物流

2011中国散装化学品(液体&液化气体)物流市场论坛在成功举办了七届"中国化学品运输与仓储物流论坛"的基础上,CBI易贸于6月24日在上海隆重举办国内首个专注于罐式集装箱及集装箱液袋物流市场的行业峰会——"2011中国散装化学品(液体&液化气体)物流市场论坛"。此次会议受到了国内化学品制造商&贸易商、罐箱租赁企业、罐箱运营企业、     

道路危货运输如何转危为安

当前危货运输管理存在的问题 1.危货运输企业管理措施不到位 对危险化学品运输企业实行资质管理后,一些有运输要求而没有运输资质的企业纷纷挂靠有资质企业,有资质企业则往往只是对挂靠企业收取管理费,却疏于监管,坐收渔利:部分企业未严格按照国家法律法规的规定,落实管理的主体责任,找不到管理方向.如从事危险化学品运输的车辆不停放在专用停车场内,造成很多安全隐患.     

谈危险化学品运输的安全监管

针对当前道路运输危险化学品现状、安全监管状况和存在的主要问题,提出了防范道路运输危险化学品监管的工作机制和思路。     

交通部,公安部和国家安监总局联合部署重拳出击危险化学品运输

一些地方非法从事危险化学品运输的问题较为严重,部分小化工企业与运输户相互庇护,形成了非法装运"一条龙";水运集装箱、车辆装运瞒报谎报现象严重,存在重大事故隐患.针对这种现象,2006年1月23日,交通部、公安部和国家安全生产监督管理总局联合发出<关于进一步加强水路公路危险化学品运输管理的通知>(交海发[2006]33号,简称<通知>),要求各级交通(港口)、公安、安全监管部门、海事管理机构要各司其职,密切配合,建立信息沟通和共享的渠道,形成危险化学品安全监管的合力.     

危险化学品运输应急救援预案编制原则

背景:2005年3月29日,京沪高速公路江苏淮安段发生35吨液氯槽罐车与一货车相撞事故,导致槽罐车液氯大面积泄漏。由于肇事的槽罐车驾驶员逃逸,延误了最佳抢险救援时机,造成29人中毒死亡,公路旁3个乡镇大量村民中毒,京沪高速公路宿迁至宝应段关闭20个小时。事故从一个侧面反映出运输企业危险化学品运输应急救援预案存在的问题。危险化学品的运输安全管理因交通运输行业本身的高风险性和危险化学品品种的多样性、潜在的高危险性、事故高危害性而日益受到全社会的高度关注。如何提高危险化学品运输应急救援预案的针对性、适用性和可操作性,从而提…     

一种卡车 两代人生

<正>在中国有句谚语:打虎亲兄弟,上阵父子兵。这种兄弟齐心,子承父业的现象在中国各行各业都很普遍,物流运输行业也不例外。在斯堪尼亚中国50周年的系列活动中,记者就遇到了这样一对来自中国台湾的父子。从台湾到大陆运输成就父亲事业许荣醮,斯堪尼亚在台湾市场的第一批用户。那是在1982年,与别人合伙从事危险化学品运输的许荣醮通过斯堪尼亚台湾代理福方公司购买了斯堪尼亚卡车。"这批橘黄色的112M     

Chemmap在长江危险化学品泄漏风险及对策研究中的应用

本研究从长江危险化学品的货种及运量、装卸码头及运输船舶、交通流量等方面分析了长江危险化学品泄漏事故风险。通过类比海运船舶泄漏事故致因,结合长江船舶交通事故致因分析,本研究设定了长江危险化学品事故场景,采用Chemmap对航道发生苯运输船舶的泄漏事故进行计算机模拟,并根据需要关注的断面设置关注点,考察泄漏污染物浓度变化。根据模拟结果,可在危险化学品泄漏事故发生后,为下游敏感资源的事故预警以及应急对策措施的选择提供决策支持。     

“危险货物运输新国标”亮相

德国人帕布斯·海恩提出过"海恩法则":"事故背后有征兆,征兆背后有苗头,苗头后面有规律"。尽管运输危险货物的汽车、火车、船舶在中国的土地上狂奔了多年,但依然存在一些问题。而这些问题,与危险货物运输国家标准有着密切的关系。综合运输体系催生新国标为了规范我国的道路危险货物运输,确保道路危险货物运输安全,我国先后颁布实施了《中华人民共和国安全生产法》、《危险化学品安全管理条例》、《道路危险货物运输管理     

试解专用车辆公车公营难题

专用车辆是指从事道路危险货物运输的载货汽车,它的存在对于危险化学品的异地流通和安全运输有着不可替代的作用。截至2010年年底,全国和江西省分别拥有专用车辆256490辆和7741辆,大都按照现行的管理模式"挂靠"于     

新技术新工艺

近日，《长江危险化学品运输安全监控与事故应急技术研究》通过交通运输部西部交通建设科技项目管理中心组织的成果鉴定验收。鉴定专家称，该研究成果对长江危险化学品运输安全监控和事故应急具有借鉴意义，推广应用前景广阔。     

盆周山区高速公路交通运行特点分析

本文界定了盆周山区高速公路的范围,并介绍了其发展历程.通过对典型盆周山区高速公路的实地调研、驾驶人问卷调查和运行数据收集,用数理统计方法分析了盆周山区高速公路的交通流、驾驶人、交通事故、运营管理等交通运行特点,并提出了有针对性的运营管理建议.     

索道侧型设计研究

索道侧型设计是索道线路设计的关键环节。侧型设计的正确与否,直接关系到线路的走向,长度,高差,支架的配置,跨度大小等因素,也即关系到索道基本建设投资,施工进度以及竣工投运后的维护保养,运行成本和索道钢丝绳的使用寿命。本详细讨论了索道侧型设计应遵循的几个基本原则,介绍了侧型设计计算的步骤和方法。     

The Maintenance of The London Underground Tube Tunnel Network

It is helpful to have a brief history of London Underground when considering any aspect of its maintenance or future development. The system has developed over more than 100 years and only comparatively recently come under the control of a single organisation. This partly explains the complexity that has resulted from differences in construction between lines. A brief History is accordingly appended to this presentation as Appendix B. The recent History outlines how Tube Lines have come to be involved with London Underground and explains a little of the reason for our existence. We are required to maintain and improve London Underground assets. Our performance has to be measurable and it follows that we need to know the current condition "value" of those assets. A large part of London Underground's infrastructure is tube tunnels some of which have not been fully assessed since they were first constructed in the 19th Century. They used materials whose physical and durability properties were not, at the time, fully understood; and they were designed on a very empirical basis if they were "designed" at all. Some shafts and other elements of the Tunnel Asset appeared to have been forgotten or lost when the Public Private Partnership (PPP) instigation procedures began in earnest in 1998. A major part of our current maintenance programme is thus to ascertain and agree the current condition and extent of approximately 178kilometres of tube tunnel asset that we are required to maintain and improve.     

The Mixed Logit model: The state of practice

The mixed logit model is considered to be the most promising state of the art discrete choice model currently available. Increasingly researchers and practitioners are estimating mixed logit models of various degrees of sophistication with mixtures of revealed preference and stated choice data. It is timely to review progress in model estimation since the learning curve is steep and the unwary are likely to fall into a chasm if not careful. These chasms are very deep indeed given the complexity of the mixed logit model. Although the theory is relatively clear, estimation and data issues are far from clear. Indeed there is a great deal of potential mis-inference consequent on trying to extract increased behavioural realism from data that are often not able to comply with the demands of mixed logit models. Possibly for the first time we now have an estimation method that requires extremely high quality data if the analyst wishes to take advantage of the extended behavioural capabilities of such models. This paper focuses on the new opportunities offered by mixed logit models and some issues to be aware of to avoid misuse of such advanced discrete choice methods by the practitioner.     

The train platforming problem: The infrastructure management company perspective

If railway companies ask for station capacity numbers, their underlying question is in fact one about the platformability of extra trains. Train platformability depends not only on the infrastructure, buffer times, and the desired departure and arrival times of the trains, but also on route durations, which depend on train speeds and lengths, as well as on conflicts between routes at any given time. We consider all these factors in this paper. We assume a current train set and a future one, where the second is based on the expected traffic increase through the station considered. The platforming problem is about assigning a platform to each train, together with suitable in- and out-routes. Route choices lead to different route durations and imply different in-route-begin and out-route-end times. Our module platforms the maximum possible weighted sum of trains in the current and future train set. The resulting number of trains can be seen as the realistic capacity consumption of the schedule. Our goal function allows for current trains to be preferably allocated to their current platforms.Our module is able to deal with real stations and train sets in a few seconds and has been fully integrated by Infrabel, the Belgian Infrastructure Management Company, in their application called Ocapi, which is now used to platform existing and projected train sets and to determine the capacity consumption.     

The dogit model

This paper presents the dogit model. That model is flexible enough to permit the choice among specific pairs of alternatives to be consistent with the independence from irrelevant alternatives axiom, as in a logit model, but it simultaneously allows the choice among other pairs not to be. Dogit parameters add an “income effect” to the “substitution effect” already built into the logit model; alternatively, they allow for the joint presence of compulsive and discretionary elements in consumer behavior, or for the identification of captive markets. Eventual estimation of the values of the parameters of the dogit model appears simpler than for the probit model.