首批CNG“敢为天下先”——重庆市交通运输委员会经验

重庆市交通委员会的重庆市绿色低碳交通运输城市区域性项目,在2013年申请到交通运输部和财政部资金共计2580万元。     

灌注桩的施工工艺的要点

灌注桩是桥梁施工中常见的一种施工工艺,根据不同地形、地质叙述两种灌注桩的开挖方式及灌桩时导管堵塞现象的常见原因、处理方法,和灌注桩施工时需注意的事项。     

大写的宁夏 苍凉的壮美

<正>这片地域,悠远、苍凉,堆满帝王的鲜血和漫天的黄沙。这是一片孤烟如钩扑朔迷离的地域。这里更多地充满马背上的较量,蹄印如雨之下其实是另一种江南,它叫做宁夏。正因为承载了3000年边塞黄沙上的兵不卸甲、大白高国的兴起灭亡、红色西路军令人沾襟的历历??历史的疼痛和治世者的匠心都在这片土地上勾勒出独一无二的完美呈现。如今,一条条与景色完美融合的旅游公路,或山村公路,     

智能交通世界大会将首次登陆中国

2007年10月,已连续举办13届的智能交通世界大会将首次在中国举行,这也是该大会首次来到发展中国家,北京市交通委员会副主任刘小明在2月28日的智能交通世界大会新闻发布会上称.     

TBM现场首装新方法

在大直径TBM越来越普遍的情况下,现场首装方法可以节省时间和成本.罗宾斯公司的Desiree Wills对这一新方法的相关原理进行了解释.     

道路运输上半年政绩扫描

7月4日,交通部部长李盛霖主持召开部务扩大会议,总结上半年工作,分析当前交通发展面临的形势和存在的突出问题,部署下半年的重点任务.李盛霖强调,要进一步提倡求真务实的思想作风和工作作风,深入调查研究,为完成"十一五"各项任务开好局、起好步.     

沪杭线旅客出行调查报告

本次调查分两方面,一是对公路旅客的调查,通过发放调查表的形式进行.二是对铁路旅客的调查,通过在火车站候车室、随车问卷调查以及个别交谈等形式进行.调查共开展两次,公路旅客回收有效问卷1 801份,铁路旅客回收有效问卷711份.     

南水北调西线第一期工程深埋长隧洞技术研究

南水北调西线工程地处青藏高原东南部,规划从长江上游调水170亿立方米,经输水隧洞穿越巴颜喀拉山分水岭入黄河上游,为西部大开发提供水资源保障.调水工程区海拔3 500m,寒冷缺氧,地质条件复杂.第一期工程调水40亿立方米,线路总长260 km,其中隧洞长244km.文章简要介绍了隧洞工程的地质条件、掘进机选型、掘进速度以及施工通风技术等.根据国内外隧洞的技术发展趋势,对未来长隧洞施工作了初步研究.     

先修《邮政法》还是先改革?

邮政快递之争由来已久 2006年2月中旬,55岁的上海东方万邦快递有限公司的副总经理刘和平,已经没有心思跟家人一起过元宵节了,因为他将又一次赶往上海浦东国际机场,为《邮政法》修改稿第7稿的出台代表民营快递企业进京"告御状".围绕着邮政法的修改,刘和平已经把自己在上海和北京之间"快递"了无数次.     

Synthesis of first practices and operational research approaches in activity-based travel demand modeling

Regional travel models in the United States are clearly evolving from conventional models towards a new generation of more behaviorally realistic activity-based models. The new generation of regional travel demand models is characterized by three features: (1) an activity-based platform, that implies that modeled travel be derived within a general framework of the daily activities undertaken by households and persons, (2) a tour-based structure of travel where the tour is used as the basic unit of modeling travel instead of the elemental trip, and (3) micro-simulation modeling techniques that are applied at the fully-disaggregate level of persons and households, which convert activity and travel related choices from fractional-probability model outcomes into a series of discrete or “crisp” decisions.While the new generation of model has obvious conceptual advantages over the conventional four-step models, there are still numerous technical issues that have to be addressed as well as a better understanding of practical benefits should be achieved before the new generation of models can fully replace conventional models. The paper summarizes the recent successful experience in the development and application of activity-based demand models for Metropolitan Planning Organizations in the US. Moving activity-based approaches into practice is analyzed in a broad context of travel demand modeling market tendencies and policy implications.     

A dynamic analysis of person and household activity and travel patterns using data from the first two waves in the Puget Sound Transportation Panel

Daily activity participation and travel patterns are examined using data from the Puget Sound Transportation Panel (PSTP), which contains two-pairs of daily travel diary information (wave 1 in 1989 and wave 2 in 1990). Summary data of the travel diaries at the person and household levels are obtained using cluster analysis. At the person level, four clusters are found reasonable for both activity and travel. The four-cluster solutions indicate substantial day-to-day variation in activity participation and similarity in travel behavior over time. Temporal changes are analyzed using contingency table methods and log-linear models. The analysis reveals that activity participation and mobility present many regularities over time. Transitions within each wave show strong dependence between two days for both activity and travel, with higher dependency for the travel patterns than for the activity patterns. These are consistent when the analysis focuses on a longer period such as a year. Temporal dependencies appear to be stronger in the household-based than the person-based analysis. A hierarchical structure is also found in the relationship between activity and travel clusters. The link between activity and travel is much stronger within a day, weaker from one day to another, and the least strong from one year to the next. Important irregularities, however, are found and may be due to scheduling time-frames adopted by the respondents that are only partially captured in the data used.