Urban public transit is an important solution for narrowing the mobility gap between captive riders and choice riders and to address issues of social equity. An equitable transit system essentially could meet the needs of transit dependents and maximize the scope of public transit services. To acquire a better understanding of transit equity, we use Lorenz curves and the GINI coefficient to measure the relative supply of public transit to the population and employ the spatial overlay method to analyze the matching degree of transit supply and demand in Guangzhou, China. The findings show that there are obvious and unequal differences between the levels of transit service in the internal zones. The spatial coverage rate and number of stop services of the outer city are significantly less than that of the inner and middle city. Eighty percent of the population shares only 36.7% of the public transit supply in Guangzhou. Most communities of low-supply and high-need public transit are distributed contiguously in the eastern Baiyun and southern Huadu districts. This distribution pattern is beneficial to the transit agency, which could improve the supply in these areas to avoid the risk caused when a large number of residents lack access to public transit services. The results could serve as an excellent foundation for planning the handling of spatial gaps in the Guangzhou public transit supply.

A longer, wider and more complicated change in the travel path is put forward to adapt to the rapidly increasing expansion of metropolises in the field of urban travel. Urban travel requires higher levels of sustainable urban transport. Therefore,this paper explores the circuity characteristics of urban travel and investigates the temporal relationship between time and travel circuity and the spatial relationship between distance and travel circuity to understand the efficiency of urban travel. Based on Guangzhou Taxi-GPS big data, travel circuity is considered in this paper to analyze the circuity spatial distribution and strength characteristics of urban travel in three types of metropolitan regions, including core areas, transition areas and fringe areas. Depending on the different attributes of the three types, the consistency and dissimilar characteristics of travel circuity and influencing factors of travel circuity in metropolises are discussed. The results are shown as follows: (1) by observing the temporal andspatial distribution of travel circuity, it can be found that peaks and troughs change with time, and travel circuity of transition areas is higher than other areas during the peak period. When travelling in these three regions, travel circuity spatial distribution is consistent, which is the core-periphery distribution. When travelling among these three regions, travel circuity spatial distribution is distinct; (2) by analyzing the relationship between time and distance of travel and travel circuity, it can be seen that the shorter the travel time or travel distance, the greater the travel circuity, resulting in a lower travel efficiency; (3) the influence of six factors, including population, road and public transportation, on travel circuity is significant. Whether it is the origin point or destination point, when its location is closer to the city center and the station density of grid is lower, the travel circuity is higher.

Urban arterial travel times are inherently uncertain due to the volatile traffic flows, signal controls, bus stops and roadside parking, etc. An effective way of characterizing such uncertainty is the estimation of travel time distribution (TTD), which provides some features of distributions to assist with looking at travel time variability. However, a common method both in literature and practice prefer to estimate average arterial travel times rather than TTDs, even when multistate travel times and link correlations may exist. In this context, a pair-copula construction approach is proposed to estimate the probability distribution of urban arterial travel times from link TTDs. First, link correlations are investigated and empirical evidence reveals that adjacent link travel times present multiple relationships. Then, in each pair-copula associated with two connected links, a copula mixture model is developed for capturing multiple relationships between link travel times. Finally, the arterial TTD is derived as the product of the pair-copulas and marginal probability distributions of link travel times. The proposed approach is validated with Radio Frequency Identification Data collected from an urban arterial including four links in Nanjing, China. The results indicate that the approach can dynamically capture the positively correlated, negatively correlated, and uncorrelated relationships between link travel times. The considered competing approaches are also used to benchmark the proposed approach, and comparison results confirm the effectiveness and accuracy of the approach, especially when multistate distributions, complex correlations and limited data sample are encountered.

To improve the service level of the regional tourism transportation network, the characteristics of tourist travel behaviors are analyzed and the morphology of the regional tourism transportation network is presented, the service levels of three regional tourism transportation networks (aviation, railway, and highway) are evaluated using DEA method in Yunnan province. The results show that the characteristics of tourist travel behaviors and the morphology of the tourism transportation network are important indexes of regional tourism transportation network evaluation, and the lower service level of railway network will be enhanced by improving the node reliability, network density and network average speed. Furthermore, according to node distribution and morphology structure of network, the specific layout optimization countermeasures of the regional tourism transportation are proposed.

For the optimization of city logistics distribution under time restriction caused by traffic organization, a bilevel programming model considering the distribution cost, environment cost, and distribution time of enterprises is developed. The primary function of this upper-level model is to minimize the general cost of distribution enterprises and determine the scheme to optimize city logistics distribution. The lower-level model is the urban traffic equilibrium distribution model for analyzing the distribution route determined by choice behavior for the optimization scheme of city logistics distribution given by the upper-level model. Results indicate that the distribution time, distribution cost, and environment cost of distribution enterprises increased significantly, and that the income of distribution enterprises was reduced because of the traffic organization time window in the process of city logistics distribution. When a distribution task was required to be completed within the formulary time window, the distribution time increased from 5.91% to 7.32%, the distribution cost increased from 7.6% to 13.5%, and the environment cost increased slightly. During the traffic organization period, the distribution cost in the second time-restricted scene increased to 26.85% because of the two-fold impacts of the average freight charge and the traffic demand. When the change in network traffic demand was equal to the basic scene, the environment cost and the distribution time in the first time-restricted scene increased slightly. However, when comparing the restriction time under traffic organization and the total distribution time, the incremental quantities of the former distribution time and distribution cost were always more than the latter.

Based on the real conditions of urban logistics distribution, the sources of its contradictions are identified for scientifically analyzing the relationship between urban logistics distribution and the traffic organization scheme. The relationship between the government management department and the distribution enterprise is a main contradiction, and the characters of the government management department and distribution enterprises are investigated. Then, the Game Theory issues between urban logistics distribution and the traffic organization scheme are analyzed by. The result shows that traffic and environmental issues cannot be alleviated by implementing a distribution enterprise of limiting vans into the city.