买票难,难于上青天

严寒中彻夜排队,排到窗口了结果被告知没票;打几百个电话订票,终于打通的电话多半听到的是俩字:没票;黄牛越来越牛,加价一倍以上还要"打包转让"……万般无奈之下,在浙江打工的河南汉子选择了在火车站站长办公室以"裸奔"的方式讨要说法。春节好,回家难,难就难在没票买。有车为什么不见票?票都去了哪?就没办法解决这个最现实的民生问题吗?     

畅途网:互联网“赋能”回家路

正"又是一年春运,在互联网春风的席卷之下,出行难、买票难得到有效缓解,对于公路客运来说,联网售票平台的作用也愈发明显。"从2月1日起,2018年春运拉开大幕。这场历时40天的"人类大迁徙",将再一次考验着整个交通运输行业。而随着互联网时代发展,大数据逐渐"赋能"春运出行,让每个人的回家路走得了、走得好、走得安全。     

职业化培训考试试点开启，探索“两客一危”驾驶员培养新路子

<正>江苏、浙江、云南3省将开展道路运输重点领域驾驶员职业化培训考试试点工作。通过试点,能拓出"两客一危"驾驶员培训考试的"新路子"吗?如何解决"两客一危"驾驶员数量不足问题?如何从整体上提升当前道路运输驾驶员素     

兴边、富民、睦邻

正边境地区的公路,既是富民兴边的战略大通道,也多数地形险峻,修路困难,是交通建设最难啃的"硬骨头"。"人们总说一看到云S的车牌,就知道临沧的路有多么曲折难走,虽然是一句玩笑话,却从一个侧面反映了人们对临沧的印象。"谈起临沧的交通,来自云南耿马县的全国人大代     

云南高粘沥青OGFC混合料路用性能研究

文章分别以云南高粘沥青和SK-70~#基质沥青为混合料胶结材料,质地、粒形较好的石灰岩为集料,使用国内外研究成熟的OGFC-10、OGFC-13级配类型制备沥青混合料,并将云南高粘沥青与SK-70~#基质沥青作对比分析,研究了两种不同材料制备的沥青混合料的排水性能、抗滑性能、高温稳定性、低温抗裂性及水稳定性能。试验结果表明,两种胶结材料制备的OGFC沥青混合料的空隙率、排水性能、抗滑性能均满足规范要求;云南高粘沥青混合料高低温性能、水稳定性比普通基质沥青混合料好,更适用于OGFC沥青路面。     

客车也召回

除价格外,售后服务似乎是竞争市场唯一利器.召回从某种角度可以看作是企业售后服务的极佳表现,车开了三五年发现有问题?怎么办--制造商收回去.这当然是轿车.但从现在开始,也不仅限于轿车.     

求解:如何不再地铁“集结”

<正>进站难,上车难,如何破解地铁拥挤困局?缩短间隔,增大运量,又该如何确保列车运行安全?北京地铁客流快速增长,日客运量超过千万人次已成常态。特别是早高峰时段里,部分骨干线路列车极为拥挤,列车满载率超过120%,有时乘客需要等候2-3趟车才能上去。"只求能上车"的愿望并不是只有北京人民才有,上海、广州人民也不例外。近年来,尽管城市轨道交通线网越来越密,人们却发现,"每新开一条线即满载一条线,对缓解地面交通所起的作用微乎其微。"如何应对"几何级"增长的客     

如何破解“春运难”? 交通运输部解读春运热点

<正>"每年一度的世界最大规模人口大迁徙—春运,透着一个字:难。买票难、上车难有何缓解措施?高速路会不会拥堵?安全事故如何避免?来听听交通运输部运输服务司副司长王水平的解读。"保1安全:消除事故苗头王水平介绍,今年春运期间,将重点抓好三方面工作:1.严格落实好安全生产主体责任。督促道路运输企业严格执行长途客车凌晨2至5时停车休息或接驳运输措施,强化危险货物运输及城市公交、轨道交通安全监管,严禁船舶"带病营运"、非法营运、非运输     

全永燊:为首都交通正名

示范容易普及难 "饭总要一口一口吃,问题总要一个一个解决.解决首都拥堵问题绝非一朝一夕之功." 记者:我们曾经在上海看到地铁站可以预告下一班车的到达时间;杭州公交可以预报等待时间.但目前北京好像还没这样先进?     

“路空一体” 智“绘”未来

正在你眼中,未来交通是什么样子?四年前,湖南省衡阳市衡山县星源小学四年级三班小学生王卿语曾画出了他心目中的未来交通:蓝天白云下,人们搭乘在装载着巨大轮子和翅膀的飞行器上;公路上,无论是公共汽车还是私家车,都长着翅膀;无人机也装载着物品自由穿梭在其中。比建筑、交通工具颜色多彩更耀眼的,是飞行器上俏皮的表情和小朋友的笑脸。     

Model,process, technique,and the good thing

The paper unpacks the planning process into its component parts: model, process, technique, and goals—the “good thing”. The paper advances the concept that planning, policy-making, and organizational restructuring can be analyzed under the same framework. Each of the four components is described and reductionist examples are presented to clarify the intention and to illustrate the technique that the transport analyst teams employ in their work. The examples cover both successes and failures. They point toward the enormous scientific task ahead for planning to become meaningful and relevant to the problems of today. Finally, in the frame of the willingness to pay, the paper puts forward a case for an institutional framework for a financially autonomous road administration. Similarly organized, administered, and managed entities are relevant also for other transport modes.

Walking frequency, cars, dogs, and the built environment

To explain walking propensity or frequency, empirical studies have generally used two sets of explanatory variables, namely, socio-demographic variables and built environment variables. They have generally shown that both socio-demographic characteristics and built environment characteristics are associated with walking propensity. We examine the traditional walkability variables that encompass density, mix of uses, and network connectivity in New Jersey, using a statewide sample including an oversample of Jersey City. We estimate a two-stage least squares model using a conditional mixed process that combines an ordered probit model of walking frequency in the second stage based on a truncated regression of car ownership in the first stage. Our results show that built environment variables have some small effects, mainly from better network connectivity associated with increased walking frequency. One of our key findings is that built environment features also work indirectly via how they influence car ownership. In general, we find sufficient evidence that suggests fewer cars are owned in areas with more walkable built environment features. The other key variable that we control for is whether a household owns a dog. This also proved to be strongly associated with walking suggesting that dog ownership is a necessary control variable to understand the frequency of walking.     

Space,money, life-stage,and the allocation of time

Demographic, socioeconomic, seasonal, and scheduling factors affect the allocation of time to various activities. This paper examines those variables through exploration of the 1990 Nationwide Personal Transportation Survey, which has been inverted to track activity duration. Two key issues are considered. First, how much can activity duration and frequency explain travel duration? The analysis shows activity duration has positive and significant effects on travel duration, supporting recent arguments in favor of activity based models. Second, which recent trend is the main culprit in the rise in travel: suburbanization, rising personal incomes, or female labor force participation? This paper examines the share of time within a 24-hour budget allocated to several primary activities: home, work, shop, and other. The data suggest that income and location have modest effects on time allocation compared with the loss of discretionary time due to working.

     

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.     

Governing autonomous vehicles: emerging responses for safety,liability, privacy,cybersecurity, and industry risks

ABSTRACT

The benefits of autonomous vehicles (AVs) are widely acknowledged, but there are concerns about the extent of these benefits and AV risks and unintended consequences. In this article, we first examine AVs and different categories of the technological risks associated with them. We then explore strategies that can be adopted to address these risks, and explore emerging responses by governments for addressing AV risks. Our analyses reveal that, thus far, governments have in most instances avoided stringent measures in order to promote AV developments and the majority of responses are non-binding and focus on creating councils or working groups to better explore AV implications. The US has been active in introducing legislations to address issues related to privacy and cybersecurity. The UK and Germany, in particular, have enacted laws to address liability issues; other countries mostly acknowledge these issues, but have yet to implement specific strategies. To address privacy and cybersecurity risks strategies ranging from introduction or amendment of non-AV specific legislation to creating working groups have been adopted. Much less attention has been paid to issues such as environmental and employment risks, although a few governments have begun programmes to retrain workers who might be negatively affected.