Dealing with congestion from a regional perspective The case of Massachusetts

Traffic congestion has received considerable public and media attention over the past several years. However, many of the transportation and land use actions offered to deal with the congestion phenomenon focus only on a specific site or at most a subregion of the metropolitan area. This paper argues that congestion in many cases is an areawide phenomenon requiring consideration from a regional and programmatic viewpoint. A ten-point congestion-relief program developed for eastern Massachusetts is described. Actions in this program included those aimed to mitigate current congestion and avoid future congestion through land use management. Four policy areas are emphasized - providing transportation system improvements, managing transportation demand, managing land use, and managing the institutional and funding framework. The paper concludes that because of the political nature of the congestion problem, the congestion-relief program's importance lies more in the message it sends to the public that programmatic action is being taken. The paper also concludes that a regional approach is necessary thus requiring close examination of existing institutions, that demand management is an important component of the strategy, that the private sector has an important role to play, and that the long-term effectiveness of the program relates to the success of attempts to institutionalize efforts into zoning and permit procedures.     

Transport infrastructure and long-run economic growth in OECD countries

This paper provides an empirical evaluation of the growth impact of public infrastructure in a panel of 18 OECD countries during 1870–2009. This study goes beyond the traditional analysis of growth accounting models by exploring the indirect effect of stock of core infrastructure on output growth through its impact on productivity. Constructing a long-run historical dataset on infrastructural capital formation spanning from 1870, estimated results show that growth in both labour productivity and total factor productivity are positively, but not substantially, influenced by growth in the stock of infrastructure. Furthermore, applying the system GMM technique (Generalised Method of Moments) revels that although rate of returns to investment in infrastructure exceed the private rate in OECD countries, it is not as high as positive externalities associated with investment in equipment and structure investment.     

Logistics as a driving force for development under the Belt and Road Initiative – the Chinese model for developing countries

ABSTRACT

An important objective of “the Belt and Road Initiative” is to promote the economic growth of countries in the region. China’s successful development experience, proposed in the initial stage of reform, can be summarised as “Looking for development, building the highway first”. This study is the first to evaluate whether logistics infrastructure has indeed contributed to economic growth by employing an error correction model with panel data from 2003 to 2014. In addition, we compare the influence levels of different sectors of logistics infrastructure in different regions, i.e. developed and developing regions. We focus on developing regions as they represent good development experiences for developing countries in the Silk Road Economic Belt. For developing regions, we find that the most influential factors are telecommunication and airway transportation, which should be the foci of attention in order to promote economic growth and reduce inter-region economic inequalities. The research confirms that logistics is indeed a driving force for economic growth in China, and that the contributions of specific sectors can be a useful reference for developing countries to determine prioritisation of investment in different logistics sectors across regions.     

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运用生长曲线理论对中国铁路网演化（1949–2020年）的生命周期进行判定,旨在得到铁路网在时空演化中的周期性变化和生长规律.根据调整拟合优度最大隶属原则,将中国铁路网演化曲线逐步融合划分成为4个生命周期.选择四个典型的生长曲线模型,对每一个生命周期的曲线进行拟合识别,得到中国铁路网演化生命周期遵循Logistic模型的生长规律和每个生命周期的生长曲线公式及参数.研究表明,中国铁路网演变遵循连续形生长曲线特征,分别为萌芽期（1949–1969年）,发展期（1970–1988年）,调整期（1989–1998年）和繁荣期（1999–2020年后）,每一个生命周期都遵循着发生、成长到成熟的生长特征.目前中国铁路网处于第四生命周期中的成长期,周期结束时间约为2023年,里程将达到12.537万km.相关部门应当根据铁路网演化生命周期的生长规律,在不同生长阶段采取相应的发展策略,指导和促进中国铁路网顺利过渡到下一生命周期.     

公路交通投资与经济增长动态关系的实证研究

以1952年～2009年度数据为样本,基于误差修正模型检验了公路交通投资与经济增长的动态关系.结果显示公路交通投资对经济增长主要表现为短期行为且作用显著.公路交通投资每增长1％o,GDP增长0.206％,三次产业增加值分别增长0.028％、0.338％和0.190％.     

脑缺血组织nestin蛋白重新表达及其与碱性成纤维细胞生长因子表达的关系

目的　研究缺血脑组织nestin蛋白重新表达和碱性成纤维细胞生长因子 (bFGF)表达的关系。方法　建立永久性脑缺血大鼠模型 ,采用免疫组化染色方法 ,观察脑缺血后 1、3、7、14、2 8d脑组织nestin蛋白和bFGF的表达。结果　缺血后 1～ 3d缺血灶附近nestin免疫阳性细胞大量出现 ,缺血 7d开始减少 ;而bFGF免疫阳性细胞在缺血 14d大量出现 ,缺血 2 8d开始减少。结论　缺血脑组织重新表达nestin蛋白不需要bFGF的营养和支持 ,缺血脑组织周围的nestin免疫阳性细胞来源于重演胚胎发育过程的星形胶质细胞     

氧化苦参碱在大鼠肾间质纤维化进程中的保护作用

目的探讨氧化苦参碱对大鼠肾间质纤维化进程的干预作用,并阐明其部分机制。方法40只雄性SD大鼠,随机分为假手术组、模型组、苯那普利组、氧化苦参碱大剂量组和小剂量组。以单侧输尿管结扎术建立输尿管梗阻的动物模型。术后第14天取术侧肾组织行HE、Masson染色及转化生长因子-β1(TGF-β1)、α-平滑肌肌动蛋白(-αSMA)和Ⅲ型胶原(ColⅢ)免疫组化检测,并运用图像分析系统做半定量分析。结果经氧化苦参碱干预后,梗阻侧肾脏的-αSMA、TGF-β1和ColⅢ的表达均显著低于模型组(P<0.01);大剂量氧化苦参碱组均低于苯那普利组(P<0.05);氧化苦参碱大剂量组和小剂量组之间无显著性差异(P>0.05)。结论氧化苦参碱可能是通过降低TGF-β1等细胞因子的表达而减少细胞外基质(ECM)产生细胞的活化,从而减少ECM的沉积,达到抗肾间质纤维化的作用。     

应力环境与重组人生长激素对骨质疏松下颌骨最大载荷的影响

目的观察不同应力环境对骨质疏松下颌骨最大载荷的影响及补充生长激素对其变化的影响。方法通过去除SD大鼠双侧卵巢,拔除单侧上颌磨牙,建立骨质疏松下颌骨高、低应力环境的动物模型,用三点弯曲法检测下颌骨最大载荷的变化。结果去势后大鼠下颌骨最大载荷显著降低(P<0.01)。生长激素组双侧下颌骨最大载荷均显著高于骨质疏松组(P<0.01)。骨质疏松组下颌骨最大载荷低应力侧显著低于高应力侧(P<0.01),假手术组及生长激素组拔牙4周后双侧无明显差异,仅拔牙8周后差异有统计学意义(P<0.05)。结论低应力环境加速骨吸收,促进下颌骨骨强度的下降。补充生长激素则可阻止低应力环境下骨质疏松大鼠颌骨骨强度的下降,抑制骨吸收。     

隧道洞口围岩稳定型变形的非线性回归分析

通过对隧道洞口围岩变形监控量测数据的分析,得到地表沉降、拱顶下沉、周边位移的变形曲线具有明显的阶段特征;同时对变形曲线进行非线性回归分析,得到围岩变形“增长模型”的非线性回归方程,对预测预报围岩变形规律和最终变形、提高隧道信息化施工水平提供基础和依据。