铁路快速客运网络客流输送模式选择条件分析

为提高快速客运网络的整体效率,使快速客运网络客流输送模式的设计更好地兼顾运输企业效益及旅客需求,通过分析直达、中转换乘模式的优缺点及适应条件,依据区域子网的划分原则,以及现有旅客运输节点等级分类的划分标准,对铁路快速客运网络区域子网及客流节点进行划分。在讨论旅客出行广义费用组成要素的基础上,通过算例分析,研究直达、中转2种客流输送模式下票价率、发车频率、中转时间、换乘便捷性等参数间的关系,以分析旅客自愿选择换乘的满足条件,为旅客列车服务属性的设计提供参考。     

铁路客运中转换乘模型的遗传算法研究

为了按照旅客出行要求提供准确的换乘方案,在分析客运换乘问题的基础上,通过增加虚拟点的方式构建基于列车运行时刻的换乘网络。并在此基础上,设计了有换乘次数限制的、总旅行时间最少的中转换乘模型,对数学模型中的目标函数采用遗传算法寻找最优解。同时通过实例计算说明模型的应用。     

旅客出行方式选择的经济学分析

从供给和需求两个方面对旅客出行方式的选择进行分析。首先通过铁路与公路、航空等运输方式的比较 ,分析了运价和旅行时间对出行方式选择的影响。其次 ,从需求属性对出行方式的影响中讨论了收入水平、出行目的以及出行时间价值等3个影响因素。     

换乘优惠:推进武汉市公交优先的致胜法宝

正一、换乘优惠概述换乘优惠,是指在一定的时间范围内,乘客在全市所有公共汽(电)车线路、轨道交通、轮渡等公共交通方式之间进行换乘出行可享受一定的价格优惠(或免费)。实施公交换乘优惠是"公交优先"战略的重要举措。实行科学的换乘优惠,引导乘客由"点线"出行改变为"网络"出行,充分发挥城市公共交通网络优势,使更多的居民出行需求通过公交来解决,使居民出行更为便捷,从源头解决城市交通拥堵问题,实现轨道交通、常规公交等社会公共资源利用最大化,让各种公共交通工具内部和相互之间衔接顺畅,有目的地吸引某类客流或群体,这是一种行业政策性的导向。     

基于多阶段双层规划模型的高速铁路差异化票价制定研究

为完善高速铁路票价机制,设计合理的票价体系,将市场化定价理念引入到高速铁路票价问题的制定当中,构建多阶段双层规划模型,即基于旅客市场细分条件下的第一阶段双层票价制定模型,以及考虑客运产品等级的第二阶段双层票价制定模型,并以京石城际铁路为例,对模型的可行性及合理性进行验证。结果表明,基于多阶段双层规划模型的高速铁路定价方式在提高铁路部门收益的同时降低了旅客的广义出行费用,并且为旅客提供了多种类型的票价选择,对我国高速铁路票价优化具有一定的理论和现实意义。     

基于居民出行需求的公交线网优化模型研究

公交线网优化模型是整个线网优化的基础。通过对居民公交出行需求进行研究,找出影响居民公交出行的主要因素,从而构建了线网优化模型。通过对模型及约束条件的分析,得出以换乘次数最少为主要目标,所经过的公交站点数最少为次要目标的线网优化模型。     

面向供需协同的城际通道高速列车开行方案优化研究

探讨城际通道短距离多线路列车优化问题,建立城际通道高速列车开行方案优化模型,提升列车运输效益和服务水平。针对城际通道线路特点,以多线路、多列车类型为基础构造列车流路径网络;分析旅客出行费用偏差,将客票费用偏差和旅行时间费用偏差相结合考虑,通过引入旅客对不同因素的容忍度参数,提出旅客出行需求与运输供给的协同偏差,进而建立供需协同的城际通道列车开行方案优化模型。以模拟退火算法为基础,设计模型求解算法。最后通过算例进行仿真验证,结果表明,利用该方法得到的开行方案,能在满足旅客需求条件下,在列车运输效率、运营收益和服务质量方面得到一定程度的提高,从而为高速铁路列车开行方案优化提供新思路。     

铁路客运市场调查分析

利用问卷方式,对北京站候车旅客为300km/h高速列车开行的旅途时间、发车频率和换乘条件等的需求进行调查,通过对数据的分析,得出高速列车开行以后,旅客的出行选择的变化,并对高速列车的开行提出建议.     

时间相关的运输网络最小费用路径模型及算法

介绍运输网络中时间相关的最小费用路径模型及算法,算法计算了随时间变化的动态最小费用路径.与其他类似成本路径模型相比,该模型把整个出行过程分为运输过程和换乘过程,并且考虑了运输过程和换乘过程的时间延迟.模型算法的特点是可以用计算机自动完成,不受运输网络大小和节点的限制,并保证算法的正确性.     

客运专线中心站旅客换乘问题探讨

分析客运专线中心站旅客出行目的及结构特征、出行时间特征、换乘等特征，根据客运专线的技术特点，按照和谐铁路的理念，充分体现以人为本的原则，从优化客运专线中心站旅客换乘设施、加强客流组织和客运服务、科学配置城市交通的客运设施等方面提出客运专线中心站旅客换乘的对策。     

Airline daily fare differentiation in a medium-size travel market

This paper examines variation in airline fares for trips in a medium-size travel market. It develops a conceptual model of fares offered, and uses daily information about fare, plane and flight characteristics, and trip characteristics easily available on the internet. Based on this information it estimates a two-way fixed effects model of airline fares. The results show large differences in fares among the airlines, large variation in daily fares offered, and provide evidence of fare differentiation in the travel market analyzed.     

How do carriers price connecting flights? Evidence from intercontinental flights from Europe

In civil aviation, hub-and-spoke (HS) networks are used by all large carriers. The importance of this system implies that many travelers use connecting flights. Nevertheless, only scarce knowledge is available on price formation of these trips. In this paper, we focus on the fares of connecting intercontinental flights, with one stop and at least one competing direct flight. We develop a simple model of a HS network, with imperfect substitutability between direct and indirect flights and Cournot competition on every route in the network. We test the model empirically, using reported fares for flights from seven European origins, including the five major airports in Europe, to five non-European destinations. We find that the fare of a connecting flight can be expressed as the weighted average of the fare of its direct competitor, the travel times of both flights its costs and the monetary value of the utility attached to the trip. The weight of the direct fare decreases as product diversity increases.     

Homogeneous service with heterogeneous products: Relationships among airline ticket fares and purchase fences

A fare table derived from homogeneous service is essential for revenue management applications in the airline industry. Restrictions or so-called fences are usually regarded as a useful tool to differentiate homogeneous seat service. Nevertheless, the relationships among fares and fences are not yet clear. This study aims to investigate passengers’ preferences on the choice of ticket alternatives describing by fares and fences and using Taiwan domestic air travel as an example. Regarding the attributes that an airline ticket may be attached such as departure time, booking time, ticket validity, changing fee, refund and fare, stated preference questionnaires are developed with multiple hypothetical scenarios for respondents to select in the experiment. 398 valid samples are collected for the logit model analysis. With the use of mixed logit model to accommodate both passengers’ heterogeneity and also the issue of relevant alternatives in the experiment, the results show statistical significance of all applied attributes with correct signs. In addition, passengers possess different attitudes on the fence of booking time, ticket validity, changing fee, and fare. Willingness-to-pay of each fence is further calculated to ultimately generate a fare table based on the combination of fences for practice use.     

The choice of air carrier, flight, and fare class

This paper reports the development and interpretation of air traveler choice models to gain insights into the tradeoffs air travelers make when they choose among different carriers, flights, and fare classes. Such insights can be used to support carrier decisions on flight scheduling, pricing, seat allocation, and ticket restrictions. This paper develops a conceptual framework and applies it to the choice of carrier, flight, and fare class as a basis for analyzing air travel demand in a competitive market. Model estimation results are used to quantify the importance of carrier preferences, market presence, quality of service, frequent flyer program membership, schedule convenience, and fares on carrier travel demand. The empirical results provide measures of the premium that business and leisure travelers are willing to pay to avoid schedule delays, to choose a carrier in which frequent-flyer program they participate, and to obtain the amenities and freedom from travel restrictions associated with higher fare classes.     

Examining circuity of urban transit networks from an equity perspective

Circuity of transit networks, defined as the ratio of network to Euclidean distance traveled from origin to destination stop, has been known to influence travel behavior. In addition to the longer time spent in travel, for networks where fare is based on distance traveled, higher circuity also means higher fare for the same Euclidean distance. This makes circuity relevant from an equity perspective. Using a case study of the urban transit network of Amsterdam in the Netherlands, this study explores the role of transit circuity on the disparity in distance traveled by travelers' income profile and its implications on travel times and costs for networks with distance-based fares. The analysis is based on travel patterns from smart card data for bus, tram, and metro modes, combined with neighborhood level income data. Results reveal that in Amsterdam, the higher the share of high income people living in proximity to a transit stop, the lower the circuity of journeys from the stop, when controlled for the Euclidean distance covered and spatial auto-correlation. The uneven distribution of circuity exacerbates the disparity in distance traveled, and hence fare paid between the income groups. However, the travel time per Euclidean distance favors the low income group, possibly due to the circuitous routes serving these areas being compensated by higher travel speeds. This study highlights the role of transit network design in determining its equity outcomes and emphasizes the importance of considering equity during route and fare planning. The process followed can be adapted to examine equity for other urban networks.     

Elasticities of demand for leisure air travel: A system modelling approach

In this study, the UK outbound demand for leisure air travel has been examined using a demand system which takes into account the ways in which the expenditure on air fares interacts with both the expenditure on non-fare components of travel abroad and with expenditure on domestic leisure. The findings suggest that there is a strong link between total consumer expenditure and expenditure on air travel with the expenditure elasticity greater than one but that, considered in aggregate, the demand for air travel is moderately inelastic with respect to air fares alone. However, the findings also show that interactions between air travel expenditure, other costs of travel abroad, as well as expenditure on leisure activities in the UK, involve sizeable cross-price elasticities.     

Analysis of Iranian passengers' behavior in choosing type of carrier in international air travel to East Asia

Increased demand for East Asia flights from Tehran has intensified competition between Iranian and foreign carriers. In addition, the entrance of low-cost carriers (LCC) will make this competitive market even more intense. In this condition, carriers are striving to gain more market share by improving services and discounting their fares. Therefore, analyzing air travel demand is valuable for carriers' long term and short term planning. This study empirically investigates passengers' behavior in choosing five types of carriers in many groups of passengers using multinomial logit (MNL) and nested logit (NL) models. The data were collected through the stated preference (SP) questionnaire designed based on orthogonal main-effect. The main survey was conducted in the Imam Khomeini International (IKI) airport in July 2013 where 480 questionnaires were collected through face-to-face interviews. The results show that the ticket fare, the possibility of travel on desired date and time, international air travel experience, Frequent-flyer program (FFP) membership status, marital status, and gender are statistically significant contributors in explaining carrier choice. Interaction effects between trip purpose and ticket fare are statistically significant in choosing carriers. The results further indicate that business travelers are more willing to pay than non-business travelers for flights on desired date and time, although varying by type of carrier.     

Network industries in collision: aviation infrastructure capacity,financing and the exposure to traffic declines

This paper discusses how various aviation infrastructure service providers have dealt with the fall off in airline traffic following the terrorist attacks in the US on September 11th. It shows that these organizations have relatively high fixed costs and low incremental costs for providing services. As such, small changes in traffic have large impacts on revenue because revenues are generally proportional to activity. However, because of the high component of common and fixed costs, airport and ATS provider costs do not change in proportion to activity. When traffic declines, revenue shortfalls can arise because most airport and ATC systems operate on a simple cost recovery basis. The responses to the events of September 11th have also caused substantial increases in security costs. To the extent these costs are passed forward to system users, they will increase the price of travel and impact patronage further. Airlines also have substantial fixed capacity costs. The declines in traffic are often felt as an erosion of yields and fares as carriers seek to maintain traffic loads for the capacity they are going to operate. In general, the ability to pass along cost increases from providers to airlines or from airlines to passengers depends on relative supply and demand elasticities. Because infrastructure provision is often a monopoly, and the demand for airline services is price elastic, we suggest that most of the cost increases will be borne by the airlines. We also suggest that short-haul flights will be most severely impacted because the fees and taxes are a larger proportion of the fare for these flights. We also examine the extent to which additional infrastructure costs imposed on operators may exacerbate the downturn in their traffic.     

Ramsey pricing in practice: the case of the Norwegian ferries

The article develops a cost model for ferry operators, which enables us to estimate how long-run marginal costs for transporting different categories of vehicles are related to trip lengths. The model is estimated using cross-sectional data from 64 ferry services in Norway. The present fare system for the ferries is then compared with marginal costs and with Ramsey fares with the presumption that the ferries' subsidy needs are at today's level. Ramsey pricing implicates steeper relationships between fares and trip lengths than present fares, in particular for heavy vehicles. Consequently, fares based on general principles of economic welfare should, under present financial constraints for the ferry operators, lead to lower fares for short journeys and significantly higher fares for long journeys.     

The relationship between air travel behaviour and the key life stages of having children and entering retirement

The airline industry sets fares in the knowledge that market segments behave differently in response to pricing changes. Traditional market segments, typically split into business and leisure travellers, can be developed further through the examination of the influence that life stage exerts upon air travel choices, particularly for leisure trips. Life stage can be defined as a specific, optional event. The two key life stages of having children and entering retirement are examined in this paper in relation to individual air travel behaviour, in order to determine the primary characteristics of the associated market segments. The paper is based on a series of household air travel surveys and focus groups. Findings show the distinct characteristics of family air travel, such as higher air fare sensitivity, as well as in-group variations due to factors such as the age of the child (or children). Retirement is also shown to impact upon air travel, affecting individuals in different ways. Some in retirement take advantage of greater time availability and fly more frequently; others will cut back, say due to health problems. Aviation industry implications, both in terms of surface access to airports and regional airport provision, are also presented.