Locating rental stations and bikeways in a public bike system

To determine the spatial distribution of rental stations and bikeways in a public bike system, this paper proposes a facility location and network design model. The model is developed as a multi-objective programing problem that considers four objectives (minimizing cyclist risk, maximizing cyclist comfort, minimizing adverse impacts on traffic and maximizing service coverage) and multiple constraints (monetary budget, network connectivity, station spacing, bikeway types, station number and value ranges of decision variables). The ε-constraint method solves the programing problem for the public bike system in Daan District, Taipei City, Taiwan. The nine non-dominated alternatives generated are all markedly better than existing locations of rental stations and bikeways. Scenario analysis results indicate that increasing the construction budget for bikeways significantly improves cyclist safety and comfort whilst increasing the adverse impact on traffic. Planners can use this model to develop public bike systems that spatially integrate rental stations and bikeway networks.     

云南省民航客运发展预测

民航运输是云南省在进行综合交通运输建设的重点之一,也是该省在未来十四五(2021-2025年)和十五五(2026-2030年)规划期间的研究热点。本文以云南省为研究范围,以省内民航客运为研究对象,选取省内主要的社会经济因素为影响因子,运用主成分分析法(PCA)、反向传播神经网络算法(BP神经网络算法)和回归分析法,构建了省内民航客运的预测模型,得出省内各主要机场在十四五末和十五五末的预计旅客吞吐量,对省政府在进行机场改扩建上有一定的指导意义。     

综合交通线网规划方案合理性评价内涵探讨

文章从合理性的一般哲学解释出发,论证出综合交通线网规划方案合理性存在的必然性,然后分别从多方式合理分工、各交通线路分阶段整体推进、交通线网投资实施总体控制、交通网络构建符合OD分布规律、以及线网规划目标考虑资源消耗限制等方面,深入分析合理的综合交通体系应具备的特征,并由此推荐系列评价指标集,从而为综合交通线网规划方案合理性评价提供理论依据。     

The impact of major road developments on the spheres of urban influence of Japanese cities

This study aims to measure the impact of major road developments on the spheres of urban influence of Japanese cities.First, the sphere of urban influence is defined by application of an individual behavior model. The model explains the number of trips to representative cities in regions from the residential place of each individual using the following factors; the attractiveness of cities, the travel time to cities and the individual's free time. Development of major roads shortens the travel time, and this causes the change in the sphere of urban influence. The model we propose has the structure to explain this phenomenon.Second, this method is applied to all of Japan where expressways are now being rapidly constructed and, how they change spheres of urban influence is explained. In the application, as a measure of attractiveness of cities, population, commercial and industrial activity, etc. are considered. From these points of view, the impacts of construction of expressways in Japan are estimated.     

广西路网工程路线设计方法

文章结合广西路网工程建设背景、路网工程建设程序、路线设计步骤,介绍了以公路运行安全、新征用土地数量、工程造价、地形地物、方便施工等为原则控制路线的设计方法,同时针对当前路网工程路线设计中存在的主要问题,提出了相关的处理措施。     

大洪山生态文化旅游区空间发展模式研究

文章针对近域旅游区主导旅游资源相似和相异并存的特点,提出旅游区＂整合-竞合＂发展模式（3C模式）,并以大洪山生态文化旅游区组织与规划为例,提出基于游客行为的旅游线路组织模式及相应的旅游公路网布局结构与交通设计理念。     

Prioritizing road extension projects with interdependent benefits under time constraint

Since transportation projects are costly and resources are limited, prioritizing or sequencing the projects is imperative. This study was inspired by a client who asked: “I have tens of approved road extension projects, but my financial resources are limited. I cannot construct all the projects simultaneously, so can you help me prioritize my projects?” To address this question, the benefits and costs of all the possible scenarios must be known. However, the impacts (or benefit) of road extension projects are highly interdependent, and in sizable cases cannot be specified thoroughly. We demonstrate that the problem is analogous to the Traveling Salesman Problem (TSP). Dynamic change in travel demand during construction is another aspect of the complexity of the problem. The literature is yet to provide efficient methods for large cases. To this end, we developed a heuristic methodology in which the variation of travel demand during the construction period is considered. We introduce a geometrical objective function for which a solution-finding policy based on “gradient maximization” is developed. To address the projects’ interdependency, a special neural network (NN) model was devised. We developed a search engine hybridized of Ant Colony and Genetic Algorithm to seek a solution to the TSP-like problem on the NN based on gradient maximization. The algorithm was calibrated and applied to real data from the city of Winnipeg, Canada, as well as two cases based on Sioux-Falls. The results were reliable and identification of the optimum solution was achievable within acceptable computational time.     

Trip generation and distribution: the inconsistency problem and a possible remedy

There are many shortcomings commonly associated with the conventional urban transportation modeling process. This paper focuses on one of the more important problems — the inconsistency between trip generation and distribution components — and suggests a possible way of alleviating it. The suggested approach involves sorting out the independent effects on tripmaking of origin, destination and travel cost characteristics, and introducing accessibility measures explicitly into the modeling process. The resulting modeling framework can be used to obtain consistent estimates of trip generation and distribution quantities which are responsive to changes in the transportation and spatial systems.     

Optimization of transport investment and pricing policies: the role of transport pricing in network design

This paper investigates the role of transport pricing in network design and describes two facts about flow pattern in a transportation system. The first, illustrated by an example of Braess paradox, is that adding a new link to the network does not necessarily minimize the total travel time. The second is that introducing of appropriate toll pricing may reduce not only the total network time but also the travel time for each individual traveller. It follows with the investigations of different system objectives and different pricing policies (only toll pricing and distance‐based pricing are considered), and shows how they affect the system performance and flow pattern. Lastly, a systematic optimization process is proposed for integrated planning of transport network and pricing policies.     

Airport privatization in congested hub–spoke networks

This paper investigates the airport privatization issue. One congested hub and two linked local airports serve symmetric hub carriers. Passengers valuate the congestion delay cost and benefit from greater frequencies. The government considers privatizing either the hub or local airports. We find that in each privatizing scenario, welfare-maximizing public airport(s) set a charge below their operating costs in order to fully coordinate the high charge of privatized airport(s). If this fiscal deficit is not allowed, each scenario causes distortion. Interestingly, the distortion—and hence welfare losses—in privatizing a hub are smaller (larger) than those in privatizing both local airports when both passengers’ valuations are small (large); this is exactly the case when privatized local airports are strategic substitutes (complements). We also surprisingly find that retaining the hub airport as public and privatizing one or both local airports achieves the same market outcomes. We further find that if all airports are privatized, welfare becomes worse than the other scenarios; the hub airport charges lower (higher) prices than local airports when both local airports are strategic substitutes (complements).