2014 年第一季度旅游经济运行基本面总体稳定，政策环境利好，中端市场及基于互联网的产业创新活跃，消费者信心和企业家信心相对较高，但入境旅游下行压力加大。

报告从行业事件分析、政策环境、经济环境、产业链环境、国际环境、储运、快递、第三方物流、物流金融以及相关行业数据方面对物流行业进行了分析评论。

9月，我国住宿和餐饮业的固定投资增速继续下行，累计完成固定资产投资额4476.78亿元，同比增长3.4%，增速较上年同期下降18.8个百分点。我国入境旅游人数企稳回升，全国入境旅游人数达1076.48万人，同比增长2.2%，增速继续保持正增长。

9月，受宏观经济增速继续回落影响，公路客货运需求减少，客货运业务增速双双放缓。

报告从行业事件分析、政策环境、市场环境、旅游交通、国际环境等相关行业数据方面进行了分析评论。

9月，全国规模以上港口货物吞吐量、外贸吞吐量、集装箱吞吐量增速均有不同程度回落。

1～9月，我国物流市场需求增速放缓，但质量有所提升。社会物流总额同比增长8.4%，增速较上半年小幅回落0.3个百分点。

The Food industry uses logistics for the complete management of the way resources are acquired, stored, and moved to locations where they are required. The use of logistics helps the Food industry have a continuous supply of durable and non-durable goods from the different prominent suppliers and distributors across various locations. Sometimes companies might also choose to organize their logistics through outsourcing, if it is cost effective.

The Retail industry uses logistics to manage the way resources are acquired, stored, and moved to other locations where they are required. The use of logistics helps vendors in the Retail industry to have a continuous supply of durable and non-durable goods from prominent suppliers and distributors in different locations. Companies opt to outsource their logistics operations in order to reduce costs.

The LRT system in Denver, Colorado, connects the downtown with neighborhoods to the North, but primarily stretches southwards, travelling in existing transportation corridors carrying freeways and a heavy rail system. Outside of the downtown areas, the siting of the LRT system alongside the rigid infrastructure that comprises the heavy rail system and the freeway systems severely inhibits pedestrian accessibility to the transit system. To help further understand how the level of accessibility varies across the system, a systematic pedestrian level-of-service index for each station within the system was created that takes into account the formal, as well as informal street networks. This inaccessibility is highly likely to limit the potential that this system may have to generate development near station located that is fully integrated with the LRT system. Primary data collected by surveying households across the metropolitan area revealed very little difference between car ownership rates and weekly VMT of survey respondents living within 12- mile of an LRT station and elsewhere in the metropolitan area. Differentiating between those station areas that were Park-and-Ride (that is, had a park-and-ride lot) versus Walk-and-Ride showed a more nuanced picture. Residents who live in Walk-and-Ride stations do have have lower VMT than those who live in Park-and-Ride station areas and those who do not live near an LRT station. This reinforces the fact that development needs to be more fully integrated with the LRT system in order to achieve some intended goals such as less dependence on automobiles.

The overall goal of this project is to enhance the fundamental understanding of Florida long-distance travel characteristics, and to provide policy implications for long-distance transportation planning in the future. To achieve the research goal, this study first conducts a descriptive analysis of long-distance travel with special emphasis on the modes used, distance traveled, and origins and destinations. Then, this study estimates mode choice models for long-distance travel that are sensitive to alternative specific attributes and traveler characteristics. It is important to have appropriate models that are able to provide accurate predictions of travelers mode choice behavior that consider how people choose one mode or another. The descriptive analysis shows that nearly 90 percent of trips are made by personal passenger cars, and most are on I-4, I-95, and Turnpike corridors that connect the Tampa, Orlando, and Miami/Fort Lauderdale urbanized areas as defined by Metropolitan Statistical Area (MSA). Among MSAs in Florida, Orlando is the hub for long-distance travel. The estimated model shows that both travel time and travel cost decrease car users utility, indicating that people will have a greater chance to shift to other modes as travel time and travel costs increase. In contrast, air travel has a positive sign for travel time, and a negative sign for travel cost, while bus has a negative coefficient for travel time and a positive sign for travel cost. Positive signs of these estimated parameters may imply that air travelers and bus users are willing to increase travel time and travel cost, respectively.