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1.
Reducing traffic volumes and CO2-emissions from freight transport has proven difficult in many countries. Although the increasing suburbanization of warehouses is seen as a relevant land use trend, comprehensive analyses of their impact remain scarce. This study uses real data in modeling transport, costs, environmental and modal effects from warehouse relocations around Oslo and Trondheim (Norway). Results indicate that for Oslo, traffic performance (ton-km), CO2-emissions, and transport costs increase following warehouse suburbanization. For Trondheim, transport performance and CO2-emissions increase less, while transport costs decrease marginally. We conclude that specific case characteristics (geography and trade patterns) are important in determining the strength and direction of effects, and expect that common concomitant developments (warehouse centralization and consolidation) would lead to more pronounced results. Our findings confirm some, but challenge other, findings from the relatively scarcely literature available. Finally, the study's more general insights and observations can help advance similar analyses beyond Norway. 相似文献
2.
Navigating in confined waters with a pilot aboard requires that the pilot’s intention and plan is understood by all present on the bridge. The present study investigates the effect of having a detailed route plan and monitoring it in the context of pilotage. The aim was to see how the presence of a shared pilot passage plan in the Electronic Chart Display and Information System (ECDIS) affects the identification and recovery from navigational errors made by a pilot. Twenty participants, 10 with a shared route plan and 10 without, participated as navigators in a simulator scenario involving pilotage in the Oslofjord. Participants were bachelor students in nautical science. The navigation scenarios involved the intentional error by the pilot just before a predefined way point. Three measurements of relevance to navigational safety were recorded: (1) the time it took the participant to express concern, (2) the time it took the participant to correct the error (‘time to recovery’), and (3) the number of groundings. The study revealed that time to express concern and time to recovery were significantly much shorter for the group with a shared pilot passage plan presented in ECDIS than for the group without such a plan. Providing a bridge team with a shared pilot passage plan in ECDIS during pilotage might improve the ability to identify and correct navigational errors. 相似文献
3.
Bj⊘rn Andersen 《运输评论》2013,33(1):61-81
This paper surveys Swiss public transport structure and policy. The regulatory regime is explained with the division between the two operators working under federal monopoly — the State railways (SBB) and the postbuses (PTT) — and the rest of the system. The rather complicated Swiss subsidy arrangements are described. The federal government's emphasis on introducing cheap public transport fares on environmental grounds through the federal transport measures (BTM) and the use of cheap fares in urban areas are discussed. The paper notes the Swiss people's rejection by a referendum of a federal commission's proposal for an integrated transport policy, though some of the solutions were introduced in their own right: the division of SBB into two parts, and the creation of the concept Rail 2000, later developed into Rail + Bus 2000. Finally, the paper reviews problems of the Swiss policy, including the future of cheap fares, making some comparisons with developments in Scandinavia. 相似文献
4.
Joanne Ellis Björn Forsman Susann Gehl Uwe Langbecker Kurt Riedel Pierre C. Sames 《WMU Journal of Maritime Affairs》2008,7(1):133-149
Commercial shipping of containerized goods involves certain risks for human safety and environment. In order to actively manage these risks, they must be identified, analyzed, modeled, and quantified. This requires a systematical analysis of design and operation of container vessels. Within the EU-funded research project SAFEDOR, a Formal Safety Assessment has been applied to establish the current safety level of generic container ships and to identify potential cost-effective risk control options. This paper describes a structured approach to develop the underlying high-level risk model. It is structured as risk contribution tree consisting of a series of fault trees and event trees for the major accident categories. Statistical analysis of casualty data is used to estimate the probability of occurrence. Finally, the summation overall individual risk contributions yields the current risk pro file for the operation of container vessels is presented as FN-curve. 相似文献
5.
Maria A. Lambrou Ørnulf Jan Rødseth Howard Foster Kay Fjørtoft 《WMU Journal of Maritime Affairs》2013,12(1):41-61
Port information management is considered a critical instrument towards enabling international transport and trade; thus, various forms of Port Information Systems (PORTIS) have been developed today, namely Port Community Systems, Terminal Operating Systems and Single Window systems. In Europe, the nautical information system SafeSeaNet is viewed as an important e-infrastructure. PORTIS systems are expected to evolve into next-generation technological platforms in order to offer a fully integrated digital environment to a multitude of maritime business actors and public authorities towards more efficient, safe and environment-aware transport and trade infrastructures and services. We propose service-oriented computing and model-driven development techniques as a robust PORTIS modelling and development approach. We present a reference model of PORTIS and a particular enabling methodological and technological framework. The proposed approach has been tested in a maritime single-window case. 相似文献
6.
Zhendong Liu Per-Anders Jönsson Sebastian Stichel Anders Rønnquist 《Vehicle System Dynamics: International Journal of Vehicle Mechanics and Mobility》2016,54(8):1077-1097
The contact between pantograph and catenary at high speeds suffers from high dynamic contact force variation due to stiffness variations and wave propagation. To increase operational speed on an existing catenary system, especially for soft catenary systems, technical upgrading is usually necessary. Therefore, it is desirable to explore a more practical and cost-saving method to increase the operational speed. Based on a 3D pantograph–catenary finite element model, a parametric study on two-pantograph operation with short spacing distances at high speeds shows that, although the performance of the leading pantograph gets deteriorated, the trailing pantograph feels an improvement if pantographs are spaced at a proper distance. Then, two main positive effects, which can cause the improvement, are addressed. Based on a discussion on wear mechanisms, this paper suggests to use the leading pantograph as an auxiliary pantograph, which does not conduct any electric current, to minimise additional wear caused by the leading pantograph. To help implementation and achieve further improvement under this working condition, this paper investigates cases with optimised uplift force on the leading pantograph and with system parameter deviations. The results show that the two positive effects still remain even with some system parameter deviations. About 30% of speed increase should be possibly achieved still sustaining a good dynamic performance with help of the optimised uplift force. 相似文献
7.
Tufan Arslan Bjørnar Pettersen Helge I. Andersson 《Journal of Marine Science and Technology》2016,21(3):552-566
The present work is motivated by phenomena occurring in the flow field around ship-like bodies with an incoming lateral flow (cross-flow, 90 ° drift angle). Three-dimensional unsteady flows around different ship sections are investigated by using computational fluid dynamic (CFD) tools with large-eddy simulation (LES) subgrid-scale turbulence model. The simulation results are compared to measurements at several Reynolds numbers in the 90–200,000 range. Focus in our investigation is on the characterization of the motion of vortex structures generated by the separated flow. Another target in the study is to obtain better knowledge of the hydrodynamic forces acting on the sections. Computed pressure and drag coefficients are compared with experimental measurements. The comparison between simulations and measurements shows that an LES model can predict the flow field around ship sections in detail and the hydrodynamic forces acting on the sections. 相似文献
8.
ABSTRACTHow vessel crews perceive safety on board (shipboard safety) is a useful indication for the general safety level. In this study a theoretical model was explored, involving factors that could possibly influence shipboard safety. Based on a survey questionnaire (n = 244), safety climate, shipowner efficiency demands and regulatory activities were investigated as influencing factors. Structural equation modelling gave support to the theoretical model and the findings illustrate that simultaneous involvement of various levels of the maritime system (crews, shipowners, regulators) can be effective for safety improvements. The study indicates that shipboard safety is affected by actions and prioritization by external actors through safety climate. It suggests that the maritime industry will profit from monitoring safety climate as part of the ongoing risk considerations, as a supplement to reactive parameters such as accident statistics. 相似文献
9.
Impact of Everyday Weather on Individual Daily Travel Behaviours in Perspective: A Literature Review
Despite the hundreds of billions of dollars being spent on infrastructure development -- from roads, rail and airports to energy extraction and power networks to the Internet -- surprisingly little reliable knowledge exists about the performance of these investments in terms of actual costs, benefits and risks. This paper presents results from the first statistically significant study of cost performance in transport infrastructure projects. The sample used is the largest of its kind, covering 258 projects in 20 nations worth approximately US$90 billion (constant 1995 prices). The paper shows with overwhelming statistical significance that in terms of costs transport infrastructure projects do not perform as promised. The conclusion is tested for different project types, different geographical regions and different historical periods. Substantial cost escalation is the rule rather than the exception. For rail, average cost escalation is 45% (SD=38), for fixed links (tunnels and bridges) it is 34% (62) and for roads 20% (30). Cost escalation appears a global phenomenon, existing across 20 nations on five continents. Cost estimates have not improved and cost escalation not decreased over the past 70 years. Cost estimates used in decision-making for transport infrastructure development are highly, systematically and significantly misleading. Large cost escalations combined with large standard deviations translate into large financial risks. However, such risks are typically ignored or underplayed in decision-making, to the detriment of social and economic welfare. 相似文献
10.
Environmental impact assessment of sediment dumping in the southern Baltic Sea using meiofaunal indicators 总被引:1,自引:1,他引:0
Peter Frenzel Corinna Borrmann Beate Lauenburg Bjrn Bohling Jan Bartholdy 《Journal of Marine Systems》2009,75(3-4):430-440
An experimental sediment dumping was carried out in the southern part of the Mecklenburg Bight in June 2001. Foraminiferans and ostracods from superficial sandy sediment were studied in a time series from before dumping until March 2004 in order to assess changes in associations and recolonization patterns of both groups. Additionally, an area sampling covering the dumping site and its surroundings from 15.5 to 20.7 m water depth made it possible to compare associations inside and outside the dumping area as well as the water depth dependent distribution of foraminiferans and ostracods. Salinity values vary within the high alpha-mesohaline and low polyhaline range. The dominating species are Ammotium cassis (Foraminifera) and Sarsicytheridea bradii (Ostracoda). The diversity is low (Fisher alpha index from 0.4 to 3.2 for foraminiferans and 1.0 to 2.5 for ostracods), but higher within the dumping site samples. These higher values are explainable by input of allochthonous tests and valves representing additional species. After the sediment dumping it took two and a half years to re-establish the total foraminiferan association and the total foraminifer/ostracod ratio within the dumping site. Total foraminiferan abundance increases remarkably with water depth (mean 83 tests in 100 ml) driven by higher nutrient availability and more suitable salinity and temperature values within the zone of the oscillating halocline. The distribution of shallow water species such as Cribroelphidium excavatum, Eucythere argus and Hirschmannia viridis, within the transient water layer A. cassis, Nodulina dentaliniformis, S. bradii and Palmoconcha laevata and below Eggerella scabra indicate the depth position of the halocline. Water depth and sediment dumping influence are the main driving factors for the distribution of foraminifer and ostracod associations within the study area. However, a significant sedimentological difference between samples inside and outside the dumping area is not recognizable. 相似文献