走在汽車革命的路上論文書籍站
國立臺北科技大學 工業工程與管理系 劉建浩所指導 黃裕倉的 應用多準則決策與模糊積分探討國道客運服務品質 （2021），提出Priority bike關鍵因素是什麼，來自於大眾運輸、服務品質、最佳最差方法（BWM）、理想解類似度順序偏好法 （TOPSIS）、模糊積分。
而第二篇論文國立成功大學 土木工程學系 楊士賢所指導 陳懷南的 建立可調整的市區道路永續性評估工具 （2021），提出因為有 的重點而找出了 Priority bike的解答。
Priority bike進入發燒排行的影片
1969 HONDA DREAM CB750FOUR K0 1969 ホンダ・ドリームCB750 K0
://jp.youtube.com/watch?v=Trn7-SD6fCQ
レストア完成、
おめでとう、
HONDA and DREAM CB750FOUR (Doremushebe ..floatage.. Foix) are motorcycles to which Honda Motor Co., Ltd. was doing the manufacturing sales.
Details until developing
At first, the reputation in foreign countries was not fragrant though HONDA that accomplished complete conquest by the road racing world championship at that time aimed to advance worldwide on a commercial side, and announced and had exported the new car of dream CB450 etc. one after another except the desire. It is because there was respect that lacks from a room that the rider can manipulate even if the performance is put out by a small displacement little to easiness to get on because this values a top speed of the motorcycle as a flow from the race.
Then, all technologies at that time will be concentrated on manufacturing as a motorcycle at that time because it becomes a maximum level displacement though the vehicle that can correspond also to a recent race standard after coexisting of the performance and room is attempted because of the expansion of the displacement is planned and production was decided.
The vehicle manufactured thus is dream CB750FOUR (henceforth CB). The dream of the car name is a series trademark that HONDA was using for the efficient at that time, sports type.
The main equipment and performance of CB
Engine Parallel four cycle four cylinders OHC
The cylinder is narrowed a little by using a lot of parts of aluminum and width and the weight of the engine are suppressed though the engine adopted four parallel cylinder engine of two-wheel mass production first car considering externals. About the Shaiki valve, not DOHC but easiness to get on and productivity for the high rotation used from the low rotation were considered to a racer at that time, and ..daring.. SOHC was adopted. As two-wheel mass production car, it is the first time to have equipped four cylinders all with the carburetor.
Engine performance- 738cc･67 horsepower and maximum speed 200 km/h
The displacement and the horsepower of the engine were decided in shape to compare engines of this industry and others car. The performance that it is possible that it put on the speed at 200 km/h was still secured though it was suppressed from the priority of easiness to get on to the output extent more than the highest all motorcycles on the market, at that time, value though it was also possible that this engine raised the performance a little more. However, this is called the purpose is for the parts supplier to clarify the responsibility to the manufacturing thing to HONDA though parts only for CB will be both made as for a tire at that time and the chain because it is not possible to finish corresponding to this horsepower, and the explosion and the plasmotomy were repeated while developing.
Front wheel disk brake
The manufacturer named the MV Agusta had already used a small amount of front wheel disk brake in the production vehicle. However, it has been decided to make it equip with the disk brake by "Authoritative word" of Soichiro Honda who is finally the president and exhibit though the comparison discussion was done which the drum or the disk to be used just before Motor Show to which a real car of CB is exhibited because it was unexampled in two-wheel mass production car. As a result, it is told that it had a hard time in the accumulation of knowhow though the disk brake will be adopted for the first time as two-wheel mass production car. It is true that working of the brake worsens extremely when the rain running.
應用多準則決策與模糊積分探討國道客運服務品質
為了解決Priority bike 的問題，作者黃裕倉 這樣論述：
搭乘大眾客運能有效地減少都市交通阻塞及汙染問題，提升客運業者服務品質有助於提高民眾的搭乘意願。過去已有許多相關的研究探討客運服務品質，採用服務品質指標（SQI）結合結構方程模型（SEM）等統計方法，或是使用多準則決策分析方法，但是假設準則間是相互獨立關係。但是從現實社會中來看，許多在不同構面下的評估準則與準則之間可能會存在相互影響關係，以及準則之間的非加法關係，因此本研究將提出一個非加法模型考慮準則間的相互影響，探討大眾客運服務品質。本研究採用計算權重的最佳最差方法（Best Worst Method, BWM），可減少準則之間的比較次數，評估每項服務品質的準則所占整體的權重。再透過模糊積分
（Fuzzy integral）考量評估準則之間的非相加性進行績效整合，並以理想解類似度順序偏好法（Technique for Order Preference by Similarity to an Ideal Solution, TOPSIS）對客運業者的優劣進行排序，並提供管理者改善策略，以有效提升服務品質。本研究以三家台北-宜蘭國道客運公司作為研究對象，研究結果並將與傳統加法行進行比較，探討兩種模型研究結果並提出研究結論。
建立可調整的市區道路永續性評估工具
為了解決Priority bike 的問題，作者陳懷南 這樣論述：
The transportation infrastructure system plays a pivotal role in a country's economic development and has been perceived as one of the leading sectors stimulating sustainability worldwide. Currently, increasing uncertainties on climate change and the depletion of natural resources have necessitated
innovative changes aiming at a better environmental future. Furthermore, other essential parameters, such as economic crisis coupled with societal requirements and demands in the transportation industry, should be considered in most policies/regulations by public agencies/governments and other orga
nizations. The above facts raised the necessity of incorporating best practices in road development. In addition to the economic component defined for many years, sustainable practices have illustrated the growing environmental and social aspects. Hence, sustainable transportation infrastructure rat
ing tools (STIRTs) received increasing attention to evaluating and managing sustainable development according to the triple bottom line in the transportation field. Although STIRTs have been increasingly recognized over the last decade, they revealed some limitations associated with the subjectivity
in weighting approach and applicability to different road types and other countries/regions. Hence, growing environmental concerns posed the pressing need for rating tools specifically for other areas, particularly the developing world.In response to the United Nations' Sustainable Development Goal
s (SDGs), local transportation agencies worldwide urgently need to establish systematic and quantifiable sustainable roadway projects. Given the lack of an appropriate rating tool to evaluate sustainable urban road engineering projects, this research aims to establish an adjustable urban road sustai
nability rating tool (AUR-SRT) for the cross-country context (i.e., Taiwan, Vietnam, and Indonesia). The specific objectives are: (1) to conduct a comparative review of existing STIRTs; (2) to develop various indicators/requirements and their weighting/scoring systems under four categories (material
and energy, environment and ecology, economy and society, and transportation livability); (3) to identify the critical barriers to indicator implementation in those three countries. This study employed an adaptive approach, which integrates the top-down and bottom-up methods under each category top
ic. The former undertook the review process centering around sources (i.e., existing STIRTs, previous academic papers) to select potential indicators and barriers. The latter method (i.e., bottom-up approach) conducted individual discussions among local experts to finalize relevant indicators/ requi
rements and barriers. Then the current research utilized the Analytical Hierarchical Process (AHP) and Fuzzy AHP (FAHP) to allocate weights/scores to indicators/requirements. Moreover, the Weighted Sum Model (WSM) was used to identify critical barriers to indicator adoption under each category.As th
e final result, an AUR-SRT was structured hierarchically in 21 sustainable indicators and corresponding requirements under four categories. The weighting and scoring systems were also assigned to indicators/ requirements based on expert judgments from Taiwan, Vietnam, and Indonesia. Under the materi
al & energy category, five indicators include Local material, Long-life design, Recycled & reused material, Efficient water consumption, and Energy efficiency, while seven indicators are Ecological impact analysis, Green cover, Vegetation quality, Stormwater management, Construction waste management
, Wastewater treatment, and Workzone pollution control in the environmental and ecological category. The economic and societal category consists of Stakeholder participation, Landscape enhancement, Historical and cultural conversation, Life-cycle cost analysis, and Asset Management indicators. The l
ast category (i.e., transportation livability) includes four indicators: Pedestrian facilities, Universal design, Multimodal transportation, and Utility facilities. The current research also investigated critical barriers among nine potential ones to indicator adoption for each category. Such as, un
der the transportation livability, three critical barriers are (1) Lack of interface coordination among different stakeholders, (2) Unfavorable natural conditions, and (3) Lack of owner requirements, government policies, and regulations. Whereas three most essential barriers hindering the material a
nd energy-related indicator adoption are 1) Lack of owners' requirements, Government policies, and regulations, 2) Lack of specifications and standards, and 3) Limited budget and schedule. In the two categories (i.e., environmental and ecological; economy and society), three barriers influencing mos
t indicator implementation are 1) Lack of owner requirements, government policies, and regulations, 2) Lack of specifications and standards, 3) Limited budget, and schedule. This study contributes to the body of sustainable transportation infrastructure knowledge. It also provides invaluable practic
al implications for indicators and barriers to sustainable road engineering design, construction, and promotion within three countries and others. The adaptive approach is general and can easily be customizable to other regions/countries.