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西气东输工程对我国管的发展及改善大气环境具有重要的意义,选择钢管的型式,在西气东输工程中占有举足轻重的地位,本文根据国情,提出三种选择方案,其中的第二、第三种方案较为切实可行,从螺旋焊管优点以及静压焊破强度、韧性失稳断裂,低湿脆性、低循环疲劳强度、流动特性等特殊性能方面入手,进行剖析并与直缝焊管进行比较,得出螺旋焊管可用于西气东输主干线用管的结论。 相似文献
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《管道技术与设备》2003,(3)
3月 2 3日 ,邯钢集团舞阳钢铁有限责任公司研制开发的X70管线用宽厚钢板通过了由中国钢铁工业协会主持的专家技术评审 ,从此改变了高级别直缝埋弧焊管用宽厚钢板依赖进口的局面。同日 ,舞钢公司与中国石油天然气股份有限公司西气东输管道分公司在北京签订了“西气东输”工程的第一项 2× 10 4 t国产化直缝埋弧焊管用X70宽厚钢板供货合同。据悉 ,整个“西气东输”工程需要多种厚度规格的直缝焊管 6 15 8× 10 5t。其中 ,2 0 0 1年、2 0 0 2年所需的宽钢板材几乎全部依赖进口。由于整个管道工程要求板材必须是高纯净度、超细晶粒钢 ,具备低… 相似文献
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2004/102004年9月1日上午10点,塔里木盆地牙哈气田的天然气从新疆轮南首站进入西气东输管道。至此,西气东输管道工程提前实现全线通气的目标。按照计划,2005年1月1日将实现全线商业供气的目标。届时,长达4000公里的主干管道将横亘华夏,将塔里木的天然气输往华东及沿线省市,实现中国管道发展史上的一次大跨越。一、工程概况西气东输主干管道工程西起新疆轮南,经过10个省市自治区到达上海、浙江,全长4000公里,输气管道直径1016毫米,设计年输气量120亿立方米,投资400多亿元,加上上游和下游项目西气东输工程投资总额达1400多亿元。西气东输管道… 相似文献
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临濮输油管道的部分管段因遭受多次第三方破坏,造成管线泄漏.为在不停输情况下带压封堵,提高封堵效率,研制低压封堵器摘取泄漏处阀门进行封堵作业.详细介绍了低压封堵器的研制方法、装置结构和封堵技术关键作业步骤.在成品油和原油管道抢修作业中,低压封堵器的使用能减少工时10% ~ 62.5%,将施工人数减少至1人,未发生跑油、冒油现象,保护了管道周边环境. 相似文献
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到2005年,一条钢铁巨龙将横亘华夏大地——它升腾于塔里木的茫茫瀚海,在万众瞩目中穿过河西走廊,轻巧地越过苍莽的黄土高原,三渡湍急的黄河,一路向东,穿越江淮水网,直至东海之滨的申城上海;它腹内奔涌的,是数以百亿立方米计的天然气,是中国经济腾飞急需的动力;它就是西气东输,新世纪中国经济的又一大动脉。于今年7月4日在北京人民大会堂隆重举行的开工典礼仪式,宣告了西气东输工程进入了一个崭新的阶段。作为西部开发的标志性项目,西气东输工程西起新疆轮南,途经10个省、自治区、直辖市到达上海白鹤镇,全长4000公里,设计年… 相似文献
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Ingmar Andrasson 《先进运输杂志》1998,32(1):23-34
A survey of research and development in advanced transit has been made by Chalmers University of Technology in Gothenburg in cooperation with Trans21 in Boston. Summary findings are reported for fourteen academic research programs and ten development programs for PRT. An earlier version of this paper was presented at the International Conference of PRT and other Emerging Systems held in Minneapolis in 1996. 相似文献
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In the next few years, exciting developments in the field of freight transport are likely to occur. The Channel Tunnel will be perceived as giving railways much greater distance of operation, compared to the current train ferry to/from Great Britain. The further development of swap-body technology will allow easier modal transfer and the creation, in 1992, of a single market in Europe will transform the pattern of trade. All of these are likely to have significant impacts on modal choice, and hence modal split, in freight transport. Reappraisal by many firms of the modes of transport used is likely but will it result in a net transfer of freight from road to rail and, if so, to what extent? To answer such questions, an accurate and reliable method of predicting modal split is required. Research in the past has concentrated on the development of modal split models based on generalised costs. These fail to explain adequately the prevalence of road freight in the UK. From surveys of freight managers within industry, it is clear that models to date rely too heavily on the economic cost factor and too little on behavioural factors (Jeffs 1985). This paper derives from a recent study of freight transport modal choice from the standpoint of the transport decision-maker within the firm. It attempts to shed light on the actual parameters which should be incorporated into a modal split model. Many variables appear to exert an influence on modal choice decision-making process. However, it is possible to categorise them into six main groups, namely: customer-requirements; product-characteristics; company structure/organisation; government interventions; available transport facilities; and perceptions of the decision-maker him/herself. It is the interactions and inter-relationships between these which ultimately determine freight modal split. This study has shown that the relationship between the outcome of the transport decision process and the values of particular determinants of modal split is not straight-forward, due to the complexity and variety of interactions involved. Perhaps one of the main reasons for researchers' failure hitherto to develop a successful modal-split model has been the preoccupation with techniques that rely on the development of common metric (e.g. generalised cost), which has led to the exclusion of some important explanatory variables along quite different dimensions. Another important issue concerns the appropriate level of aggregation. In order not to reduce the explanatory power of the key variables, it is important to work at a disaggregate level, although this does make substantial demands on data. The use of factor analysis enables both the aggregation of information without loss of behavioural reality and the specification of variables in terms of a common metric. In conclusion, freight transport has usually been examined within too narrow a framework. It must be placed firmly within the context of the total industrial process. The demand for freight transport is directly influenced by the level, composition and geographical distribution of production and consumption activities. Freight flows are complex and so it is highly unlikely that a universal mode-choice model can ever be developed. Future research should, therefore, be directed towards developing partial models in response to specific needs of those involved in decision-taking in the freight sector. 相似文献
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管道风险分析指数评分法中重要步骤之一就是确定影响管道事故因素的权重,各个管道风险因素在整个管道事故中所占的权重是不相同的。针对目前管道风险分析指数评分法基本假设之一(各因素的分值范围都是0~100分),为了更加客观、准确、合理地反映各个风险因素对于管道事故的影响程度,提出并论述了依据层次分析法的数学逻辑性进行综合计算得出管道风险因素的权重,然后对评分法中各个因素的最高分值,根据其权重不同进行相应调整,从而增强评价者对风险因素的认识和评判能力,提高管道风险评价结果的准确性。 相似文献
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The concept of accessibility has acquired numerous meanings along multiple dimensions during the century of its evolution. This essay argues for the salience of two dimensions: application-based and definition-based. In its application, accessibility has incorporated positive and normative dimensions which have varied in prominence over time. In its definition, accessibility has varied between a mode of evaluation incorporating measured mobility and proximity, on the one hand, and a predefined market basket of urbanist improvements to transportation and land use systems, on the other. Advocates of the accessibility shift should emphasize both the measured approach to accessibility and accessibility’s normative side. 相似文献
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Nicholas B. Taylor 《运输规划与技术》2018,41(1):37-57
ABSTRACTPredicting the risk of traffic demands and delays exceeding critical limits at road junctions, airports, hospitals, etc., requires knowing how both mean and variance of queue size vary over time. Microscopic simulation can explore variability but is computationally demanding and gives only sample results. A computationally efficient approximation to the mean is used in many modelling tools, but only empirical extensions for variance in particular situations have been available. The paper derives theoretical formulae for time-dependent and equilibrium variance, believed to be novel and to apply generally to queues covered by the Pollaczek–Khinchin mean formula, and offering possible structural insights. These are applied in an extended approximation giving mutually consistent mean and variance estimates with improved accuracy. Tests on oversaturated peak demand cases are compared with Markov probabilistic simulation, demonstrating accuracy (R2?>?0.99) for typical random, priority-like (M/M/1) and traffic-signal-like (M/D/1) queues. Implications for risk analysis, planning and policy are considered. 相似文献
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The big paradigm for cities nowadays is to study the movement of pedestrians at the interface between metro and bus systems – metro–bus interchanges. When these interchanges are not well designed, walking is inefficient and can be unsafe for pedestrians. This paper analyses, by means of a pedestrian microsimulation model, metro–bus interchange spaces in order to propose planning guidelines for the city of Santiago de Chile. Specific objectives are (1) to identify the variables that provide efficiency and safety in those spaces; (2) to simulate different scenarios using the pedestrian simulation model LEGION; (3) to propose planning and design guidelines for pedestrian spaces at metro–bus interchanges; and (4) to contrast the recommendations in the recently opened terminal station on Line 1 of Metro de Santiago: Los Dominicos Station. 相似文献