基于竞争博弈的铁路客运票价调整

随着各种交通出行方式竞争的日益严峻,增强铁路运输企业竞争力已成为迫在眉睫的问题。通过分析各种运输方式的自身特性,客运票价作为影响客流变化的重要因素被凸显出来。在研究传统定价方法及其优缺点的基础上,以竞争对手的反应为主要影响因素设计竞争博弈定价调整模型,为铁路客运票价调整提供一种新策略。     

基于收入最大的市郊铁路组合票价制定方法

为获得最佳市郊铁路组合票价制定策略,利用SPSS软件拟合市郊铁路票价与客流量的关系式,通过不同票价折扣获得对应的客流量值,建立基于收入最大的组合票价方案比选模型.以成灌市郊铁路为例进行模型验证,分工作日和节假日、按不同时间段和年龄段分别进行票价组合设定,结果表明:工作日低峰期适当票价折扣、高峰期保持票价不变或小幅度提高票价是最佳组合票价形式;节假日低峰期小范围票价折扣或保持票价不变、高峰期适当提高票价或保持票价不变,是最佳组合票价形式;18岁以下未成年人和56岁及以上老年人适度票价折扣、提高[18,56)岁旅客的票价,是最佳的分年龄段组合票价形式.     

常规公交票价综合评价方法分析

常规公交票价的评价对于指导城市公交票价制定、改善影响公交票价的因素具有重要意义。首先,对影响常规公交票价制定因素进行系统分析,在充分考虑居民、公交企业、政府3方面利益的基础上,构建常规公交票价评价指标体系。然后采用灰色关联度分析法对常规公交票价方案进行评价,评价过程中引入三角模糊数对定性指标进行模糊化处理。最后,通过算例对评价指标和算法进行验证。结果表明,文章所构建的公交票价方案评价指标体系是可取的,采用灰色关联度分析法对城市常规公交票价方案进行评价可行。     

票价优惠政策下的 BRT系统绩效评价

出于对我国政府在城市公共交通财政投入项目绩效评价工作的需要,利用网络分析原理,提出票价优惠政策下的BRT系统绩效评价指标体系。对政府公共交通票价优惠政策和快速公交绩效影响因素进行分析;结合公共交通政策和绩效影响因素分析结果构建基于网络分析的综合评价模型;采用超级决策软件对评价模型进行计算;结合广州市2011年度公交票价优惠政策绩效评价实例结果表明:计算结论与市民满意度调查的分析结果一致,从而验证了网络分析方法的可行性。      

The impact of Gulf carrier competition on U.S. airlines

Gulf carriers, such as Emirates Airline, Etihad Airways, and Qatar Airways, have expanded aggressively and are creating an increasingly dense global network. These carriers’ future growth prospects, however, hinge on their ability to gain access to markets in Europe and America, for example. Existing bilateral agreements stifle the Gulf carriers’ ambitious expansion plans in some instances, and incumbent carriers lobby to restrict further market access. To contribute to this debate, the objective of this research is to empirically examine the effects of Gulf carrier competition on U.S. carriers’ passenger volumes and fares in international route markets. Based on data obtained from the U.S. Department of Transportation, the empirical results suggest that greater competition by Gulf carriers in U.S. international markets is associated with (1) significant growth in U.S.–Middle East traffic volumes and (2) small but statistically significant traffic losses and fare reductions for U.S. carriers in route markets connecting the U.S. with Africa, Asia, Australia and Europe.     

Assessing social equity in distance based transit fares using a model of travel behavior

The goal of this study is to develop and apply a new method for assessing social equity impacts of distance-based public transit fares. Shifting to a distance-based fare structure can disproportionately favor or penalize different subgroups of a population based on variations in settlement patterns, travel needs, and most importantly, transit use. According to federal law, such disparities must be evaluated by the transit agency, but the area-based techniques identified by the Federal Transit Authority for assessing discrimination fail to account for disparities in distances travelled by transit users. This means that transit agencies currently lack guidelines for assessing the social equity impacts of replacing flat fare with distance-based fare structures. Our solution is to incorporate a joint ordinal/continuous model of trip generation and distance travelled into a GIS Decision Support System. The system enables a transit planner to visualize and compare distance travelled and transit-cost maps for different population profiles and fare structures. We apply the method to a case study in the Wasatch Front, Utah, where the Utah Transit Authority is exploring a switch to a distance-based fare structure. The analysis reveals that overall distance-based fares benefit low-income, elderly, and non-white populations. However, the effect is geographically uneven, and may be negative for members of these groups living on the urban fringe.     

城市轨道交通PPP模式运用研究

自2014年下半年以来,我国投融资领域发生了一系列深刻变革,轨道交通项目PPP模式运用获得快速发展.通过梳理国内部分已采用和拟采用PPP模式开展城市轨道交通建设的项目,考虑社会资本投资范围、项目公司组建形式等因素,系统总结出国内城市轨道交通领域的7类PPP操作模式,详细分析PPP操作模式的10个核心要点,包括项目公司的组建、各参与者投资范围、特许运营期、各类风险分担方式、投资回报率、政府购买服务方式、监管标准及资产移交等,希望能够为PPP模式在城市轨道交通领域的运用提供有益借鉴.     

Relationships between fares, trip length and market competition

This paper analyses equilibrium fares that arise from Collusion, Cournot, Stackelberg, Bertrand and Sequential Price Competition when two profit maximising transport firms produce symmetrically differentiable services and have identical costs. Special focus is placed on how different equilibrium fares are linked to trip length. Higher operator costs and higher demand from the authorities regarding the quality of transport supply result in steeper relationships (larger rate of change) between all fares and travel distance. Also, a higher degree of substitutability between the services will in most cases make these relationships steeper. The competitive situation has less influence on fares, both absolutely and relatively, the longer routes the operators compete on.     

Unlimited Access

Universities and public transit agencies have together invented an arrangement – called Unlimited Access – that provides fare-free transit service for over 825,000 people. The university typically pays the transit agency an annual lump sum based on expected student ridership, and students simply show their university identification to board the bus. This paper reports the results of a survey of Unlimited Access programs at 35 universities. University officials report that Unlimited Access reduces parking demand, increases students' access to the campus, helps to recruit and retain students, and reduces the cost of attending college. Transit agencies report that Unlimited Access increases ridership, fills empty seats, improves transit service, and reduces the operating cost per rider. Increases in student transit ridership ranged from 71 percent to 200 percent during the first year of Unlimited Access, and growth in subsequent years ranged from 2 percent to 10 percent per year. The universities' average cost for Unlimited Access is $30 per student per year.     

The meaning of car availability in mode choice decisions

The paper examines various definitions of car availability that have been used in the literature, and compares the results when applied to a common data set. It argues that car availability means different things to different people depending on their licence holding/car owning status. Using in‐depth interview data, the factors determining car allocation and transferability within a household, and subsequently mode choice, are discussed. An attempt is made to draw some general conclusions for research and modelling. This suggests that different approaches are required depending on whether or not there is competition for use of the car within a household. Also that in cases of competition, mode choice is not a two‐stage process depending on car availability and trip characteristics, but a concurrent decision based on both of these factors.