共查询到16条相似文献,搜索用时 46 毫秒
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我国应急物流体系还存在诸多问题,尤其是在应急物流运作流程上做得还不尽如人意。为使应急物流运作更加合理化、高效化、现代化,本文对我国应急物流运作流程的采购、仓储、运输、配送等环节存在的主要问题进行了分析,并提出了相应的解决对策。 相似文献
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本文阐述了我国主要铁路口岸站的基本情况,并分析了铁路口岸站物流现状及存在的主要问题。根据现代物流的需求及铁路口岸作业货物的特性和流向,分别进行物流作业流程规划,并设计了现代物流条件下铁路口岸站信息系统体系结构。 相似文献
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通过阐述应急物流网络的内涵及对其进行合理规划的意义,从选址、库存、运输三个角度提出了应急物流网络规划的主要内容——应急物资储备节点空间布局、应急物资储备节点库存策略、应急物资运输及配送路径选择,最后归纳总结了应急物流网络规划的一般性步骤,以供决策者参考。 相似文献
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针对我国政府和军队在城市应急物流活动中存在的问题,构建了应急物流军民协同机制,包括形成机制、实现机制和约束机制。在形成机制中,分析了协同的目标、协同动因和协同优势;在实现机制中,阐述了应急物流中军民组织协同、分工协同、供应链协同和信息协同的方法 ;在约束机制中,提出了建设激励机制、信任机制和信誉机制。 相似文献
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大中型管桥是油气输送管道系统中的关键部位,呈现高次超静定、高柔性的结构特点,清管过程中形成的积液将在管桥处产生强烈的冲击动载荷作用,破坏管桥结构的稳定性。考虑悬索管道跨越结构恒载产生的初始内力、拉索垂度等几何非线性因素,将塔架简化为变截面梁,建立了悬索管桥清管动力分析有限元模型。按照管桥积液流动具有的移动荷栽一时间历程的特性,采用荷载步施加移动载荷。结合实例分析了不同清管工况条件下悬索管桥跨越结构的振动位移、临界积液长度以及临界清管速度,从而为安全清管作业提供指导依据。 相似文献
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Steve Winkelman Allison Bishins Chuck Kooshian 《Transportation Research Part A: Policy and Practice》2010,44(8):575-586
Climate protection will require major reductions in GHG emissions from all sectors of the economy, including the transportation sector. Slowing growth in vehicle miles traveled (VMT) will be necessary for reducing transportation GHG emissions, even with major breakthroughs in vehicle technologies and low-carbon fuels (Winkelman et al., 2009). The Center for Clean Air Policy (CCAP) supports market-based policy approaches that minimize costs and maximize benefits. Our research indicates that significant GHG reductions can be achieved through smart growth and travel efficiency measures that increase accessibility, improve travel choices and make optimum use of existing infrastructure. Moreover, we find such measures can deliver compelling economic benefits, including avoided infrastructure costs, leveraged private investment, increased local tax revenues and consumer vehicle ownership and operating cost savings (Winkelman et al., 2009).As a society, what we build – where and how – has a tremendous impact on our carbon footprint, from building design to transportation infrastructure and land-use patterns. The empirical and modeling evidence is clear – people drive less in locations with efficient land use patterns, high quality travel choices and reinforcing policies and incentives (Ewing et al., 2008). It is also clear that there is growing and unmet market demand for walkable communities, reinforced by demographic shifts and higher fuel prices (Leinberger, 2006, Nelson, 2007). Transportation policy in the United States must rise to meet this demand for more travel choices and more livable communities.The academic, ideological and political debates about the level of GHG reductions and penetration rates that can or should be achieved via smart growth and pricing on the one hand, or measures such as ‘eco-driving’ and signal optimization on the other, have served their purpose: we know which policies are ‘directionally correct’ – policies that reduce GHG emissions even though we may not know the scope of those reductions. Now is the time to implement directionally correct policies, assess what works best where, and refine policy based on the results. It is a framework that CCAP calls “Do. Measure. Learn.”The Federal government is poised to spend $500 billion on transportation (Committee on Transportation and Infrastructure, 2009). CCAP encourages Congress to “Ask the Climate Question” – will our transportation investments help reduce GHG emissions or exacerbate the problem? Will they help increase our resilience to climate change impacts or increase our vulnerability? And, while we’re at it, will our investment foster energy security, livable communities and a vibrant economy? Federal transportation and climate policies should empower communities to implement locally-determined travel efficiency solutions by providing appropriate funding, tools and technical support. 相似文献
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Joshua Auld Abolfazl Mohammadian 《Transportation Research Part A: Policy and Practice》2012,46(8):1386-1403
This paper describes the representation of the activity planning process utilized in a new activity-based microsimulation model called the ADAPTS (Agent-based Dynamic Activity Planning and Travel Scheduling) model, which dynamically simulates activity and travel planning and scheduling. The model utilizes a dynamic activity planning framework within the larger overall microsimulation system, which is a computational process model that attempts to replicate the decisions which comprise time-dependent activity scheduling. The model presents a step forward in which the usual concepts of activity generation and activity scheduling are significantly enhanced by adding an additional component referred to as activity planning in which the various attributes which describe the activity are determined. The model framework, therefore, separates activity planning from activity generation and treats all three components, generation, planning and scheduling, as separate discrete but dynamic events within the overall microsimulation. The development of the planning order model, which determines when and in what order each activity planning decision is made is the specific focus of this paper. The models comprising the planning order framework are developed using recent survey data from a GPS-based prompted recall survey. The model development, estimation, validation, and its use within the overall ADAPTS system are discussed. A significant finding of the study is the verification of the apparent transferability of the activity planning order model. 相似文献