Structure and influencing factors of CO2 emissions from transport sector in three major metropolitan regions of China: estimation and decomposition

Transportation - The three metropolitan regions, including Jing-Jin-Ji (JJJ), Yangtze River Delta (YRD) and Pearl River Delta (PRD), are the most developed regions of China. This study focuses on...     

Incorporating land use in metropolitan transportation planning

In current practice, very few Metropolitan Planning Agencies attempt to capture the effects of transportation system changes on land use, and the consequent feedback effects on transportation system performance, despite substantial evidence that these effects may be significant. In this paper, we present a case study on the application of UrbanSim, a detailed land use simulation model system, and its integration with a regional travel demand model in the Greater Wasatch Front area of Utah. Like several other metropolitan areas, this region has recently been confronted with legal challenges to proposed highway projects, drawing substantial scrutiny to the land use-transportation connection. We describe the UrbanSim model specification, results from model estimation, and sensitivity analyses conducted with the combined land use and travel model system. The results of the sensitivity analysis suggest that accounting for the land use effects of a regional transportation plan may produce significant shifts in key transportation evaluation measures such as vehicle miles traveled, vehicle hours traveled, and hours of congestion delay.     

Transit scheduling

This paper provides an overview of the transit operational planning process with an emphasis on certain aspects of new methodologies in scheduling. The transit scheduling system usually consists of three interelated components: (1) creation of timetables; (2) scheduling vehicles to trips; and (3) assignment of drivers. These three components are described, but with a focus on the first component because of its importance from the user's perspective. The design of a transit timetable is discussed from both a practical and an analytical viewpoint. A methodology is presented on the construction of alternative computerized public timetables, based on procedures that improve the correspondence of vehicle departure times with passenger demand. The vehicle scheduling procedure is viewed through the minimization of the number of vehicles required to carry out a fixed or variable timetable. Finally, different approaches to the crew assignment component are briefly discussed. The overview and methodologies presented in the paper suggest that most scheduling tasks can be performed automatically or in a conversational man-computer mode. The adoption of new scheduling procedures will undoubtedly increase the efficiency of each of the three components of the transit scheduling system.     

Transit pricing research

Several decades of research on transit pricing have provided clear insights into how riders respond to price changes in both the transit and automobile sectors. For the most part, riders are insensitive to changes in either fare levels, structures, or forms of payments, though this varies considerably among user groups and operating environments. Since riders are approximately twice as sensitive to changes in travel time as they are to changes in fares, a compelling argument can be made for operating more premium quality transit services at higher prices. Such programs could be supplemented by vouchers and concessionary programs to reduce the burden of higher fares on low-income users. Also, cross-elasticity research suggests that higher automobile prices would have a significantly greater affect on ridership than lower fares. Most research on transit fare structures shows that the common practice of flat fares is highly inequitable, penalizing short-distance and off-peak users. Free fare programs have proven quite costly for each new transit user attracted and have rarely lured motorists to transit. Free fares limited to downtowns have been more successful than systemwide free fare programs. While prepayment schemes have met with success in the U.S. and Europe, honor fares have suffered from excessive revenue losses in at least one case in the U.S. Some of the more noteworthy fare policy successes in North America have been Bridgeport's combined pass-fare program, Allentown's deep discounts, Ottawa's major fare reduction and differentiation, and Columbus's substantial midday discount. As paratransit and other new transit alternatives to conventional bus continue to emerge, new, more differentiated fare practices can be expected in the future.     

Evaluating commuter opinion of congestion pricing in metropolitan Seattle

Continued growth and development in the Puget Sound region combined with existing geographic limitations have resulted in a transportation network that is at or near capacity for many hours during every weekday. Single‐occupancy vehicles (SOVs) remain the predominant mode of travel, despite a network of high‐occupancy vehicle lanes and regional transit. Given this situation, considering alternative methods to regulate traffic flow is necessary, and the implementation of a regional congestion pricing system is one such option. Although widespread throughout the world, congestion pricing has only recently been implemented in the United States.     

The metropolitan planning organization role in the 1980s

A new study by the U.S. Advisory Commission on Intergovernmental Relations focuses on the adaptions in transit services, finances, institutions, and policy processes occasioned by current financial stress at all levels of government and by the devolution of national responsibilities to the state and local governments. This study found, in part, that (1) most metropolitan transportation planning organizations now are locally governed and staffed. (2) their planning is becoming increasingly isolated, less comprehensive, and shorter range. (3) some such organizations are experiencing strong pressure to decentralize or subregionalize, and (4) the desire for these organizations to exercise more effective areawide leadership is not matched with local approval of greater powers for them. The study concludes that informal coordination techniques or new powers granted by state legislatures are the two most likely facilitators of improved metropolitan transportation leadership in the 1980s.     

Designing a home-to-work bus service in a metropolitan area

This paper presents a model and an algorithm for the design of a home-to-work bus service in a metropolitan area. This type of service must display an equilibrium between conflicting criteria such as efficiency, effectiveness, and equity. To this end, we introduce a multi-objective model in which, among other aspects, equity is considered by time windows on the arrival time of a bus at a stop. Time windows can have other uses such as, for example, guaranteeing synchronization of the service with other transportation modes. This is one of the guiding principles of the proposed model which is based on concepts that simultaneously tackle several issues at once. Along this line, we propose a cluster routing approach to model both bus stop location and routing in urban road networks where turn restrictions exist. The resulting multi-objective location-routing model is solved by a tabu search algorithm. As an application, we analyze a home-to-work bus service for a large research center located in Rome, Italy. This case study provides a benchmark for the algorithmic results, and shows the practical relevance of the proposed methodology.     

Intermodal Transit System Coordination

In urban areas where transit demand is widely spread, passengers may be served by an intermodal transit system, consisting of a rail transit line (or a bus rapid transit route) and a number of feeder routes connecting at different transfer stations. In such a system, passengers may need one or more transfers to complete their journey. Therefore, scheduling vehicles operating in the system with special attention to reduce transfer time can contribute significantly to service quality improvements. Schedule synchronization may significantly reduce transfer delays at transfer stations where various routes interconnect. Since vehicle arrivals are stochastic, slack time allowances in vehicle schedules may be desirable to reduce the probability of missed connections. An objective total cost function, including supplier and user costs, is formulated for optimizing the coordination of a general intermodal transit network. A four-stage procedure is developed for determining the optimal coordination status among routes at every transfer station. Considering stochastic feeder vehicle arrivals at transfer stations, the slack times of coordinated routes are optimized, by balancing the savings from transfer delays and additional cost from slack delays and operating costs. The model thus developed is used to optimize the coordination of an intermodal transit network, while the impact of a range of factors on coordination (e.g., demand, standard deviation of vehicle arrival times, etc) is examined.     

Forecasting ridership for a metropolitan transit authority

The recent volatility in gasoline prices and the economic downturn have made the management of public transportation systems particularly challenging. Accurate forecasts of ridership are necessary for the planning and operation of transit services. In this paper, monthly ridership of the Metropolitan Tulsa Transit Authority is analyzed to identify the relevant factors that influence transit use. Alternative forecasting models are also developed and evaluated based on these factors—using regression analysis (with autoregressive error correction), neural networks, and ARIMA models—to predict transit ridership. It is found that a simple combination of these forecasting methodologies yields greater forecast accuracy than the individual models separately. Finally, a scenario analysis is conducted to assess the impact of transit policies on long-term ridership.     

伦敦的新建轨道交通系统——Tramlink

新建轨道交通系统作为一种重要的公共交通工具,正在得到越来越广泛的应用。介绍了伦敦新建轨道交通系统——Tramlink的线路、车辆、运营管理、客流及特点等内容。作为地铁系统的补充,Tramlink在伦敦公共交通领域发挥着重要的作用。     

门禁系统在轨道交通中的应用

门禁系统作为轨道交通重要的安防管理系统正逐步得到重视和推广应用。以上海市轨道交通10号线工程为例,从门禁系统构成、功能、工作模式等方面,重点介绍了该系统在轨道交通中的应用,并详述了门禁系统控制中心、车站和现场三级管理。     

交通规费与道路运输行业竞争力

目前,社会反映道路通行费偏高的呼声比较强烈,道路运输成本高、企业负担重等问题已经严重影响到行业竞争力的提高     

Evaluating the competitiveness of container ports in Korea and China

Changes in world trade and the shipping environment have created ever-increasing competition between ports in North-east Asia, especially Korea and China. Following intensive state investment in port developments through large-scale projects, Chinese ports now threaten to oust Busan in Korea as the regional hub. To identify and evaluate the competitiveness of major ports in the region, this paper identifies the components influencing their competitiveness and presents a structure for evaluating them. Based on the literature related to port selection and competition, a regional survey of shipping companies and owners employed factor analysis to reveal that port service, hinterland condition, availability, convenience, logistics cost, regional centre and connectivity are the determining factors in these regions.     

上海轨道交通世纪大道换乘枢纽站空调通风设计

上海轨道交通世纪大道枢纽站是一座四线换乘的大型地下车站,详细介绍了该站空调通风系统的设计思路、设计难点及应对措施,并阐述了换乘车站设备共享与火灾排烟模式等内容,供同类工程设计参考。     

Transit assignment under crowded conditions

This paper presents a transit assignment algorithm for crowded networks. Both congestion in vehicles and queuing at stations are explicitly taken into account in predicting passenger flows for a fixed pattern of origin-destination trip demands. The overflow effects due to insufficient capacity of transit lines are considered to be concentrated at transit stations, while the in-vehicle congestion effects (or discomforts) are considered to be dependent on in-vehicle passenger volume. Overflow delay at a transit station is dependent on the number of excess passengers required to wait for the next transit car. We use a logit model to determine the split between passengers that chose to wait for the next transit car and passengers that chose to board on the alternative transit lines. The proposed algorithm predicts how passenger will choose their optimal routes under both queuing and crowded conditions.     

宁波市轨道交通管线迁移管理模式初探

管线迁移是轨道交通建设顺利开工的前期工作之一。基于轨道交通管线迁移的特点,介绍了委托代理、集中归口和分工协作等3种管理模式,初步探索了宁波市轨道交通管线迁移工作模式和程序,明确“谁的管线谁负责”的原则,统一管线迁移设计,建立了“框架协议＋分期任务书”的协议模式。     

基于D-S证据理论的城市轨道交通与常规公交协调综合评价

为了科学准确地评价城市轨道交通与常规公交协调水平,提出一种基于D-S证据理论的城市轨道交通与常规公交协调评价方法。通过综合考虑城市轨道交通与常规公交协调的影响因素,从线网协调、站点协调、运营协调三个方面建立评价指标体系,引入C-OWA算子实现指标赋权,运用D-S证据理论计算各评价因素的信任区间以及评价的不确定度,借助证据融合算法对各专家的评价结果进行融合以确定协调等级,并设计算例验证了该方法的合理性与有效性。算例分析表明,基于D-S证据理论的城市轨道交通与常规公交协调评价方法能够减弱专家的主观偏好造成的不利影响,可提高了最终评价结果的可靠程度。     

Bus Transit Service Reliability and Improvement Strategies: Integrating the Perspectives of Passengers and Transit Agencies in North America

Abstract

Transit agencies are consistently trying to improve service reliability and attract new passengers by employing various strategies. Previous literature reviews have focused on either passengers' or transit agencies' perspectives on service reliability. However, none of the earlier reviews have simultaneously addressed these differing perspectives on service reliability in an integrated manner. In response to this gap in the literature, this paper first reviews previous work on passengers' perspectives of transit service reliability and their response to service adjustments made by different agencies. Second, it analyzes transit agencies' plans and reports regarding their reliability goals and used strategies in order to improve service reliability, while looking at the impacts of these strategies on service. Reviewing these two parts together provides a needed contribution to the literature from a practical viewpoint since it allows for the identification of gaps in the public transit planning and operations field in the area of reliability and provides transit planners and decision makers with effective and valuable policy-relevant information.