Total cost analysis: An alternative to benefit-cost analysis in evaluating transportation alternatives

This paper explains the theory in support of total cost analysis (TCA) to compare transportation system alternatives. The full costs of each alternative are first aggregated, including travel time costs and monetizable environmental and social costs. Many costs which are considered on the benefits side of the equation in benefit-cost analysis (BCA) as "cost savings" are brought over to the costs side. Total cost differences among alternatives are then traded off against their estimated non-monetized benefits or impacts, just as a consumer trades off product quality against cost before deciding which product he or she will buy. One advantage of TCA over traditional BCA is that the concept of "total cost" is more easily understood by the public and by political decision-makers than BCA concepts such as "net present worth", "benefit-cost ratio" and "internal rate of return". A second advantage is that there is no suggestion that all "benefits" have been considered; decision-makers are free to use their own value judgements to trade off total cost against non-monetizable social, environmental and economic impacts, just as they trade off quality and convenience against cost when purchasing goods and services in their roles as consumers. The TCA approach is demonstrated in this paper through a case study of two systemwide alternatives for the Baltimore, MD urban area.     

Teleworking in the Netherlands: an evaluation of changes in travel behaviour

This article describes the first experiment on teleworking in the Netherlands, and presents the results of an analysis of the impact of teleworking on the travel behaviour of the participants in the experiment and their household members. It was concluded that teleworking has resulted in a significant decrease in the total number of trips by teleworkers (–17%). Peak-hour traffic by car has been reduced even more (–26%). An unexpected result was that the household members of the teleworkers also appeared to travel less than before the experiment.     

交通信息服务条件下的出行选择分析

首先 ,探讨了出行者的出行心理、行为以及信息之间的相互关系 ,在此基础上 ,简要分析了出行者的出行选择。其次 ,考虑在交通信息服务条件下 ,由于出行者本身以及信息方面的原因 ,出行选择可能出现过激反应、集聚反应等问题。最后 ,针对上述问题 ,提出应该加以重视的或有待进一步研究的几个问题。     

上海市公交柴油车碳烟排放的评估与分析

介绍了上海市道路交通以及公交汽车拥有量的发展；按照发动机购置年份、机型以及车队等统计上海市公交柴油车碳烟排放状况；追踪某一车队同一机型连续几年来的百公里油耗以及碳烟排放水平，分析了影响公交柴油车碳烟排放的各种因素；最后从管理方面提出加强I／M制度以降低公交柴油车碳烟排放。     

后置发动机城市公交车冷却系统的定性分析

简要介绍后置发动机城市公交客车冷却系统的布置结构,定性分析影响后置发动机城市公交客车冷却系统散热效果的各种原因,明确提高冷却系统散热效果的途径以及设计中的处理建议、注意事项等。     

Neighborhood services,trip purpose,and tour-based travel

Communities are increasingly looking to land use planning strategies to reduce drive-alone travel. Many planning efforts aim to develop neighborhoods with higher levels of accessibility that will allow residents to shop closer to home and drive fewer miles. To better understand how accessible land use patterns relate to household travel behavior, this paper is divided into three sections. The first section describes the typical range of services available in areas with high neighborhood accessibility. It explains how trip-based travel analysis is limited because it does not consider the linked (chained) nature of most travel. The second section describes a framework that provides a more behavioral understanding of household travel. This framework highlights travel tours, the sequence of trips that begin and end at home, as the basic unit of analysis. The paper offers a typology of travel tours to account for different travel purposes; by doing so, this typology helps understand tours relative to the range of services typically offered in accessible neighborhoods. The final section empirically analyzes relationships between tour type and neighborhood access using detailed travel data from the Central Puget Sound region (Seattle, Washington). Households living in areas with higher levels of neighborhood access are found to complete more tours and make fewer stops per tour. They make more simple tours (out and back) for work and maintenance (personal, appointment, and shopping) trip purposes but there is no difference in the frequency of other types of tours. While they travel shorter distances for maintenance-type errands, a large portion of their maintenance travel is still pursued outside the neighborhood. These findings suggest that while higher levels of neighborhood access influences travel tours, it does not spur households to complete the bulk of their errands close to home.     

Introduction: Habitual travel choice

In this introduction to the special issue on habitual travel choice, we provide a brief account of the role of habit in travel behaviour, discuss more generally what habitual choice is, and briefly review the issues addressed in the solicited papers. These issues include how habitual travel behaviour should be measured, how to model the learning process that makes travel choice habitual, and how to break and replace car-use habits.     

Habitual travel behaviour: Evidence from a six-week travel diary

This paper introduces different methods to measure similarity of travel behaviour addressing the question of how repetitious travel behaviour actually is. It compares empirical results of the different methods based on the data from a six-week travel diary. In general, the results show that the day-to-day behaviour is more variable if measured with trip-based methods instead of methods based on time budgets. Furthermore, it is confirmed that the similarity declines if the method captures more of the complexity of the travel pattern. It is also shown that travel behaviour is neither totally repetitious nor totally variable. Even for the whole observation period, it is demonstrated that two days always have some common elements. Additionally, it is found that the different methods yield the same pattern of variability for different types of day. Travel behaviour is clearly more stable on work days. Similar results for all methods are also obtained concerning the question of how long the minimum period of observation should be. All measures show that the period should not be less than two weeks if one aims at measuring variability.     

基于CCP协议的HEV用ECU标定系统设计

CCP协议是基于CAN总线通信方式的车用ECU标定协议，具有通信可靠、传输速度快、通用性好等优点。在实时内核环境下设计了一套基于CCP协议的标定系统，并使用该系统实现了对混合动力电动汽车(HEV)动力系统中多个ECU同时标定的工作。     

Bus Priority Using pre-signals

The need to provide efficient public transport services in urban areas has led to the implementation of bus priority measures in many congested cities. Much interest has recently centred on priority at signal controlled junctions, including the concept of pre-signals, where traffic signals are installed at or near the end of a with-flow bus lane to provide buses with priority access to the downstream junction. Although a number of pre-signals have now been installed in the U.K., particularly in London, there has been very little published research into their design, operation and optimisation. This paper addresses these points through the development of analytical procedures which allow pre-implementation evaluation of specific categories of pre-signals. The paper initially sets out three categories of pre-signal, which have different operating characteristics, different requirements for signalling and different impacts on capacity and delay. Key issues concerning signalling arrangements for these categories are then discussed, together with a summary of the analytical approach adopted and the assumptions required. Equations are developed to allow appropriate signal timings to be calculated for pre-signalised intersections. Further equations are then developed to enable delays to priority and non-priority traffic, with and without pre-signals, to be estimated with delay being taken here as the key performance criterion. The paper concludes with three application examples illustrating how the equations are applied and the impacts of pre-signals in different situations.The analyses confirm the potential benefits of pre-signals, where these signals apply to non-priority traffic only. Where buses are also subject to a pre-signal, it is shown that disbenefits to buses can often occur, unless bus detectors are used to gain priority signalling.