金融信贷在循环经济建设中支持方式问题研究

循环经济是以资源的高效利用和循环利用为核心的新型经济发展模式,以低消耗、低排放、高效率为基本特征,遵循资源利用减量化、产品再使用和废弃物再循环的原则,从根本上改变了＂大量生产、大量消费、大量废弃＂的传统经济增长模式。我国当前处于优化经济结构的重要时期,需要用循环经济理念促进经济结构的优化和区域产业布局合理化,通过技术创新和产品结构调整来实现节能减排,需要大量的资金。金融支持有利于优化经济结构,提高自主创新能力,从而促进产业发展结构的变动。为此,我国迫切需要形成支持循环经济快速发展的现代金融体系,为循环经济发展提供持续的资金动力和更有针对性、更具灵活性和更富层次性的融资安排。     

蒸汽热循环加热抽油杆工艺应用

由于渤海地区冬季气温较低,原油在生产管柱和地面管汇中流动十分困难,影响了稠油井测试作业的准确性。通过最新设计的蒸汽热循环加热抽油杆工艺的应用,达到了加热粘稠流体,降低粘度,提高流动性的目的,提高了冬季稠油测试作业的准确性。     

Recreational bicycling as a “gateway” to utility bicycling: The case of Charlotte,NC

Riding a bicycle for utility purposes in US cities is rare, especially in historically automobile-dominated cities. Using data from a transportation survey administered to 406 residents of Charlotte, NC, this paper reports on the results of a logistic regression model that predicts the influence of an individual's recreational cycling frequency on the odds of that individual riding a bicycle for utility purposes on a weekly basis. The odds of an individual riding for utility purposes at least once a week increases dramatically as an individual rides more for recreation. Recreational cycling appears to offer a space in which individuals can acquire a threshold level of skills and materials necessary to ride their bike for utility purposes. Results suggest that plans to increase utility cycling in an automobile-dominated city like Charlotte ought to emphasize and fund opportunities for residents to ride recreationally, and consider how experience riding a bike in the temporally- and spatially- flexible context of recreation can encourage more individuals to ride to and from errands, school, or their place of work.     

可持续发展经济条件下的政府功能

在可持续发展经济条件下,需要明确可持续发展经济学的基本逻辑起点是什么、在可持续发展经济中如何界定人类与自然的关系、经济可持续增长与可持续发展有何区别。并且在这种新的经济发展模式下,需要重新审视定位和充分发挥政府的功能,政府应在提高公众的可持续发展意识与理念、建立绿色GDP体系以及完善有利于经济可持续发展的产权制度、产业政策和法律法规体系等方面大有作为。     

哲学视角下区域渔业循环经济发展评价体系的研究

文章从人与自然关系这一宏观层面对区域渔业循环经济发展评价体系进行了哲学视角的探讨。在应用系统论观点制定评价程序的基础上,根据系统的整体性与层次性等特征（原则）,分别从资源、环境、经济、社会等相互联系的子系统层面对渔业循环经济系统进行定量和定性分析,并初步确立了在指标数据标准化、确定指标权重基础上对各指标值进行综合合成的区域渔业循环经济发展评价模型。     

农民工的弱势链与社会支持系统

农民工是城市社会的弱势群体,他们的权益往往得不到保障。文章分析了农民工现有弱势的成因及现状,认为农民工的弱势是一循环链,要想改变农民工现有的地位,就必须改变这一弱势链的轨迹,社会各阶层都要给予帮助,努力建立、完善农民工的各项保障措施。     

Bicycle tourism in the South Island of New Zealand: planning and management issues

Several emerging trends are pointing to the re-emergence of the bicycle as an important leisure and recreational transportation mode. Yet little research has been conducted into cycling within a tourism context. This paper examines the increasing phenomenon of bicycle tourism by defining bicycle tourists and bicycle tourism from a demand perspective, and describes the characteristics, infrastructure and travel behaviour associated with bicycle tourism through the examination of data collected on independent cycle tourists in the South Island of New Zealand. It illustrates through performance-importance analysis, the areas of major concern in the planning and management of bicycle tourism, and recommends that a demand side perspective is needed if the supply side of the industry is to be sustainable in the future. It makes recommendations for the future planning and management of bicycle tourism in New Zealand that may be of interest to countries currently developing cycle tourism.     

Measuring relative non-motorized accessibility to retail activities

Accessibility planning is a crucial alternative to mobility planning for reaching sustainable outcomes. Although there is a vast literature on accessibility, less attention is paid to accessibility as a relative concept, i.e., its relationship with the socio-economic characteristic of the population. While accessibility is known to vary by location, it also changes as a consequence of differences in individual willingness to reach destinations by certain transport modes. Using the city of Zaragoza, Spain as a case study, this paper evaluates relative non-motorized accessibility (walking and cycling) to three types of retail activities: daily, weekly, and incidental. First, a clustering process is used to identify four population groups according to their socio-economic characteristics (the young employed; the young unemployed; seniors and adults). Second, distance-decay functions based on time-willingness to reach retail destinations by non-motorized modes are compared between the four clusters of population. Third, relative accessibility maps based on gravity-based models are elaborated, highlighting places that exhibit statistical differences between the population clusters. The results indicate that willingness to reach retail stores on foot by seniors (>65?years old) was significantly different from the rest of groups analyzed, providing additional insights on how relative accessibility measurements can anticipate potential social exclusion risks.     

Spatial and socio-demographic determinants of South East Queensland students’ school cycling

The low prevalence of Australian students’ utilitarian school cycling could be attributed to the varied and context specific demographic, socio-economic and spatial school travel mode choice determinants. Travel distance is universally important for school cycling and is reliant amongst related home and school spatial proximity factors on a student’s choice of schools. This paper, primarily based on school students’ travel data extracted from the 2009 South East Queensland Household Travel Survey (SEQHTS), examines comparative school cycling travel patterns, school catchment choices and the significant analytical determinants of cycling mode choices from within an urban regional Australian context. Students’ choice of a school external to that located within their designated State school catchment zone was associated with household attributes of parent/guardian employment location, number of income earners and ownership of private vehicles coupled with State school and catchment attributes. Noteworthy variations in school travel distances and modal splits were allied with school catchment choices. Adolescent male students from two parent households owning fewer than two cars and more than two bicycles, with parents/guardians commuting using non-motorised travel modes and resident in Census Collection Districts with conducive cycling environments, contributed largely to the one-way bi-directional primary and secondary school cycling mode shares. This prevalent student cyclist profile indicates the need for enhancements in student school cycling participation, through policies addressing both the spatial (built) and social environment which impact students’ personal and traffic safety coupled with utilitarian cycling image enhancements. Concerted efforts to bolster cycling amongst student segments with current low cycling participation inclusive of females, students from single parent households and those with adequate access to private motorised travel modes may be necessary to further enhance school cycling mode shares. The paper makes a case for individualised targeted travel interventions informed by segregated mode choice determinant analysis for respective primary and secondary school types and directions of school travel.     

Mode substitution effect of urban cycle tracks: Case study of a downtown street in Toronto,Canada

With the growing environmental and health concerns associated with automobile dependence, municipalities across the Western world are investing in cycling facilities to encourage drivers and transit users to take up cycling as a mode of transportation, a process that is known as the travel mode substitution. This study explored the potential impact of cycle tracks on short-term travel mode substitution behavior. We present a case study of Sherbourne Street, located in downtown Toronto, Canada, that was redeveloped in 2012 to include a cycle track that replaced an existing bicycle lane. A street intercept survey was conducted in Fall, 2014, to record quantitative data on current and retrospective travel behaviors of cyclists (n = 214). A mode substitution effect was observed, with 38% of the respondents reporting that they would use travel modes other than cycling before the Sherbourne Street redevelopment, for making a trip to their current destination; the majority of them were previously transit users. Binary logistic regression models indicated that younger cyclists were less likely to substitute a car trip for a cycling trip. Those who did not use Sherbourne Street previously were more likely to substitute their travel mode. Improved safety was the most commonly reported reason for mode substitution. This study contributes to a limited literature by providing much needed insights into the impacts of cycle tracks on travel behavior in a North American context. This paper can also inform the development of easy-to-implement survey/audit tools to be used by professionals at the community level.