全文获取类型
收费全文 | 172篇 |
免费 | 5篇 |
专业分类
公路运输 | 20篇 |
综合类 | 50篇 |
水路运输 | 21篇 |
铁路运输 | 13篇 |
综合运输 | 73篇 |
出版年
2024年 | 1篇 |
2022年 | 4篇 |
2021年 | 5篇 |
2020年 | 18篇 |
2019年 | 2篇 |
2018年 | 13篇 |
2017年 | 10篇 |
2016年 | 8篇 |
2015年 | 7篇 |
2014年 | 11篇 |
2013年 | 22篇 |
2012年 | 16篇 |
2011年 | 11篇 |
2010年 | 5篇 |
2009年 | 4篇 |
2008年 | 6篇 |
2007年 | 8篇 |
2006年 | 10篇 |
2005年 | 6篇 |
2004年 | 2篇 |
2003年 | 2篇 |
2002年 | 1篇 |
2001年 | 2篇 |
1998年 | 1篇 |
1989年 | 2篇 |
排序方式: 共有177条查询结果,搜索用时 93 毫秒
111.
112.
This article’s objective is to investigate the effects of sociodemographic and residential built environments, directly and indirectly through personality traits, attitudes and car ownership, on willingness to use car sharing in the case of Norway. This is done by examining multiple dimensions of the adoption process: the stated general interest and intention to participate in car sharing among non-members, as well as the decision to enrol as a car sharing user by comparing members to non-members. In this study, we analyse web survey data from 2414 residents from urban areas in Norway, using three structural equation models. Our findings indicate that the adoption of car sharing is complexly related to car ownership, with a noteworthy discrepancy indicating greater car sharing interest, but lower car sharing membership rates among car owners. We also find that environmental concerns exert a clear positive effect on all three dimensions of the adoption process. Being careful with money is linked negatively to interest and intention to participate, while being sociable and agreeable exerts no effect. Car sharers’ sociodemographic profiles are typically that of early adopters, but many of the effects, especially on interest, are mediated by car ownership, environmental consciousness and/or being careful with money, rather than directly on the sociodemographic profiles. Finally, we find car sharing to be more prominent in denser areas, but we did not discover a clear connection with access to public transport. 相似文献
113.
ABSTRACTThis paper presents a comprehensive literature review focused on the supply side of mobility services, providing relevant insights at the conceptual, operational, and modelling levels. Definitions are first drawn from the Mobility as a Service paradigm due to its predominance in the literature. This is followed by an assessment of the operational features of a range of mobility services, including carsharing, bikesharing, ridehailing, and demand responsive transit. To conclude the review, the state-of-the-art in modelling approaches for mobility services is reported, at different levels of complexity and integration. Three of the most important findings and arguments from this paper suggest that a high degree of generality exists for operational features of mobility services; that it is essential to make a distinction between Mobility as a Service and a mobility service in isolation; along with the argument that human agency should be carefully considered in modelling efforts, both for user agent and driver agent decision-making processes. Finally, key considerations are proposed for the future development of a conceptual framework for modelling the supply side of mobility services, which would have a generic service provider model as its core component. 相似文献
114.
ABSTRACTThe advent of road transport automation is suggested to be one of four key technological transitions that could amount to a major transformation in mobility practices. Specifically, fully Automated Vehicles (AVs) might replace the current private car owner user model with fleets of on-demand synchronously-shared automated taxis. However, significant barriers to this vision becoming the norm remain. This paper examines two critical user-acceptance aspects of the transition: willingness to adopt AVs, and willingness to share an AV with others, particularly strangers. Our novel survey (n?=?899) included a choice experiment featuring four future full automation transport services (private, synchronously/asynchronously shared, and public). Cluster analysis examined respondents' preferences and their demographic and psycho-social characteristics. We uncover significant uncertainty about willingness to adopt automation and sharing, and important differences between clusters within our sample. For example, under 50% of participants report willingness to use an AV over their normal mode, or would prefer an automated option to a current human-driven option. Our findings raise critical questions for policymakers and transport authorities. Not least, how can AV technologies help realise the environmental and social benefits of widespread vehicle sharing in a context of a travelling public that still prefers its privacy on-the-move? 相似文献
115.
116.
Carlos F. Daganzo Vikash V. GayahEric J. Gonzales 《Transportation Research Part B: Methodological》2011,45(1):278-288
Recent experimental work has shown that the average flow and average density within certain urban networks are related by a unique, reproducible curve known as the Macroscopic Fundamental Diagram (MFD). For networks consisting of a single route this MFD can be predicted analytically; but when the networks consist of multiple overlapping routes experience shows that the flows observed in congestion for a given density are less than those one would predict if the routes were homogeneously congested and did not overlap. These types of networks also tend to jam at densities that are only a fraction of their routes’ average jam density.This paper provides an explanation for these phenomena. It shows that, even for perfectly homogeneous networks with spatially uniform travel patterns, symmetric equilibrium patterns with equal flows and densities across all links are unstable if the average network density is sufficiently high. Instead, the stable equilibrium patterns are asymmetric. For this reason the networks jam at lower densities and exhibit lower flows than one would predict if traffic was evenly distributed.Analysis of small idealized networks that can be treated as simple dynamical systems shows that these networks undergo a bifurcation at a network-specific critical density such that for lower densities the MFDs have predictably high flows and are univalued, and for higher densities the order breaks down. Microsimulations show that this bifurcation also manifests itself in large symmetric networks. In this case though, the bifurcation is more pernicious: once the network density exceeds the critical value, the stable state is one of complete gridlock with zero flow. It is therefore important to ensure in real-world applications that a network’s density never be allowed to approach this critical value.Fortunately, analysis shows that the bifurcation’s critical density increases considerably if some of the drivers choose their routes adaptively in response to traffic conditions. So far, for networks with adaptive drivers, bifurcations have only been observed in simulations, but not (yet) in real life. This could be because real drivers are more adaptive than simulated drivers and/or because the observed real networks were not sufficiently congested. 相似文献
117.
118.
交通效率的度量方法研究 总被引:2,自引:0,他引:2
在全面分析交通效率内涵的基础上,提出了4种交通效率度量方法,即可达性、机动性、生产率、效用方法。分析了各种方法的优点与局限性。对珠江三角洲两个城市高速公路网络交通效率的验证分析表明这4种方法意义明确、算法简便。经进一步的理论分析,可以认为,这4种度量交通效率的方法将为规划工程师和决策人员提供直观、丰富而又简练的信息和决策帮助。 相似文献
119.
美国德克萨斯交通研究所每年发表一份对美国主要城市机动性评估的研究报告。根据2003年和以前的数据,针对美国85个城市区域,2005年的报告对反映其道路系统机动性的主要指标进行了评估,指出美国城市交通阻塞持续恶化。报告列举了交通拥挤引起的一些主要问题,提出了缓解交通紧张状况的一些关键措施,并对这些措施可能产生的效益进行了对比分析。 相似文献
120.