection of urban transportation systems

An information system is presented which identifies the transportation technologies suited to any one transportation need situation lying in a broad range of such situations. The system is concerned with people movement rather than goods movement. The user of the system specifies the nature and extent of demand, as well as certain service requirements. A transportation technology is identified as suited to a particular need situation when the technology meets the demand and the service requirements, and does so at reasonable cost. The technologies identified by the system as suited to a need situation must be examined to select the one best alternative. This final selection process is not part of the system. This system consists of two tables. Their use is described and examples are given. The procedure used to develop the tables is discussed. The system identifies new transportation technologies (PRT, AGT, etc.) as well as old.     

Contracting for public transportation service

There is increasing interest in contracting to private industry for the provision of public transportation. The trend has accelerated since the mid 1970's spreading from local to regional transit authorities as the need for cost savings arise. Promising major savings without major service reductions, the merits of the strategy are now being evaluated at various levels. This paper focusses on the extent and magnitude of service contracting, the reasons why some agencies adopt the strategy, the nature and capability of the contractors and the actual performance of the arrangements.     

陈锁祥:城乡交通一体化星火燎原

城乡交通一体化的初步成效 记者:您曾经参与并组织过多项交通发展战略的制定工作,能否介绍其中比较有影响力的项目.     

李晓松谈北京公交

"现住,北京市每天瞬时的人口数量可以达到1700多万,这其中包括1300多万的常住人口和400万左右的流动人口."李晓松在接受本刊记者采访时说,"有这么多的人,就必然会发生相应多的出行.就北京这样的大型城市来讲,道路运输面临的压力确实很大,市交通委在这方面下了很大的力气,也投入了相当多的精力,同时,也取得了不小的成绩."     

Poverty,policy, and public transportation

By all appearances, the circumstances surrounding employment and income distribution in the United States have remained notably the same over the past 30–40 years. At the same time, policies for improving the conditions of low-income persons have remained relatively unchanged. Relevant published accounts continue to cite poorly integrated residential and employment location patterns and poor public transportation service as critical obstacles to improving the economic and social conditions of low-income persons. The relationship between poverty and public transportation was researched extensively during the late 1960s and the early 1970s; however, little recognition has been given to these efforts by more recent research efforts. To learn from the past we should review public transportation policies from 1960 to 2000 to highlight federal policies that affected urban areas during this time period, especially in relation to low-income transportation mobility.     

Transportation mode choice and city-suburban public transportation service

A model is presented to describe the dynamics of transportation mode choice in which the interaction between transportation users and a public transportation authority results in self-organization. The model illustrates that a sufficient number of connections between a central city and its suburbs are required for self-organization to occur whereby public transportation use and service will grow.     

The management of the rural transportation problem in Nigeria

In spite of the fact that about 70% of Nigeria's population live in rural areas, these areas have remained largely inaccessible. Not only do they lack motorable roads and organized public transport but also field surveys indicate that nearly all rural inhabitants do not have a private car. A Directorate of Food, Roads and Rural Infrastructure has been set up to manage the inaccessibility problem, among others. Whereas there are several conventional approaches to the management of the rural transportation problem, the Nigerian approach relies on the provision of roads. This restrictive approach with an emphasis on locational to the neglect of personal accessibility has various limitations which are analysed.