Whether low-cost-carrier passengers spend more on duty-free goods at the airport? Evidence from Incheon International Airport

With a dramatic growth in the low-cost carrier (LCC) traffic around the world, many airports have built budget terminals to accommodate the LCC flights with cheaper airport charge to the airlines but inferior shopping environment and service quality to the passengers. This study aims to answer the following research questions: i). Whether the LCC passengers have higher purchasing power than FSC (full-service carrier) passengers for the airport concessions, particularly the duty-free goods? ii). Would the budget terminal design contribute to or jeopardize the LCC passengers' airport concession expenditure? iii). How could the airport operator maximize its concession revenue by re-designing terminal or re-allocating flight slots? We collect the actual airport duty-free transaction data from Incheon International Airport (ICN) for an empirical investigation. Our empirical evidence first suggests that LCC passengers could have comparable or even higher purchasing power than FSC passengers in consuming duty-free goods at the airport. Among all the LCC passengers, Chinese have the highest purchasing power. Second, the inferior shopping environment and service quality of budget terminal seriously jeopardize the duty-free sales from the LCC passengers. Third, counterfactual analyses show that, if ICN could convert its budget terminal into a conventional terminal, 44 million USD more duty-free sales can be generated per year. Even keeping the current terminal design, re-allocating the LCC flights between the budget terminal and conventional terminal could bring approximately 4.9 million USD more duty-free sales per year. The findings provide managerial implications to ICN and other airports for effective airport revenue management. First, the budget terminal design may not be ideal to accommodate LCC traffic as it damages the concession revenue from particular LCC passengers with high purchasing power. Second, exploring the concession revenue from the growing LCC traffic could help maintain an airport's advantage in aeronautical charge under single-till regulation.     

杂货码头物流系统仿真模型研究

基于离散事件的动态系统理论,文中建立了杂货码头物流作业流程的仿真模型。最后,借助Witness仿真平台建立了杂货码头物流系统仿真模型。该模型主要用来分析杂货码头的机械调度模式、装卸工艺、生产作业能力、设备优化配置以及其它作业工况。     

医院无线信息系统探讨

文章探讨了医院无线信息系统的背景,阐述了目前在医院中无线信息系统的一些主流应用,归纳了医院无线网络的特点,并介绍了几款常用的无线网络终端设备。     

基于网络建模的集装箱码头仿真分析

集装箱码头中船舶、岸吊、泊位、集装箱卡车、堆场等实体是相互关联和影响的要素,构成一个完整的物流网络,文中利用Anylogic仿真软件,采用网络建模方法,对集装箱码头物流系统进行仿真。通过分析关键资源的利用率和改变关键设施的配比,可以提高资源利用率。     

18m长出口钢轨采用普通平车装运优化方案研究

随着我国钢轨生产质量的提高,钢轨出口量也逐年上升,为解决原18m长出口钢轨普通平车装运方案存在的装载量低、运输成本高等问题,阐述出口钢轨装运现状,充分考虑18m长出口钢轨的长度和规格,依据《铁路货物装载加固规则》的技术要求,研究提出一种"低-高-低-…-低"交错承载方式的18m长出口钢轨采用普通平车装运优化方案,该优化方案充分考虑各型号出口钢轨特性、有效利用车辆载重能力,可以成倍提高装载量和运输效率,减少车辆使用,降低运输成本。试验结果表明该优化方案满足安全运输要求。     

基于AHP-TOPSIS的城市轨道交通应急演练评估研究

为提升演练质量与效果,阐述城市轨道交通应急演练现状,在构建大客流综合处置演练评估指标体系的基础上,将层次分析法AHP与TOPSIS法两者有机结合,建立城市轨道交通应急演练评估模型,以城市轨道交通大客流综合处置演练为例,从协调指挥、信息传递、关键流程控制、运营恢复4个方面综合考虑影响演练效果的评估因素。通过层次分析法得出各指标权重值,采用TOPSIS法进行计算排序,针对参演各班组的演练情况进行排序,实现对城市轨道交通大客流演练的评估。经过实例验证表明,AHP-TOPSIS模型具有良好的适应性与合理性,对各种类型的应急演练评估有很好的应用价值。     

基于开源可视化开发工具对移动端开发的适应改造

现阶段电力企业推广使用移动应用进行办公,提高了一线生产人员的工作效率.但移动应用的的数量也越来越多,功能也越来越复杂,对开发人员的要求也越来高.为了降低移动端开发的复杂度,越来越多的移动应用采用移动前端混合技术开发,由此引入开源的可视化开发工具,降低开发人员在移动应用开发上的技术要求和复杂性.     

杭州东站建筑创作

从城市设计的角度出发，通过对杭州东站的设计分析，阐述了大型交通枢纽站设计与城市设计的密切关系。     

客运专线引入郑州枢纽方案与客运站选址探讨

北京—广州和徐州—兰州两条客运专线在郑州枢纽内接入交汇的方案众多且较复杂,在分析枢纽客运系统存在问题的基础上,对客运站选址和客运专线引入郑州枢纽的方案进行比选研究。     

Accounting for UK rail freight track charges: privatisation, politics and the pursuit of private sector vested interests

In 1996, the UK government privatised the railway industry based on a separation of rail infrastructure from train operations. Track, stations and signalling were transferred to a private sector infrastructure company, Railtrack plc. Separate passenger and freight train operators were required to pay track access charges to Railtrack for use of its rail infrastructure.

In 2001, in an attempt to meet the government’s plan to expand freight traffic, the government-appointed rail regulator substantially reduced the amount of track charges payable to Railtrack by the freight operators. The resulting shortfall in Railtrack’s revenue is met by public subsidy from another regulatory agency, the Strategic Rail Authority.

A failure by the regulators to insist on rail freight growth targets or to impose any claw-back of the subsidies for non-performance is a tribute to weak political and legislative control over regulatory mechanisms and, to a certain extent, reflects the ‘capture’ of the state regulatory process by the freight industry.

The net result has been a decline in rail freight traffic, an increase in public subsidy and a substantial increase in the earnings of the largest freight operator.