Study on the Spatiotemporal Evolution of Highway Passenger Transport Network Structure Characteristics Based on Social Network Analysis Method

Based on the associated network of passenger and freight transport in the New Western Land-Sea Corridor, the structure and characteristics of passenger and freight transport network in different years are analyzed using passenger volume and freight volume, and the resilience of the network is analyzed using the disturbance model. Finally, the coordinated development of passenger transport and logistics is discussed by applying a coupling coordination model. The results show that, from 2000 to 2018, the New Western Land-Sea Corridor has realized the evolution of the spatial pattern of passenger transport network from “two center and numerous branches” to “three centers and three auxiliaries”. Moreover, the evolution of the spatial pattern of the freight transport network changed from “two centers and one auxiliary” to “one center and multiple auxiliaries”. In terms of network tenacity, the disturbance strategy based on node degree value has the strongest damage to the performance of passenger and freight transport networks. The coupling coordination value is gradually rising from a low level and finally develops to an ordered trend. Therefore, it is proposed that passenger transport development could be supported from the “growth pole” and “zone” development modes, while the logistics development would adopt the “axis” development pattern and focus on the protection of the vital city nodes in the corresponding network. In this way, it can realize the effective connection of multiple paths, improve the tenacity of network and boost hub economy, consummate the regional coordination mechanism, and finally promote the advancement of the New Western Land-Sea Corridor.

The accurate prediction of passenger turnover is an important foundation and one of main basis of passenger transportation organization. It is also an important guarantee for the transportation industry to face the market and grasp the future. This paper used the grey correlation prediction theory to construct the GM (1,1) model. Based on the historical data of China's passenger transport before 2020, this paper respectively predicts the turnover of China's railway passenger transport, highway passenger transport and aviation passenger transport in 2030. This study shows that the prediction accuracy of the model is relatively higher. Prediction values are also basically in line with the actual development of China’s passenger transport in the future. Under the background of carbon peak, the results predicted in this paper can provide reference for the adjustment of the current passenger transport structure, and have certain significance for the development of passenger transport.

This paper mainly studies the highway passenger transport informationization management platform, analyzes the needs of the passenger transport management system, completes the system design of the operation management system software, and focuses on the key issues in the system design. The ARIMA prediction model is constructed in the passenger flow forecast, and the ARIMA model identification, model verification and model prediction are analyzed systematically. Then, referring to the current mainstream design ideas of heterogeneous data integration technology, the overall framework and functional modules of the highway passenger transport system are designed, and all kinds of passenger transport information are systematized from acquisition, processing to service provision, and their resources are also shared. The analysis results show that the application of big data technology in the construction of traffic information platform can effectively adapt to the characteristics of massive, multisource and heterogeneous traffic data, to continuously meet the needs of rapid growth and non-structural traffic data information storage, analysis and sharing

The passenger value is used to segment the intercity passenger transport market. According to its advantages or disadvantages in each submarket, highway passenger transport (referred to as ...

Network Optimization of RPTB Express based on Ant Colony Algorithm

The computation of the spin–orbit interaction is discussed for electronic wave functions expressed in the new nonlinear expansion form. This form is based on spin eigenfunctions using the graphical unitary group approach (GUGA). The nodes of a Shavitt graph in GUGA are connected by arcs, and a Configuration State Function (CSF) is represented as a walk along arcs from the vacuum node to a head node. The wave function is a linear combination of product functions each of which is a linear combination of all CSFs, wherein each CSF coefficient is a product of nonlinear arc factors. When the spin–orbit interaction is included the Shavitt graph is a union of single‐headed Shavitt graphs each with the same total number of electrons and orbitals. Thus spin–orbit Shavitt graphs are multiheaded. For full‐CI multiheaded Shavitt graphs, analytic expressions are presented for the number of walks, the number of nodes, the number of arcs, and the number of node pairs in the associated auxiliary pair graph. © 2007 Wiley Periodicals, Inc. Int J Quantum Chem, 2007

Neurons in the brain form thousands of connections, or synapses, with one another, allowing signals to pass from one cell to the next. To activate a neuron, a high enough activating signal or ‘action potential’ must be reached. However, the accepted view of signal transmission assumes that the great majority of synapses are too weak to activate neurons. This means that often simultaneous inputs from many neurons are required to trigger a single neuron’s activation. However, such coordination is likely unreliable as neurons can react differently to the same stimulus depending on the circumstances. An alternative way of transmitting signals has been reported in turtle brains, where impulses from a single neuron can trigger activity across a network of connections. Furthermore, these responses are reliably repeatable, activating the same neurons in the same order. Riquelme et al. set out to understand the mechanism that underlies this type of neuron activation using a mathematical model based on data from the turtle brain. These data showed that the neural network in the turtle’s brain had many weak synapses but also a few, rare, strong synapses. Simulating this neural network showed that those rare, strong synapses promote the signal’s reliability by providing a consistent route for the signal to travel through the network. The numerous weak synapses, on the other hand, have a regulatory role in providing flexibility to how the activation spreads. This combination of strong and weak connections produces a system that can reliably promote or stop the signal flow depending on the context. Riquelme et al.’s work describes a potential mechanism for how signals might travel reliably through neural networks in the brain, based on data from turtles. Experimental work will need to address whether strong connections play a similar role in other animal species, including humans. In the future, these results may be used as the basis to design new systems for artificial intelligence, building on the success of neural networks.

The tax change from business tax to Value Added Tax in transportation enterprise in 2013, which is undoubtedly a good opportunity for the future of transportation enterprise's development, but this requires transportation enterprise must be accurately calculating transportation cost. From 10 road long-distance bus terminals in Beijing and Luoyang, we found that transportation cost was not accounted on the express highway long-distance passenger transport small goods station of the business, and the evidence is lack when making freight cost. In order to solve the key problem, this paper analyzes the management cost, puts forward the methods of station express opportunity cost and the Originating station should make accelerated depreciation to fixed capital. In the end, an example is given to illustrate the small computation methods and steps express cost of the goods.

In urban agglomerations, land transport is the main way to connect cities, and highway transportation occupies a dominant position, which plays a very important role in the development of urban agglomerations. Based on the characteristics of highway transportation in urban agglomerations, a highway transportation network model is constructed, and the vertex characteristics, road section (arc) characteristics, highway transportation network structure and characteristics in the model are discussed. The differences between the model and the general flow network are given, and the algorithms for solving the shortest transportation path, the static and dynamic fastest transportation path, the static and dynamic minimum or maximum transportation volume for a path, the static and dynamic maximum transportation volume of the network, important road sections, and important vertices in the network are studied. The highway transportation network model and transportation optimization algorithms studied in this paper provide an important theoretical basis for the design of the coordinated development and collaborative transportation of urban agglomerations, urban individual transportation volume regulation and transportation path optimization.

Proceedings of the First International Conference on Transportation Engineering, held in Chengdu, China, July 22-24, 2007. Sponsored by China Communications and Transportation Association; the Transportation and Development Institute of ASCE; Mao Yisheng Science and Technology Education Fund. This collection of 690 papers presents the most current transportation engineering research focusing on rail, highway, waterway, and air transportation. Topics include: traditional structural and geotechnical research for transportation infrastructure systems; infrastructure management; transportation operations; planning and management; materials used for transportation facilities; Intelligent Transportation System (ITS) for all modes of transportation; transportation system optimization; transportation information systems; public and passenger transportation; passenger rail and high-speed transportation; and supply-chain management and logistics in transportation.

Influence of different pathologies on the dynamic behavior and against fatigue of railway steel bridges

The Chengdu–Chongqing urban agglomeration (CCUA), as the only national-level city cluster in southwestern China, serves as a strategic support for the Yangtze River Economic Belt and an important demonstration area for promoting new urbanization in the country. The study of the networked characteristics of the CCUA contributes to a systematic understanding of its spatial connectivity patterns, optimization of spatial structure and layout, and promotion of high-quality regional development. In this study, we constructed models for traffic flow, information flow, migration flow, and composite flow to calculate the strength of connections between cities and the total flow of various elements in the CCUA. ArcGIS spatial visualization tools were used to depict the spatial connectivity patterns of the element flows within the CCUA. Additionally, social network analysis methods, including network density, centrality, and cohesive subgroups analysis, were employed to reveal the spatial network structure characteristics of the CCUA. The findings are as follows: (1) The overall structure of the cities within the CCUA is relatively loose, with significant differences in connectivity strength. It exhibits a west-strong and east-weak pattern, with Chengdu-Chongqing, Chengdu-Deyang, Chengdu-Mianyang, and Chengdu-Meishan occupying the top tier, while Zigong and Ya'an have relatively weak connections with other cities. Chengdu and Chongqing have prominent positions in the CCUA, with Chengdu having a more prominent core position compared to Chongqing, resulting in an overall hierarchical distribution of “1 + 1+7 + 7”. (2) The network density of the element flows in the CCUA is relatively low, indicating a generally weak element connectivity. The centrality of cities other than Chengdu and Chongqing is at a moderate to lower level, suggesting a weak overall resource connectivity capacity in the CCUA. (3) Most cities tend to form cohesive subgroups based on geographic proximity, while the cohesive subgroup in Chongqing is still in its early stages of development due to administrative boundaries. The research results quantitatively depict the spatial network structure characteristics of the CCUA, providing theoretical references for its development.

E-commerce established the consumer as a freight actor. This new reality in the e-commerce supply chain holds economic, social, and environmental opportunities. First, logistics service providers can capitalize on the willingness to pay of consumers with tailored logistics services. Second, consumers can be confronted with the correct costs of delivery options, raising awareness and influencing their choices' sustainability. Third, policymakers can steer the consumer directly, nudging their behaviour to reach urban freight policy objectives. Until now, the lack of interaction between the logistics service provider and the consumer prevented exploiting these opportunities. In this paper, we look at passenger transport, specifically the concept of Mobility-as-a-Service (MaaS), for inspiration on how to integrate the consumer into the logistics market. We propose conceptualizations for a Logistics-as-a-Service (LaaS) platform with different levels of integration and discuss the role of various stakeholders. We conclude with a suite of research questions that deserve attention to develop further the LaaS idea and its proof of concept for consumer logistics.

Purpose: Transport in Polish cities is primarily based on private car usage. The increasing number of vehicles creates numerous challenges, making it essential for city authorities to integrate various modes of transport within a multimodal urban travel system. Promoting public transport and other environmentally friendly forms of mobility through transport integration is crucial. This article aims to identify barriers to transport integration in urban areas and propose potential transport policy solutions. Design/methodology/approach: The analysis employed qualitative content analysis of transport documents, a critical review of the literature, and a case study of selected European cities with high levels of transport integration. Findings: The research conducted allows us to conclude that passenger transport in Poland remains poorly integrated and that the implemented solutions are fragmented. Therefore, it is proposed to adopt selected European solutions that could enhance the integration of urban transport in Poland's urban areas. Research limitations/implications: It is important to emphasise the study's limitations, as it focuses on the qualitative analysis of documents and case studies. Consequently, the analysis does not fully address the identified research gap. Originality/value: The topics discussed in the article are relevant from the perspective of urban decision-makers, as they critically examine the assumptions of city planning documents and juxtapose them with examples of transport integration solutions in selected European cities. The analysis has enabled the proposal of necessary solutions for implementation in Polish cities to enhance the level of integration. Keywords: urban mobility, transport integration, transport policy, urbanised areas. Category of the paper: Research paper.

<div class="htmlview paragraph">The paper is a presentation of a practical solution for the coordination of military and commercial transport with rail and water transport. The necessity for combining and coordinating transportation facilities with the idea of organizing a homogeneous transportation network of waterways, railways and highways, proved to be the essence of success in military operations during the World War. The utter inadequacy of pre-war and war-time transport facilities, when organized in the separate fields of railroad, maritime shipping and port operations, and the decentralized elements of highway transport, caused the United States Army to make a comprehensive study and plan of the world's war-time transportation with particular attention to the organization of motor transport as the necessary factor in coordinating all transportation facilities. The salient features and general principles of this study and the resultant plan are stated.</div> <div class="htmlview paragraph">The results of this study are applied in an Army plan to coordinate the Nation's network of transportation facilities. The plan is offered by the War Department as a piece of national transportation research influenced by many factors based upon the world's greatest experience in transportation. It contemplates, finally, the establishment in the City of Washington of a National Highway Transport Board or Commission, and of a General Director of Transportation, or a General Traffic Board, to coordinate all transportation facilities.</div> <div class="htmlview paragraph">The principal advantages claimed for this Army plan are the attainment of the full potential capacity of motor transport as a revenue-producing public-carrier service; the coordination of rail, water and highway transportation so that all three services will supplement one another, especially in terminal operations; and a general cooperative action throughout the Nation's commercial, civil and military establishments, to effect the broadest National benefits. It is a general engineering plan leading toward better social and economic conditions and a greatly strengthened national defense.</div>