Estimating Additional Mass Transit Needed to Reduce Carbon Dioxide Emissions from Regional Passenger Transport in Japan
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This study aims to estimate the necessary scale of additional mass transit on trunk lines to reduce carbon dioxide (CO 2 ) emissions from regional passenger transport in Japan. First, a local transport region is defined as an area within which most daily transport is conducted. In each region, the target of CO 2 emissions from local passenger transport activities in 2050 is set to 20% of those emissions in 2000. The amount of CO 2 exhaust from local passenger transport can be estimated on the basis of technological innovation; thus, the amount of reduction needed to achieve the target can be calculated. Second, changes in CO 2 emissions from the introduction of a mass transit system are evaluated, considering their reduction from replacing private vehicles and the emissions from constructing and operating the mass transit system. For this purpose, life-cycle assessment is applied. The total amount of CO 2 emissions from infrastructure construction, vehicle production, and operation from mass transit is calculated. The transport density of each route is estimated with population density in a densely inhabited district of each local transport region. The transit system that emits the least CO 2 per passenger kilometer is selected. The extent of new services needed to achieve the CO 2 reduction target is calculated. A series of calculations provides the lengths of additional mass transit routes required to reduce traffic volumes sufficiently to achieve the CO 2 reduction target for local passenger transport by 2050.Keywords:
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This paper takes a close look at fare equity, from the standpoint of the transit user, by investigating fares per kilometer paid by different groups of bus riders. The research consisted of an examination of the ridership profile of the transit system operating in the capital district of Albany, New York. The study showed that fares per kilometer vary greatly among different transit users and that, even when incremental fares are charged in addition to basic flat fares on longer intercity and intraurban routes, the fares per kilometer of bus trips tend to be inversely proportional to the length of bus trips. Work-to-home trips costs less per kilometer than non-work-related trips, and people without cars or unable to use cars pay higher fares per kilometer on the average than those with cars available. The average fare per kilometer of peak-hour riders is less than that of off-peak riders. In addition, it was found that there was no appreciable difference in fares per kilometer paid by men versus women but that there is a tendency for fares per kilometer to rise as age increases from 18 to 65. Thus, current basically flat-fare systems tend to emphasize inequities already existing in society.
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After reading lots of papers relevant with last kilometer and first kilometer of agriculture informatization,the origin of the issue and existing views were reviewed.At last,the opinion on this issue was concluded as: last kilometer and first kilometer is the description of agriculture informatization's shortage,defect or failure.The description and the understanding of the description can influence the view on this issue and the thought of solving this issue.
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Public transit can be divided into fixed-route transit, flexible transit, and demand-responsive transit. The different public transit types have different advantages and disadvantages. In this paper, a mixed transit strategy is proposed to support planners with a more convenient public transit service. In this strategy, a flexible transit policy is recommended to add in the area which has fixed-route transit with medium demand. The user cost function is provided to measure the service quality of a specific public transit and the whole public transit system. Based on various scenarios, the special scenarios which represent adding flexible transit can earn more benefit which have been derived.
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One of the most important things that affect peoples lives is transit. Everyone relies on transit to go to different places. Due to a high amount of private car ownership in the city, traffic jams start to occur. Then, demands start to show up on public transit. Lots of people nowadays rely on public transit to go to different places. Therefore, a small modification on a transit line could affect a massive number of residents. To build an accessible and eco-friendly transit has always been a goal for most of the city governments and agencies. In this essay, some factors that affect modern transit and peoples intention to ride transit in Shanghai will be discussed. Shanghais different transit factors, including private cars ownership, public transit coverage, and eco-friendly fleet rate will be compared among two other similar cities globally. Some suggestions on different dimensions of transit will be given to help Shanghai to build a greener and more efficient transit, to reduce the air pollution and traffic congestion.
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Within the scope of this study, intercity passenger and freight movements in Turkey are estimated by using the flower pollination algorithm (FPA), while demand forecasts are performed on transport systems considering possible future scenarios.Since the passenger and freight transport system in Turkey mainly involves road transport, passenger-kilometer and tonne-kilometer values of this system are estimated.By relying on three independent parameters, models were developed in three different forms: linear, force and semi-quadratic.Population (P) between 1990 and 2016, gross domestic product per capita (GDPperC) in US dollars and the number of vehicles were used as input parameters for the development of the models.When the passenger-kilometer models were created, the number of cars, buses and minibuses that are predominantly used for passenger transportation was preferred for the number of vehicles, while the number of trucks and vans used for cargo transportation were taken into consideration in the tonne-kilometer models.The coefficients of the models were determined by FPA optimization, with models developed to estimate passenger-kilometer and tonne-kilometer values.The model results were
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In order to solve the last kilometer problem of Internet, people have tried to apply many ways. By now, ADSL is widely used in internet communication. The solntisn to last kilometer,ADSL technology's traits and model of entering households are worth of being analysed and approached.
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