严格监理工作锻造品质工程——铜万高速宜丰联络线R总监办品质监理纪实

正"嘀嘀",手机提示音响起,点击进入即可看到"某某2#拌和站粗集料用量超差,请您及时处理"的信息。在铜万高速宜丰联络线(以下简称"宜丰联络线")质量和安全监管平台手机APP上,隐患等级、排查项、隐患描述、隐患状态等各类隐患清单情况无所遁形。作为宜丰联络线唯一监理机构的管理者,监理工程师们时时关注信息化监管平台,看到这类消息,会立即要求     

公路工程施工监理管理工作的问题及措施分析

为提高公路工程施工监理的水平,分析公路工程施工监理的作用、公路工程施工监理管理存在的问题、公路工程施工监理的原则,提出加强公路工程施工监理管理工作的有效手段,以期为同类施工监理工作提供参考。     

紧密结合工序技术要点开展桥梁施工质量监理控制研究

为保证桥梁工程质量,结合某特大桥工程的工位和工序技术要点,从模板技术质量监理、预应力钢筋质量监理、混凝土浇筑质量监理、张拉施工质量监理等方面,对桥梁工程监理控制要点进行分析,为相关工程质量监理工作提供参考。     

浅谈农村公路工程监理质量控制

文章针对农村公路的特点,结合广西昭平至黄村二级公路施工监理工作情况,分析农村公路工程监理工作现状及存在问题,探讨农村公路工程监理工作对策及监理控制质量的措施,为农村公路工程监理质量控制提供参考。     

创桂通监理品牌 结企业文明硕果——广西桂通工程咨询有限公司

广西桂通工程咨询有限公司（原广西桂通公路工程监理咨询有限责任公司）成立于1998年,是国内从事工程监理咨询的专业化服务公司,持有交通运输部公路工程监理甲级、公路工程特殊独立大桥专项监理、市政公用工程监理甲级、房屋建筑工程监理乙级、     

提升铁路建设项目监理作用研究

铁路建设项目监理是保障铁路建设质量和安全的关键,在现代化铁路建设中有不可或缺的作用。然而,目前在铁路建设项目监理工作中仍存在一些问题,如现场监理工作指导不足、监理人员素质待提升以及内业资料审查不完善等。针对这些问题,提出加强对监理工作的监管、加强对现场监理工作的指导和加强对监理人员素质的培养等措施,以期有效提高监理工作效率和质量,确保铁路建设项目安全、顺利进行。     

公路桥梁施工监理控制问题及建议

为了发挥监理作用,提升桥梁工程质量与安全,在阐述桥梁施工监理实施意义的同时,分析公路桥梁工程施工监理问题,而后从公路桥梁施工监理工作要点与监理实施方法等方面,对桥梁监理控制思路进行解析,以期通过论述为类似工程提供参考。     

隧道施工监理工作要点分析

深入分析隧道工程施工中的影响因素以及事故产生的原因,从工程监理的角度,提出了隧道施工监理工作的要点,包括隧道施工的开工审批监理、隧道洞口的施工监理、隧道支护施工监理、隧道掘进施工监理、隧道衬砌施工监理和隧道防排水施工监理,具有很强的可操作性,可有效提高隧道施工的安全性以及质量控制效果。     

公路工程环境监理监测探讨

文章结合我国公路工程环境监理工作实际,阐明了监理监测是工程环境监理的重要手段,论述了工程环境监理监测与施工期环境监测的区别、声环境、水环境、环境空气以及水土保持监理监测的内容、地点、频次与时间、监测结果的使用以及报告程序,提出了现阶段公路工程环境监理监测的发展思路。     

监理现场记录浅议

监理的记录能够直接反映现场监理工作的状况,能够映射到其它资料的整理情况,因而提高监理现场记录质量,可以促进整个项目的监理资料质量.     

粤港澳大湾区船舶污染风险分析及防治对策研究

2019年2月18日中共中央、国务院印发了《粤港澳大湾区发展规划纲要》,其中航运清洁发展是重要的内容之一。面对粤港澳大湾区水路运输高速发展的态势,尤其是石油及其制品的运量快速增长,船舶及其有关作业活动对水域环境造成的污染风险越来越大,大湾区内各市均不同程度面临着严峻的船舶污染防治形势。为保障国家、行业以及《规划纲要》关于船舶污染防治措施和要求的落实,本研究对大湾区船舶污染风险进行了分析,梳理了大湾区船舶污染防治现状,并提出了相应的污染防治对策。     

Impacts of motor vehicle operation on water quality in the US – Cleanup costs and policies

This paper investigates the costs of controlling some of the environmental impacts of motor vehicle transportation on groundwater and on surface waters. We estimate that annualized costs of cleaning-up leaking underground storage tanks range from $0.8 billion to $2.1 billion per year over 10 years. Annualized costs of controlling highway runoff from principal arterials in the US are much larger: they range from $2.9 billion to $15.6 billion per year over 20 years (1.6–8.3% of annualized highway transportation expenditures). Some causes of non-point source pollution were unintentionally created by regulations or could be addressed by simple design changes of motor vehicles. A review of applicable measures suggests that effective policies should combine economic incentives, information campaigns, and enforcement, coupled with preventive environmental measures. In general, preventing water pollution from motor vehicles would be much cheaper than cleaning it up.     

Inhalable railroad particles at ground level and subterranean stations - Physical and chemical properties and relation to train traffic

The paper compares PM10 concentrations in railroad environments with EU air quality standards and characterizes particle concentrations and particle properties in relation to train traffic. The results show that PM10 concentrations in ground-level railroad environments do not exceed the EU directive 24-h limit value, while on the platforms of the two subterranean stations PM10 concentrations were far above the outdoor limit value. Diurnal and weekly patterns in PM10 concentration could be identified, co-varying with train traffic intensity. The particle mass size distribution peaked at around 2-6 μm. The elemental composition of PM10 at the subterranean stations was dominated by Fe.     

Should we abandon activity type analysis? Redefining activities by their salient attributes

This paper poses a challenge and begins a search. The challenge is to reconsider the usefulness of traditional activity types (“work”, “shopping”, etc.) in the understanding and modelling of travel behaviour. The search is for the more salient attributes of activities that may serve to better explain complex travel behaviours—such as activity scheduling and tour formation. In particular, this paper focuses on explicit measures of the spatial, temporal and interpersonal flexibility of activities, along with several traditional attributes (frequency, duration, involved persons, travel time, and location). Data from a recent in-depth week-long activity scheduling survey was used to define and compare these attributes. Results show that considerable variability in the attributes between and within traditional activity groups is evident. This casts considerable uncertainty on assumptions that statically assign levels of spatial, temporal, and interpersonal flexibility to any given activity type. A Principal Components Analysis further revealed eight new distinct clusters of activities that share like attributes. The relative role of each attribute in each component is examined, and subjective interpretations emerged (e.g., “Long and frequent”, “Space and time flexible” “Social networking”). The implications of these results for future model development and research are discussed. Future research should continue to expand the search for salient attributes and link them more directly to decision processes.     

Can rural older drivers meet their needs without a car? Stated adaptation responses from a GPS travel diary survey

Rural seniors are highly dependent on their automobile to meet their trip making needs, yet the effects of aging can make access to the vehicle difficult or impossible over time. The anticipated growth in the older person population, in concert with limited travel data available to support rural transportation planning in Canada suggests a disconnect between what rural older people may require for transportation and the availability of formal alternatives. Many will seek informal alternatives to driving, such as depending on friends and family, to meet their travel needs, but the degree is not well understood in the context of their actual vehicle usage and stated ability to adapt. This paper draws from a Global Positioning System (GPS)-based multi-day travel diary survey of a convenience sample of 60 rural older drivers (29 men, 31 women, average age of 69.6 years) from New Brunswick, Canada. Participants would rely on “friends and family” for 52% of all trips they undertook as driver in the survey, “walk or bike” for 14% of trips, and “not take the trip” in 34% of trips if they did not have access to a vehicle. The formal option of “Transit” was not selected as a viable alternative by any participant for any trip. “Medical trips”, “Shopping” and “Personal Errands” were the least discretionary of all trip types, yet the most difficult for participants to find alternate arrangements. This suggests the need to explore different models of service delivery, such as a community-supported, member-based rural shuttle service with volunteer and paid drivers that build on informal social networks and can provide service when friends and family are unavailable.     

Some managerial and technical issues in transport sector development projects

In development projects there is only one problem, but it is huge: everything is connected to everything else. The authors separated from the whole the following important issues: (1) Project management and coordination: The Recipient Country’s Aid Coordination Unit (ACU) and Project Implementation Unit (PIU) staffed with competent local experts are necessary to hold the reform process memory. This issue is considered in the context of “Ownership” and “Government Leadership” as it is recognized in donor aid forums in the last decade. (2) Human resource development: Most technical assistance is oriented toward providing solutions, and the development of local capacities is ignored. The authors point out the importance of specially selected local experts—the “Technical Communication Officers”. (3) Institutional functioning: A ‘process consultation’ approach to institutional restructuring is promoted in which the Recipient has the key role. It is also recommended that the Recipient is the initiator of technical assistance in the projects. (4) Design standards are a recurrent and difficult problem. Recommendations are necessary how to transit to the new standards and how to mediate their approval process. (5) Procurement and management of consulting services: The authors argue that the recipient country qualified professionals have to be in the lead role. The vignettes in the paper are from the “real world” although they are modified slightly to protect privacy.     

An empirical analysis of children’s after school out-of-home activity-location engagement patterns and time allocation

Children are an often overlooked and understudied population group, whose travel needs are responsible for a significant number of trips made by a household. In addition, children’s travel and activity participation during the post-school period have direct implication for adults’ activity-travel patterns. A better understanding of children’s after school activity-travel patterns and the linkages between parents and children’s activity-travel needs is necessary for accurate prediction and forecasting of activity-based travel demand modeling systems. In this paper, data from the 2002 Child Development Supplement of the Panel Study of Income Dynamics is used to undertake a comprehensive assessment of the post-school out-of-home activity-location engagement patterns of children aged 5–17 years. Specifically, this research effort utilizes a multinomial logit model to analyze children’s post-school location patterns, and employs a multiple discrete–continuous extreme value model to study the propensity of children to participate in, and allocate time to, multiple activity episode purpose-location types during the after-school period. The results show that a wide variety of demographic, attitudinal, environmental, and others’ activity-travel pattern characteristics impact children’s after school activity engagement patterns.     

汽车排放污染及净化对策研究

阐述汽车排放污染物的成分及其危害,介绍新排放法规Ⅰ型、Ⅲ型、Ⅳ型试验限值,重点分析汽车的5项排放影响因素及其净化措施。     

Estimation of road transport related air pollution in Saint Petersburg using European and Russian calculation models

The paper analyzes Russian and European emission and dispersion models aimed at the estimation of road transport related air pollution on street and regional scale as exemplified with St. Petersburg, Russia. It demonstrates the results of model calculations of peak concentrations of main harmful substances (NО_X, CO and PM₁₀) along the St. Petersburg Ring Road at high traffic volume and adverse meteorological conditions (calm, temperature inversion) executed by means of a Russian street pollution model, and it evaluates the computed results against the measurements from monitoring stations. The paper also examines the ways of adaptation of the COPERT IV model – a software tool for calculation of air pollutant and greenhouse gas emissions from road transport on regional or country scale – to the inventory conditions of the Russian Federation, compares the COPERT IV numerical estimates with the national inventory data. It also reveals the obstacles and possibilities in the harmonization of the Russian and European approaches.     

A forecast air pollution model applied to a hypothetical urban road pricing scheme: An empirical study in Madrid

Reducing the air pollution from increases in traffic congestion in large cities and their surroundings is an important problem that requires changes in travel behavior. Road pricing is an effective tool for reducing air pollution, as reflected currently urban road pricing outcomes (Singapore, London, Stockholm and Milan). A survey was conducted based on establishing a hypothetical urban road pricing system in Madrid (a random sample size n = 1298). We developed a forecast air pollution model with time series analysis to evaluate the consequences of possible air pollution decreases in Madrid. Results reveal that the hypothetical road pricing for Madrid could have highly significant effects on decreasing air pollution outside of the city and in the inner city during the peak operating time periods of maximum congestion (morning peak hours from 7:00 to 10:00 and evening peak hours from 18:00 to 20:00). Furthermore, this system could have significant positive effects on a shift toward using public transport and non-motorized modes inside the hypothetical toll zone. This reveals that the system has a high capacity to motivate a decrease in air pollution and impose more sustainable behavior for public transport users.