兰州地铁地温分布特性及其演化规律

以兰州地铁所在地区为研究对象,实测地铁隧道开挖前的地温(简称为初始地温),根据实测数据,提出地铁初始地温预测模型公式。采用非稳态传热的数值模型,分析运营条件下地铁隧道围岩温度的演化规律。结果表明:兰州地铁初始地温随环境气温和埋深的变化而变化;年变温层位于自地表至埋深12m处;年恒温层位于埋深12m及其以下,温度为15℃左右;年变温层中,1年内初始地温变化规律与环境气温变化规律相似,近似呈正弦曲线状分布,但存在相位滞后的现象;1年中初始地温的振幅随埋深的增大呈指数下降趋势。在隧道内空气与围岩之间热交换中,兰州地铁隧道围岩的温度及其梯度、热透厚度(未达到极限时)均与隧道内环境温度、热交换时间成正相关关系,但与距隧道内壁的距离成负相关关系。     

共享停车泊位数量可变下交通流逐日演化规律

为了揭示在共享停车泊位数量可变条件下的网络交通流逐日演化规律,首先构建了共享泊位交易系统,并考虑了交易市场中的共享泊位提供者可以选择2种异质性的价格预期方式,即理性预期方式和幼稚预期方式;而后对共享泊位的均衡价格、2种提供者的占比差、高峰时段公交和小汽车需求的演化规律进行了分析;其次,以2条平行路径的路网为例,对网络交通流量分配的最终演化结果进行了分析;最后,在对上述2个系统的最终演化状态给出定量判据后,以北京市实际路网为例进行了数值试验。理论分析和数值试验结果表明:①对于共享泊位交易系统,若供给曲线斜率小于需求曲线斜率,则共享泊位交易系统的唯一均衡解可实现无条件渐进稳定;否则若理性提供者的交易与预测成本之和大于幼稚提供者,则存在临界提供者选择强度,使得共享泊位交易系统在大于此临界值条件下出现分岔或混沌现象;②对于网络交通流系统,若出行成本对路径流量敏感度小,路径选择概率对出行成本敏感度小,小汽车需求量不大,则系统唯一的均衡解可能是渐进稳定的,否则系统会出现分岔或混沌状态;③当共享泊位交易系统处于渐进稳定状态时,若提供者对共享泊位的价格变动不敏感,用户对其价格变动敏感,潜在共享泊位需求量不大,理性提供者的交易与预测成本之和并非远大于幼稚提供者,提供者选择强度不大,则由于受到共享泊位交易总量的限制,高峰时段的均衡小汽车需求不大,导致网络交通流系统的最终演化状态容易趋向于渐进稳定;④当共享泊位交易系统处于混沌状态时,网络交通流系统会产生更加严重的分岔与混沌现象。     

Competitiveness of container terminal operating companies in South Korea and the industry–university–government network

Burgeoning container port facilities have fostered intensified competition among container terminal operating companies (CTOCs). However, despite research into their survival strategies which identified antecedents of competitiveness including hard factors such as facilities, available cargo and cargo processing ability, softer factors spanning human resource management, networks and strategic alliances with universities and government agencies in industry–university–government (I–U–G) networks have been overlooked. This study aims to examine both hard and softer antecedents of competitiveness as perceived by 152 professionals in South Korean CTOCs; empirical relationships among these antecedents, I–U–G networks, and competitiveness itself; and the significance of the I–U–G network in establishing and improving competitiveness. Posited antecedents of competitiveness included human resources, facilities, service quality, customer orientation, reputation, and government support policy as independent variables; the I–U–G network as a moderating variable; and competitiveness as a dependent variable. Empirical structural relationships revealed that excepting government support policy, each variable significantly affected CTOC competitiveness. Further, the I–U–G network moderated the relationships between the antecedents of competitiveness and competitiveness. Because an effective I–U–G network was pivotal in controlling CTOC competitiveness, improved competitiveness requires not only differentiation of human resources, facilities, service quality, customer orientation, and reputation factors but also I–U–G network developments.     

BIM技术在铁路预应力混凝土连续梁零号节段深化设计中的应用

近年来,部分铁路预应力混凝土连续梁支座附近出现浇筑不密实、蜂窝麻面等问题,一定程度上影响了连续梁质量。针对这一现状,结合BIM及C#语言技术,从深化设计平台的选择、精细化模型的构建以及BIM技术在深化设计中的应用开展研究。结果表明:(1)通过合理拆分并在空间上进行布尔组合,能够较快构建铁路连续梁零号节段BIM模型,满足深化设计条件;(2)基于BIM模型开展深化设计、生成2D图纸并统计工程数量,能够直观发现设计中的不足,一定程度上提升设计质量和效率。     

车务可视化信息系统设计与实现

车务可视化信息系统通过三维模型及虚拟漫游的展现形式,将铁路运行及运营的动态信息进行集成和柔性展示,实现旅客服务信息及运输管理相关数据的整合,通过可视化的展现方式既方便旅客及管理人员,又充分展示铁路信息化建设的成果。     

重大铁路工程标准化开工组织清单化管理研究

随着铁路建设的发展,标准化管理水平越来越高,对工程质量的提升效果也越来越明显。但目前铁路工程开工标准化在操作过程上缺少科学管理方法和管理手段,开工标准化流于形式,影响后续主体工程施工。对此,文章创新性地提出重大铁路工程标准化开工组织清单化管理的思路,提出工作流程,设计管理实施方案,并在某重大铁路工程进行运用,取得良好效果。标准化开工组织清单化管理对于重大铁路工程的高质量、快速开工具有重要的指导意义。     

移动闭塞系统区间通过能力分析及参数计算

移动闭塞条件下“闭塞分区”呈现出“移动”和“长度变化”的特征,其区间通过能力的计算较固定闭塞系统更加复杂。本文建立了移动闭塞系统区间通过能力的数学模型,对区间通过能力与列车追踪运行速度、跟驰车距和列车性能等参数之间的相互关系进行了定性、定量分析,并就关鍵参数的计算方法进行了深入的讨论,对移动闭塞条件下的列车运行控制与行车组织有一定的参考价值。     

铁路沿线城市空间物业开发研究——以宝鸡市南客站核心区站前广场工程为例

为了提升铁路沿线城市空间物业开发的设计手法,结合宝鸡市南客站核心区站前广场工程的设计实践,从系统性设计观、工程性质解析、消防设计思路、空间建构方法、无缝接驳、技术要素等方面进行研究分析,展示将铁路与城市系统进行一体化设计、利用自然资源解决消防和投资问题、平层空间中对多种交通体系的有机组织、不同坐标和高程系统背景下分区域构建柱网、各板块交接处的问题解决等技术成果,总结出同类型建筑的设计思路,力求为该领域的建筑设计发展提供有益的借鉴。     

Is the intention to use public transport for different travel purposes determined by different factors?

The objective of this study was to examine the psychological predictors of the intention to use public transport for three travel purposes: work or study, shopping, and leisure. An expanded version of the theory of planned behaviour (TPB) which contains overall image and past behaviour is used. Data were gathered through the survey of 392 residents living in the central parts of Kuala Lumpur in Malaysia. These data were analysed using the partial least squares technique. The results indicate that attitude and perceived behavioural control are significant predictors of the intention to use public transportation for various purposes. Further, they explain between 34.6% and 49.8% of the intention variance. By adding the overall image and past behaviour to the original predictors in the TPB, the explained variance, with regard to work or study, shopping, and leisure purposes, increased by 5.6%, 5.1%, and 6.8%, respectively.     

Time use in travel surveys and time use surveys – Two sides of the same coin?

An in-depth understanding of travel behaviour determinants, including the relationship to non-travel activities, is the foundation for modelling and policy making. National Travel Surveys (NTS) and time use surveys (TUS) are two major data sources for travel behaviour and activity participation. The aim of this paper is to systematically compare both survey types regarding travel activities and non-travel activities. The analyses are based on the German National Travel Survey and the German National Time Use Survey from 2002.The number of trips and daily travel time for mobile respondents were computed as the main travel estimates. The number of trips per person is higher in the German TUS when changes in location without a trip are included. Location changes without a trip are consecutive non-trip activities with different locations but without a trip in-between. The daily travel time is consistently higher in the German TUS. The main reason for this difference is the 10-min interval used. Differences in travel estimates between the German TUS and NTS result from several interaction effects. Activity time in NTS is comparable with TUS for subsistence activities.Our analyses confirm that both survey types have advantages and disadvantages. TUS provide reliable travel estimates. The number of trips even seems preferable to NTS if missed trips are properly identified and considered. Daily travel times are somewhat exaggerated due to the 10-min interval. The fixed time interval is the most important limitation of TUS data. The result is that trip times in TUS do not represent actual trip times very well and should be treated with caution.We can use NTS activity data for subsistence activities between the first trip and the last trip. This can potentially benefit activity-based approaches since most activities before the first trip and after the last trip are typical home-based activities which are rarely substituted by out-of-home activities.