Multiple Temporalities of Policy Circulation: Gradual,Repetitive and Delayed Processes of BRT Adoption in South African Cities

In 2006, bus rapid transit (BRT) swept across South African cities. Within three years of learning of the Bogotá model of BRT, Johannesburg's Rea Vaya opened, followed shortly by Cape Town's MyCiTi, while several other cities are at various stages of planning and implementation. This article traces the circulation of BRT across the South African urban context to expose the multiple and varied temporalities through which BRT came to appear as the only available solution. These earlier encounters, which include the first published discussion of BRT in South Africa in a 1973 conference report, study visits to Curitiba in the 1990s and a failed attempt to implement a Bogotá‐style BRT system in Cape Town in 2003, were instrumental in creating a fertile ground for later adoption practices. While it may appear as if circulated policies shorten the gestation time from policy introduction to policy adoption, these repeated attempts to implement circulated innovations ensure that the turnover only seems accelerated. This article unravels the story of BRT adoption, departing from the theoretical discussions of the policy circulation process as a rapid phenomenon, instead demonstrating that it is gradual, repetitive and at times delayed.     

航空经济发展的金融需求分析--基于“供给领先”和“需求跟随”的金融发展理论

帕特里克论证了金融体系在提高存量资本和新增资本配置效率、加速资本积累中的作用,提出了“供给领先”和“需求跟随”的金融发展理论。基于产品生命周期理论,我们将航空经济的发展阶段界定为形成期、发展期和成熟期。在形成期,金融支持模式主要是由政府主导的“供给领先型”模式,金融需求主要有基础设施建设资金需求,航空产业长远发展的资金需求,吸引企业入驻资金需求,以及已入驻企业的研发资金需求;在成长期,“需求跟随型”金融支持开始占据主导,主要的金融需求有生产、生活设施建设的资金需求,企业规模化生产的资金需求,航空型人才培训的资金需求;在成熟期,以市场主导的“供给领先型”金融支持又将航空经济发展推向一个更高的阶段,此时的金融需求主要包括企业转型升级的资金需求,企业技术创新的资金需求,以及保障企业长远发展的资金需求。     

一种适用于机场场面监视MLAT系统的状态模型

根据直角坐标系的目标运动模型和无源多点时差定位系统(MLAT)的特点,推导出了一种到达时间差（TDOA)状态模型方程,并基于该模型方程,设计了一种TDOA跟踪滤波器。与传统TDOA状态模型方程相比,所推导出的状态模型方程和滤波器不但能提高TDOA的估计精度,还可更有效地消除非视距（NLOS）成分。仿真和实测数据证实了所推导状态模型方程和所设计跟踪滤波器的有效性。     

基于组合权重的模糊物元模型在机场选址中的应用

机场选址问题涉及到多种影响因素,且不同影响因素之间具有不相容的特点。针对这一问题建立一种基于组合权重的模糊物元分析方法。首先分析影响机场选址的因素,建立机场选址指标体系,并通过组合赋权法确定各指标的权重;随后结合专家意见确定方案对指标的隶属度,从而建立模糊物元模型;最后利用欧式贴近度选出最优方案。结果表明,利用此方法可以得到最优方案,且与验证方法得到的最优方案相一致,证明了其准确性。     

探究校车网络舆情的政府应急机制建设

近年来重特大校车事故频发,校车网络舆情展现出爆炸性、指向性、互动性、传染性、周期性等特点,对政府的校车安全管理提出了严峻挑战。如果校车网络舆情得不到妥善处理,极可能诱发网民的不满情绪及不测行为的发生,进而破坏和谐的社会生活,影响社会的稳定。对此,政府有必要建立一套相应的网络舆情应急机制,包括网络舆情监测机制、网络舆情预警机制和网络舆情应对机制。     

Senior Travelers and Airport Shopping: Deepening Repurchase Decision-making Theory

Despite the importance of the seniors market, little is known about international senior tourists' post-purchasing behaviors in the airport-shopping industry. The aims of this study were to attain a better comprehension of these customers' repurchase decision formation by employing a Theory of Repurchase Decision-making (TRD) and identify differences in the proposed theoretical framework between senior and non-senior travelers. A field survey was conducted to collect data at international airports. Results of a structural model showed that the TRD has an excellent ability to predict seniors' repurchase intentions; some variables in the model were found to have a significant mediating impact. Additionally, satisfaction was determined to play a prominent role in these decisions. Finally, findings from the test for metric invariance revealed that the proposed theoretical framework significantly differed across senior and non-senior tourist groups, verifying the moderating impact of age. Implications for both researchers and practitioners are discussed.     

浅谈现场总线技术在火电厂的应用

近年来,现场总线技术在火电厂中得到了越来越广泛的应用,同时也在业内引起了更广泛的重视。文章对现场总线的结构特点和优势进行了分析,阐述了现场总线技术在智能化现场设备中的应用及智能化设备状态的检修管理等,并对现场总线技术在国内火电厂的应用情况进行了简单的介绍。     

改善我们等车的日子——对成都市磨公交站规划配置的研究

随着我国市场经济的发展,人民水平的提高,出行频率的增多。交通的发展成为了人们越来越关注的话题,无论是远途旅行还是日常出行,交通的便捷程度直接影响着我们的工作时间和出行效率。本次交通调查着眼于城市公交的微缩景观———公交站,对其单体设计、总体规划、车站管理三方面进行调查,分析存在问题,提出改善建议,为我市公交车站未来的建设与管理提供参考,以给候车人群营造一个更为舒适的候车环境。     

The value and effects of introducing high standard train and bus concepts in Blekinge, Sweden

A set of improvements were introduced on a railway line in the south of Sweden in January 1992, including a new train concept, improved timetable and lower fares. The new train replaced a combination of old rail cars and standard coaches (bus). Furthermore, 18 months later, a new high comfort coach (bus) service was introduced as a complement to the train timetable to increase the number of departures. Forecasts from a national four-step model system, based on Revealed Preference data, which did not cover explanatory factors like mode concept, comfort, mode image, was made and compared with a forecast based on stated preference data choice model. Both type of forecasts were compared to travel statistics. Stated Preference data have been collected from car drivers, coach and train passengers. The set of improvements have been included in the SP alternatives presented to the subjects. A structured logit model, a regression model and a linear programming model are compared. Unstructured and structured logit models are compared. Logit models have been estimated and used to form a mode choice model which predicts the changes in market shares between the train and car. The choice model forecast coincide, accidentally, with actual demand 8–9 months after the introduction of the set of improvements (a 40% increase in journeys). The set of improvements, including the new train service, has proven to be a success with more than 100% increase in travel after only two years of operation. Differences in estimated logit models for 1991 and 1992 are explained as partly due to asymmetry effects and partly to shortcomings in the SP data collection technique. Logit model estimates for train and coach are compared. The value of high standard coach service, running in parallel to the train, is estimated. The new coach gained few new passengers and also a much lower monetary value than the train by both train and bus passengers.