全文获取类型
收费全文 | 163篇 |
免费 | 6篇 |
专业分类
公路运输 | 12篇 |
综合类 | 1篇 |
水路运输 | 34篇 |
铁路运输 | 2篇 |
综合运输 | 120篇 |
出版年
2022年 | 1篇 |
2021年 | 6篇 |
2020年 | 8篇 |
2019年 | 6篇 |
2018年 | 13篇 |
2017年 | 11篇 |
2016年 | 16篇 |
2015年 | 5篇 |
2014年 | 4篇 |
2013年 | 44篇 |
2012年 | 10篇 |
2011年 | 6篇 |
2010年 | 11篇 |
2009年 | 14篇 |
2008年 | 2篇 |
2007年 | 1篇 |
2006年 | 2篇 |
2005年 | 1篇 |
2003年 | 1篇 |
2002年 | 1篇 |
1999年 | 1篇 |
1998年 | 1篇 |
1994年 | 1篇 |
1985年 | 1篇 |
1982年 | 1篇 |
1980年 | 1篇 |
排序方式: 共有169条查询结果,搜索用时 15 毫秒
91.
Characterizing European high speed train stations using intermodal time and entropy metrics 总被引:1,自引:0,他引:1
Francisco J. Tapiador Kerstin Burckhart Jordi Martí-Henneberg 《Transportation Research Part A: Policy and Practice》2009,43(2):197-208
This paper presents a quantitative method for characterizing high speed train stations in terms of passenger intermodality. The aim of the procedure is two-fold: firstly, the method is to be used as an objective measure for comparing stations in order to detect suboptimal points and improve the performance of stations as nodal points; secondly, the method provides a means to embed intermodality into regional accessibility models, allowing comprehensive modelling at lower scales. The empirical base of the work comprises data from 27 European high speed rail stations, which is deemed an appropriate statistical sample for the whole European rail network. Using the entropy metric, we found that several different patterns emerged: there was a clear hierarchy of stations which was linked to their respective roles within the system, while strong constraints impeded stations from performing optimally as true intermodal nodes. 相似文献
92.
Audrey de Nazelle Daniel A. Rodríguez 《Transportation Research Part D: Transport and Environment》2009,14(4):255-263
A microsimulation of individuals’ activities is used in the context of a risk analysis framework to assess the impacts of hypothesized changes to the built environment on personal energy expenditure and on inhalation of air pollutants. Uncertainty is assessed using Monte Carlo simulations and sensitivity analyzes. We find both simulated individuals that augment and others that reduce their energy expenditure and inhalation dose of pollutants, with median increases displaying larger magnitudes than the decreases. Up to 75% of the population has significant increases in energy expenditure and pollutant inhalation. We also find, however, high uncertainty associated with the estimates. Results differ considerably depending on the travel mode choice model used in the simulation. 相似文献
93.
M. Tur L. Baeza F.J. Fuenmayor E. García 《Vehicle System Dynamics: International Journal of Vehicle Mechanics and Mobility》2015,53(3):402-411
PAntograph–Catenary Dynamic Interaction (PACDIN) is a code developed by the vehicle technology research centre (CITV) of the Universitat Politècnica de València in collaboration with the railway company Talgo S.L. The model of the catenary is a finite element model using absolute nodal coordinates. It is based on a general formulation that can be applied for analysing a wide range of catenary configurations, including stitch wire, transitions or non-straight path tracks. The formulation is fully non-linear and includes large deformations, dropper slackening and contact interaction. The model is linearised when deformations are small, as in the case of the benchmark dynamic analysis. The results of the PACDIN code show a good agreement with the average results of other benchmark codes. 相似文献
94.
José María López Felipe Jiménez Francisco Aparicio Nuria Flores 《Transportation Research Part D: Transport and Environment》2009,14(1):1-5
Due to growing concerns about NOx and particulate matter (PM) emissions from diesel engines, stricter regulations are being introduced requiring advanced emission control technology. In response the diesel industry has begun testing various emission control technologies and applying them. To assess vehicle renewal policies of bus companies, two exhaust after-treatment technologies are compared: the combination of a diesel particulate filter and an exhaust gas re-circulation system and the combination of a selective catalytic reduction and urea. On-board emission measurements were conducted under real-world driving conditions on a specific bus route in the city of Madrid. 相似文献
95.
Daniel A. Rodríguez Carlos H. Mojica 《Transportation Research Part A: Policy and Practice》2009,43(5):560-571
A before and after hedonic model is used to determine the property value impacts on properties already served by the transit system caused by extensions to Bogotá’s bus rapid transit system. Asking prices of residential properties belonging to an intervention area (N = 1407 before, 1570 after) or a control area (N = 267 before, 732 after) and offered for sale between 2001 and 2006 are used to determine capitalization of the enhanced regional access provided by the extension. Properties offered during the year the extension was inaugurated and in subsequent years have asking prices that are between 13% and 14% higher than prices for properties in the control area, after adjusting for structural, neighborhood and regional accessibility characteristics of each property. Furthermore, the appreciation is similar for properties within 500 m and properties between 500 m and 1 km of the BRT. 相似文献
96.
ABSTRACT As maintenance and operation costs increase with usage over time, equipment is replaced when the value of new equipment is more attractive. Some methods have been developed to solve this problem. In the public transport sector, such problems are frequently analyzed by fleet managers and determined by bus age restriction regulations. We propose an Integer Programming model that integrates both budgetary and environmental constraints (CO2 emissions) which, as far as we know, have not previously been studied in conjunction. The study aims to determine the optimal replacement plan for a fleet of diesel buses of different size, age, maintenance costs and emissions rates, with new (less polluting) diesel buses over a time horizon of 50 years. The results indicate that it is possible to reduce emissions with a low annual budget using an optimal replacement policy. 相似文献
97.
We develop a short turning model using demand information from station to station within a single bus line-single period setting,
aimed at increasing the service frequency on the more loaded sections to deal with spatial concentration of demand considering
both operators’ and users’ costs. We find analytical expressions for optimal values of the design variables, namely frequencies
(inside and outside the short cycle), capacity of vehicles and the position of the short turn limit stations. These expressions
are used to analyze the influence of different parameters in the final solution. The design variables and the corresponding
cost components for operators and users (waiting and in-vehicle times) are compared against an optimized normal operation
scheme (single frequency). Applications on actual transit corridors exhibiting different demand profiles are conducted, calculating
the optimal values for the design variables and the resulting benefits for each case. Results show the typical demand configurations
that are better served using a short turn strategy. 相似文献
98.
The aim of this paper is to propose a model for the design of a robust rapid transit network. In this paper, a network is said to be robust when the effect of disruption on total trip coverage is minimized. The proposed model is constrained by three different kinds of flow conditions. These constraints will yield a network that provides several alternative routes for given origin–destination pairs, therefore increasing robustness. The paper includes computational experiments which show how the introduction of robustness influences network design. Copyright © 2010 John Wiley & Sons, Ltd. 相似文献
99.
We estimate spatial hedonic price functions to examine local and regional accessibility benefits of commuter rail service
in Eastern Massachusetts, while controlling for proximity-related negative externalities and other confounding influences.
The data include 1,860 single-family residential properties from four municipalities with commuter rail service, and three
municipalities without commuter rail service. We find some evidence of the capitalization of accessibility to commuter rail
stations. Two model specifications suggest that properties located in municipalities with commuter rail stations exhibit values
that are between 9.6% and 10.1% higher than properties in municipalities without a commuter rail station. With a third model
we detect weak evidence of the capitalization of auto access time or walking time to the stations, suggesting that properties
located within a one-half mile buffer of a station have values that are 10.1% higher than properties located outside of this
buffer area and that an additional minute of drive time from the station is related to a decrease of 1.6% in property values.
Our results also indicate that proximity to commuter rail right-of-way has a significant negative effect on property values,
which suggests that for every 1,000 ft. in distance from the commuter rail right-of-way, property values are between $732
and $2,897 higher, all else held equal. At the mean sample values, this result translates into an elasticity of between 0.03
and 0.13, depending on the functional form of the hedonic price equation. 相似文献
100.
Theo Arentze Harry Timmermans Peter Jorritsma Marie-José Olde Kalter Arnout Schoemakers 《Transportation》2008,35(5):613-627
This paper reports the results of a scenario-based simulation study to explore mobility effects of an aging society in the
Netherlands. Four accumulative behavioral scenario variants, embedded in an economic and demographic scenario are used to
simulate possible future activity-travel patterns, using the Albatross system as the simulator. The variants account for likely
differences in activity-travel behavior between elderly today and elderly in the future. Trends ongoing over the last decade
in the Netherlands suggest that future elderly need to work longer, change their activity pattern with most growth occurring
in the social/leisure activity category, will try to avoid morning peak hours by rescheduling their activities and may introduce
more spatial diversity in terms of their residence location. Results show that these behavioral and spatial changes lead to
a significant increase in travel demands as well as temporal, spatial and modal shifts in mobility patterns. We discuss possible
policy implications of these predictions and evaluate the specific strength of activity-based models for studies of this kind.
Theo Arentze received a Ph.D. in Decision Support Systems for urban planning from the Eindhoven University of Technology. He is now an Associate Professor at the Urban Planning Group at the same university. His main fields of expertise and current research interests are activity-based modeling, discrete choice modeling, knowledge discovery and learning-based systems, and decision support systems with applications in urban and transport planning. Harry Timmermans (1952) holds a Ph.D. degree in Geography/Urban and Regional Planning. He studied at the Catholic University of Nijmegen, The Netherlands. Since 1976 he is affiliated with the Faculty of Architecture, Building and Planning of the Eindhoven University of Technology, The Netherlands. First as an assistant professor of Quantitative and Urban Geography, later as an associate professor of Urban Planning Research. In 1986 he was appointed chaired professor of Urban Planning at the same institute. In 1992 he founded the European Institute of Retailing and Services Studies (EIRASS) in Eindhoven, the Netherlands (a sister-institute of the Canadian Institute of Retailing and Services Studies). His main research interests concern the study of human judgement and choice processes, mathematical modelling of urban systems and spatial interaction and choice patterns and the development of decision support and expert systems for application in urban planning. He has published several books and many articles in journals in the fields of Marketing, Urban Planning, Architecture and Urban Design, Geography, Environmental Psychology, Transportation Research, Urban and Regional Economics, Urban Sociology, Leisure Sciences and Computer Science. Peter Jorritsma graduated in 1981 as a Traffic Engineer and in 1987 as MSc in Economic Geography at the University of Groningen. After a 2-year period as researcher at the Faculty of Spatial Sciences of the University of Groningen he started in 1989 a career at the Dutch Ministry of Transport, Public Planning and Water Management. Within the Ministry, Peter Jorritsma worked within different research departments. The focus of his research work was on (inter)national public transport issues, spatial planning in relation to transport, travel behaviour in common and travel behaviour of different groups in society (elderly, immigrants, women). Since 2006 Peter Jorritsma is working for the KiM Netherlands Institute for Transport Policy Analysis, a scientific research institute within the Ministry of Transport. Marie-José Olde Kalter graduated in 1997 as MSc in Traffic and Transport Engineering at the University of Twente. She started her career at Goudappel Coffeng BV, a traffic and transport consultant for public and private parties. Within Goudappel Coffeng, Marie-José was the first 3 years concerned with developing transport models to forecast the future use of infrastructure given different scenario’s and policy measures. After this period she specialized in qualitative and quantitative research methods. In 2005 she continued her career at the Dutch Ministry of Transport, Strategic Modeling and Forecasting. Since 2006 is Marie-José working for the KiM Netherlands Institute for Transport Policy Analysis, a scientific research institute within the Ministry of Transport. She is mainly involved in qualitative and quantitative research related to travel behaviour. Arnout Schoemakers graduated in 1998 as MSc in Environmental and Infrastructure Planning at the University of Groningen. He started his career at AGV, a traffic and transport consultant for public and private parties. Within AGV, Arnout was concerned with developing land-use and transportation models to forecast the future use of infrastructure and land-use given different scenario’s and policy measures. In 2002 he continued his career at the Dutch Ministry of Transport, Strategic Modeling and Forecasting. At this Ministry Arnout was project manager of the new developed LUTI model TIGRIS XL and the activity based model ALBATROSS. Since 2008 Arnout is working at Oranjewoud, a stock-noted leading consultancy and engineering firm. He is mainly involved developing and using transport models, and in designing processes how to use these model systems in the Dutch planning system. 相似文献
Theo ArentzeEmail: |
Theo Arentze received a Ph.D. in Decision Support Systems for urban planning from the Eindhoven University of Technology. He is now an Associate Professor at the Urban Planning Group at the same university. His main fields of expertise and current research interests are activity-based modeling, discrete choice modeling, knowledge discovery and learning-based systems, and decision support systems with applications in urban and transport planning. Harry Timmermans (1952) holds a Ph.D. degree in Geography/Urban and Regional Planning. He studied at the Catholic University of Nijmegen, The Netherlands. Since 1976 he is affiliated with the Faculty of Architecture, Building and Planning of the Eindhoven University of Technology, The Netherlands. First as an assistant professor of Quantitative and Urban Geography, later as an associate professor of Urban Planning Research. In 1986 he was appointed chaired professor of Urban Planning at the same institute. In 1992 he founded the European Institute of Retailing and Services Studies (EIRASS) in Eindhoven, the Netherlands (a sister-institute of the Canadian Institute of Retailing and Services Studies). His main research interests concern the study of human judgement and choice processes, mathematical modelling of urban systems and spatial interaction and choice patterns and the development of decision support and expert systems for application in urban planning. He has published several books and many articles in journals in the fields of Marketing, Urban Planning, Architecture and Urban Design, Geography, Environmental Psychology, Transportation Research, Urban and Regional Economics, Urban Sociology, Leisure Sciences and Computer Science. Peter Jorritsma graduated in 1981 as a Traffic Engineer and in 1987 as MSc in Economic Geography at the University of Groningen. After a 2-year period as researcher at the Faculty of Spatial Sciences of the University of Groningen he started in 1989 a career at the Dutch Ministry of Transport, Public Planning and Water Management. Within the Ministry, Peter Jorritsma worked within different research departments. The focus of his research work was on (inter)national public transport issues, spatial planning in relation to transport, travel behaviour in common and travel behaviour of different groups in society (elderly, immigrants, women). Since 2006 Peter Jorritsma is working for the KiM Netherlands Institute for Transport Policy Analysis, a scientific research institute within the Ministry of Transport. Marie-José Olde Kalter graduated in 1997 as MSc in Traffic and Transport Engineering at the University of Twente. She started her career at Goudappel Coffeng BV, a traffic and transport consultant for public and private parties. Within Goudappel Coffeng, Marie-José was the first 3 years concerned with developing transport models to forecast the future use of infrastructure given different scenario’s and policy measures. After this period she specialized in qualitative and quantitative research methods. In 2005 she continued her career at the Dutch Ministry of Transport, Strategic Modeling and Forecasting. Since 2006 is Marie-José working for the KiM Netherlands Institute for Transport Policy Analysis, a scientific research institute within the Ministry of Transport. She is mainly involved in qualitative and quantitative research related to travel behaviour. Arnout Schoemakers graduated in 1998 as MSc in Environmental and Infrastructure Planning at the University of Groningen. He started his career at AGV, a traffic and transport consultant for public and private parties. Within AGV, Arnout was concerned with developing land-use and transportation models to forecast the future use of infrastructure and land-use given different scenario’s and policy measures. In 2002 he continued his career at the Dutch Ministry of Transport, Strategic Modeling and Forecasting. At this Ministry Arnout was project manager of the new developed LUTI model TIGRIS XL and the activity based model ALBATROSS. Since 2008 Arnout is working at Oranjewoud, a stock-noted leading consultancy and engineering firm. He is mainly involved developing and using transport models, and in designing processes how to use these model systems in the Dutch planning system. 相似文献