地铁车站自动扶梯安全使用问题研究

我国地铁车站乘客流量大,站内自动扶梯使用环境复杂,加之自动扶梯的结构具有开放及间隙多的特性,使用中存在亟待解决的安全问题。对此,深入分析地铁车站自动扶梯的使用特点及安全问题,结合传动部件的运动特性、乘客使用及运营管理等方面剖析原因,提出安全使用的改进措施,同时从自动扶梯的日常运营管理、乘客安全使用及结构优化设计方面总结安全使用的策略。此研究对于强化自动扶梯技术更新、保障地铁车站安全运营有着积极意义。     

基于视频分析技术的轨道交通车站重点防护部位安全预警研究

持续增长的客流量给轨道交通运营管理带来了严峻的挑战,尤其是运营安全方面的考验。综合研究视频分析技术的工作原理、系统构成以及轨道交通车站特性和管理需求,得出该技术应用特点及优势;以车站自动扶梯乘客安全预警为例,提出一种车站重点防护部位安全预警系统的设计方案,为提高车站客流管理水平提供技术支撑。     

福伊特中国业务年增速将达20%

4月19日,福伊特驱动技术有限公司(VOITH)宣布其2005/2006财年中国市场销售额达到2．1亿元人民币,比去年同期翻番,占高档客车缓速器市场份额突破70%．产品设计,工程咨询及服务涉及多项中国轨道公共交通项目,基础设施投资以及重工业应用等领域。福伊特驱动积极地从道路安全、环境保护、交通通畅     

东京城市快速轨道交通发展模式及启示

<正>一、日本东京城市快速轨道交通发展概况城市快速轨道交通是利用轨道导向、电力驱动的现代化公共交通方式的总称。它的特点是有自己的专用车道,全封闭或半封闭,有自己的信号系统,不受市内交通的干扰。因此,城市快速轨道交通具有运量大、快速、     

大数据时代背景下的公共交通规划研究

为了提高公共交通规划的水平,分析公共交通大数据的特点,大数据时代背景下的公共交通规划重点,提出大数据时代背景下的公共交通规划策略,以期为同类型工作提供参考。     

兰州市公共交通可达性研究

文章针对加快城镇化建设进程中突显出的城市交通问题,在对其范围进行界定的基础上,结合兰州市河谷型城市交通组成特点分析其公共交通可达性及存在的问题。通过对兰州市现运营公交的时间因素、票价因素、换乘次数和站数、距离因素进行定量分析,制定出可提高交通网络的整体可达性的方案,为兰州市公共交通系统的合理分配提供参考。     

城市智能公共交通系统特性分析及其应用

城市公共交通运输是城市客运主要交通形式之一,智能公共交通系统充分考虑了交通系统中人车路的统一,是城市公共交通的发展方向.在分析智能交通系统体系框架的基础上,从调度、监控、综合服务、运营及其它外部相关信息等五个方面对智能公共交通系统的特点进行了介绍,并结合西安市公交运营状况,探讨了西安市智能公交系统的建设方案,为西安市城市APTS的发展有所借鉴和参考.     

公路交通运输对区域经济发展的重要作用分析

为了满足区域经济发展和区域人口出行的需要,就公共交通运输对区域经济发展的作用进行探讨,分析两者之间的联系,就公共交通运输的特点进行阐述,罗列当前公共交通运输发展中面临的问题,对公路交通运输对区域经济发展做出的重要贡献进行分析。     

新加坡公共交通乘客满意度评价方法

文章针对目前我国城市公共交通服务质量评价需求增加、满意度评价缺少统一有效方法等问题,系统介绍了新加坡公共交通乘客满意度评价方法,包括乘客满意度评价指标体系、调查方法与评价模型等,并在评析新加坡公共交通满意度评价方法特点的基础上,分析了其对我国建立规范的城市公共交通满意度调查方法的启示。研究成果对于开展城市公共交通满意度工作,设计调查方案、制定评价规范等具有参考价值。     

浅谈城市公共交通优先

论述“公交优先”的公共交通发展战略,找出适合我国城市特点的城市公共交通管理运作机制与应用模式.     

Methodology for kinematic cycle characterization of vehicles with fixed routes in urban areas

This paper analyses the driving cycles of a fleet of vehicles with predetermined urban itineraries. Most driving cycles developed for such type of vehicles do not properly address variability among itineraries. Here we develop a polygonal driving cycle that assesses each group of related routes, based on microscopic parameters. It measures the kinematic cycles of the routes traveled by the vehicle fleet, segments cycles into micro-cycles, and characterizes their properties, groups them into clusters with homogeneous kinematic characteristics within their specific micro-cycles, and constructs a standard cycle for each cluster. The process is used to study public bus operations in Madrid.     

Perceived accessibility,mobility, and connectivity of public transportation systems

Although public transportation is considered effective at reducing the external cost of driving private vehicles, many urbanites do not use public transportation. This study develops measures employing accessibility, mobility, and seamless connectivity for an entire public transportation service chain as indicators for evaluating public transport services, prioritizes underperforming scenarios from the perspective of urban travelers, and derives various market segmentation strategies that consider different socio-demographic characteristics. A conceptual model is set up herein to assess these latent constructs that describe unobservable and immeasurable characteristics. As a Likert ordinal scale can generate misleading statistical inferences, the Rasch model is used to eliminate bias generated by an ordinal scale when measuring these three latent constructs separately. The Rasch model compares person parameters with item parameters, which are then subjected to logarithmic transformation along a logit scale so as to recognize specific difficulties of service scenarios that cannot be easily eliminated by certain urban travelers. The multidimensional Rasch model also measures the perceptions of urban travelers in terms of the interactions between accessibility, mobility, and seamless connectivity of this public transportation system. While comparing urban travelers of two large cities in Taiwan, Taipei and Kaohsiung, the empirical results demonstrate that perceived accessibility, mobility, and seamless connectivity differ based on travelers’ age, frequency of weekly sports activities, and environmental awareness. This paper also advances appropriate improvement strategies and provides policy suggestions for urban planners, public transportation service operation agencies, and policy makers when they seek to create user-friendly public transportation services. The proposed approach can be generalized in other cities by considering their local context uniqueness and further evaluating their public transport services.     

Driving cycle prediction model based on bus route features

Bus fuel economy is deeply influenced by the driving cycles, which vary for different route conditions. Buses optimized for a standard driving cycle are not necessarily suitable for actual driving conditions, and, therefore, it is critical to predict the driving cycles based on the route conditions. To conveniently predict representative driving cycles of special bus routes, this paper proposed a prediction model based on bus route features, which supports bus optimization. The relations between 27 inter-station characteristics and bus fuel economy were analyzed. According to the analysis, five inter-station route characteristics were abstracted to represent the bus route features, and four inter-station driving characteristics were abstracted to represent the driving cycle features between bus stations. Inter-station driving characteristic equations were established based on the multiple linear regression, reflecting the linear relationships between the five inter-station route characteristics and the four inter-station driving characteristics. Using kinematic segment classification, a basic driving cycle database was established, including 4704 different transmission matrices. Based on the inter-station driving characteristic equations and the basic driving cycle database, the driving cycle prediction model was developed, generating drive cycles by the iterative Markov chain for the assigned bus lines. The model was finally validated by more than 2 years of acquired data. The experimental results show that the predicted driving cycle is consistent with the historical average velocity profile, and the prediction similarity is 78.69%. The proposed model can be an effective way for the driving cycle prediction of bus routes.     

Network design for line-based autonomous bus services

Transportation - The maturing of autonomous driving technology in recent years has led to several pilot projects and the initial integration of autonomous pods and buses into the public transport...     

Acceptance of disincentives to driving and pro-environmental transport intentions: the role of value structure,environmental beliefs and norm activation

Transportation - In order to facilitate pro-environmental transport mode use it is important to promote acceptance for disincentives to driving and intentions to use public transport. The present...     

Rewarding rush-hour avoidance: A study of commuters’ travel behavior

Spitsmijden, peak avoidance in Dutch, is the largest systematic effort to date to study, in the field, the potential of rewards as a policy mean for changing commuter behavior. A 13 week field study was organized in The Netherlands with the purpose of longitudinally investigating the impacts of rewards on commuter behavior. Different levels and types of rewards were applied and behavior was tracked with state-of-the art detection equipment. Based on the collected data, which included also pre and post-test measurements, a mixed discrete choice model was estimated. The results suggest that rewards can be effective tools in changing commuting behavior. Specifically rewards reduce the shares of rush-hour driving, shift driving to off-peak times and increase the shares of public transport, cycling and working from home. Mediating factors include socio-demographic characteristics, scheduling constraints and work time flexibility, habitual behavior, attitudes to commuting alternatives, the availability of travel information and even the weather. The success of this study has encouraged adoption of rewards, as additional policy tools, to alleviate congestion, especially during temporary road closures.     

Development of Malaysian urban drive cycle using vehicle and engine parameters

Vehicles travelling in actual urban areas are mostly in idle, low or medium speeds, which reflects engine part-load condition. These regularly visited engine conditions, in reality affect the fuel economy during actual driving. Thus, understanding the characteristics of the actual driving conditions will enable many other benefits besides legislation. This paper presents the development of a preliminary Malaysian urban drive cycle with the inclusion of the engine parameters and characteristics, acquired through an actual urban driving on numerous urban roads in Malaysia that represents the actual consumer’s daily driving experience. The actual engine parameters and its characteristics are integrated into the assessment measures in an attempt to formulate representable drive cycle and fuel consumption data. The initial drive cycle is composed of 17 sequences selected from the actual on-the-road conditions to represent the Malaysian urban driving. The average fuel economy of the established Malaysian urban drive cycle was then measured on a test bench using the same engine from the vehicle. The recorded fuel economy with Malaysian urban drive cycle is 8.5% below the actual Malaysian urban driving which is closer estimation to the actual driving compared to the current in-practice NEDC which shows to be 43.1% below the actual Malaysian urban driving. Thus, Malaysian urban drive cycle is better in representing the Malaysian urban driving conditions compared to the NEDC in terms of the average fuel economy measurements.     

Breaking car use habits: The effectiveness of a free one-month travelcard

Based on calls for innovative ways of reducing car traffic and research indicating that car driving is often the result of habitual decision-making and choice processes, this paper reports on a field experiment designed to test a tool aimed to entice drivers to skip the habitual choice of the car and consider using—or at least trying—public transport instead. About 1,000 car drivers participated in the experiment either as experimental subjects, receiving a free one-month travelcard, or as control subjects. As predicted, the intervention had a significant impact on drivers’ use of public transport and it also neutralized the impact of car driving habits on mode choice. However, in the longer run (i.e., four months after the experiment) experimental subjects did not use public transport more than control subjects. Hence, it seems that although many car drivers choose travel mode habitually, their final choice is consistent with their informed preferences, given the current price–quality relationships of the various options.     

Travel behaviour and environmental concern

In two empirical studies, the impact of attitudes and environmental knowledge on driving distance, travel behaviour and acceptance of various traffic restrictions was investigated. The first study included the population in Lund, southern Sweden, and the second the politicians and civil servants responsible for transports and environment in the same city. Comparisons of the two samples revealed similar psychological processes, including environmental concern, hazard/efficacy perception and car affection, whereas environmental knowledge seemed to have a subordinate role. Preferences of restrictions differed somewhat between the public, and the politicians and civil servants. It is suggested that local implementation of new strategies to reduce private car driving might benefit from a better understanding of what will be accepted among the public. Further, in promoting pro-environmental travel behaviour it may be important to focus on basic attitudes, rather than to rely solely on factual information.     

The impact of transportation alternatives on the decision to cease driving by older adults in Japan

This study investigated whether the availability of transportation alternatives for older drivers is a determinant of the decision to cease driving. We recruited participants from a total of 7827 drivers aged 69 years or older living in Ibaraki Prefecture, Japan who were scheduled to renew their driving license between February and April 2011. In November 2010, we distributed questionnaires to collect data on predictors of driving cessation, and again in December 2012 to determine who had actually ceased driving. The relative impacts of factors related to driving cessation were then estimated. Of the 3089 respondents, 157 did not renew their license. The strongest determinants of this decision were having been advised to stop driving and if they had developed less confidence in their ability to drive safely. Even so, respondents were far more likely to have actually stopped driving if they were sure that someone else was available to provide a ride when they needed one. The final decision to stop driving is strongly influenced by personal convenience based on private transport, especially amongst drivers who have been advised to stop. The availability of public transport alternatives is not as important a factor in this decision.