全文获取类型
收费全文 | 268篇 |
免费 | 5篇 |
专业分类
公路运输 | 60篇 |
综合类 | 35篇 |
水路运输 | 88篇 |
铁路运输 | 28篇 |
综合运输 | 62篇 |
出版年
2024年 | 1篇 |
2023年 | 2篇 |
2022年 | 8篇 |
2021年 | 7篇 |
2020年 | 1篇 |
2019年 | 5篇 |
2018年 | 10篇 |
2017年 | 6篇 |
2016年 | 10篇 |
2015年 | 3篇 |
2014年 | 5篇 |
2013年 | 34篇 |
2012年 | 8篇 |
2011年 | 8篇 |
2010年 | 9篇 |
2009年 | 10篇 |
2008年 | 5篇 |
2007年 | 8篇 |
2006年 | 11篇 |
2005年 | 9篇 |
2004年 | 7篇 |
2003年 | 14篇 |
2002年 | 22篇 |
2001年 | 19篇 |
2000年 | 6篇 |
1999年 | 10篇 |
1998年 | 4篇 |
1997年 | 1篇 |
1995年 | 2篇 |
1994年 | 3篇 |
1993年 | 1篇 |
1991年 | 1篇 |
1989年 | 3篇 |
1988年 | 2篇 |
1987年 | 1篇 |
1986年 | 2篇 |
1985年 | 1篇 |
1984年 | 1篇 |
1983年 | 2篇 |
1982年 | 2篇 |
1981年 | 2篇 |
1977年 | 1篇 |
1974年 | 1篇 |
1973年 | 4篇 |
1972年 | 1篇 |
排序方式: 共有273条查询结果,搜索用时 15 毫秒
221.
Transportation - Previous studies have indicated that factors such as the built environment, attitudes and past behaviour can influence travel behaviour. However, the possible effect of travel... 相似文献
222.
223.
Despite the promises of simulations to contribute to learning in safe-critical domains, research suggests that simulators are poorly implemented in maritime education and training systems. From the current state of research, it is far from evident how instruction in simulator-based should be designed and how skills trained in bridge simulators should be assessed and connected to professional practice. On this background, this article aims to investigate the role of instructions and assessments for developing students’ professional competencies in simulation-based learning environments. The research draws on ethnographic fieldwork and detailed analyses of video-recorded data to examine how maritime instructors make use of simulator technologies in a navigation course. Our results reveal an instructional practice in which the need to account for general principles of good seamanship and anti-collision regulations is at the core of basic navigation training. The meanings of good seamanship and the rules of the sea are hard to teach in abstraction because their application relies on an infinite number of contingencies that have to be accounted for in every specific case. Based on this premise, we stress the importance of instructional support throughout training (from briefing thorough scenario to debriefing) in order for the instructor to bridge theory and practice in ways that develop students’ competencies. Our results highlight, in detail, how simulator technologies enable displaying and assessing such competencies by supporting instructors to continuously monitor, assess, and provide feedback to the students during training sessions. Moreover, our results show how simulator-based training is related to the work conditions on board a seagoing vessel through the instructor’s systematic accomplishments. Finally, our results highlight the close relationship between technical and non-technical skills in navigation, and how these are intertwined in training for everyday maritime operations. 相似文献
224.
U. Egüz N. C. J. Maes C. A. J. Leermakers L. M. T. Somers L. P. H. De Goey 《International Journal of Automotive Technology》2013,14(5):693-699
The objective of new combustion concepts is to meet emission standards by improving fuel air mixing prior to ignition. Since there is no overlap between injection and ignition, combustion is governed mainly by chemical kinetics and it is challenging to control the phasing of ignition. Reactivity Controlled Compression Ignition (RCCI) combustion aims to control combustion phasing by altering the fuel ratios of the high- and low octane fuel and injection timings. In this study the dual fuel blend is prepared with gasoline and diesel fuels. The applied injection timings of the diesel are very early (90 to 60° CA bTDC). In the detailed reaction mechanism, n-heptane and iso-octane represent diesel and gasoline fuel, respectively. A multi-zone model approach is implemented to perform RCCI combustion simulation. Ignition characteristics are analyzed by using CA50 as the main parameter. In the experiments for the early direct injection (DI) timing advancing the injection time results in a later ignition. Qualitatively, the trend effect of the diesel injection timing and the effect of the ratio gasoline/diesel are captured accurately by the multi-zone model. 相似文献
225.
226.
In the last decade, the port economics literature has given great emphasis to the Supply Chain Management approach as the new paradigm for the definition of port competitiveness. SCM supports the development of partnerships between the actors of the supply chain and considers the integration of activities and resources along business processes as source of competitive advantage. Nevertheless, the application of SCM approach to the port is particularly compiex given the traditional hostile relationships between port actors. In the effort to overcome such complexity, some authors have considered ports as Logistics Service Providers and interpreted their role within supply chains through the integrative practices undertaken by Global Players–mainly Shipping Companies and Terminal Operators–in the supply of integrated logistics services. Even tough these actors are crucial for the port competitiveness, they determine a passive role of port in the new competitive scenario. The definition of a potential and pro-active role of port in the supply chains is the objective of this paper that presents, through a literature review on SCM and port competitiveness, a new framework for port competitiveness. According to this framework, that is based on the value constellation concept value is generated by joint effort of port actors in the satisfaction of clients' needs, through the exploitation of different I mterdependencies (serial, pooled and reciprocal) between supply chains. In this context, Port Authority has a I fundamental role in identifying those resources–the so called critical assets–that encourage the development of inter-organisational relationships between port actors in the value generation process. 相似文献
227.
As integrated supply-chain management (SCM) is now at the epicentre of business transformation, firms are breaking down boundaries between internal functions, as well as between the enterprise itself and key partners in the value chain (e.g. customers, distributors, suppliers and carriers). One of the main goals of such new management approach is to get everyone in the supply chain into a common platform of logistics transactions and information systems. Against such background, the aim of this work is to analyse how and if port operators can face the challenge of higher integration, on the assumption that the higher the integration between the actors the higher the competitiveness of the whole supply chain. Accordingly, we adopted an SCM approach in the analysis of the port of Le Havre in Renault's supply chain. More specifically, we referred to the Lambert tri-dimensional model based on supply chain's structure (actors), key business processes and links between actors. The field work—which mainly consisted of semi-structured interviews to Renault, logistics and port operators, and, finally, to the Le Havre Port Authority—was crucial to gather the needed information. 相似文献
228.
Bram De Brabander 《运输评论》2013,33(6):715-732
Abstract In a recent international comparison of the social costs of road accidents, Trawén et al. (2003) noted that cost data are not available for Belgium and, by consequence, play no part in Belgian policy‐making. The purpose of the present paper is, therefore, to value the costs per casualty type and per accident in Belgium. Empirical data are provided on human and economic production losses as well as on direct accident costs such as medical costs, hospital visiting costs, accelerated funeral costs, property damage, administrative costs of insurance companies, litigation costs, police and fire department costs, and congestion costs. In Belgium the marginal unit value of preventing a road casualty is estimated at €2 004 799 per fatal casualty, €725 512 per seriously injured and €20 943 per slightly injured victim. The unit cost per accident amounts to €2 355 763, €850 033, €34 944 and €2571 for fatal, serious, slight injury and property damage only accidents, respectively. These results are consistent with valuations reported in other high‐income countries. Finally, the total costs of road accidents in 2002 are valued at €7.2 billion (2004 prices), or 2.6% of gross domestic product. 相似文献
229.
230.