交通拥堵环境下的城市出租车候时费优化模型

袁长伟; 米雪玉; 吴群琪; 韦达利

交通拥堵环境下的城市出租车候时费优化模型

1.
长安大学经济与管理学院, 陕西西安 710064
2.
河北联合大学建筑工程学院, 河北唐山 063009
3.
德克萨斯理工大学土木与环境工程系, 德克萨斯卢伯克 79409

基金项目:

国家自然科学基金项目 51278057

国家社会科学基金项目 09XJY004

陕西省自然科学基金项目 2012JQ5013

高等学校博士学科点专项科研基金项目 20130205110001

西安市社会科学基金项目 14J77

详细信息

作者简介:
袁长伟(1981-), 男, 湖南邵阳人, 长安大学副教授, 工学博士, 从事道路运输经济研究

中图分类号: F512.0
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出版历程
- 收稿日期: 2013-11-29
- 刊出日期: 2014-04-25

Optimal model of taxi waiting time fee under traffic congestion condition

1.
School of Economics and Management, Chang'an University, Xi'an 710064, Shaanxi, China
2.
School of Civil and Architectual Engineering, Hebei United University, Tangshan 063009, Hebei, China
3.
Department of Civil and Environmental Engineering, Texas Tech University, Lubbock 79409, Texas, USA

More Information

Author Bio:
YUAN Chang-wei (1981-), male, associate professor, PhD, +86-29-82334898, yuanchangwei@126.com

摘要

摘要: 基于经济学需求理论, 将出租车收入分为起步费、里程费与候时费。以出租车运力为约束条件, 考虑了高峰时段与非高峰时段的出租车收入影响因素, 分析了候时费对出租车需求与收入的影响程度, 构建了交通拥堵环境下出租车候时费优化模型。根据北京市出租车市场的实际状况, 以原有方案、调整方案与提出的方案3种方案进行实例验证。分析结果表明: 当出租车起步费分别为12、14、12元, 单位里程费分别为2.0、2.3、2.0元·km^-1, 候时费分别为24.0、55.2、55.2元·h^-1时, 出租车收入分别为669.9、504.9、675.9元; 在调整方案下, 出租车需求下降46.1%, 出租车收入下降25%;在提出的方案下, 出租车需求下降18.5%, 出租车收入与原有方案基本保持稳定。基于现有的出租车费用结构, 提出的方案能较好地实现出租车需求与收入的调控目标。北京市的出租车价格改革方案宜稳定或降低起步费与里程费, 提高候时费。
- 交通运输经济 /
- 交通拥堵 /
- 出租车收入 /
- 出租车需求 /
- 候时费
Abstract: Based on economics demand theory, taxi income was divided into starting fee, mileage fee and waiting time fee.Taxi capacity was taken as constraint condition, the influence factors of taxi income during peak period and non-peak period were considered, the influence levels of waiting time fee on taxi demand and income were analyzed, and the optimal model of taxi waiting time fee under traffic congestion condition was set up.Based on the actual situation of taxi market in Beijing City, the example verification was carried out by using three schemes including original scheme, adjustment scheme and proposed scheme.Analysis result shows that when the starting fees are 12, 14, 12 yuan, unit mileage fees are 2.0, 2.3, 2.0 yuan·km-1 and waiting time fees are 24.0, 55.2, 55.2 yuan·h^-1, taxi incomes are 669.9, 504.9, 675.9 yuan respectively. Under adjustment scheme, taxi demand decreases by 46.1%, and taxi income decreases by 25%. Under the proposed scheme, taxi demand decreases by 18.5%, and taxi income keeps stable level compared with original scheme.According to the exist structure of taxi fee, the adjustment objective of taxi demand and income can be realized by using proposed scheme.In the reformscheme of taxi price in Beijing City, it is suitable to keep or decrease starting fee and mileage fee and increase waiting time fee.
- transportation economy /
- traffic congestion /
- taxi income /
- taxi demand /
- waiting time fee

HTML全文

图 1 第1种情况下的候时费-需求曲线

Figure 1. Curve of waiting time fee and demand under condition 1

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图 2 第1种情况下的候时费-收入曲线

Figure 2. Curve of waiting time fee and income under condition 1

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图 3 第2种情况下的候时费-需求曲线

Figure 3. Curve of waiting time fee and demand under condition 2

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图 4 第2种情况下的候时费-收入曲线

Figure 4. Curve of waiting time fee and income under condition 2

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图 5 第3种情况下的候时费-需求曲线

Figure 5. Curve of waiting time fee and demand under condition 3

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图 6 第3种情况下的候时费-收入曲线

Figure 6. Curve of waiting time fee and income under condition 3

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图 7 不同候时费下的出租车收入

Figure 7. Taxi incomes under different waiting time fees

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图 8 不同候时费下的出租车需求

Figure 8. Taxi demands under different waiting time fees

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图 9 方案2中不同候时费下的出租车收入

Figure 9. Taxi incomes under different waiting time fees for scheme 2

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图 10 方案2中不同候时费下的出租车需求

Figure 10. Taxi demands under different waiting time fees for scheme 2

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表 1 出租车市场相关参数

Table 1. Correlation parameters of taxi market

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表 2 三种方案结果比较

Table 2. Result comparison of three schemes

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