Fostering partnerships towards sustainable urban mobility from the national to local level: Matsuyama,Japan and Yogyakarta,Indonesia

This paper analyzes the implementation of Japan's and Indonesia's national frameworks aiming to promote sustainable urban mobility by placing transport policy coordination as pre-requisites under the decentralization regime. It takes two cities, Matsuyama and Yogyakarta, as the case studies. The analytical framework developed here highlights multi-level government coordination, coordination among local stakeholders, and regulator–operator coordination. The analysis is based on policy documents review, field observation, hearing and a questionnaire survey. The study shows some good practices as well as drawbacks of the schemes and produces lessons-learned from Japan's ‘omnibus town scheme’ to improve Indonesia's public transport program and for other cities in developing countries.     

单坡型桥梁混凝土护栏裂纹防撞性能影响分析

由于混凝土材料抗拉强度低的特点,单坡型桥梁钢筋混凝土护栏通常是带裂纹工作的。为了研究裂纹对于单坡型桥梁钢筋混凝土护栏防撞性能的影响,总结了单坡型桥梁钢筋混凝土护栏裂纹特点,并进一步分析了单坡型桥梁钢筋混凝土护栏裂纹的类型。在此基础上,本文采用文献资料调研、理论分析以及计算机仿真方法分析了单坡型桥梁钢筋混凝土护栏裂纹对其防护能力的影响,认为虽然混凝土材料在裂纹处不连续,但由于钢筋的存在,不会影响护栏作为纵向的连续结构整体发挥安全防护作用,因此裂纹对单坡型桥梁钢筋混凝土护栏的防护能力没有影响。本文最终通过实车碰撞试验对分析结果进行了验证。     

Is road pricing effective in abating pollution? Evidence from Milan

We estimate the effect of a road pricing policy introduced in Milan in 2008 on concentrations of benzene, carbon monoxide, particulates, nitrogen dioxide and sulphur dioxide. We found a sizeable effect of the Ecopass on air quality in terms of reduction in the concentration of carbon monoxide and particulates a few days after its introduction, although this effect disappeared after only one week. We interpret these results as indicative of an inefficient policy design: motorbikes were not charged and the treated area is too limited to generate positive outcomes for the whole city. Further evidence from a natural experiment given by a temporary suspension of the charge in 2012 confirms our hypothesis on the incentives for motorbike usage.     

改进粒子群算法的行人设施客流适应度博弈分析

为了有效改善交通枢纽内部行人设施的运行状况,提出交通枢纽行人设施客流适应度的概念,以此对交通枢纽的服务水平进行量化分析。同时,将粒子群算法进行改进,并应用于行人设施客流适应度的博弈分析。各行人设施对应粒子的每一维参与博弈,通过粒子位置的更新实现参与博弈的行人设施控制参数的更新,经过博弈迭代搜索到交通枢纽行人设施客流适应度的最优值及对应的各行人设施的控制参数。仿真实例表明:该方法对实际交通枢纽中行人设施的组织优化具有一定的应用价值。     

论述智能网联汽车的发展

智能网联汽车越来越受人们的关注,文章介绍了智能网联汽车的背景以及国内外研究现状和对智能汽车的智能化等级划分标准,以及智能汽车的技术体系架构的组成,介绍了环境感知系统,智能汽车的检测方法及智能汽车在交通安全方面的应用,简介闯红灯提醒、盲区来车提醒、避撞提醒和紧急制动提醒等。最后就目前的发展状况,提出智能汽车发展过程中存在的安全问题。     

图解法在公路运输企业中的应用

结合公路运输企业实际问题,以实例形式将运筹学中线性规划的图解法运用于制定运输计划之中,尤其对图解法的适用范围、条件及具体操作步骤做了详细介绍。     

城市群公路可达性与衔接提升研究

为探究城市群路网服务能力，提升城市群可达性水平，提出以中心城市到其他节点的出行时间作为城市群可达性基数，按照等时线测度交通服务的可达性概念，给出了公路交通以及公路衔接其他交通方式下的城市群可达性测算方法。根据测算出的到中心城市出行时间将各区域划分为不同等级的交通圈，并分别以面积、人口、GDP三项指标的小时交通圈覆盖率对公路交通以及公路衔接其他交通方式下城市群可达性水平进行评价。以关中城市群为例，分别测算了公路网络、公路衔接现状高速铁路网络与公路衔接规划中高速铁路网络3种情景下的城市群可达性。经过比对分析发现，公路衔接高速铁路对扩大城市群2 h交通圈具有重要贡献，其中交通圈等级提升明显的县域主要沿铁路线路分布，且呈现距离中心城市西安越远，提升等级越高的趋势。公路衔接高速铁路模式的优势主要体现在中长距离的出行，即1，2 h交通圈上。在引入规划中的高速铁路、城际铁路后，发现城市群可达性进一步提升，2 h交通圈覆盖率进一步扩大，面积覆盖率达到95%，但城市群内仍有少部分区域距离中心城市的出行时间达到2 h以上，即规划的路网仍不能满足《交通强国建设纲要》中“城市群2小时通达”的目标，需要考虑进一步引入更快速的交通方式并配合完善公路网。     

The causal relationship between GDP and domestic air passenger traffic in Brazil

Abstract

This paper examines the causal relationship between economic growth and domestic air passenger transport in Brazil, using Granger's causality test. Total domestic passenger-kilometres are used as a proxy for air transport demand and gross domestic product as a proxy for economic growth. The test spans the period from 1966 to 2006. The results lead to the acceptance of the hypothesis that there is a unidirectional Granger causal relationship from economic growth to domestic air transport demand in Brazil, having a high elasticity in the short term.     

Incorporation of customer satisfaction in public transport contracts – A preliminary analysis

The design of public transport contracts provides an opportunity to define service quality standards to which an operator can be held accountable. While the specification of service quality standards is a common practice, the relationships between the specifications and customer satisfaction are often methodologically unclear. Based on a South African case study, the paper uses data collected from a group of passengers who have personal cars but choose to use public transport, and a control group of passengers who only use their cars, in the same corridor as the user group, to estimate a service quality conjoint model. The model is used to evaluate the effect of different public transport service packages, defined in terms of different combinations of service attributes, on passenger satisfaction. The paper confirms the need to classify service attributes in terms of their relative impact on passenger satisfaction, at the service design stages, where performance in respect of some attributes has a disproportionate impact on satisfaction, especially where public transport is competing directly with private transport. Practical applications and limitations of the methodology are also discussed.     

Non‐physical barriers to traffic flow and the PTA programme of action: problems and prospects

A lot of resources have .been committed to the provision of transport infrastructure in Eastern and Southern Africa. Some of these resources have been borrowed from outside and have to be repaid. Hence the need to maximize their use. However, this is being minimized by non‐infrastructural bottlenecks to traffic flow. These range from macro‐economic constraints with implications for passenger (bus) transport such as the non‐availability or acute shortage of foreign exchange to slow, cumbersome documentation procedures particularly for cross‐border traffic.

The Preferential Trade Area (PTA) for Eastern and Southern Africa is geared to the reduction and eventual elimination of actual and potential non‐physical barriers to traffic flow, for which it has instituted a number of schemes. After introductory remarks on the sub‐regional economy, its transport sector and avenues for sub‐regional cooperation and the implementation of these schemes is assessed and other non‐physical barriers yet to be addressed by the PTA are examined before conclusions are drawn.