青海省高等级公路收费站拥堵状况和解决方案初探

青海经济的快速发展,旅游业的持续火热以及汽车保有量的不断攀升,青海高等级公路收费站拥堵问题日益突显,已影响到了高等级公路的服务质量,分析造成拥堵的主要原因,采取措施缓解或从根本上有效解决收费站压车现象,是本文探讨的主要内容.     

基于收费站交通量及视频分析技术监测拥堵研究

随着我国汽车保有量的不断增长,高速公路收费站车辆拥堵的瓶颈问题越来越突出,对高速公路收费站的车辆拥堵情况及放行速度进行监测,对疏导交通、节约能源消耗及减少尾气排放有着重要的意义。本文从微波检测交通量及视频分析两个方面,阐述了利用交通量监测收费站车辆拥堵原理,利用智能视频技术自动对收费站车道上的车辆通行密度进行自动监测和预警。     

高速公路收费站管理模式创新实践

高速公路在现代交通系统中起重要作用,为进一步提高高速公路服务质量、优化用户体验,从高速公路收费站管理角度出发,对创新高速公路收费站管理模式进行研究。首先,阐释高速公路收费站管理现状;其次,分析高速公路收费站管理模式创新优势和面临的挑战;最后,提出高速公路收费站管理模式创新策略,以期为高速公路收费站管理工作提供参考。     

山东省高速公路收费站房建规模探讨

探讨高速公路收费站建设原则,结合山东省实际,提出了收费站建设规模测算办法,并以此总结出了收费站建设标准.     

山区高速公路节假日易拥堵特性及对策分析

以福建省部分高速公路运营状况为例,探讨了山区高速公路节假日拥堵时空分布特性;针对高速公路短时、即时的拥堵特征,采用基于15 min短时流量反算运营阶段饱和度的拥堵辨识标准,在此基础上结合实际运行速度提出拥堵预警阈值,以及“疏、分、扩”三大拥堵对策措施,可供同类项目参考。     

城市交通拥堵成因与多元化解决方案分析

为解决城市交通拥堵问题,阐述城市交通拥堵的危害,探讨城市交通拥堵问题的形成原因,从创新交通出行管理和规划、加大城市公共交通建设力度、科学应用智能化交通系统、倡导可持续交通出行等方面提出多元化解决方法,以期有效提升交通效率,推动城市可持续发展。     

福建省高速公路拥堵判断识别方法探究

基于高速公路路网交通流量信息和数据,提出公路服务水平、运行饱和度、运行速度、运行密度值4个指标判断高速公路拥堵状态,选取相应的权重计算综合度量指标,并确定拥堵预警阈值,作为高速公路拥堵判断识别的标准,最后通过历史数据验证了该识别标准的适用性,该指标可为解决福建省高速公路拥堵问题提供参考。     

高速公路省界收费站取消后的运营变化研究

随着我国高速公路运输事业的不断发展,为进一步促进全国统一规范管理,提升高速公路服务的智能化水平,我国取消了高速公路省界收费站.基于此,本文针对高速公路省界收费站取消后的变化情况进行分析,从稽核管理、服务水平等多个角度对高速公路省界收费站取消后运营管理策略和发展方向展开详细探讨,以期能够为高速公路运营管理提供参考.     

河南省高速公路自由流服务型收费站建设方案——以郑州南收费站为例

为适应科技发展带来的收费站运营管理模式变化,以郑州南收费站为例,探索自由流服务型收费站建设方案。在建设思路方面,针对项目定位、功能设置、场区布局分别提出由运营转为经营、由管理转为服务、由封闭转为开放等理念;在建设定位方面,结合项目实际提出服务高速、服务司乘、服务机场等目标;在建设方案方面,提出采用开放化处理、灵活布局的设计方法,以更好地满足办公管理和公共服务需求,同时为河南省其他新建或改建自由流服务型收费站项目提供建设思路。     

高速公路收费站无人值守机房安全监管系统研究

为了探讨高速公路收费站无人值守机房安全监管系统的设计和应用,以提高收费站设施的安全性、管理效率和可靠性,首先,对系统应用的优势进行分析;其次,从设备多、人员管理局限性、现场监管不足等方面提出传统机房安全监管系统存在的问题;再次,探讨高速公路收费站无人值守机房安全监管系统的要求;最后,提出系统设计的具体实践。研究表明,高速公路收费站无人值守机房安全监管系统的应用对于提高安全性、管理效率和设备稳定性具有明显的优势。这一研究对于未来机房监管系统的发展和改进具有重要的参考价值。     

Real-time congestion pricing strategies for toll facilities

This paper analyzes the dynamic traffic assignment problem on a two-alternative network with one alternative subject to a dynamic pricing that responds to real-time arrivals in a system optimal way. Analytical expressions for the assignment, revenue and total delay in each alternative are derived as a function of the pricing strategy. It is found that minimum total system delay can be achieved with many different pricing strategies. This gives flexibility to operators to allocate congestion to either alternative according to their specific objective while maintaining the same minimum total system delay. Given a specific objective, the optimal pricing strategy can be determined by finding a single parameter value in the case of HOT lanes. Maximum revenue is achieved by keeping the toll facility at capacity with no queues for as long as possible. Guidelines for implementation are discussed.     

Introducing congestion pricing on a new toll road

This paper proposes a demonstration project to test the effectiveness of congestion pricing in an urban area. It reviews the general theoretical case for such pricing and summarizes recent international interest in congestion pricing. Next, it sets forth the reasons why demonstration projects are needed, both to add to our knowledge about how effective congestion pricing may prove to be, and to address political and other public-acceptance barriers to implementation of the concept. The paper then defines a specific proposed test site for congestion pricing: a new toll road being planned for Orange County, California. It is proposed that instead of charging flat-rate tolls, the transportation agency could charge peak and off-peak tolls, increasing the level of the peak charge each year over a period of up to 10 years unless or until toll revenues decline below the levels forecast under the flat-rate toll alternative. Measurements of traffic flow and ride-sharing behavior would be made, as well as calculations of emission-reduction effects. The paper concludes with a brief discussion of marketing and political considerations involved in conducting such a demonstration.Abbreviations ARB Air Resources Board - AVI Automatic Vehicle Identification - CDMG Corridor Design Management Group - HOV High-occupancy vehicle - SJHTC San Joaquin Hills Transportation Corridor - TCA Transportation Corridor Agency - VMT Vehicle miles traveled     

How a fast lane may replace a congestion toll

This paper considers a congested bottleneck. A fast lane reserves a more than proportional share of capacity to a designated group of travelers. Travelers are otherwise identical and other travelers can use the reserved capacity when it would otherwise be idle. The paper shows that such a fast lane is always Pareto improving under Nash equilibrium in arrival times at the bottleneck and inelastic demand. It can replicate the arrival schedule and queueing outcomes of a toll that optimally charges a constant toll during part of the demand peak. Within some bounds, the fast lane scheme is still welfare improving when demand is elastic.     

Optimal joint distance and time toll for cordon-based congestion pricing

This paper addresses the optimal toll design problem for the cordon-based congestion pricing scheme, where both a time-toll and a nonlinear distance-toll (i.e., joint distance and time toll) are levied for each network user’s trip in a pricing cordon. The users’ route choice behaviour is assumed to follow the Logit-based stochastic user equilibrium (SUE). We first propose a link-based convex programming model for the Logit-based SUE problem with a joint distance and time toll pattern. A mathematical program with equilibrium constraints (MPEC) is developed to formulate the optimal joint distance and time toll design problem. The developed MPEC model is equivalently transformed into a semi-infinite programming (SIP) model. A global optimization method named Incremental Constraint Method (ICM) is designed for solving the SIP model. Finally, two numerical examples are used to assess the proposed methodology.     

Optimal toll locations and toll levels in congestion pricing schemes: a case study of Stockholm

As congestion pricing has moved from theoretical ideas in the literature to real-world implementation, the need for decision support when designing pricing schemes has become evident. This paper deals with the problem of finding optimal toll levels and locations in a road traffic network and presents a case study of Stockholm. The optimisation problem of finding optimal toll levels, given a predetermined cordon, and the problem of finding both optimal toll locations and levels are presented, and previously developed heuristics are used for solving these problems. For the Stockholm case study, the possible welfare gains of optimising toll levels in the current cordon and optimising both toll locations and their corresponding toll levels are evaluated. It is shown that by tuning the toll levels in the current congestion pricing cordon used in Stockholm, the welfare gain can be increased significantly, and furthermore improved by allowing a toll on a major bypass highway. It is also shown that, by optimising both toll locations and levels, a congestion pricing scheme with welfare gain close to what can be achieved by marginal social cost pricing can be designed with tolls being located on only a quarter of the tollable links.     

Bottleneck congestion pricing and modal split: Redistribution of toll revenue

The paper examines the question of the redistribution of toll revenue as seen in a bottleneck congestion model. Our objective is to analyse the impact of this redistribution on total cost and on modal split between railroad and road. Following Tabuchi’s two-mode model (Tabuchi, T., 1993. Bottleneck congestion and modal split. Journal of Urban Economics 34, 414-431.), we integrate a redistribution of toll revenue towards public transport into our study. In this context, we investigate two kinds of road toll regimes: a fine toll and a uniform toll. We will consider two types of railroad fare: when it is set equal to the marginal cost and when it is set equal to average cost. These models allow us to show that toll policy to be more efficient as long as toll revenue is directed towards public transport when the railroad fare is equal to average cost.     

Nonlinear pricing on private roads with congestion and toll collection costs

Nonlinear pricing (a form of second-degree price discrimination) is widely used in transportation and other industries but it has been largely overlooked in the road-pricing literature. This paper explores the incentives for a profit-maximizing toll-road operator to adopt some simple nonlinear pricing schemes when there is congestion and collecting tolls is costly. Users are assumed to differ in their demands to use the road. Regardless of the severity of congestion, an access fee is always profitable to implement either as part of a two-part tariff or as an alternative to paying a toll. Use of access fees for profit maximization can increase or decrease welfare relative to usage-only pricing for profit maximization. Hence a ban on access fees could reduce welfare.     

公路设计中的缺陷及解决措施

公路在我国的交通中占有重要的一席之地,对我国的经济贡献巨大。近年来,公路的损毁问题也越来越严重,由于公路的损毁导致的交通事故屡见不鲜。因此本文对公路设计中的缺陷及解决措施进行了探讨,提出了一定可行的解决措施。这些解决措施对公路的设计具有一定的参考价值。     

Design of income-equitable toll prices for high occupancy toll lanes in a single toll facility

Income inequity potentially exists under high occupancy toll (HOT) lanes whereby higher-income travelers may reap the benefits of the facility. An income-based multi-toll pricing approach is proposed for a single HOT lane facility in a network to maximize simultaneously the toll revenue and address the income equity concern, while ensuring a minimum level-of-service on the HOT lanes and that the toll prices do not exceed pre-specified thresholds. The problem is modeled as a bi-level optimization formulation. The upper level model maximizes revenue for the tolling authority subject to pre-specified upper bounds on tolls. The lower level model solves the stochastic user equilibrium problem. An agent-based solution approach is used to determine the toll prices by considering the tolling authority and commuters as agents. Results from numerical experiments indicate that a multi-toll pricing scheme is more equitable and can yield higher revenues compared to a single toll price scheme across travelers.