庄园兴交通 商旅行路难

正我们今天讲交通,通常是讲国家级交通工程,是宏观的交通事业;然而,与芸芸众生日常生活紧密相关的,其实是"乡间小道",是微观的。尤其是在凋敝动乱的六朝时期,每村每乡每年都要进行"修桥补路"活动,维护"巷道"与"田径"。那么,这些基层道路的建筑维修、开通护理以及资金又从何而来呢?庄园经济社会交通的支撑力公园3世纪到7世纪的三国两晋南北朝时期,中原大地有高度发达的农业经济和庄园式生产模式、生活方     

琅琊王氏姻亲文化集团的交流与共进

作为六朝士族中首屈一指的名门望族 ,琅琊王氏以及以它为中心而形成的姻亲文化集团对六朝文化产生了深远的影响。本文梳理王氏姻亲文化集团的几个家族之间的交流与共进的大致情况 ,意在为正确认识王氏姻亲文化集团在六朝文化史上的贡献作初步准备。     

砥砺奋进深化改革 凝心聚智提振交通品质——访南京市公安局交通管理局局长叶坚

<正>南京,六朝古都、十朝都会,地处我国沿长江和东部沿海"T"型经济发展战略带结合部,是长三角及华东地区唯一的特大城市和东部地区重要的中心城市,也是我国东南、南北交通大动脉交汇点上重要的交通枢纽城市。近年来,在"经济强、百姓富、环境美、社会文明程度高"的新南京建设中,南京公安交管部门忠诚担当、履职尽责,精耕安全畅通主业,深化警务勤务创新,在年增长近30万辆机动车的情况下交通安全形势持续平稳,赢得了     

六朝交通 动荡中的革新

正三国两晋南北朝时期,因战乱纷争而不断受到破坏与挫折的交通事业,在艰难竭蹶之中,也出现了一些新的变化:交通动力有新的开发,交通工具的制作技术有新的提高,特别是车的制作技术上有重大提高,更适于人的乘坐。六朝时期的交通设施整体发展缓慢,相当一部分破坏惨重,但某些时期、某些地域,也曾有人进行过整治,采取过一些有效措施,使交通环境有所改善,通商、通邮、旅行等都得以进行。     

简论毛泽东资本主义经济思想

毛泽东资本主义经济思想是他整个经济思想体系一个重要组成部分 ,其发展脉络具有鲜明的时代特征和突出的中国特色 ,是毛泽东经济思想发展、成熟的一个典型标志。而且 ,他的资本主义经济思想在新民主主义革命阶段、新民主主义向社会主义转变的过渡时期和社会主义建设时期 ,均发挥了重要的历史作用 ,至今仍具有现实的理论指导意义。     

B篇铁路具有巨大的运输市场需求

1"十一五"时期我国宏观经济形势 铁路发展战略的制定,历来都与正确认识和自觉把握宏观经济形势密不可分."十五"末期,针对我国经济运行中出现的粮食供求关系趋紧、部分行业盲目扩张、煤电油运供应紧张、价格上涨明显加快等不稳定和不确定因素,党中央适时加强和改善宏观调控,有效缓解了经济运行中的突出矛盾和问题,经济形势开始朝着宏观调控预期的目标发展,为"十一五"经济社会发展奠定了良好的基础."十一五"时期,影响经济周期性发展的因素将依然发挥作用,支撑国民经济持续平稳较快发展的社会大环境将不会发生大的变化.     

“十五”期间的奋斗目标和指导方针——摘自朱镕基总理在第九届全国人民代表大会第四次会议上所作的《关于国民经济和社会发展第十个五年计划纲要的报告》

展望新世纪初的国内外形势 ,未来五到十年 ,是我国经济和社会发展极为重要的时期。世界新科技革命迅猛发展 ,经济全球化趋势增强 ,许多国家积极推进产业结构调整 ,周边国家正在加快发展。国际环境既对我们提出了严峻挑战 ,也为我们提供了迎头赶上、实现跨越式发展的历史性机遇。从国内看 ,我们正处在经济结构调整的关键时期 ,改革处于攻坚阶段 ,加入世贸组织又会带来一些新的问题。各方面任务十分繁重 ,许多深层次矛盾需要解决 ,形势要求我们必须抓住机遇 ,加快发展。同时 ,我们也具备许多有利条件 ,能够在一个较长时期实现国民经济较快发展…     

沧海横流大跨越--遥望黄鹤楼

湖北省武汉市．受长江、汉水分割，形成汉口、武昌、汉阳三镇鼎立的格局。千百年来．人们来往两江三岸只得假以舟楫，滔滔江水严重制约了武汉的发展。因此，建桥成了武汉市交通建设的重中之重。     

我国现代物流研究的现状与展望

当前,世界经济正处于深刻变革的重大转折时期.世界范围内进行的经济结构调整、科学技术突飞猛进和跨国公司的影响日益增大,是当前世界经济大潮中的主要动向.其中,出现了一些与高科技相结合和实行现代管理的新兴产业,现代物流作为一种先进的组织方式和管理技术,被世界各国广泛采用,并形成一种新兴产业,在国民经济发展中发挥着重要作用.     

道运企业联合与协作

中共中央关于制定国民经济和在社会发展第十个五年计划的建议指出,今后五至十年是我国经济和社会发展的重要时期,是进行经济结构战略性调整的重要时期,也是完善社会主义市场经济体制和扩大对外开放的     

Ethnicity and Tourism Entrepreneurship in Java and Bali

Ethnicity permeates many aspects of tourism in the multi-ethnic nation of Indonesia. A great deal of tourism development in Java and Bali has been supported by global capital and this has facilitated the growth of enclaves. Despite the dominance of transnational corporations a lot of entrepreneurial activity in tourism is conducted by domestic entrepreneurs. The Chinese of South-east Asia are the subject of an increasing number of research papers, but this coverage tends to overshadow the entrepreneurial activities of other ethnic groups in the region. Attention is paid to Chinese ethnicity and entrepreneurship in this paper, especially in relation to other ethnic groups. Indonesian entrepreneurs are involved in many different kinds of tourism concerns ranging from the Jakarta conglomerates to medium-sized firms and small-scale operations. A clear line cannot always be drawn between the Jakarta conglomerates and transnational capital. There is also a substantial informal sector, often financed by Chinese capital, but operated by indigenous labour. Doing business with compatriots helps to reduce risk, especially when supply lines are extended. Anthropological and sociological theories of ethnicity enable us to examine the maintenance and extension of ethnic boundaries, and the processes by which networks include outsiders.     

Mergers and acquisitions in shipping

In this comprehensive study of all shipping mergers and acquisitions from 1984 to 2011 we document that the shareholders of both acquirers and targets realise average abnormal gains of 1.2% and 3.3% respectively and both parties gain more from diversifying than focus-increasing deals. Acquirers gain more when paying with stock, in cross-border deals and from taking over public targets. Targets gain more from cross-border and focus-increasing deals. Regulatory interventions, like the EU repeal of exemption from competition and the US Ocean Shipping Reform Act, affect the marginal merger propensity and this propensity differs significantly across regions.     

美英机场体制比较及其启示

传统上,机场定位为公益性基础设施,投资由政府负责,收入主要是飞机起降费和向航空公司收取的设施使用费和服务费。2003年,我国民用机场完成了“以省为单位下放和成立企业集团”的改革,从此,机场被定位为企业,并被要求自主经营、自负盈亏。     

Entrepreneurship and indigenous enterpreneurs in religious tourism in India

This paper demonstrates how indigenous religious entrepreneurs drive religious tourism in a non‐western context. Building on the case study of Vrindavan, an emerging religious tourism destination in India, it explains religious tourism as a natural progression of traditional pilgrimage economy, where entrepreneurship springs from socio‐cultural and ritual exchanges and knowledge of religious protocols and procedures between indigenous religious functionaries and visitors. Using religious hegemony, social status and networks, religious entrepreneurs innovate, develop new products and expand the cultural economy of rituals and performances to suit the demands of the burgeoning tourism. The tendency to consider such entrepreneurship as ‘informal’ not only exempts them from most regulations and legal responsibilities but also undermines their contribution in maintaining the ‘religious’ — the most important resource in religious tourism. Copyright © 2010 John Wiley & Sons, Ltd.     

高速公路投融资存在的问题及原因分析

随着我国经济社会的进一步发展，现有的调整公路投融资体制弊端逐渐显现。如在现有的制度框架下，社会资本对公路的融资作用非常有限，不地建立起行业滚动发展的投融资机制；高速公路的建设成本影响因素多，投资效益有所下降；高速公路规划实施缺少制度保障等。这些新问题亟须用新的思路来解决。     

巴西的交通运输与替代燃料的开发利用

本文介绍巴西交通业快速发展与石油工业缓慢增长之间的矛盾,重点论述巴西如何开发替代燃料、取得的成效及其经验对发展中国家的启示。     

Identifying structural changes and regime switching in growing and declining inbound tourism markets in Australia

This paper examines the dynamic changes in the number of tourists arriving in Australia from 53 markets using monthly data (1991m1–2014m4). A modified capital asset pricing model incorporating Markov switching and Bai–Perron search models is adopted to measure the extent to which individual arrival series exhibit systematic co-movements in relation to total arrivals as a global composite barometer. The study identifies 15 large and growing markets from different countries and regions with the switching/shifting betas greater than +1, suggesting a diverse portfolio that, if properly managed, will continue to sustain Australia's tourism industry. The study presents a series of marketing and promotion strategies to improve marketing efficiency and implications for further research are discussed.     

Night-time mobilities and (in)justice in London: Constructing mobile subjects and the politics of difference in policy-making

The growing interest in urban night-time economies and night-time transport policies presents an important context in which to examine how mobility justice is conceived and operationalised in policy-making. Literature on transport exclusion and transport justice documents the disadvantages experienced by different social groups and advances theoretical frameworks for distributive justice and transport accessibility. However, this literature has rarely considered the politics of whether and how mobility difference is recognised and planned for in transport policy, including issues of deliberative justice (participation) and epistemic justice (knowledge production). To address these research gaps, this paper engages with Sheller's (2018) theorisation of mobility justice and critically analyses the construction of mobile subjects in policy discourse on night-time mobility. We analyse policy documents part of night-time policy for Greater London to examine the extent to which the differentiated night-time mobilities across social categories (gender, age, ethnicity, income, etc.) are recognised – in other words, how the ‘politics of difference’ play out in transport policy-making. Findings show that the discursive construction of mobile subjects in London's night-time policy distinguishes between workers, consumers, and transport users, yet, these broad categories poorly account for differentiated mobility needs and practices. Publicly available data on differentiated night-time mobilities in London does not inform current policy discourse, obscuring disadvantages experienced by different groups of people moving through the city at night, and thus limits the capacity of existing policy interventions to address mobility injustices. These findings reaffirm the need for transport research to move beyond distributive justice and accessibility analysis, towards exploring the potential of thinking about distributive and epistemic justice for challenging the status quo of transport policy.