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1.
就青海省运管局实行道路客运班线经营权招投标工作的基本做法、存在的问题进行归纳、整理,并提出一些个人见解和意见。  相似文献   

2.
目前,班线经营权是道路客运企业的生命,客运企业无不把发展班线作为第一要务,不惜精力财力开发班线.随着近年来铁路、民航的强势崛起,各种运输方式和道路运输企业竞相出招,旅客争夺战愈演愈烈.在特定时空内,客运班线俨然成为一种稀缺资源.  相似文献   

3.
道路客运线路经营权招投标问题研究   总被引:1,自引:0,他引:1  
近年来,在国家运输开放政策指导下,各级交通部门积极培育和发展道路运输市场,极大地促进了道路运输生产力的发展。由于受管理体制和市场机制不完善等多种因素的影响,客运市场中的一些深层次的矛盾逐渐显露,如运输市场主体过多,无序竞争与规模化、集约化经营的矛盾;现行管理机制与市场所需要的公平竞争、优胜劣汰机制不相适应的矛盾等。为此,以道路运输资源优化配置为切入点,对道路客运线路经营权进行招投标管理已成为改革的焦点。一、 道路客运线路经营权招投标的问题我国自广东省首先实施道路客运线路经营权招投标以来,已有浙江…  相似文献   

4.
班线客运     
《运输经理世界》2013,(7):15-15
部要求确保接驳车夜间畅行 日前,交通运输部发出通知,针对长途客运接驳运输车辆夜间通行难等问题,要求各试点省份交通运输系统联合公安交警部门强化动态监控,对于实施接驳运输的车辆,确保其夜间通行顺畅,高速公路收费站不得阻拦正常运营的接驳运输车辆驶入高速公路。  相似文献   

5.
班线客运     
《运输经理世界》2013,(1):13-13
渝辽川等省部分实现联网售票 2012年12月24日起,重庆市㈤个二级以上汽车站实现联网售票,长途汽车站联网售票扩大到远郊区县重庆市民可以通过这60个汽车站中的任意一个,购买其他车站的车票。  相似文献   

6.
千呼万唤,六年磨砺.2008年7月8日,经第8次交通运输部部务会议通过,<道路旅客运输班线经营权招标投标办法>(简称<办法>)终于顺利出台,将于2009年1月1日起实施.  相似文献   

7.
长途班线除了经营主体多小散、竞争过度、集约化程度低下外,还面临着铁路全面提速的压力.长途班线的开发应具有前瞻性和可行性,老线的整合和长线的改造势在必行."网络整合、共享市场、系统集成"是公路长途客运资源有效配置的内在要求.  相似文献   

8.
温州的客运集约化首先表现为客运班线的集约化,即在一条班线或大部分路径重叠的几条班线上进行运力、经营权、经营主体的整合,组成股份制经营、公司化管理的经营实体,使运力的利用效益、班线服务质量、经营管理水平得以提高的一种形式.  相似文献   

9.
新增车辆核准简易、车辆更新直报便捷、线路标志牌不定车、班次调整充分自主,安徽本轮客运班线许可改革赢得了不少掌声。  相似文献   

10.
5月27日.秦皇岛市迎奥运畅通工程--秦皇岛至北京机场准航空式高速客运直达班线正式开通.  相似文献   

11.
Consumers can only see a vogue sight of China bus & coach industry.Although it has became the largest manufacturing center in theworld,most main indicators of automotive type are still kept at the level of the last century and its commercial value remains low.As Automobiles are invented more than 100 years ago in Europe and used in public transportation.They became main ways of transportation in human life because of large production in flow line in America.The advantages of private cars lie in its freedom and convenience as well as traveling comfort;traveling by bus&coach is increasingly attractive as the rapid development of road  相似文献   

12.
Two contrasting methodologies have appeared in the literature for selecting indicators to evaluate the performance of public transit firms. One methodology specifies the criteria that the selected performance indicators must satisfy. The other methodology requires the specification of operating objectives by the transit firm for the purpose of then selecting performance indicators. This paper compares the two methodologies and discusses the attributes of one methodology versus those of the other methodology. Also, a major difference in the premises of the two methodologies is demonstrated.  相似文献   

13.
In this study, we developed a persuasive communication program to induce public-transport-oriented residential (PTOR) choice. We implemented an experiment that targeted students from the University of Tsukuba, Japan, who were in the process of changing their residential location. These students were randomly assigned to four groups: the first group was a control group; the second group received an information brochure about apartment flats typically used by students in Tsukuba city; the third group received a brochure identical to the one given to the second group, except that it also included information about the level of bus service for every flat; and the fourth group was provided with a leaflet that provided motivation for PTOR choice, in addition to the brochure used for the third group. The residential locations were investigated 5 months after the intervention. There was a significant difference between the control group and the third and fourth groups. The ratio of PTOR choice in the group with the information was twice as high as that for the control group. Furthermore, the persuasive message also increased PTOR choice. Additionally, the target groups’ frequency of bus use from home or the university was significantly high compared with the control group.  相似文献   

14.
Russ Haywood 《运输评论》2013,33(4):387-412

Over the last couple of decades there has been a trend in Western Europe and North America towards making the railway industry more able to compete successfully with road for freight haulage through deregulation and/or structural change. This trend has been drive, partly, by a concern to produce more commercially viable railway industries, but also by concerns to reduce the environmental impacts of road haulage through modal shift. The latter in particular has led to the development of public policies supportive of rail freight, particularly at the national or international levels. This paper reports on qualitative research that analysed public policy aimed at promoting rail freight in Britain but, unusually, the focus was on local rather than national policy. The research was an investigation of the approach of local authorities to the encouragement of rail freight as evidenced through their Local Transport Plans. The paper concludes that in Britain there has been a significant amount of local policymaking for rail freight and that although national policy matters are of overriding importance, the role of local policy is significant and can be developed further.  相似文献   

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