利好!“共享汽车”有了顶层设计!

正"新能源汽车分时租赁使得公众出行更便捷高效,只是行业管理仍待进一步规范,而此时相关政策的出台,正诠释了政府部门良好有序推动分时租赁行业发展的信心与决心。"在移动互联网浪潮席卷之下,"共享出行"这一概念已经火得一塌糊涂。继"共享单车"之后,近日,"共享汽车"也有了顶层设计规范——     

新政“筑底”,分时租赁风口再起

正"新政的出台无疑给行业注入一针强心剂,促使运营更加规范,但激励分时租赁的初衷是有节制地使用汽车,城市交通规划仍应以"公共交通+分时共享出行"模式进行推广。"我国的分时租赁市场正呈现利好趋势。一组交通运输部的相关数据显示,目前我国分时租赁企业约有40多家,车辆总数超过4万辆,且95%以上为新能源车辆。     

新能源汽车分时租赁风口已起,“掘金”热潮涌动

正近年来,新能源汽车分时租赁悄然兴起,热情不断高涨。目前,国内已有北汽、上汽、力帆、吉利康迪、比亚迪、江淮等车企加入了分时租赁业务,而新能源分时租赁平台有绿狗租车、一度用车、盼达用车、微租车、Gofun等。可以说,新能源汽车分时租赁这一新的出行模式在中国的发展,有机遇也有挑战,但在注重环保、提倡低碳出行的今天,这一模式值得政府和企业联手推动。     

站上风口的分时租赁如何发力?这场大会开得恰逢其时

正与共享单车和网约车相比,分时租赁"起步较晚,蓬勃发展,但举步尚艰",在带来高效城市出行解决方案的同时,却迟迟没有真正爆发。当下各方应如何协同创新?未来产业又将怎样实现可持续发展?汽车分时租赁作为一种新兴的短租共享模式,兴起于上世纪90年代,2010年后进入中国市场起步发展。与共享单车和网约车相比,分时租赁"起步较晚,蓬     

我国汽车租赁业的立法问题研究

汽车租赁业是现代交通运输服务业的重要组成部分。但是,当前我国汽车租赁业还处在初级阶段,存在着企业规模较小、经营粗放、服务不规范不便捷、全国统一有序的市场尚未建立等问题。积极引导和培育汽车租赁市场,规范汽车租赁行为,加快汽车租赁行业发展已是迫在眉睫。     

我国汽车租赁业的立法问题研究

汽车租赁业是现代交通运输服务业的重要组成部分。但是,当前我国汽车租赁业还处在初级阶段,存在着企业规模较小、经营粗放、服务不规范不便捷、全国统一有序的市场尚未建立等问题。积极引导和培育汽车租赁市场,规范汽车租赁行为,加快汽车租赁行业发展已是迫在眉睫。     

共享时代要“共享”更要“共管”

正如果说"共享"是当下的热潮,那么"出行"则是永恒的需求。风头正劲的共享单车、"看上去很美"的汽车分时租赁、"昙花一现"的共享电单车……共享出行产业在不断试错中前行,也相伴成长的"烦恼"——以摩拜单车、OFO为代表的共享单车市场,"随借随还"的模式更加便捷,却也导致乱停乱放、恶意破坏,甚至直接骑回家等多重尴尬,折射维护与管理困境。     

互联网租车的岔路口:P2P还是分时租赁? 市场说了算

正搭上共享经济的顺风车,2014年如雨后春笋般冒出的P2P租车平台,进入2016年,却陷入了不温不火的状态。究其原因,少不了分时租赁的影响,这一新的共享租车模式让更多的人开始习惯选择租车出行,广阔的市场潜力驱使部分传统P2P租车企业逐步转型,甚至也引来像滴滴出行这类的网络约车平台的关注。年轻勇者:悟空租车"解读"分时租赁从1月初的7城,到4月底的100城,再到7月成功突破200城,悟空租车连续创造了汽车租赁行业发展的新高度、新记录。8月16日下午2时,现开通服务城市已覆盖220余城,网点2000余个,车辆规模已过万的B2P全时共享     

荣文伟:上海汽车城定位国际汽车业创新中心

<正>上海国际汽车城(集团)有限公司总经理荣文伟认为分时租赁不仅可以提高出行效率,而且还可大大降低成本。据悉,上海汽车城已成为全国首个智能网联汽车的示范区,大力推进无人驾驶技术的发展。作为我国目前最大的汽车产业基地,上海国际汽车城紧跟"互联网+"时代步伐,快速打造我们国际汽车产业创新中心,建设高品质产城融合的现代化新城。上海国际汽车城(集团)有限公司总经理荣文伟在双百论坛上发表演讲中谈到,未来上海国际汽车城将集中做两件事:一个是新能源汽车示范应用的商业模式的创新,第二个是2020年准     

理性回归后,新能源共享汽车谁主沉浮?

<正>共享汽车出行还能乘着风口翩翩起舞吗?逐渐回归理性的共享汽车如何开始新一轮的蜕变?目前还存在哪些制约行业发展的因素?移动互联网时代,谁将拥有智慧出行的话语权?互联网当道,传统出行方式已被颠覆。新能源汽车作为共享出行工具的一大载体,在智能化、环保性、高效性上有着独有优势。近年来,诸多互联网企业、整车企业、科技巨头等,都将目光锁定于共享出行领域,共享汽车出行市场红红火火。     

Bicycles in large cities in China

Bicycles are a main means of transport in China. This paper discusses several aspects of the current situation and future policy, including the production of bicycles, their possession and utilization in typical large cities, the reasons for their importance in communication, the advantages and problems of bicycle traffic, and two different opinions on solving the existing problems. The paper also deals with road design for bicycles and their regulation in China's cities.     

Travel choices in alcohol-related situations in Virginia

Transportation - Using survey data from 3004 respondents aged 21 and older in Northern Virginia, Richmond, and the Tidewater area, this paper identifies factors associated with respondents’...     

Parking policies in large cities in Germany

This article deals with highly motorized large West German cities of about 200,000 inhabitants and more, which usually provide reasonable public transport systems. Illegal parking with shares of about 40 to 50% of the total parking is widespread in the parking problem areas of those cities, especially in the inner-city residential and mixed-use areas. Parking spaces are demanded by residents, employees, customers and visitors, and by delivery and service traffic. The different characteristics of parking demands by different user groups are discussed. The total parking supply consists of public and private spaces. The share of private spaces is about 40 to 50% of the total parking spaces in German cities. The amount of car traffic generated by a parking space depends on parking duration and parking turnover, as well as on search traffic. So the change of a space from long-duration use of an employee to short-duration of customers — as often discussed in parking concepts — generates at least five-fold car traffic. The measurements and effects of parking control of public spaces as well as the parking regulations in zoning ordinances, restrictions on the construction of new private parking spaces and park-and-ride are discussed. Finally, a parking concept methodology — using the example of Frankfurt am Main — is discussed.     

Logistics opportunities in Asia and development in Taiwan

The economy in Asia is growing rapidly. As a consequence, transportation and communication technologies and the changing needs of customers and shippers have resulted in Asian and Taiwan's logistics being in transition. This paper discusses why logistics changes, and explores the opportunities for Asian logistics development. The issues of logistics perspectives of private sectors in Taiwan are then raised. Finally, logistics development in Taiwan is described.     

Changes in transport risk perception in urban populations in Norway from 2004 to 2013

Urban populations transport risk perception is interesting because it is associated with travel mode choices and use. This study investigates changes in transport-related risk constructs in the urban population in Norway in 2004 and 2013, and describes whether people perceive private or public to be associated with the highest risk. The results are based on self-completion questionnaire surveys conducted in two independent representative samples living in the same urban areas in 2004 (n?=?592) and 2013 (n?=?1035). Overall, the respondents perceived the risk as lower in 2013 than in 2004. For both time periods, people consistently assessed the risk constructs related to private motorized transportation as higher than corresponding risk in public transportation. The findings suggest that while transportation risk perception in urban populations may change over time, the pattern that private motorized transportation is associated with a higher perceived risk than public transportation remains stable.     

Role of transport in rural development in Africa

Rural Africa is starved of transport services. The transport routes run towards the export enclaves and the coast.

The political, social and developmental rural transport benefits are discussed. Rural transport will help (i) integrate the country and ease its governance; (ii) widen markets; (iii) induce increased agricultural output, through new technologies, reduced transport costs, etc. The transport cost savings should be passed on to rural firms and producers. The paper warns against their accruing only to middlemen — agricultural parastatals inclusive, thereby stifling the benefits to production. This could happen under some forms of pan‐territorial pricing. Negative aspects of road development, e.g. the substitution of local goods by imports, increased migration and noise, are noted.

The place and role of project appraisal in rural road planning is acknowledged. The broad‐based development packages approach associated with Integrated Rural Development Projects has, despite its attractions, some pitfalls. It favours well established villages and ignores distribution benefits within villages.

Project appraisal can be used to justify socially uneconomic transport developments. However, rural road investment projects with immediate negative returns are unlikely to be funded. Given clear priorities, short of elaborate cost/benefit analysis, obvious road investments choices can be made by the local community. Greater public accountability of transport planners and peoples’ participation in determining rural transport needs and priorities is emphasized. Increased rural road maintenance especially through self‐help schemes and increased use of traditional modes of transport, e.g. walking, animal and water transport, is recommended.     

Mapping minibuses in Maputo and Nairobi: engaging paratransit in transportation planning in African cities

ABSTRACT

Often called paratransit because of their flexible stops, schedules and routes, minibuses make up the bulk of public transport in African cities. Despite their ubiquity and importance, these systems are poorly understood by transportation planners who tend to focus on large-scale urban infrastructure projects such as highways, commuter rail or bus rapid transit systems. The assumption within much of this planning is that these minibus systems are barriers to change and will become at most secondary “feeder” buses within large-scale projects, but structured plans detailing this vision are lacking. This paper argues that frequent failure to collect data and value important paratransit systems as a critical part of transportation in their own right is deeply problematic from the point of view of equity, access and inclusive and effective planning. We ask whether the growing number of bottom up mapping projects of minibus systems can disrupt this status quo. By comparing two mapping projects, Digital Matatus in Nairobi and the Mapa Dos Chapas in Maputo, we find that inclusive, collaborative mapping can help render these minibuses more visible in planning and provoke more grounded and inclusive “planning conversations” on multi-modal integration, passenger information and minibus upgrading, all key but relatively marginalised aspects of creating accessible, low emission, high quality and safe public transport in African cities.     

Passenger rail in North America in the light of developments in Western Europe and Japan

Because of different geo‐demographic and economic conditions, the impact of the new passenger modes (road and air) on rail travel was much larger in North America than in Europe. In 1960s and 1970s, as the railway share of intercity traffic in North America shrunk to a negligible one or two percent, the passenger trains were abandoned by private railway companies and taken over by state organizations, which have continued to operate traditional trains and generate mounting losses. On the technology side, no attempts have been made to improve competitiveness of trains vis‐a‐vis automobiles and airplanes.

In Europe and Japan, the railways responded to the challenge by (i) upgrading the performance (speed) and comfort of traditional trains operating on existing tracks and (ii) developing trains which could, on short and intermediate range distances, compete successfully, in terms of speed and economy, with the road and air modes. The Japanese (Shinkansen trains) and French (TGV trains) experience clearly shows that trains operating on dedicated lines at average speeds of 150 to 200 km/hr provide a superior transportation service and economy on high‐traffic intercity routes of up to about 500 km length. In this paper the factors responsible for the present status of passenger rail in North America are analysed, the current policies in the U.S. and Canada are evaluated in the light of experience to date and developments abroad, and suggestions for a long‐term passenger rail policy are made. This includes examination of (i) the viability of continued subsidization of traditional train services, (ii) the viability of operation of faster trains on existing tracks, (iii) the scope for introduction of modern, fast trains on dedicated lines in high‐density, intercity corridors, (iv) the application of fast trains as access to major airports and integration of airports with fast intercity lines, and (v) the impact of energy (oil) consumption in transportation.

     

Heterogeneity among motorists in traffic-congested areas in southern California

Estimation of congestion costs, presumed to be one of the largest external costs of automobile travel, is typically based on a single value of time delay for motorists in metropolitan areas. However, the estimation may be wrong if the profiles of motorists are different at different times of day. This study uses a survival model to examine the demographic and socioeconomic profiles of motorists at different times of day at congested locations in southern California, by using on-road remote-sensing measurements and license plates images obtained in 2007 and 2008 by the California South Coast Air Quality Management District (SCAQMD). More than 80,000 vehicles were observed from fifteen selected study sites over fifteen days. Their plates, through anonymized registration records, revealed addresses at the census block group level, which have homogenous profiles by construction. Motorists’ profiles at different times of day display large variation, however, according to extended Cox model with a non-parametric baseline hazard, which is used to accommodate both the time-invariant and time-varying effects of the covariates. This study thus proposes a new approach to examine heterogeneity among motorists.     

Gender inequality in mobility and mode choice in Pakistan

Using the nationally representative dataset of the 2007 Pakistan Time-Use Survey, this paper examines gender differences in daily trip rate, mode choice, travel duration, and purpose of travel, which are previously unreported because of limited data availability. Wide gender mobility gaps are observed in the country, where women are less likely to travel, are half as mobile as men and may rely heavily on walking. The particular social and cultural context of the country, that renders women as private, secluded and family honor, seems influential in shaping their mobility and choice of activities. Demographic factors such as age, household income, and marital status significantly decrease female mobility levels. Hence, these findings call for a gender-based culturally responsive transportation policy in the country.