什么是条形码?

条形码技术是在计算机应用和实践中产生并发展起来的一种广泛应用于商业、邮政、图书管理、仓储、工业生产过程控制,交通等领域的自动识别技术,具有输入速度。快、准确度高、成本低、可靠性强等优点,在当今的自动识别技术中占有重要的地位。     

基于RFID技术的铁路电子客票可行性分析

RFID是射频识别的英文（Radio Frequency Identification）的缩写。射频识别技术是20世纪90年代开始兴起的一种非接触式自动识别技术，它通过射频信号自动识别目标对象并获取相关数据，识别工作无须人工干预。RFID技术具有使用寿命长、读取距离大、读取速度快、标签上数据可以加密、存储容量大、存储信息更改自如等优点，在各个行业有着广阔的应用前景。     

物联网让“物品开口说话”

物联网是在计算机互联网的基础上，利用RFID、无线数据通信等技术，构造一个覆盖世界上万事万物的“Internet of Things”。在这个网络中，物品（商品）能够彼此进行“交流”，而无需人的干预。其实质是利用射频自动识别（RFID）技术，通过计算机互联网实现物品（商品）的自动识别和信息的互联与共享。     

基于三维扫描的油气管道缺陷智能评价系统设计

为了解决埋地长输油气管道人工测量缺陷误差较大、评价结果准确性难以保证等问题,研发一套基于三维扫描的油气管道缺陷智能评价系统,将缺陷扫描模块、自动识别模块以及智能评价模块进行整合.利用三维激光扫描技术对油气管道外表面缺陷进行三维建模,开发缺陷自动识别功能,能够快速准确地得到缺陷的特征参数.根据国内外油气管道缺陷评价标准,...     

致力于提供安全有效的节油轮胎——访佳通轮胎商用车胎部总经理成博文

在当前国家大力倡导发展节能环保产品的大背景下,佳通轮胎卡客车轮胎产品也在朝着这个大方向进行技术创新。佳通轮胎始终积极响应政府对节能减排的政策号召,为了满足车队对节油、降低运营成本的实际需求,佳通多年来潜心研发环保节能技术,致力于提供安全有效的节油轮胎。佳通轮胎商用车胎部总经理成博文向大家阐释了佳通轮胎的经营理念。《运输经理世界》:贵公司的卡客车轮胎产品在节能减排     

集装箱安全监测技术分析与研究

集装箱监测技术对促进我国集装箱的健康发展具有重要作用,其可以有效解决集装箱运输的安全和效率问题。从集装箱运输现状入手,分析了研究集装箱安全监测技术的必要性,并通过对集装箱RFID自动识别技术、定位技术、集装箱状态监测技术及无线数据传输技术等现有的集装箱安全监测技术手段进行综合分析,指出了集装箱安全监测的智能化技术的发展前景,以期为相关人员提供理论参考。     

车和车辆采购都是系统问题——访深圳中南集团采购经理叶玉平

麻烦您介绍一下贵公司目前的主要车型,以及车辆保有量. 公司目前在用大巴车辆中,主要车型集中在中通、字通和厦门金龙.在深圳公交特许经营改革之前,中南集团仅公交车就拥有600余辆,目前该部分公交车辆正逐步移交到深圳西部公汽公司.     

射频自动识别设备在城市轨道交通中的应用研究

介绍了射频自动识别设备的功能、特点，对其在轨道交通信号领域的应用进行了研究。提出了两个基于射频自动识别设备的方案，即得车间隔时间可达６至８分钟的双区间半自动闭塞信号系统和行车间隔时间可达３至４分钟的单区间自动闭塞信号系统。     

西固黄河大桥桥面径流智能处置技术应用研究

本文明确了西固黄河大桥桥面径流智能处置技术的应用意义,详细介绍了该技术的工作原理,并结合现场情况分析了监测预警系统的组成和布设,最后依照目前的桥面径流收集和处置方案,对事故水的处置设施进行了容量计算,旨在通过应用桥面径流智能处置技术来实现正常雨水和事故水的自动识别和妥善处置,保障敏感水体的安全,促进人与自然和谐发展。     

基于密度峰值聚类的射流风机智能诊断

为了在无诊断专家以及无诊断知识的情况下,仍然可以准确地对不同类别的故障进行区分,文章提出了一种基于密度峰值聚类(Clustering by Density Peaks Search,DPS)的隧道射流风机轴承智能诊断模型。该模型分别采用小波包变换(Wavelet Packet Transform,WPT)对原始振动信号进行分解,提取各分解后信号的时域指标和频域指标组成联合特征指标,然后利用距离评估技术对联合特征进行评估,并选取敏感特征作为DPS算法的输入,从而实现对隧道射流风机不同状态的自动识别。实验结果表明:小波包分解、距离评估技术能够非常精细地获取故障信息,从大量的故障特征中筛选出敏感特征;同时,密度峰值聚类算法能够很好地自动识别不同的故障类别,增加了整个模型的智能化程度。     

Model,process, technique,and the good thing

The paper unpacks the planning process into its component parts: model, process, technique, and goals—the “good thing”. The paper advances the concept that planning, policy-making, and organizational restructuring can be analyzed under the same framework. Each of the four components is described and reductionist examples are presented to clarify the intention and to illustrate the technique that the transport analyst teams employ in their work. The examples cover both successes and failures. They point toward the enormous scientific task ahead for planning to become meaningful and relevant to the problems of today. Finally, in the frame of the willingness to pay, the paper puts forward a case for an institutional framework for a financially autonomous road administration. Similarly organized, administered, and managed entities are relevant also for other transport modes.

Walking frequency, cars, dogs, and the built environment

To explain walking propensity or frequency, empirical studies have generally used two sets of explanatory variables, namely, socio-demographic variables and built environment variables. They have generally shown that both socio-demographic characteristics and built environment characteristics are associated with walking propensity. We examine the traditional walkability variables that encompass density, mix of uses, and network connectivity in New Jersey, using a statewide sample including an oversample of Jersey City. We estimate a two-stage least squares model using a conditional mixed process that combines an ordered probit model of walking frequency in the second stage based on a truncated regression of car ownership in the first stage. Our results show that built environment variables have some small effects, mainly from better network connectivity associated with increased walking frequency. One of our key findings is that built environment features also work indirectly via how they influence car ownership. In general, we find sufficient evidence that suggests fewer cars are owned in areas with more walkable built environment features. The other key variable that we control for is whether a household owns a dog. This also proved to be strongly associated with walking suggesting that dog ownership is a necessary control variable to understand the frequency of walking.     

Space,money, life-stage,and the allocation of time

Demographic, socioeconomic, seasonal, and scheduling factors affect the allocation of time to various activities. This paper examines those variables through exploration of the 1990 Nationwide Personal Transportation Survey, which has been inverted to track activity duration. Two key issues are considered. First, how much can activity duration and frequency explain travel duration? The analysis shows activity duration has positive and significant effects on travel duration, supporting recent arguments in favor of activity based models. Second, which recent trend is the main culprit in the rise in travel: suburbanization, rising personal incomes, or female labor force participation? This paper examines the share of time within a 24-hour budget allocated to several primary activities: home, work, shop, and other. The data suggest that income and location have modest effects on time allocation compared with the loss of discretionary time due to working.

     

Creative nodes,logistical networks,and the future of the metropolis

A paradigmatic shift away from traditional quantitative methods towards qualitative dynamic analysis is proposed in order to fully comprehend the future of the metropolis. Over the last millennium the great structural changes of production, location, trade, culture and institutions have most likely been triggered by slow but steady changes to those logistical networks which are responsible for the movement of key factors of production. Nonlinear dynamic methods such as catastrophe theory and synergetics can help to provide the necessary analytical insights. Creativity and accessibility to logistical networks are portrayed as important catalysts of qualitative change. requests for offprints     

The growing gap in pedestrian and cyclist fatality rates between the United States and the United Kingdom,Germany, Denmark,and the Netherlands, 1990–2018

ABSTRACT

Using official national data for each country, this article calculates trends in walking and cycling fatalities per capita and per km in the USA, the UK, Germany, the Netherlands, and Denmark. From 1990 to 2018, pedestrian fatalities per capita fell by 23% in the USA vs. 66%–80% in the other countries; cyclist fatalities per capita fell by 22% in the USA vs. 55%–68% in the other countries. In 2018, pedestrian fatality rates per km in the USA were 5–10 times higher than in the other four countries; cyclist fatality rates per km in the USA were 4–7 times higher. The gap in walking and cycling fatality rates between the USA and the other countries increased over the entire 28-year period, but especially from 2010 to 2018. Over that 8-year period, per-capita fatality rates in the USA rose by 19% for pedestrians and 11% for cyclists; per-km fatality rates rose by 17% for pedestrians and 33% for cyclists. By comparison, fatality rates either fell or remained stable in the four European countries. We reviewed the relevant literature to identify factors that might help explain the much lower walking and cycling fatality rates in Europe compared to the USA. Possible explanatory factors include better walking and cycling infrastructure; lower urban speed limits; fewer vehicle km travelled; smaller and less powerful personal motor vehicles; and better traffic training, testing, and enforcement of traffic regulations. We recommend that the USA consider implementing an integrated package of mutually reinforcing safety measures such as those that have been successfully implemented in the Netherlands, Denmark, and Germany to reduce pedestrian and cyclist fatality rates.     

Modeling the structural relationships among short-distance travel amounts,perceptions, affections,and desires

Using structural equation modeling, the relationships among travel amounts, perceptions, affections, and desires across five short-distance (one-way trips of less than 100 miles) travel categories (overall, commute, work/school-related, entertainment/social/recreation, and personal vehicle) are examined. The models are estimated using data collected in 1998 from more than 1300 working commuters in the San Francisco Bay Area. A cross-model analysis reveals three robust relationships, namely: (1) myriad measures of travel amounts work together to affect perceptions; (2) perceptions are consistently important in shaping desires; and (3) affections have a positive relationship with desires. The second finding suggests that two individuals who travel the same objective amount may not have the same desire to reduce their travel: how much individuals perceive their travel to be is important. The third point argues that the degree to which travel is enjoyed is a key determinant of shaping desires to reduce travel: the more travel is enjoyed, the less the desire to reduce it.     

Taxi apps,regulation, and the market for taxi journeys

This paper attempts to provide a starting point for discussion on how smartphone-based taxi applications (‘apps’) have changed the market for taxi journeys and the resulting implications for taxi market regulation. The paper focuses on the taxi apps and their impact on taxi markets. It provides a brief history of taxi regulation before outlining the underlying economic rationales of its current form in many parts of the world, characterised as the “QQE” framework (quantity, quality and economic controls on operators). It argues that current regulation assumes that taxi markets are subject to three sets of problems that require correction by regulatory intervention, namely: those associated with credence goods, problems related to open access and those resulting from transactions occurring in a thin market. It is then proposed that taxi apps solve both the credence good and thin market problems whilst largely mitigating the problems associated with open access. The paper then presents some potential problems for taxi apps, namely the potential for instability on supply and demand sides, collusion and monopoly. It also discusses concerns about driver background checks and safety. The paper concludes by arguing that instead of restricting the growth of the taxi market, regulators should focus on reducing the likelihood of monopoly and collusion in a taxi market led by apps.     

Women,motorization and the environment

This note argues that more attention should be paid in transport forecasting and modeling to the particular nature of trips and travel behavior associate with women. Women in industrialized countries are becoming increasingly mobile but their travel patterns are different to the stereo type radial patterns often assumed as part of urban transport planning. The longer life expectancy of women and their continued desire for mobility also has policy implications. These facts, combined with potentially different attitudes towards environmental protection than men are likely to have implications for transport policy.