Lessons Learned from the Marine Management Area Science Program: Insights for Global Conservation Science Programs

Drawing on experiences from the four regions and the overall conduct of the Marine Management Area Science (MMAS) program, this concluding article highlights emergent cross-cutting themes that affected MMAS programs across the regions, summarizes the important conservation outcomes of the MMAS program, and then discusses lessons gained from the actual process of conducting the MMAS program. Based on these insights, particularly the last section, this article concludes with recommendations for other conservation programs, specifically those that are global in scope and are science-based with a specific intent to apply that science to conservation action.     

重力式码头抗滑抗倾稳定性验算的抗力变异系数及对分项系数的修订建议

根据按JC法对重力式码头抗滑、抗倾稳定性进行的可靠指标β校准计算统计分析结果以及典型的蒙特卡罗分析,探讨了综合作用和综合抗力的变异系数及其概率分布类型。分析结果表明,在重力式码头抗滑、抗倾稳定性验算中,综合作用和综合抗力接近对数正态分布或正态分布,并可据此得出综合抗力分项系数。这一结论可用于规范修订在此基础上,提出了关于分项系数和结构调整系数的修订建议。     

美国旅游公路发展及对我国的启示

为寻求我国旅游公路的合理发展途径,结合现阶段对我国旅游公路内涵、结构及功能的理 解,通过对美国旅游公路发展背景的研究,为我国旅游公路体系的构建提供借鉴与经验。分析了 美国旅游公路自20 世纪60 年代至今的发展历程与发展成效,认为旅游公路的发展成为其交通行 业的新发展点,诞生了公路旅游知名品牌,为复兴沿线经济提供了主要条件。同时根据我国旅游 公路发展的基本情况与现存问题,以满足社会经济发展及人民精神生活需求为出发点,比较我国 与美国旅游公路的发展特征,分析我国开展旅游公路规划建设的可行性与必要性,认为我国现阶 段与美国开展国家层面旅游公路体系构建的初始阶段面临的时机、发展环境及建设价值均具有相 似性,我国也具备较为充分的发展条件。并在我国现行体制基础上,提出建立我国旅游公路体系 的具体建议,包括建立评估认定机制,推行区域旅游公路规划,建立建设标准、管理机制,研究 投融资政策,以及整体构建我国旅游公路体系的最终目标。     

深圳市多中心空间结构下的客运交通组织

过去30年,深圳城市空间逐渐由原特区内的带状组团拓展至现阶段的全境轴带梯度推进,并出现与城市规划期望的多中心组团化相背离的发展趋势。总结深圳市城市空间拓展与交通设施布局互动发展历程中的经验及教训,提出多中心组团化空间结构下的交通组织模式。强调结合城市不同功能中心布局客运枢纽,重点关注全国性、区域性、全市性三个层级的客运枢纽。依托城市"三轴两带"形成骨干交通走廊,为未来空间发展预留弹性空间。基于多中心组团化空间发展愿景以及规划预测出行分析,划分六大交通政策分区,并给出不同分区的居住人口、就业岗位等指标,公共交通发展目标,以及需求管理措施等发展指引。     

我国大型邮轮安全监管研究

文中分析了我国大型邮轮旅游市场,邮轮码头基础设施建设,本土邮轮发展情况及邮轮政策出台情况,回顾了世界主要邮轮事故及其对海事安全规则的影响,介绍了我国海事部门进行大型邮轮安全监管的主要举措,指出了我国邮轮海事安全监管存在的问题并提出了一些建议。     

The Contribution of Benefit-in-Kind Taxation Policy in Britain to the ‘Peak Car’ Phenomenon

Car use per person has historically grown year-on-year in Great Britain since the 1950s, with minor exceptions during fuel crises and times of economic recession. The ‘Peak Car’ hypothesis proposes that this historical trend no longer applies. The British National Travel Survey provides evidence of such an aggregate levelling off in car mileage per person since the mid-1990s, but further analysis shows that this is the result of counter trends netting out: in particular, a reduction in per capita male driving mileage being offset by a corresponding increase in female car driving mileage. A major contributory factor to the decline in male car use has been a sharp reduction in average company car mileage per person. This paper investigates this aspect in more detail. Use of company cars fell sharply in Britain from the 1990s up to the 2008 recession. Over the same period, taxation policy towards company cars became more onerous, with increasing levels of taxation on the benefit-in-kind value of the ownership of a company car and on the provision of free fuel for private use. The paper sets out the changes in taxation policy affecting company cars in the UK, and looks at the associated reductions in company car ownership (including free fuel) and patterns of use. It goes on to look in more detail at which groups of the population have kept company cars and in which parts of the country they have been most used, and how these patterns have changed over time. A preliminary investigation is also made of possible substitution effects between company car and personal car driving and between company car use and rail travel. Clearly, the role of the company car is only one of many factors that are contributing to aggregate changes in levels of car use in Great Britain, alongside demographic changes and a wide range of policy initiatives. But, company car use cannot fall below zero, so the effect of declining year-on-year company car mileage suppressing overall car traffic levels cannot continue indefinitely.     

The Greening of Ports: A Comparison of Port Management Tools Used by Leading Ports in Asia and Europe

Abstract

From the policy and management perspective, this study aims to investigate the port management tools that port/public authorities have at their disposal and then to analyse to what extent the tools are used to enforce or encourage green port development at functional activities of port operations and development. We conduct an exploratory and comparative review based on two axes: on the one hand, the range of tools available to port authorities (pricing, monitoring and measuring, market access control and environmental standard regulation) and on the other hand, the functional activities in ports (shipping traffic, cargo handling and storage operations, intermodal connection, industrial activities, and port expansion). The situations in the leading ports in Asia and Europe, namely Singapore, Shanghai, Antwerp and Rotterdam are studied and compared, whereby the policies' effectiveness is discussed accordingly. Findings show that the ports are particularly mature in exercising environmental standard regulations which reveals that the enforcement approach is more prevalent. The most focused functional activity is shipping traffic which reflects that the ports are driven by the International Maritime Organisation. The respective port authorities in Antwerp and Rotterdam have a higher level of influence on devising green port policy in comparison to the two Asian ports.     

Implementation of sustainable urban transport in Latin America

Transportation provides vital support to the economic and social development of Latin America cities, but current growth patterns and trends are not sustainable. While non-motorized and public transport modes have the largest shares in passenger transport, there is a strong increase in ownership and use of cars and motorcycles. In Latin America in 2010 there were 2.5 new motor vehicle registrations for every new child being born.     

城市公共交通优先发展体系框架研究

城市公共交通优先发展体系框架是实现公共交通优先发展的基本保障。首先,总结了城市公共交通优先发展的重大战略意义;然后,通过分析公共交通优先发展面临的问题,系统梳理体系框架的主要构成要素。围绕公共交通引导城乡区域健康协调发展、保障公民享有公共服务权利,对体系框架构成要素及其具体内容进行创新与集成,提出包括"四大体系、三个层面"的公共交通优先发展体系框架构想。四大体系即法律法规保障体系、政策扶持体系、科技支撑体系、综合管理体系,三个层面即各体系所涉及的国家、城市与公共交通服务层面,各体系及层面的具体内容相互联系、相互配合、有机统一。     

交通政策顶层设计的战略意义与关键作用——《上海市城市交通白皮书》十五年历程启示

20世纪90年代以来,面对城市人口和机动车的持续快速增长,上海市加快交通体系建设,并于2002年首次制定并颁布了以政府名义发表的《上海市城市交通白皮书》,明确了发展国际大都市一体化交通的战略目标,提出“公交优先、区域差别、路车平衡”三大核心政策。通过回顾2002年《上海市城市交通白皮书》交通政策顶层设计的战略意义,总结了“轨道成网”和“私车控增”两大举措对缓解城市交通拥堵、支撑城市交通发展的关键作用,也对未来人性化、法制化交通政策的制定提出建议。