青藏铁路开通后对西藏生态足迹和生态承载力的影响

青藏铁路的开通, 在加快西藏经济社会发展速度的同时, 对西藏的生态环境变化也会产生重要影响. 运用生态足迹法, 从铁路客运和货运两个方面, 计算2006-2011年青藏铁路开通带给西藏的生态足迹的变化及趋势, 探讨了青藏铁路开通对西藏生态足迹变化的影响. 铁路客运产生的生态足迹主要体现在旅游生态足迹方面, 主要包括铁路入藏游客的住宿、餐饮和购物产生的生态足迹;货运方面主要包括货物运入和运出两个方面. 结果表明: 铁路客运产生的旅游生态足迹中, 住宿比重最高, 购物次之, 餐饮最少. 总体铁路输入的旅游生态足迹仅占不考虑铁路开通时西藏总生态足迹的1%左右;而铁路货物运入的生态承载力逐年上升, 且占不考虑铁路开通时西藏总生态足迹的比重较大, 最大达到51%, 对西藏生态足迹产生重要影响;铁路开通输入的生态足迹远远小于铁路为西藏增加的生态承载力.     

基于STIRPAT模型的甘肃省交通碳排放测算及影响因素分析

依据IPCC清单指南的数据, 采用"自上而下"的碳排放计算方法, 对2000-2013年甘肃省交通碳排放进行测算, 对交通碳排放总量、人均量、交通能源碳排放结构及碳排放强度进行动态分析. 基于STIRPAT模型, 运用岭回归统计方法对甘肃省交通碳排放影响因素进行定量分析. 结果表明: 甘肃省交通碳排放总量和人均碳排放量都呈逐年上升的趋势; 煤炭、汽油、柴油、电力四种能源消费的碳排放量占交通碳排放量的绝大部分; 交通碳排放强度呈下降趋势; 城镇化水平、客运周转量、货运周转量、人均GDP每增长1%, 导致交通碳排放分别增长0.221%、0.137%、0.174%和0.125%. 建设低碳交通体系将成为甘肃省交通部门减碳的有效途径.     

Extreme weather impacts on freight railways in Europe

Four cases are studied in this assessment of how the harsh 2010 winter weather affected rail freight operations in Norway, Sweden, Switzerland and Poland and also of the reactive behaviour rail managers mobilised to reduce the adverse outcomes. The results are utilised in a fifth case assessing the proportion of freight train delays in Finland during 2008–2010 by modelling the odds for freight train delays as a function of changes in met-states on the Finnish network and weather-induced infrastructure damage. The results show that rail operators were totally unprepared to deal with the powerful and cascading effects of three harsh weather elements—long spells of low temperatures, heavy snowfalls and strong winds—which affected them concurrently and shut down large swathes of European rail infrastructure and train operations. Rail traffic disruptions spread to downstream and upstream segments of logistics channels, causing shippers and logistics operators to move freight away from rail to road transfer. As a result, railways lost market share for high-value container cargo, revenues and long-term business prospects for international freight movement. Analyses of measures employed to mitigate the immediate damage show that managers improvised their ways of handling crises rather than drew on a priori contingency, i.e. fight-back programmes and crisis management skills. Modelling the co-variation between extreme weather and freight train delays in Finland during 2008–2010 revealed that 60 % of late arrivals were related to winter weather. Furthermore, the combined effect of temperatures below ?7 °C and 10–20 cm changes in snow depth coverage from 1 month to the next explained 62 % of the variation in log odds for freight train delays. Also, it has been shown that changes in the number of days with 10–20 cm snow depth coverage explained 66 % of the variation in late train arrivals, contributing to 626 min or 10.5 additional hours’ delay. Changes in the number of days with snowfalls over 5 mm accounted for 77 % variation in late train arrivals, implying that each additional day with this snowfall could contribute to 19.5 h’ delay. Finally, the combination of increased mean number of days with 5 mm snowfall and temperature below ?20 °C explained 79 % of the variation in late arrivals, contributing to 193 min or 3.25 h’ delay. All results were significant (p = 0.00).     

Transportation as a limitation to rural development: The case of Abak in Nigeria

Abak was opened by the colonial government as an administrative centre in the early 1900s. Since then the town and its surrounding areas are still rural in outlook. Development possibilities are very slim unless transportation is viewed seriously by both the government.The difficulty here is that the Kwa Iboe River with its tributaries that crosses the area has created transport bottlenecks. Entry into the area from the E, W and S is through narrow onelane bridges on the rivers. The inefficient transport development has led to difficulties in the movement of farm products to the market. The prices of manufactured goods are higher in the area than in other places about 12 or 14 kilometres away.     

Large and small numbers: options for quantifying the costs of extremes on transport now and in 40 years

The past 15 years has been characterized by a high density of record-breaking weather extremes in Europe. These include the extratropical cyclones Lothar, Kyrill and Xynthia across western and mid Europe; the major floods in the UK, Germany and eastern Europe; the heat waves in 2003 and 2007 and, after a long period of mild winters, the heavy winter seasons in 2009/2010 and 2010/2011. Inspired by the rising trends in weather-related damages worldwide and the studies on the topic carried out in overseas, the EC funded the sister projects such as Weather Extremes-Assessing the Impacts on Transport and Hazards for European Regions (WEATHER), EWENT and ECCONET to determine the magnitude of current and future risks to the European transport sector and to assess suitable adaptation strategies. This paper presents the assessment framework of the WEATHER project and the results of weather-inflicted damage costs now and in 2040–2050. Total annual damages are found to be around €2.5 billion, which largely attribute to road traffic. However, broken down to passenger and ton kilometers the highest risk is borne by rail traffic due to its expensive infrastructures and its comparably complex operating structure. This indication even amplifies when looking four decades ahead: while average road transport costs will only raise by 7 % due to milder winters, rail traffic costs may increase by up to 80 % due to more floods and less predictable winter periods. A comparison with the results of the EWENT study uncovers a high range of uncertainty concerning methodological approaches and data treatment. Thus, the final figures might even be much higher.     

Neoliberalism and privatisation in South Africa

Perhaps the defining characteristic of development as a global discourse is its neoliberal character. Even recently liberated nations such as South Africa have not escaped its reach. In South Africa, there has been a movement from a development policy with a socialist resonance – the Reconstruction and Development Program (RDP) – to one decidedly neoliberal in form and substance – the Growth Employment and Redistribution (GEAR) policy. The articulation of neoliberalism through development policy is being facilitated through a series of measures among which are fiscal austerity, export oriented production and the privatisation of public sector services. While the GEAR policy, as a macroeconomic framework, is being contested by labour unions it is privatisation which is facing widespread opposition among communities. My intention is twofold, firstly, to investigate how neoliberalism as a global hegemonic discourse has succeeded in capturing, colonising and repackaging the development imaginary of the African National Congress (ANC). Secondly, I wish to examine how privatisation as a sub-discourse of neoliberalism is being articulated in the historically black township of Chatsworth, in Durban. This revised version was published online in July 2006 with corrections to the Cover Date.     

大西铁路电气化牵引站负序电流及谐波对山西中部电网的影响

大同至西安铁路客运专线是国家铁路客运通道网络的重要组成部分,也是山西省重点建设工程项目之一。本文对大西铁路在山西中部的四所牵引站投产后所产生的负序及谐波分析研究,结果表明部分牵引站并网后会超过国标规定的允许值,对电力系统及其它用户产生危害。建议相关部门采取有效的防治措施。     

Investment policy in the Polish transport sector: An appraisal

The common nature of investment policy in the Polish transport system is analysed. The transport system should contribute to national economic growth by providing an efficient service to all sections of industry, agriculture and services, and by ensuring the maintenance of a reasonable level of personal mobility through public passenger facilities. Meanwhile, as shown in the first part of the paper, the volume of transport inputs, 1970–1984 were relatively low and, moreover, their allocation among different modes of transport — not always correct. Some specific features of investment policy in the 1970s are described. Finally, the present-day phenomena and problems characteristic of Polish transport — being mainly a result of improper past policy and nowadays crisis situation — are presented. Paper presented to the IGU Working Group on Geography of Transport: Symposium No. W11, 25–29 August 1986, León, Spain.     

Change trends in urban freight delivery: A qualitative inquiry

In this paper we present the findings of a qualitative investigation of change trends in urban freight deliveries. The empirical material was gathered with urban freight (courier) company managers and drivers in Aotearoa New Zealand. It presents personal accounts of the everyday lived experiences of those intimately involved in the delivery of goods within the urban environment. Twenty-five interviews were conducted across four urban centres between June and September 2015. We use the four elements of the Energy Cultures Framework to explore what urban freight managers and drivers ‘have’, ‘do’ and ‘think’, and the pressures of an external context. Four interrelated themes are presented. 1. Online shopping and home deliveries, 2. Tracking and transparency, 3. New technologies, and 4. Meeting (changing) expectations, with evidence provided by way of verbatim quotations. The ‘mobility cultures’ concept is used to explore the relationships between the four themes, and to identify the key change trends that may affect the ability of the freight industry to contribute to a low-carbon transport transition. We conclude by signalling some policy implications and future research directions.     

Review on the Impacts of Public Rail Transport on Urban Land Use Change:A Citespace-based Quantitative Analysis*

The public rail transport system in cities can promote physical urban transition, resulting in land use and land cover change, changing the public daily behaviors and consequently bringing huge economic benefits to its imminent areas. In this study, based on statistical analysis and visualization tools, by using Citespace and Google Earth, we explored approximately 455 papers from Web of Science and 321 papers from CNKI to obtain current research trends in the assessment of the impacts of public rail transport on land use change. The literature classification, organization and comments on such current studies and hot research topics are valuable for future research. Three conclusions were then drawn: First of all, similar topics have been done by both domestic and oversea scholars, but from slightly different perspective and at different scales. Secondly, public rail transport often causes the increase of housing price for both residential and commercial blocks; the influence on population density is more significant in the outskirts than that in downtown areas, but the influence often emerges with an unfixed time lag. Thirdly, RS, GIS and GPS (3S) technologies are promising tools for the research of the impacts of public rail transport on land use change in the era of "big data". Based on the conclusions, four suggestions were proposed: Firstly, future research in this field will be more comprehensive and humanistic studies. Secondly, overseas development models could not be fully applied in China, and thus corresponding improvement with China's situation are required. Thirdly, theoretically speaking, bicycle sharing can expand the service range of public rail transport. Fourthly, reasonable allocation of buffers is important for obtaining fine statistical area of land change affected by public rail transport.     

Energy demand and economic consequences of transport policy

Transport sector is a major consumer of energy. Concern of energy scarcity and price fluctuations enhanced significance of transport sector in national planning. This paper analyses energy demand for transport services in Bangladesh for different policy scenarios. Aggregate transport demand model is integrated into Long-range Energy Alternatives Planning model to forecast consequences of transport policy on energy demand and economy. Demand for imported energy for transport sector is observed to increase from 1.7 million ton of oil equivalent (Mtoe) in 2005 to 11.8 Mtoe in 2030 for business-as-usual scenario. In increased fuel price scenario, cost of importing fuel for transport sector is projected to increase from 1.37 to more than 14.9 % of Gross Domestic Product during the same period. Country’s energy demand may be reduced by 2 and 4 Mtoe in 2030 by improvement of waterway and railway, respectively. Moreover, by using compressed natural gas in motor vehicles cost of importing fuel may be reduced by US $5 billion annually in 2030 and a further reduction of transport sector energy demand by 9 % can be achieved through eliminating subsidy on fuel.     

Modes of extensional tectonics

Although hundreds of papers have been devoted to the geometric and kinematic analysis of compressional tectonic regimes, surprisingly little has been written about the details of large-scale strain in extended areas. We attempt, by means of quantitative theoretical analysis guided by real geological examples, to establish some ground rules for interpreting extensional phenomena. We have found that large, very low-angle normal faults dominate highly extended terranes, and that both listric and planar normal faults are common components of their hanging walls. The very low-angle normal faults may have displacements from a few kilometres up to several tens of kilometres and we regard their hanging walls as extensional allochthons, analogous (but with opposite sense of movement) to thrust-fault allochthons. Differential tilt between imbricate fault blocks suggests listric geometry at depth, whereas uniformly tilted blocks are more likely to be bounded by planar faults. The tilt direction of imbricate normal-fault blocks within large extensional allochthons is commonly away from the transport direction of these sheets, but in many cases tilts are in the same direction as transport, thus limiting the usefulness of the direction of tilting as a transport indicator. The presence of chaos structure, a structural style widely recognised in the Basin and Range Province, implies large scale simple shear on very low-angle normal faults and does not necessarily form as a result of listric faulting.     

Future aspects of new vehicle distribution from VW do Brazil

In Brazil, new motor vehicles have to be conveyed by road truck even for distances as vast as 3,000 km or more, since the railroad network is not efficient enough to handle them. However, the Brazilian government aims to extend the rail system considerably as a means of uprating the country's infrastructure, relieving the load on urban areas and reducing diesel oil consumption. VW do Brasil, as the largest industrial undertaking in the country, was requested by the Brazilian authorities to submit a draft scheme for future utilization of the railroads following their expansion and modernization. A system of 13 destination railheads was thus conceived as an initial stage. In order to calculate alternative transportation costs a special computer program was developed: with its aid movements of new vehicles from the factory to more than 800 dealers' premises were optimized. The implementation of this system would dispense with about two-thirds of the road trucks used to transport Volkswagen vehicles within Brazil, and would thus relieve the roads of 71,600,000 truck kilometers per year. In addition, the movement costs for new vehicles from VW do Brazil would drop by up to 20 %. However, it will not be possible to implement this improvement within a short period, but only in stages concurrent with the long-term improvement of the Brazilian railroads and, in particular, with the linking of the factory to the rail network. In conjunction with similar studies conducted by other large industrial corporations in Brazil and details of the cost of the projected railroad improvements and the system's running costs, it will be possible to produce a well-founded cost-benefit analysis which may even be able to establish priorities for the individual routes.     

The spaces of modernisation: Outcomes, indicators and the local government modernisation agenda

The modernisation of local government has attempted to reinvent central-local government relations by offering freedoms and flexibilities to facilitate the governance of local issues. At the same time, a shift to outcome focussed targets as a new form of governmental rationality allows central government to delimit these opportunities. Drawing on aspects of governmentality and actor-network theory, the paper explores the tensions between these modes of government. It argues that outcome focussed targets circumscribe the limits of local governance by offering a despatialised technology of government. Using a case study of Local Public Service Agreements, the paper highlights the problems 10 English rural local authorities have experienced in their attempts to construct and negotiate a series of local policy targets with central government. The paper shows how the spatial limitations of statistical governance conspire against the construction of targets which reflect local policy priorities. In conclusion we consider the extent to which these limitations are a deliberate act of control and consider the implications for agency within networks of governmentality.     

Regional policy in Nigeria

The Nigerian growth-pattern, with its shift from more labour-intensive and resource-based to more capital-intensive and import-based industries, caused an increasing spatial concentration of productive forces, resulting in deteriorating living conditions for the majority of the population in rural and in urban areas. The Nigerian government never had a systematic regional policy. The impact of its general economic policy, however, fostered spatial polarisation by favouring import-based industries of the highest technological level while discriminating against other economic activities. As the scope for decentralisation within this pattern of accumulation is extremely limited, the problem cannot be solved by instruments of regional policy but only by altering the overall growth-pattern.     

Travelling technocrats, embodied knowledges: Globalising privatisation in telecoms and water

The decade from the mid-1980s to the mid-1990s was a key moment in the unfolding of the global privatisation agenda. During this decade privatisation shifted from a nation-state project to become part of the structural adjustment measures associated with economic globalisation. These measures were not only promoted by international institutions such as the World Bank and IMF, but by a range of other organisations and actors who have received little attention. In particular, virtually no attention has been paid to the mid-level technocrats who enacted privatisation strategies and techniques. This paper focuses on these actors through the cases of New Zealand telecommunications engineers and British water engineers. In discussing the significance of these actors we argue for the unpacking of the messy histories, geographies and sociologies of privatisation using both publicly available documents and ethnographic methods. This will allow us to understand why certain courses of action were pursued in particular times and places, why other actions dropped out, and will reveal more about the national imaginaries and embodied knowledges underpinning the globalisation of privatisation.     

The carbonate factory of Middle Triassic buildups in the Dolomites, Italy: a quantitative analysis

Middle Triassic carbonate buildups of the Dolomites were high in relief (500–1000m) and small in size (one to a few square kilometres in area). A paradox results from the carbonate platform model that invokes the platform top, including reef rims, as the carbonate factory and flanking beds as talus deposits. Most buildups consist largely of clinoforms (inclined at 10-50°) whereas massive reef rocks and stratified buildup interiors are poorly developed or absent. Facies and modal analysis of 323 thin sections from buildups of the Marmolada indicate that clinoforms are: (i) predominantly composed of in situ boundstones (56% of all samples); (ii) primarily made up of early cements (37 vol.%), microbial crusts (17 vol.%), micritic intraclasts (10 vol.%) and Tubiphytes (8 vol.%); and (iii) contain diagnostic shallow water grains (dasyclads, coated grains) that are less abundant by 1-2 orders of magnitude compared with buildup interior facies. These data suggest that the clinoforms themselves were the main carbonate factory of the Triassic buildups. Stratified buildup interior rocks and massive reef rocks were apparently not a prerequisite for buildup growth and clinoform progradation.     

Ice marginal ramps: An indicator of semi-arid piedmont glaciations

Ice marginal ramps are depositional landforms that often developed over several tens of kilometres along the ice margins of large piedmont glaciers in semi-arid environments. The ramps extend with a 7–15° gradient several kilometres or even tens of kilometres into the forelands. They have front slopes that are tens of metres to several hundred metres high and frame the former terminal basins. The front slopes and the underlying bed consist of till; in the latter case, the till thins out towards the periphery. The overlying beds contain ice contact stratified drift, which, with increasing distance from the former ice margin, is succeeded by clearly sorted glaciofluvial layers of gravel. Under semi-ari d environmental conditions, the syngenetic contribution oftwo agents of transport (glacial, glaciofluvial) in formingone accumulation complex produces stratigraphic and phenotypical features that are rare in the glacial morphology of the temperate/humid zones. For this reason, they are often misinterpreted. Being indicators of ice margins, ice marginal ramps permit the accurate reconstruction of extensive piedmont glaciations in the semi-arid highlands of subtropical latitudes. Because of their high radiation values these play a key part in the global energy balance and, thus, in the origin and the evolution of ice ages.The author gratefully acknowledges the translation of this paper rendered by Mrs. Anne Beck, Berlin.     

The function of the freight distribution systems

Summary To sum up it can be said that new or further developed systems of haulage must be found, especially in conurbations, in order to be able to cope efficiently with freight transport. The scheme here presented for freight distribution centres is one possibility which has been much discussed. The establishment of such a freight distribution centre in Koblenz by the end of 1976 could be regarded as a first step towards its realization. By means of this model which was generally planned by Dornier and which is open to visit, provides solutions for many problems. It is yet too early for a final evaluation of the entire system but approaches have been made to the Federal Ministry of Research and Technology for a research project and thus to a good starting point for realization.     

Detrital zircon U–Pb provenance and palaeogeography of Triassic rift basins in the Marrakech High Atlas

The Marrakech High Atlas contains some of the best exposures of the Triassic early‐rift strata related to Atlantic opening in NW Africa. We present the first detrital zircon U–Pb data of five Triassic redbed samples from the Tizi n'Test basin to quantify sediment provenance, transport and dispersal patterns during early rifting. These U–Pb ages document dominant sediment sourcing from the south, the Anti‐Atlas domain, with very limited to absent input from the Variscan Meseta domain to the north. This combined with stratigraphic and thermochronologic information points to a highly asymmetric palaeogeography during Triassic rifting. Furthermore, the occurrence of Archaean detrital zircon grains in Triassic sandstone, likely recycled from the Reguibat shield, suggests the presence of a fully developed regional drainage system with rivers and catchments reaching hundreds of kilometres into the hinterland of the rift flank.