Carbon emissions from the logistics industry have been rising year after year. Correct handling of the relationship between economic development and environmental protection is of great significance to the implementation of green logistics, which is an important component of China’s strategy for strong transportation. This paper focuses on the evaluation of the carbon emissions efficiency of logistics industry from a new strong transportation strategy perspective. A super-efficiency slack-based measurement (Super-SBM) model and Malmquist index are combined to evaluate the static and dynamic carbon emissions efficiency of the logistics industry. The results indicate that compared with the SBM model, the Super-SBM model can more effectively measure the carbon emissions efficiency of the logistics industry. Pilot regions for the strong transportation strategy were divided into two categories, namely regions with slow carbon emission growth rates but high efficiency, and regions with high carbon emission growth rates but low efficiency. Some policy recommendations from the strong transportation strategy perspective were proposed to improve the carbon emissions efficiency of the logistics industry, especially for the second category of pilot regions. This study is expected to provide a basis for decision-making for efficient emissions reduction measures and policies, and to encourage the pilot regions to take the lead in achieving the goal of China’s strategy for transportation.

The purpose of this research is to find a traffic light timing optimization scheme. During the research, an intersection between Xian Mingguang road and the Fourth FengCheng road was chosen to analyze the crossing time distribution of pedestrians who were separated from west-to-the-right-turn vehicles during which the method of breaking off both ends of pedestrian green light signals was used. The VISSIM software was used for traffic simulation, aimed at improving traffic volume and right-turning vehicle average speed for less vehicle queuing delays, less human-vehicle conflicts, and better security for pedestrians without excessive interruption on their street crossing efficiency. The optimal scheme is obtained and the result shows that (1) the number of passing vehicles remains unchanged, with the queuing delay reduced by 5.78 and crosswalk passing speed increased by 19.01 compared with the original one. (2) As the scheme effect is positively correlated with the increase of right turn vehicle numbers, the scheme could be adopted for urban traffic management based on the local situation, which is not only in peak traffic hours but also in the flat peak time to ensure vehicle efficiency and pedestrian safety in the light of vehicle yielding to pedestrians regulation. (3) The scheme could also be adopted in cities with no vehicle yielding to pedestrians policy for both people-vehicle separation and pedestrian safety when crossing streets.

Since currently huge traffic demands for public bus and bicycles exist in the majority of cities of China, it is highly likely that the bus stop has undeniable impacts on the bicycle flow that is close to the bus stop. In this paper, we proposed the test in several bicycle paths beside bus stops in Nanjing and aimed at exploring the specific effects of bus stop on the bicycle flow nearby. We assumed there were two such effects: space restriction and pedestrian conflicts. Further, we built up a cellular automation (CA) model to study the feature of these effects and find out not only the outcome of these two effects, but also the inner correlation between them.

To optimize the functional space layout of various transportation modes of the integrated passenger transport hub, and improve the transfer efficiency and service quality of the hub, a quantitative analysis of the transfer flow lines of the integrated passenger hub is carried out. The research clarifies the layout factors of the functional areas of the “get on and drop off areas” for each mode of transportation, generates a candidate set of the placement of each functional area, and determines the priority ranking of the candidate sets and the transfer starting and end locations. Based on the analysis of passenger route selection factors, the basic transfer streamline network is generated. The basic network is distributed according to the improved shortest path allocation algorithm, and the relevant parameters are calculated to simplify the initial transfer streamline network, generate and compare the initial network plan of the transfer streamline. Take Wuxi Integrated Passenger Transport Hub as an example to verify: when the weight coefficient λ = 0.65 and the number of allocations n = 207, the optimal solution T = 2,738,027 s is obtained. As the calculation is based on the 15,000 passenger transfer flow at Wuxi Station, the optimized average transfer time per person is 3 min 2 s. Compared with the current average transfer time per person at Wuxi Station of 4.5 min, the optimization effect of this paper is significant. The initial network generation and comparison method of the transfer flow line enables the space layout of the transportation modes of the hub to be coordinated with the transfer flow line design, and solves the problem of the transfer flow line design when the hub building space layout is determined. The hub is designed to meet the requirements of functional space layout, passenger transfer needs and interchange efficiency at the initial stage of architectural design.

Taxi fleet size has undergone a continuous rapid growth in Chinese cities, while the service facility layout planning has relatively lagged behind, causing a decrease in the service quality. Therefore, it is crucial to carry out taxi service centre layout planning. This study analyses the functional orientation and hierarchical layout mode of taxi service centres, and then proposes stepwise layout planning methods combining existing transportation facilities. Considering the demand for integrated service centres is relatively low and convenient service centres are highly flexible, their layout can be determined by qualitative analysis. The constrained layout model of functional service centres is established by optimizing the layout scheme among various alternative taxi service centres. The study finds the model is a mixed 0-1 integer programming problem, genetic algorithms are applied to solve it. Finally, the proposed methods are applied to a real case of Jiangning district, Nanjing. The results show that one integrated service centre, four functional service centres, and twenty-three convenient service centres could satisfy taxi drivers' demand, which suggests that the proposed methods should effectively address the layout planning problem of taxi service centres, thus have important implications for other cities' downtown areas in China and beyond.