共查询到19条相似文献,搜索用时 55 毫秒
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本文从空铁联运发展综合交通运输体系、优化资源配置降低建设费用、有利京津冀区域合作等三个方面,对首都第二机场选址在北京正南方的大兴区提出不同看法。 相似文献
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在经历了漫长的论证或博弈之后,北京第二机场项目终于确定场址上马了。与现有首都机场相比,第二机场距离市中心相当遥远,其距离天安门的直线距离46公里,大约相当于首都机场的两倍!如此远的机场其陆侧交通的衔接将成为一个突出的难题。现有的首都机场似乎可以充当参照物。首都机场2013年客流量将达到 相似文献
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本文强调了绿色施工理念在市政工程中的应用价值,并从绿色施工管理、施工垃圾管理、施工节水管理、施工土壤保护、噪音控制技术、扬尘控制技术等方面入手,阐述了绿色施工理念在市政工程中的具体应用。并在此基础上,提出了持续完善并落实绿色施工管理机制、丰富绿色施工的手段与方式等绿色施工理念的优化应用措施,以期为同类工程的顺利开展提供参考。 相似文献
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从国家中部掘起战略出发,依据P-中值选址理论提出构建以武汉双枢纽机场为核心的湖北地区航空交通体系,并提出了湖北省机场规划布局的对策和建议。 相似文献
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基于交通资源优化配置的机场群整合问题 总被引:1,自引:0,他引:1
<正>近年来,我们经常听到一个新名词——机场群。比如,在北京新机场选址等问题上,一些专家提出,建设北京新机场,必须携手京津冀现存机场,构建 相似文献
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<正>2018年全国民航工作会议提出要建设四型机场,2019年9月,习近平总书记在出席北京大兴国际机场投运仪式时,要求“建设以‘平安、绿色、智慧、人文’为核心的四型机场”。四型机场建设中,智慧机场是一项贯穿始终的工作,平安、绿色、人文机场建设水平的提升,都离不开智慧驱动。笔者通过学习了解目前国内智慧机场建设较为先进的成都天府国际机场, 相似文献
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核心机场与多核机场群发展模式及其特点研究 总被引:1,自引:0,他引:1
《综合运输》2018,(1)
我国京津冀、长三角和珠三角三大机场群均为拥有单个核心机场的多层级机场群。核心机场是位于机场群层级结构最高层级的机场,在机场群中业务集中度高、重要性突出、发展优势明显,核心机场的数量影响机场群层级结构和发展格局。通过对机场群层级结构演变趋势的分析,本文提出并探讨了机场群未来发展的一种可能模式,即多核机场群。分析认为,多核机场群与单核机场群相比,在服务能力、服务范围、系统稳定性、安全性、对经济的发展适应性和对区域经济协调发展的推动等方面均具有更好的比较优势,是机场群和城市群发展到成熟阶段的结果。未来这一趋势变化将给机场群发展以及宏观决策带来一定挑战。 相似文献
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The most commonly used criteria to determine complicated airport obstacle surfaces are FAR Part 77 imaginary surfaces, TERPS, and the one engine inoperative obstacle identification surface for air carriers. For each obstacle surface there are tradeoffs encountered in our practice between the obstruction penetration and extension of runway, change of flight profile, and allowable aircraft maximum payloads. For the purposes of both airport engineering and airport planning, a better understanding of these different obstacle surfaces and their application is important. In this paper, the differences and relationships between these surfaces are addressed. The conditions for the use of each criterion are discussed. In addition, the FAA's Obstruction Evaluation / Airport Airspace Analysis (OE/AAA) process is reviewed. 相似文献
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《Transportation Research Part A: General》1991,25(2-3):91-99
This paper presents a model that systematically integrates, for the first time, the association between a region's aviation near-midair collision risk and its traffic levels, its type and amount of air traffic control, and the complexity of its airspace. The model incorporates the tight interrelatedness (and correlation) between traffic, airspace complexity, and air traffic controller staffing. An estimation of the model using cross-sectional data on 143 U.S. airports in 1985 indicates that the frequency of reported near-midair collisions (NMACs) is positively associated with regional traffic and airspace complexity, despite the fact that busier, more complex regions generally have more air traffic controllers. Also, in regions governed by “terminal radar service areas” (TRSAs), the reported near-midair collisions are positively associated with the presence of more satellite airports than would be expected on the basis of traffic alone. Finally, deviations from controller staffing levels that would be expected on the basis of traffic and airspace complexity alone are significantly associated with variations in reported NMACs in terminal control areas but not in terminal radar service areas. 相似文献
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通用机场是综合交通基础设施网络的重要组成,阐释通用机场政策工具体系的类型与特征具有重要意义。本文构建了以政策工具为核心,以政策目标和政策执行为两翼的3*32分析框架。以2016年至2020年的40个政策文本为研究对象,剖析了政策工具的类型与特征,并对政策目标与政策工具、政策执行与政策工具展开了交叉分析。结果显示,环境型政策工具应用频率最高,供给型和需求型政策工具应用较少,政策工具结构存在明显失衡;政策工具主要服务于规范建设与运营和引导发展与创新政策目标,政策目标的均衡性不足;政策工具与政策目标的匹配度较低,政府购买、人才供给、资金支持等诸多行之有效的政策工具在具体目标中未得到充分应用。 相似文献
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D. R. Jones 《运输规划与技术》2013,36(5):521-543
Abstract Aviation passenger traffic is forecast to grow significantly over the next decade and beyond. To accommodate this growth will require investment in airport infrastructure, including terminals. These buildings represent large, lumpy investments, so it is important to provide the capacity to accommodate the forecast traffic. However, this depends on at least two factors: the accuracy of the forecast of future demand, and the process of translating these forecasts into designs. Error in either factor can be potentially catastrophic financially. Translating forecasts into designs depends on ‘rules of thumb’ formulae that convert design hour flows into area requirements for each terminal facility. This paper examines the process of translating demand forecasts into conceptual terminal designs. The basic methods used are outlined, and how they affect the conceptual terminal design process are revealed. A model for conceptual terminal design is derived, presented and validated based on a sample of UK airports. It is shown that even if demand forecasts can be taken to be completely accurate, there can still be errors in terminal design and size resulting from the use of these ‘rules of thumb’. 相似文献
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Ángel G. Marín 《先进运输杂志》2013,47(4):461-474
The airport taxi planning (TP) module is a decision tool intended to guide airport surface management operations. TP is defined by a flow network optimization model that represents flight ground movements and improves aircraft taxiing routes and schedules during periods of aircraft congestion. TP is not intended to operate as a stand‐alone tool for airport operations management: on the contrary, it must be used in conjunction with existing departing and arriving traffic tools and overseen by the taxi planner of the airport, also known as the aircraft ground controller. TP must be flexible in order to accommodate changing inputs while maintaining consistent routes and schedules already delivered from past executions. Within this dynamic environment, the execution time of TP may not exceed a few minutes. Classic methods for solving binary multi‐commodity flow networks with side constraints are not efficient enough; therefore, a Lagrangian decomposition methodology has been adapted to solve it. We demonstrate TP Lagrangian decomposition using actual data from the Madrid‐Barajas Airport. Copyright © 2011 John Wiley & Sons, Ltd. 相似文献