红水河滚装运输方式价值研究

文章针对红水河运输需求大与通航设施能力小的矛盾。提出新型的滚装运输方式,介绍了滚装运输的线路、车型、船型选择方法。并通过与公路、铁路等运输方式在运价、运能及资源综合利用率方面的比较,论述了滚装运输方式的经济价值和社会价值。     

我国四大滚装运输市场概述

滚装运输以其装卸效率高、对码头要求低、港口投资少、装卸费用低、门对门服务等竞争优势,自上世纪80年代初在我国起步后,迅速发展成势。由于滚装运输的发展受物流特征、地理条件、交通环境和地域经济发展程度等因素的制约,通常在经济发达地区的内海、海湾、海峡和沿海岛屿间的短途水运中较具有竞争优势。自我国滚装运输起步以来,已先后形成了琼州海峡、舟山群岛、渤海湾以及长江上游等4大滚装运输市场。一、琼州海峡滚装运输市场琼州海峡滚装运输市场是我国滚装运输市场中起步最早、发展较快的。该市场于1982年开始发展起来的。据最新统计,…     

川江流域大型货车出行竞争力分析

川江流域载货汽车滚装经过近几年的蓬勃发展,目前已经达到较为可观的营运规模,2004年滚装运输车辆已经达到了31.7万辆。随着区域内公路运输条件的改善,未来公路运输与滚装运输相互之间的竞争将更为激烈。未来滚装运输发展前景如何、是否仍然能够满足现代化运输发展需要,成为相关管理部门近期难以简单解答而又迫切需要引起重视的问题。为此,研究人员通过实地开展多项调查工作,收集相关数据,对未来大型货车各种出行方式之间的竞争力进行较为深入分析和比较,以此分析未来川江流域滚装运输的发展趋势。一、大型货车出行方式调查川江流域地势险恶…     

西江干线航道商品车滚装运输研究

文章从发展态势、货源保障、可达性、码头能力等方面,分析了开展西江干线航道商品车滚装运输的可行性,并从货源、时效、航线、船型、码头、成本等方面,提出西江干线航道商品车滚装运输方案的实施建议。     

陆海并重 协调联动——山东北明全程物流陆海甩挂运输成效显著

烟大航线的两端—烟台和大连均为全国沿海开放城市,经济发达,烟大航线南端的烟台横向辐射山东半岛乃至整个山东省,纵向向南辐射华东各省市,航线北端的大连纵向向北辐射整个东北三省。近年来,航线滚装车辆以年均5%的速度递增。特别是实施燃油税后过海车辆更是迅猛增加,2009年滚装车辆达到了78万辆,整个航线年滚装货物达2000多万吨。同时,渤海湾烟台至大连航线滚装运输因其减少公路运行里程,在一定程度上减轻了公路交通的压力,也减少了道路安全事故的发生。而在这个陆海接驳的节点上,甩挂运输在各方的大力扶植下,短短几年时间已经结出了丰硕的果实。     

综合信息

交通部确定长江干线港口发展重点交通部副部长徐祖远说,根据交通部的规划,“十一五”期间,将继续推进上海国际航运中心建设,加快建设具有区域性枢纽作用的主要港口,进一步拓展港口功能,实现港口结构升级,提升港口服务能力和水平。逐步完善以上海国际航运中心为核心的集装箱运输体系、铁矿石江海转运体系、煤炭专业化运输体系、汽车滚装运输体系和石油及液体化工品江海运输体系。     

某客运滚装码头自动化升级改造关键技术研究

文章以某客运滚装码头自动化升级改造工程为例,从工艺方案、关键设备、自动化控制及监测技术、智能视频监控技术应用四个方面,研究了客运滚装码头自动化升级改造关键技术,对提高客运滚装码头的作业效率和稳定性,降低作业成本,减少客运滚装码头作业安全事故,推动码头向自动化、智能化方向发展具有非常重要的意义。     

山东省滚装运输站场及泊位建设规模探讨

对山东滚装运输站场及泊位的建设规模进行了规划设计.考虑省情和存在问题,提出了山东省滚装运输站场及泊位建设规模.     

货运模型中物流要素整合方法研究

货运模型是为了辅助决策者对货物运输政策、运输系统的相互影响进行评估。物流概念的产生促进了货物运输变革,货运模型也越来越多的考虑物流要素。本文从库存物流、运输物流两方面,分析了货运模型中物流要素整合的基本过程、技术路线。单独探讨了包含物流枢纽要素的货运模型,并对不同模型性能进行评价。结合货运模型的数据需求和能力局限,总结了未来发展方向。     

供需匹配视角下北京综合交通供给侧改革研究

本文提出广义完整运输产品的概念并将综合交通运输体系划分为主体层、客体层、载体层、组织层与制度层。在此基础上提出综合交通体系供给改革的核心目标是通过优化供给产品结构,创新要素供给环境,完善供给制度,满足广义完整运输产品的要求,实现有效供给与现有需求和潜在需求之间的时空匹配。同时,在北京交通供给侧问题基础上,提出优化北京综合运输体系的措施。     

Automating a framework to extract and analyse transport related social media content: The potential and the challenges

Harnessing the potential of new generation transport data and increasing public participation are high on the agenda for transport stakeholders and the broader community. The initial phase in the program of research reported here proposed a framework for mining transport-related information from social media, demonstrated and evaluated it using transport-related tweets associated with three football matches as case studies. The goal of this paper is to extend and complement the previous published studies. It reports an extended analysis of the research results, highlighting and elaborating the challenges that need to be addressed before a large-scale application of the framework can take place. The focus is specifically on the automatic harvesting of relevant, valuable information from Twitter. The results from automatically mining transport related messages in two scenarios are presented i.e. with a small-scale labelled dataset and with a large-scale dataset of 3.7 m tweets. Tweets authored by individuals that mention a need for transport, express an opinion about transport services or report an event, with respect to different transport modes, were mined. The challenges faced in automatically analysing Twitter messages, written in Twitter’s specific language, are illustrated. The results presented show a strong degree of success in the identification of transport related tweets, with similar success in identifying tweets that expressed an opinion about transport services. The identification of tweets that expressed a need for transport services or reported an event was more challenging, a finding mirrored during the human based message annotation process. Overall, the results demonstrate the potential of automatic extraction of valuable information from tweets while pointing to areas where challenges were encountered and additional research is needed. The impact of a successful solution to these challenges (thereby creating efficient harvesting systems) would be to enable travellers to participate more effectively in the improvement of transport services.     

CAD在油管矫直辊设计中的应用

采用通用的三维造型软件,分析了矫直辊在油管矫直过程中存在的问题,在矫直辊与油管倾斜角调整范围内,油管在矫直辊工作段的接触区段均达不到工作需求。通过切除法设计出新的矫直辊辊型,并对其工作过程进行了理论验证,得到了油管在该矫直辊上的接触情况,进一步将辊型进行二维输出,利用Matlab拟合出该矫直辊辊型的曲线方程,便于制造加工。实践证明,该矫直辊完全满足工作要求。     

Matatu: A Case Study of the Core Segment of the Public Transport Market of Kampala,Uganda

Abstract

In Uganda, public transport is provided by a four‐tiered public transport system, with the Matatu (usually Toyota cabin‐transporters of 1990s make) as its backbone, providing the widest, densest and cheapest connectivity. The article shares findings of a survey on perceptions, profiles and aspirations of drivers/conductors/stage personnel and of passengers. They show that entering a career within the Matatu business opens choices and promises inclusion into a relatively strong social network. For passengers, the Matatu offers a cost‐effective opportunity to commute to places of work, transport goods and connect with business partners. The findings also point to limitations of the current public transport system, with emphasis on lacking client care, e.g. fare cheating by conductors. There is a need to better understand the dynamics of urban transport systems against the background of expanding urbanization in low‐income countries. This article has attempted to contribute to that need.     

Transport and society1

In 1963, the Buchanan Report in the UK advocated a combination of new road capacity, improved public transport and traffic restraint as a means to tackle congestion. Forty years on, and the advice from many transport experts remains the same. However, the scale and complexity of the problems associated with a mobility‐dependent society have grown. The need for politicians to make tough but realistic policy decisions on transport is now becoming unavoidable. They must confront the realities of living with the car as must the general public. Policymakers now also have social well‐being and sustainable development moving higher on their agendas alongside transport. Against such a backdrop, the paper makes the case for transport research, policy and practice to acknowledge more fully the inherent links between transport and society. It argues that greater recognition and understanding of such links is crucial to confronting the present realities. Transport does not merely serve society: it shapes society, as in turn society shapes transport. The future of each is dependent on the other, and this fact must be recognized. The paper advocates in turn that the transport profession must move from its heartlands in engineering and economics also to embrace more fully such disciplines as sociology and psychology. A factual picture of the many facets of present‐day society is presented and the implications for travel demand are discussed. Through considering phenomena such as social norms and habitual behaviour, it is then argued that the travel choices and behaviour of individuals are not simply a matter of economic optimization. This points to the need for decision‐makers to be furnished with better evidence about the transport problems faced and the potential efficacy of measures that might be taken. Discussion of public attitudes and the role of the media are included in the context of assessing how politicians can be encouraged and supported in their implementation of realistic but unpopular policies. Evidence and experience within the paper are UK based, although many of the issues and arguments apply world wide.     

A survey of Hungarian transport policy

Abstract

In its introductory part this article discusses the principles of the transport policy approved in 1968, followed by the reasons behind the advances on this policy approved in 1978.

It then goes on to review the Hungarian transport pattern and organization, including the roles played by the railways, the road transport companies, the state‐owned enterprises as well as cooperatives, urban transport, shipping, air transport, pipelines, and private transport.

In discussing the division of labour (or market sharing) in transport it concludes that passenger transport is increasing slowly, while the proportion of private transport is continuing to rise. A moderate increase is expected in goods transport with a decline in the share of the railways and a rise in that of the other transport branches. This division of labour is being influenced by economic, not administrative, means.

The main target of the advanced transport policy is to shape a transport system which corresponds to socioeconomic requirements. This means that goods transport capacities must be put to more efficient use, which involves improving development, organizational and planning operations. In passenger transport priority must go to public transport while the proportion of private transport must be defined in keeping with demand and economic possibilities.

In the development of the infrastructure and investments, the need to improve energy use and protect the environment must be stressed.

The rest of the article presents the detailed reasoning behind the measures already taken and scheduled to be taken to achieve these main targets.     

Indirect Effects to Include in Strategic Environmental Assessments of Transport Infrastructure Investments

Abstract

Indirect effects are important considerations when making consequence analyses in general and in strategic environmental assessments in particular of potential transport solutions and infrastructure plans. The primary objective of this paper is to emphasize the need for a deeper understanding of the long‐term system effects of investments in transport infrastructure with a focus on the structuring effects that roads and railways have on society, e.g. altered transport patterns, altered settlement structures and changes in use of the built environment. Special attention is given to the following potential indirect effects: increased total transport volume, increased share of private motorists and truck transport, increased urban sprawl, and increased energy use in buildings. The conditions that determine the power of the effects are discussed and a number of key factors to be considered in transport infrastructure planning, especially in strategic environmental assessments, are suggested. Since many indirect effects emerge over time, an extended time perspective is of essence. Therefore, scenario techniques may be useful when analysing indirect effects in transport planning processes.     

Introducing environmental equity dimensions into the sustainable transport discourse: issues and pitfalls

Environmental equity considerations should be an essential ingredient of any sustainable transport strategy. Yet, it is unclear how environmental equity considerations can be incorporated into the sustainable transport discourse in a meaningful manner. The paper explores the multiple facets of the meaning of environmental equity in the case of transport. Then, the issues that need to be addressed in any analysis of each facet are delineated. On this basis it is suggested that the conventional environmental equity analysis, whereby the affected areas are compared to unaffected areas, is unlikely to render robust or meaningful results. Rather, the focus of research should be on the equity implications of policies geared to mitigate transport systems' environmental externalities, and on comparisons of users of the different transportation systems to those exposed to the negative environmental externalities of these systems. The results of such studies could provide direct inputs into comprehensive balanced policy packages within a sustainable transport strategy.     

Comments on 'The limitations of transport policy'

This paper has been written as a response to the paper of Metz (2002) on 'The limitations of transport policy'. It is argued that the issues involved are more complex than Metz implies, and that many current travel patterns stem from decisions made previously about lifestyles, as a result of changing patterns of work, the availability of home-computing facilities, and increasing aspirations and income. Neither the models nor the data sources available to transport planners reflect these trends, and transport policy tends to be simplistic. Many of the transport policy issues stem from increasing car dependency, with its implications, particularly for the elderly and for the young. It is argued that transport policy has not been very effective in the past, and it is likely to be even less so in the future. Hence, there is a need to redefine the role of the transport planner and recognize the limitations of transport policy.