智能卡

交通部已采用Inside Contactless的芯片作为道路运输证；加拿大投入2.5亿建设电子车票一卡通系统；杭州对建筑市场的项目经理实施IC卡信用管理；阳澄湖大闸蟹推行IC卡制度；[编者按]     

智能卡

国家司法部信息化管理启用一卡通系统;青岛船舶一卡通启用;吉林营运车换道路运输IC卡;南京将推行公务交通专用IC卡;日本高松购物中心试将北电无线技术用于智能卡;国内首张有综合功能的高速公路缴费卡推出。[编者按]     

IC卡在建设工程管理领域中的应用分析

本文通过对IC卡在建设工程管理领域中的应用可行性分析,详细介绍了IC卡系统的方案设计以及该系统的优越性,旨在使大家对IC卡有更深入的了解,以便IC卡能在更多领域中得到应用,进一步推动信息化工程的建设。     

IC卡在高校机房管理中的应用

本文重点介绍IC卡特别是非接触IC卡的优点在高校机房管理中的应用。本文还设计一种基于非接触IC卡的机房管理系统,实现学生上机过程中信息采集和管理的电子化、智能化。     

存储式IC卡及其在银行柜台业务中的新应用

由于IC卡的读写方法简单,保密性强,成本低,IC卡在银行业中得到了大量的使用,随着技术的不断进步,IC卡在银行业务中的应用已不再局限于传统的范围,本文详细描述了存储式IC卡及其在银行业务中的新应用。     

建设事业IC卡在江西省的应用及拓展

为加强和规范我省建设事业IC卡应用管理及推广工作,促进我省建设事业IC卡应用管理工作健康有序的发展,根据建设部有关要求,省建设厅于2000年3月组建了IC卡应用领导小组及办公室,确定我省建设事业IC卡应用采取省级管     

校园一卡通系统中密钥管理系统的设计与实现

校园一卡通系统是多功能IC卡应用系统。多功能是指以一张IC卡同时可支持多种不同的应用子系统,如食堂收费管理、学生成绩管理、图书馆管理等,这对提高学校管理水平和工作效率、减少现金流通等大有益处。在校园一卡通系统中,密钥管理系统是整个IC卡应用系统安全的核心。对密钥系统的管理和控制是IC卡应用系统的关键,密钥管理系统的安全性将直接影响整个应用系统的安全性。     

陕西省公共交通领域应用金融IC卡的经验与建议

2015年,陕西省各地市相继实现金融IC卡在公共交通领域的应用,形成一定的规模效应,陕西省步入公共交通领域应用金融IC卡的快车道,有效提升了陕西省公共服务水平,电子现金交易笔数也呈指数上升。本文总结了陕西省推进金融IC卡在公共交通领域应用中的优秀经验,分析了目前陕西省公共交通领域应用金融IC卡的现状,并针对存在的问题提出建设金融IC卡多应用平台、加快PBOC 3.0发卡进度、加大金融IC卡闪付宣传力度的建议,对全国其他地区推进金融IC卡在公共交通领域的应用具有借鉴意义。     

践行金融IC卡标准 提升金融服务水平

正我国金融IC卡自2011年全面启动以来,在人民银行、商业银行、银联等各方的共同努力和参与下,金融IC卡推广工作取得了显著成效。当前金融IC卡已经成为良好的社会公共服务载体以及商业银行产品创新、行业合作的重要平台。作为最早实现金融IC卡全国发卡银行之一的交通银行,一直密切关注金融IC卡技术发展,成立了行领导牵头的金融IC卡业务推广领导小组,并由信息技术管理部统一推进全行金融IC卡技术标准化工作,从金融IC卡标准化建设、推进发卡、受理环境完善、行业多应用合作和产品创新5个维度,积极践行金融IC卡行业标准,加快推进金融IC卡应用,大力提升金融服务水平。     

一卡通管理系统的设计与实现

随着计算机技术的高速发展和IC卡技术的推广和普及,一卡通管理日益受到各类企业的高度重视。本丈分析了IC卡一卡通在考勤、工资、消费、门禁、人力资源管理系统中的应用和各系统的整合。其中所描述的软、硬件和算法适用各种类型的企事业单位。     

基于季节时间序列模型的民航客运需求预测分析

随着经济的不断发展，人们的生活水平不断提升，消费理念也有很大改变，民用航空运输业也获得了飞速发展，越来越多的人选用航空这一交通方式出行。文章主要介绍了季节时间序列模型，并使用1998年1月至2013年5月的月度数据建立SARIMA模型，并对2013年的民航客运量进行预测分析。通过使用SARIMA模型对我国民航客运量进行预测，以期对民航企业制定合理的运营决策提供一些参考。     

One size fits all? Safety management regulation of ship accidents and personal injuries

Safety management regulation is an important supplement to market forces to establish a sufficient safety level in high-risk industries. The accident statistics in Norwegian maritime passenger transportation display a paradox: personal injuries have decreased while ship accidents have increased in the period during which safety management has been regulated (the International Safety Management Code was effectuated in the late 1990s). We interview regulators, shipping company management, and crewmembers about their practices and opinions regarding safety management regulation and use these data to explore how this regulation influences safety management practices to prevent different types of accidents. This study underlines earlier research showing that regulation serves to ‘raise the bar’ by heightening the industry levels of safety investments and organizational safety awareness. In addition, our results suggest that safety management regulation in maritime transportation is mostly effective for preventing personal injuries in cases in which the personal have sufficient time and resources available, and the procedures are consistent with seafarers’ professional values. For ship accidents, such as groundings, other causal factors come into play. We find that the negative consequences of regulation (proceduralization) in particular influence the performance of safety-critical tasks, such as navigation. This may explain why personal injuries have decreased while ship accident frequencies have continued to increase in spite of the regulations aimed at improving safety.     

CHARGING FOR ROADS

The article discusses two theoretical methods of measuring roaduse costs and designing a system of road user charges. The firststates that road damage externalities are zero and road damagecosts are equal to the traffic-related fraction of maintenanceexpenditure. The second states that, with constant returns andoptimal road capacity, congestion charges should recover theremaining total overhead costs. Vehicles should be charged thesecosts, and additional pure taxes on passenger vehicles shouldbe guided by principles of indirect taxation. Although roaduser charges alone may fail to cover the total highway budget,the additional pure taxation is likely to more than cover theshortfall. The article argues that an appropriate system oftaxes and charges can be devised to meet these requirementswithout adversely effecting the rest of the economy.      

加强海关增值税完税凭征抵扣管理

自从全国统一实行防伪税控系统开具增值税发票后,虚开、倒卖增值税专用发票的违法现象得到了有效的扼制,但犯罪分子虚开、倒卖假海关增值税完税凭证等"四小票"的现象又日趋猖獗。本文通过分析海关增值税完税凭证在抵扣管理中存在的问题,提出了加强海关增值税完税凭证抵扣管理的对策和建议。     

Government Failure in Urban Transportation

This paper assesses governmental performance in its investment, provision and regulation of urban transportation. Attention is given to public bus and rail transit and road transportation. Evidence based on urban transport in US cities reveals substantial allocative and technical inefficiencies that have led to large public transit deficits and severe highway congestion. I argue that it is futile to expect public officials to remedy the situation by pursuing more efficient policies such as congestion pricing and weighing costs and benefits when deciding transit service. The problem is that urban transportation policy is largely shaped by entrenched political forces that inhibit constructive change. The only realistic way to improve the system is to shield it from those influences and expose it to market forces by privatising it. This position is supported by empirical evidence based on simulations for the US and the UK's early experience with privatisation.     

Timing and future consequences of the peak of oil production

Energy is fundamental for present societies. In particular, transportation systems depend on petroleum-based fuels whose production levels are unsustainable. The inevitability of a peak of oil production (“Peak Oil”) is a now an accepted concept, although its date is still not consensual. In this work we discuss the peak of oil production and analyze the problems it will create. As much as can be inferred at this moment, the impact of the Peak Oil will certainly be significant but can still range from relatively benign to almost catastrophic scenarios. As a direct effect of Peak Oil, the increase in energy prices will be concentrated on the liquid fuels and the transportation sector will be specially affected. We believe that the cheap, wide-scale air transport that our present societies take for granted will revert to a more expensive and restrictive model closer to the selective commercial air transport of the early jet age. In our opinion the present road transportation systems will suffer an important transition that includes a reduced incidence of long distance road cargo movements, partially replaced by increased railway transportation, and, in terms of people commuting, a significant increase of mass transit and electrical vehicles. During this phase of forced adaptation, some countries will face greater challenges than others. However, the future of overall mankind and of particular countries, regions, or any groupings of people, is not yet fixed: it depends on decisions that are being taken at the present moment and on decisions that will still be taken in the future. As such, predicting the impact of the Peak Oil is something that must be done through a continuously refined process of information collection and analysis.     

Do Accruals Earnings Management Constraints and Intellectual Capital Efficiency Trigger Asymmetric Cost Behaviour? Evidence from Australia

This study examines whether accruals earnings management constraints and intellectual capital (IC) efficiency affect asymmetric cost behaviour by analysing data for the 1990 to 2016 period on firms listed on the Australian Securities Exchange. The analysis reveals that, on average, anti‐sticky cost behaviour occurs when firms have limited ability to engage in accrual earnings management to manipulate earnings in the current year. Further, IC efficiency – particularly human capital efficiency – increases the degree of cost stickiness. This study also finds that the degree of asymmetric cost behaviour is more pronounced in the post‐International Financial Reporting Standards (IFRS) period than in the pre‐IFRS period. The results suggest that the increased asymmetric cost behaviour in the post‐IFRS period derives from higher IC efficiency relative to the pre‐IFRS period. This study presents important implications for external stakeholders because they can consider the extent of earnings management constraints and the extent of firms’ IC efficiency as the determinants of asymmetric cost behaviour when assessing firms’ cost behaviour.     

Identification of critical operational performance measures— a research note on a benchmarking study in the transportation and distribution sector

In this paper the results presented are of an empirical benchmarking study investigating which operational performance measures in the transportation and distribution sector are the most important for financial performance. In the existing literature, the selection of operational performance measures is mostly derived from strategy, using interviews and discussions with management. The main contribution of this paper is to show how an application of benchmarking can identify the relative importance of different operational performance measures and to set standards for those measures.$g0     

电子科技企业也可能会有智能负债

学术界及实业界普遍承认知识型科技企业拥有无形的资产,却鲜少提出或验证知识型科技企业也可能存在着无形的负债。本研究引进“智能资产”与“智能负债”的概念,以一完整的含智能资本的资产负债表,探讨智能资产、智能负债与智能资本之互动关系,解释为何某些拥有知识创新资产的企业却存在市价低于净值的现象;并以台湾电子信息业上市公司作为研究样本,使用市价净值差额法及超额报酬折现法来测度其智能资本,用以验证科技企业也可能存在智能负债而产生负的智能资本,进而阐明“智能资产”与“智能负债”在本质上是企业动态营运过程的产物,其所能创造的价值或产生的负价值会随景气环境的变化而增减。因此,每个知识型企业都应妥善厘订智能资本的管理策略,才能不断创造与蓄积更多的智能资本,扩增企业的真实价值。