11 - California Department of Transportation
海运港口费用中英文对照.
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海运港口费用中英文对照.1、BAF 燃油附加费,大多数航线都有,但标准不一2、SPS 上海港口附加费(船挂上港九区、十区)3、FAF 燃油价调整附加费(日本航线专用)4、YAS 日元升值附加费(日本航线专用)5、GRI 综合费率上涨附加费,一般是南美航线、美国航线使用6、DDC、IAC 直航附加费,美加航线使用.请求帮忙写出,所有英语字母的全拼,我想增加知识.谢谢!7、IFA 临时燃油附加费,某些航线临时使用8、PTF 巴拿马运河附加费,美国航线、中南美航线使用9、ORC 本地出口附加费,和SPS类似,一般在华南地区使用10、EBS、EBA 部分航线燃油附加费的表示方式,EBS一般是澳洲航线使用,EBA一般是非洲航线、中南美航线使用11、PCS 港口拥挤附加费,一般是以色列、印度某些港口及中南美航线使用12、PSS 旺季附加费BAF: Bunker Adjustment FactorSPS: Shanghai Port SurchargeFAF: Fuel Adjustment FactorYAS: Yen Adjustment SurchargeGRI: General Rate IncreaseDDC: Destination Delivery ChargeIAC: Intermodel Administrative ChargeIFA: 这个不清楚,大概是什么fuel adjustor吧PTF: Panama Canal Transit FeeORC: Origen Recevie ChargesEBS: Emergency Bunker SurchargeEBA: Emergency Bunker AdjustorPCS: Port Congestion SurchargePSS: Peak Season SurchargesBAF 是BUNKER ADJUSTMENT FACTORY 的缩写,意思是燃油调整指数附加费。
海运港口费用中英文对照
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1、BAF 燃油附加费,大多数航线都有,但标准不一2、SPS 上海港口附加费(船挂上港九区、十区)3、FAF 燃油价调整附加费(日本航线专用)4、YAS 日元升值附加费(日本航线专用)5、GRI 综合费率上涨附加费,一般是南美航线、美国航线使用6、DDC、IAC 直航附加费,美加航线使用.请求帮忙写出,所有英语字母的全拼,我想增加知识.谢谢!7、IFA 临时燃油附加费,某些航线临时使用8、PTF 巴拿马运河附加费,美国航线、中南美航线使用9、ORC 本地出口附加费,和SPS类似,一般在华南地区使用10、EBS、EBA 部分航线燃油附加费的表示方式,EBS一般是澳洲航线使用,EBA一般是非洲航线、中南美航线使用11、PCS 港口拥挤附加费,一般是以色列、印度某些港口及中南美航线使用12、PSS 旺季附加费BAF: Bunker Adjustment FactorSPS: Shanghai Port SurchargeFAF: Fuel Adjustment FactorYAS: Yen Adjustment SurchargeGRI: General Rate IncreaseDDC: Destination Delivery ChargeIAC: Intermodel Administrative ChargeIFA: 这个不清楚,大概是什么fuel adjustor吧PTF: Panama Canal Transit FeeORC: Origen Recevie ChargesEBS: Emergency Bunker SurchargeEBA: Emergency Bunker AdjustorPCS: Port Congestion SurchargePSS: Peak Season SurchargesBAF 是BUNKER ADJUSTMENT FACTORY 的缩写,意思是燃油调整指数附加费。
American Association of State Highway and Transportation Officials. (1999). Guide for the D
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REFERENCESAeppel, T. (1995 October 16). Angry landowners turn public paths into unhappy trails. Wall Street Journal,eastern e d., p. A1+.Aizenman, N. (1997 October). The case for more regulation. Washington Monthly,p.16-21.Alaska Railroad Corporation and the Municipality of Anchorage. (1987 August 24). Permit for Coastal Bike Trail, Amended and Restated.Anchorage, AK.Alta Transportation Consulting. (2001). Union Pacific Railroad Trail Feasibility Study. Prepared for the City of Cupertino, CA. San Rafael, CA.Alta Transportation Consulting. (2000). Mojave River Greenway, Working Papers 1 and 2. Prepared for the City of Victorville, CA. San Rafael, CA.American Association of State Highway and Transportation Officials. (1999). Guide for the Development of Bicycle Facilities.Washington,DC.American Association of State Highway and Transportation Officials. (1998). Rails-with-Trails Survey.Washington,DC.American National Standards Institute. (1991). American National Standard Practice for Roadway Lighting, IESNA RP-8-00.New Y ork:Illuminating Engineering Society of North America.Belluck, P. (1999 March 18). Crash inquiry focuses on tire tracks. New Y ork Times,p.A16. Belluck, P. (1999 March 17). 13 killed as Amtrak train collides with truck in Illinois. New Y ork Times,p.A1+.Beneficial Designs. (1999 July). Designing Sidewalks and Trails for Access: Review of Existing Guidelines and Practices, Part I.Report #FHW A-HEP-99-006. Washington, DC: Federal Highway Administration.Benson,M. (1998). Defending the defensible: A railroad grade crossing accident. (In) Issues in Railway Law: Limiting Carrier Liability and Litigating the Railroad Crossing Case.Chicago:A merican Bar Association.Black, M. (1999). At-grade crossings: Innovation, Safety, Sophisticated New T echnology. RT+s Railway Track and Structure: Industry News. Internet reference.Booth, H.J. (1892). A Treatise on the Law of Street Railways.Philadelphia: T. and J.W. Johnson and Co.Canadian Pacific Railway. (2002). Recreation Path Guidelines Canada.Toronto.Canadian Pacific Railway Police Service. (2000). Crime and Trespass Prevention Design Guidelines.Toronto.Canadian Pacific Railway Police Service. (2000). Trespass Prevention Strategy.Toronto.Centers for Disease Control. (1999). Injuries among railroad trespassers in Georgia, 1990–1996. Mortality and Morbidity Weekly Report, 48(25):537-541.Chisholm, G. (1999 July). Light rail service: vehicular and pedestrian safety. Research Results Digest,p.A13.City of Ann Arbor. (1989 May 15). Resolution No. 225-426: Resolution to Approve Agreement with Conrail for Construction of the Gallup Park Bikeway.Ann Arbor, MI.City of Portland and Union Pacific Railroad Company. (2000 January 19). Ordinance 174094: Lease and Operating Agreement.(Agreement allowing the city to construct and maintain a walkway on the steel bridge, owned by the railroad. Portland, OR.)City of Seattle Engineering Department. (1987). Evaluation of the Burke-Gilman Trail’s Effect on Property Values and Crime.Seattle:O ffice for Planning.City of Solana Beach and North San Diego County Transit Development Board. (1998). Draft Agreement for the Use of Portions of Railroad Right-of-Way.Solana Beach, CA. Clarke, D., A. Chatterjee, S. Rutner, and H. Sink. (1996). Intermodal freight transportation and highway safety. Transportation,p.97-110.Conservation Fund (The), and Colorado State Parks State Trails Program. (1995). The Effect of Greenways on Property Values and Public Safety.Denver.Dallas Area Rapid Transit and the City of Southlake, the City of Colleyville, and the City of North Richland Hills. (1998 September 30). Municipal Corridor Use License.Dallas. Doolittle, J., and E. Porter. (1994). Synthesis of Transit Practice 4: Integration of Bicycles and Transit.Washington,DC:Transit Cooperative Research Program, Transportation Research Board.Eaken, A., and J. Hart. (2001). Tunnels on Trails.Washington DC: Rails-to-Trails Conservancy.English, J.W. (1986). Liability Aspects of Bikeway Designation.Washington,DC:B icycle Federation of America.Federal Highway Administration. (2002). Guidance on Traffic Control Devices at Highway-Rail Grade Crossings.Washington,DC.Federal Highway Administration. (2000). Manual on Uniform Traffic Control Devices (MUTCD 2000), Part 10, Controls for Highway-Light Rail Transit Grade Crossings. Washington, DC.Federal Highway Administration. (2000). Manual on Uniform Traffic Control Devices (MUTCD 2000), Part 9, Traffic Controls for Bicycle Facilities.Washington,DC.Federal Highway Administration. (2000). Manual on Uniform Traffic Control Devices (MUTCD 2000), Part 8, Traffic Controls for Highway-Rail Grade Crossings.Washington, DC.Federal Highway Administration. (1993). The National Bicycling and Walking Study: Transportation Choices for a Changing America, and Case Studies 1-25.Washington,DC. Federal Highway Administration. (1986). Railroad-Highway Grade Crossing Handbook. Washington, DC.Federal Highway Administration. (1979). Railroad-Highway Grade Crossing Surfaces, Implementation Package #79-8.Washington,DC.Federal Railroad Administration. (1999). Railroad Safety Statistics, Annual Report 1998. Washington, DC.Federal Railroad Administration. (1998). Model Legislation for Railroad Trespass and Railroad Vandalism.Washington,DC.Federal Railroad Administration. (1998). A Working Outline of the Major Issues Related to Multi-Use Recreational Trails Located Near Active Rail Lines.(Work in progress of the Rails-with-Trails Task Force initiated at a pre-conference meeting of the 1998 International Trails and Greenways Conference in San Diego, CA). Austin: Carolyn Cook, Crossing Safety, Railroad Commission of T exas (unpublished).Federal Railroad Administration. (1997). Rails-with-Trails Safety Workshop Summary Report.Washington,DC.Federal Railroad Administration. (1997). Trespasser Bulletin, No. 5, Calendar Y ear 1996. Washington, DC.Federal Railroad Administration. (1997). Highway-Rail Crossing Accident/Incident and Inventory Bulletin, No. 19, Calendar Year 1996.Washington,DC.Federal Railroad Administration. (1997). Accident/Incident Bulletin, No. 165, Calendar Year 1996.Washington,DC.Federal Railroad Administration. (1994). Rail-Highway Crossing Safety Action Plan Support and Proposals.Washington,DC.Federal Transit Administration. (1997). Lessons Learned Program, #29, Commuter Rail Safety -Educating the Public.Washington,DC.Federal Transit Administration. (circa 1994). Lessons Learned Program, #2, Grade Crossing Safety Improvement Project.Washington,DC.Ferster, A., and M. Jones. (1997). Coastal Rail Trail (California), Project Study Report: Addressing Liability of Rails-with-Trails.Washington,DC:Rails-to-Trails Conservancy. Five Star Trail - Terms of Agreement with Railroad. (1996). Greensburg, PA: Westmoreland County Bureau of Parks and Recreation.Great Lakes Spine Trail: Deed of Sale, 87476. (1994 December 9). Spirit Lake, IA: Dickinson County Conservation Board.Howser, B.M. (1997 April). Putting value on rail-trails. Public Management, p. 4-9.Hubbell, C. (1988). Some thoughts concerning the preparation and trial of a railroad crossing case from the plaintiff ’s perspective. (In) Issues in Railway Law: Limiting Carrier Liability and Litigating the Railroad Crossing Case. Chicago: American Bar Association.Jacobsen, E. (1997). California Operation Lifesaver. (In) Proceedings of the 1997 International Conference on Highway-Rail Grade Crossing Safety, Seattle, WA.College Station: T exas Transportation Institute.Jones, M., et al. (1999). Rails-with-Trails: A Best Practices Informational Report.Draft, written on behalf of Institute for Transportation Engineers Ad-Hoc Committee on Rails-with-Trails. San Rafael, CA: Alta Transportation Consulting.Kacir, K., H. Hawkins, R. Benz, and M. Obermeyer. (1995). Guidelines for the use of flashing operation at signalized intersections. ITE Journal, 65:26-31.Kraich, P. (1997). Rails-with-Trails: Sharing Corridors for Transportation and Recreation. Washington, DC: Rails-to-Trails Conservancy.Kuhlman, R.S. (1986). Killer Roads: From Crash to Verdict.Charlottesville,V A:T he Michie Company. (Ch. 11).Law, W.J. (1999). Problem Analysis Report Recreational Trail Use.Toronto: Canadian Pacific Railway Police Service, Community Services Unit.Los Angeles County Metropolitan Transportation Authority and the City of San Fernando. (1997 January 9). License Agreement, File #RV AL008562.(Allowing use of a parcel of land for a bicycle/pedestrian trail). Los Angeles.Luczak, M. (1999 July). Beating back the ‘beat-the-train’ brigade. Railway Age,p.37-40.Maher, M. (2000). Rails-with-Trails: The Western Australian o, Australia: Transplan Pty. Ltd.Maine Department of Transportation. (2000). Policy on Design Standards for Pedestrian Trails within a State-Owned Rail Corridor. Augusta, ME.Mathews, A. (1998 February 20). Railroads take heat for pedestrian fatalities. Wall Street Journal, p. B1+.Mathews, C., B. Williamson, and C. Rylander. (1998 March). Texas Highway-Rail Grade Crossing Facts for 1996.Austin:Railroad Commission of T exas.Miller, L. (1998 October). High-tech at the crossing. Railway Age,p.57-58.Moore, R.L., and K. Barthlow. (1998). The Economic Impacts and Uses of Long-Distance Trails.Washington,DC:N ational Park Service.Moore, R.L., A. Graefe, R.G. T elson, and E. Porter. (1992). The Impacts of Rail-Trails: A Study of the Users and Nearby Property Owners From Three Trails.Washington,DC: National Park Service.Morris, H. (2000). Rail-Trails and Liability: A Primer on Trail-Related Liability Issues and Risk Management Techniques.Washington,DC:Rails-to-Trails ConservancyMorris, H. (2000). Rails-with-Trails: Design, Management, and Characteristics of 61 Trails Along Active Rail Lines.Washington, D C:Rails-to-Trails Conservancy.National Bicycle and Pedestrian Clearinghouse. (1995). Economic and Social Benefits of Off-Road Bicycle and Pedestrian Facilities, Technical Assistance Series 2.(T echnical Brief ). Washington, DC.National Cooperative Highway Research Program (NCHRP). (1981). Legal Implications of Highway Department’s Failure to Comply with Design, Safety, or Maintenance Guidelines,Research Results Digest 129.Washington,DC:T ransportation Research Board.Nellis, A.J. (1904). Street Railroad Accident Law.Albany,NY:M.Bender.Neuman, P. (1993). Risks on the rails. Communications of the ACM, 36:130.Northern Virginia Planning District Commission. (1993). Impact Assessment of the Virginia Railway Express Commuter Rail on Land Use Development Patterns in Northern Virginia.Report #DOT-T-95-18. Washington, DC: U.S. T echnology Sharing Program, Department of Transportation.Oregon Department of Transportation. (1995). Oregon Bicycle and Pedestrian Plan. Salem.Otis, S., and R. Machemehl. (1999). An Analysis of Pedestrian Signalization in Suburban Areas, Research Report #SWUTC/99/472840-00065-1.Austin,TX:Southwest Region University Transportation Center.Patterson, C.S. (1886). Railway Accident Law, The Liability of Railways for the Injuries to the Person.Philadelphia: T. and J. W. Johnson and Co.Pelletier, A. (1997). Deaths among railroad trespassers. Journal of the American Medical Association, 297:1064 -1066.Pien, W. (1996). Trail Intersection Design Guidelines.Tallahassee:Florida Department of Transportation.PKF Consulting. (1994). Analysis of Economic Impacts of the Northern Central Rail Trail. (Prepared for Maryland Greenways Commission, Maryland Department of Natural Resources). San Francisco.Rails-to-Trails Conservancy. (2000). Economic Benefits of Rail-Trails.Washington,DC.Richards, D. (1997 November 3). Railroad problems in T exas getting worse before better. Chemical Market Reporter,p.7+.Ries, R. (1997). The winds of change in highway-rail grade crossing safety. Proceedings of the 1997 International Conference on Highway-Rail Grade Crossing Safety, Seattle, WA.College Station:T exas Transportation Institute.Riley, V. (1997). Southern California Regional Rail Authority. Proceedings of the 1997 International Conference on Highway-Rail Grade Crossing Safety, Seattle, WA.College Station: T exas Transportation Institute.Roble, E.H. (1998 May). Knowledge is power. Railway Age,p.59-61.Roop, S., J. Warner, D. Rosa, and R.W. Dickinson. (1998). The Railroad System of Texas: A Component of the State and National Transportation Infrastructure.College Station: T exas Transportation Institute.Russel, D. (1999). Mobile Chernobyls. E Magazine, X(II):14-15.Ryan, K.L., and J.A. Winterich. (Eds.). (1993). Secrets of Successful Rail-Trails. Washington, DC: Rails-to-Trails Conservancy.SamTrans. (1997). Caltrain Right-of-Way Fatalities, 1992-1996.San Carlos, CA.Schulte, C. (2001). General system and rail transit common corridor safety. (In) Proceedings of the 2001 Rail Transit Conference.Washington,DC:A merican Public Transportation Association.Sifferman J., and R. Koppa. (1996). Americans with Disabilities Act: Considerations for Sensory and Mentally Impaired Individuals in Public Accommodation.College Station: T exas Transportation Institute.Silver Creek Bike Trail (MN): Application for ISTEA Enhancement Funding. (1993). Rochester, MN: City of Rochester Public Works Department.Strauss, C.H., and B.E. Lord. (1996). Economic Impact of Ghost Town Trail in the Indiana and Cambria Counties Region.State College: Pennsylvania State University.Three Rivers Heritage Trail Master Plan, Baldwin Borough Segment.(Draft). (1999). Greensburg, PA: Westmoreland County, Bureau of Parks and Recreation. Transportation Research Board. (1995). Safety and Human Performance.Transportation Research Record, C. 2 No. 1502.Washington,DC:N ational Academy Press.V olpe National Transportation Safety Center. (1999). Assessment of Potential Aerodynamic Effect on Personnel and Equipment in Proximity to High-Speed Train Operations.Washington,DC:Federal Railroad Administration.Wait,S. (1998). Rails with Trails.Akron,OH:W heeling Corporation.West Orange Rail-Trail Master Plan. (1996). Orlando, FL: Orange County Department of Parks and Recreation.Wilner, F. (1998). Asleep at the throttle? Traffic World, 254(5):14.LEGAL REFERENCESR.P. Davis, Annotation, Joinder as defendants, in tort action based on condition of sidewalk or highway, of municipal corporation and abutting property owner or occupant, 15A.L.R. 2d 1292, 1293 (1951).D.E. Evins, Annotation, Liability for injury or damage caused by collision with portion of load projecting beyond rear or side of motor vehicle or trailer, 21 A.L.R. 3rd 371 (1968).M.C. Dransfield, Annotation, Railroad’s duty to children walking longitudinally along railroad tracks or right of way, 31 A.L.R. 2d 789 (1953).Wade R. Habeeb,Annotation, Railroad’s liability for injury to or death of child on moving train other than as paying or proper passenger, 35 A.L.R. 3rd 9 (1971).James L. Isham, Annotation, Validity and construction of statute or ordinance limiting the kinds or amount of actual damages recoverable in tort action against governmental unit, 43 A.L.R. 4th 19 (1986).R.D. Hursh, Annotation, Duty and liability of municipality as regards barriers for protection of adult pedestrians who may unintentionally deviate from street or highway into marginal or external hazards, 44 A.L.R. 2d 633 (1955).Robin Cheryl Miller,Annotation, Effect of statute limiting landowner’s liability for personal injury to recreational user, 47 A.L.R. 4th 262 (1986)Ronald V. Sinesi, Annotation, Government tort liability for injury to roller skater allegedly caused by sidewalk or street defects, 58 A.L.R. 4th 1197 (1987).L.S. T ellier, Annotation, Contributory negligence of adult struck by train while walking or standing beside railroad track, 63 A.L.R. 2d 1226 (1959).James L. Isham, Annotation, State and local government liability for injury or death of bicyclist due to defect or obstruction in public bicycle path, 68 A.L.R. 4th 204 (1989).W.E. Snipley, Annotation, Duty to take affirmative action to avoid injury to trespasser in position of peril through no fault of landowner, 70 A.L.R. 3d 1125 (1976).C.C. Marvel, Annotation, Liability of municipality for injury or death from defects or obstructions in sidewalk to one riding thereon on bicycle, tricycle, or similar vehicle,88 A.L.R. 2d 1423 (1963).D.A. Cox, Annotation, Obstruction of sidewalk as proximate cause of injury to pedestrian forced to go into street and there injured, 93 A.L.R. 2d 1187 (1964).Danaya C. Wright, Private rights and public ways: property disputes and rails-to-trails in Indiana, 30 Ind. L. Rev. 723 (1997).Delta Farms Reclamation Dist. No. 2028 v. Super. Ct. of San Joaquin County, 190 Cal. Rptr. 494 (1983).Leonakis v. State, 511 N.Y.S. 2d 119 (1987).Lovell v. Chesapeake & Ohio R.R., 457 F.2d 1009 (6th Cir. 1972).Mayor and City Council of Baltimore v. Ahrens, 179 A. 169, 171-73 (Md. 1935).Powell v. Union Pac. RR. Co., 655 F.2d 1380 (9th Cir. 1981).Watterson v. Commonwealth, 18 Pa. D.&C.3d 276 (1980).Status of one at railroad crossing who has walked or intends to walk along tracks,9 A.L.R. 1322 (1920).State of weather as affecting liability for injury to one struck by train or street car, 20 A.L.R. 1064 (1922).Liability of operator of logging road or other private railroad for injury to person on track, 46 A.L.R. 1076 (1927).Liability of railroad company for injury to trespassers or licensees other than employees or passengers struck by object projecting, or thrown, from a passing train, 112 A.L.R. 850 (1938).Liability for death or injury as a result of suction from passing train, 149 A.L.R. 907 (1944).Duty of railroad toward persons using private crossing or commonly used footpath over or along railroad tracks, 167 A.L.R. 1253 (1947).APPENDIX A:DefinitionsThe American Association of State Highway and Transportation Officials (AASHTO) Guide for the Development of Bicycle Facilities (1999): Provides information and guidelines for the planning, design, and maintenance of bicycle facilities. The AASHTO Bike Guide provides information to help accommodate bicycle traffic in a way that is sensitive to bicyclists and other roadway users. It also provides specific information about the design of shared use paths, railroad grade crossings, and path roadway intersections. Centerline: An imaginary line midpoint between the track rails that conforms to the geometry of that track. “Centerline” often is used in reference to the nearest track to an RWT when discussing such issues as setback and separation.Class I Railroad: A railroad with annual gross operating revenue in excess of $250 million based on 1991 dollars.Class II Railroad: Railroads with an annual gross operating revenue of between $250 million and $20 million.Class III Railroad: Railroads with gross operating revenue of less than $20 million. These include short-line and light-density railroads.Commuter Rail: Urban passenger train service for travel between a central city and adjacent suburbs, excluding rapid rail transit and light rail service.Department of Transportation: Established by an Act of Congress in 1966, the U.S. Department of Transportation (USDOT) works to build a safe transportation system. The USDOT includes the Federal Highway Administration, Federal Railroad Administration, Federal Transit Administration, National Highway Traffic Safety Administration, and Surface Transportation Board.Excursion Trains: Generally, trains used by a private enterprise catering to the leisure or tourism market, such as dinner trains or tourist trains to an historical destination. Federal Highway Administration: The Federal Highway Administration (FHW A) coordinates highway transportation programs in cooperation with States and other partners to enhance the country’s safety, economic vitality, quality of life, and the environment. Major program areas include the Federal-Aid Highway Program, which provides Federal financial assistance to the States to construct and improve the National Highway System, urban and rural roads, bridges, and pedestrian and bicycle facilities.Federal Railroad Administration: The Federal Railroad Administration (FRA) promotes safe and environmentally sound rail transportation. FRA sets and enforces safety standards for track, signals, motive power and equipment, hazardous materials, operating practices, and highway-rail crossings. The FRA conducts research and development projects to support its safety mission and enhance the railroad system as a national transportation resource. FRA also administers public education campaigns addressing highway-rail grade crossing safety and the danger of trespassing on rail property. Federal Transit Administration: The Federal Transit Administration (FTA) assists in developing improved mass transportation systems for cities and communities nationwide. Through its grant programs, FTA helps plan, build, and operate transit systems with convenience, cost, and accessibility in mind.Fixed Transit: Transit service with fixed guideways includes heavy and light transit rail. In general usage, fixed transit also is known as rapid rail, rapid transit rail, transit mode, or transit railway.Heavy Rail: Exclusive rights-of-way, multi-car trains, high speed rapid acceleration, sophisticated signaling, and high platform loading characterize fixed transit heavy rail. In general terms, heavy rail also is known as subway, elevated railway, or metropolitan railway (metro).Light Rail: Light rail transit may be exclusive or shared rights-of-way, high or low platform loading, multi-car trains or single cars, automated or manually operated. In general usage, light rail includes trolley cars, streetcars, and tramways.Manual on Uniform Traffic Control Devices: The Manual on Uniform Traffic Control Devices (MUTCD) provides standards and guidelines for traffic control devices that regulate, warn, and guide road users along the highways and byways in the United States. The FHW A published the most recent edition, The Millennium Edition, in December of 2000, with revisions in December 2001. Part 8 provides guidelines for signs, signals, markings, and other warning devices at all highway-rail grade crossings. Part 9 provides standards for bicycle facilities including on-road treatments and shared use paths. Part 10 provides standards and guidelines for highway-light rail grade crossings. See /kno-millennium_12.28.01.htm.National Highway Traffic Safety Administration: The National Highway Traffic Safety Administration (NHTSA) sets and enforces safety and performance standards for motor vehicles and equipment; helps States and local communities reduce the threat of impaired drivers; promotes the use of safety belts, child safety seats, and air bags; provides consumer information on motor vehicle safety topics; conducts research on driver behavior and traffic safety; and promotes traffic safety for pedestrians and bicyclists. Railbanking: The preservation of otherwise abandoned railroad easements for possible future railroad activity by interposition of interim trail use.Rail-Trail: Usually refers to a trail developed on an abandoned or converted railroad line (a rail-to-trail), where there is no active rail service; however, it may be used to refer to any trail associated with active rail or rail property, e.g., RWT.Rail-with-Trail (RWT): Any shared-use path that is located on or directly adjacent to an active railroad or fixed route transit corridor.Setback: The lateral distance between the centerline of the “nearest track” (that track located closest to the RWT or other physical feature under consideration) to the nearest edge of the trail or to the separation feature (fence, wall, etc.).Separation: A feature, such as fencing, wall, vegetation, body of water, or vertical elevation difference, that is found, placed, or used to separate a railroad track or railroad corridor and an RWT, sufficient to prevent or discourage access to an active rail right-of-way by trail users.Shared use path: A trail that is physically separated from motorized vehicular traffic by an open space or barrier and either within the highway right-of-way or within an independent right-of-way. Shared use paths may be used by bicyclists, pedestrians, skaters, wheelchair users, runners and other nonmotorized users.Short Line Railroad: See Class III Railroad.Trespasser: A person who enters or remains upon property in the possession of another without a privilege to do so, created by the possessor’s consent or otherwise.APPENDIX B:State-by-State Matrix of Applicable Laws and Statutes Provided by Andrea Ferster, Esq., as of 2002This matrix is intended to present the state of the law as of the year 2002. Every effort has been made to assure accuracy in the information contained in this matrix as provided by Andrea Ferster, Esq. However, due to the broad scope of this project and the fluid nature of state statutory law, the Department of Transportation cannot guarantee complete accuracy of the material presented. For more detailed and up-to-date information, the reader is encouraged to review the relevant state statutes directly.State-by-State matrix of applicable laws and statutesRecreational Use Trail, Rails-to-Trails Program, Recreational Government Tort RailroadState Statute (RUS) Trails System, or Similar Statute Liability Act Fencing LawsAlabama Ala. Code Ala. Code § 41-9-62 et seq. (2000) Ala. Code § 37-2-89 (2000.) § 35-15-1 (1975) Ala. Code § 11-93-1 et seq. (2000) – RR liable if Pub. Serv.Commission has deemed fencenecessary and livestockinjured by unfenced right-of-way; does not apply to injuryto dogsAlaska Alaska Stat. Alaska Stat. § 42.40.420 (Michie 2000.) Alaska Stat. §§ 09.50.250,§ 09.65.200 – allows a municipality or the State to -.300 (Michie 2000.)(Michie 2000) petition to use railroad land, including– limited to along active railroads for public use,undeveloped lands including trails. Must be established thatthe use will not create a safety hazard, andthe municipality or State must enter intoan agreement to indemnify the railroad.Arizona Ariz. Rev. Stat. A nn. Ariz. Rev. Stat. § 12-820§ 33-1551 (West 2000.) et seq. (2000.)Arkansas Ark. Code Ann. Ark. Code Ann. § 22-4-401 et seq.(Michie 2000.) Ark. Code Ann. § 21-9-201 et seq.§§ 18-11-301 to – Trails System Statute (Michie 2000.)-307 (Michie 2000.) – no liability provisionCalifornia Cal. Civ. Code Cal. Pub. Res. Code § 5070 et seq. Cal. Gov’t Code § 810-996.6 Cal. Pub. Util. Code § 846 (West 2000.) (Deering 2000.) et seq.(West 2000.) § 7626 et seq. (West 2000.)– Recreational Trails Act – RR liable for injury to live– limits liability for adjacent property owners stock, domestic animalsinjured due to unfencedright-of-wayColorado Colo. Rev. Stat. A nn. Colo. Rev. Stat. § 33-11-101 et seq. (2000.) Colo. Rev. Stat. A nn. § 24-10-101 Colo. Rev. Stat. A nn.§§ 33-41-101 to -106 – Recreational Trails System Act of 1971 et seq. (West 2000.) § 40-27-102 (West 2000.)(West 2000.) – no liability provision -RR liable if livestock injuredby unfenced right-of-way Connecticut Conn. Gen. Stat. A nn. Conn. Gen. Stat. A nn. § 4-140 Conn. Gen. Stat. A nn.§§ 52-557(f )-(k) et seq. (West 2000.) § 13b-299 (West 2000.)(West 2000.) – administrative claims or – Commissioner ofprocedure Transportation directs whereand when RR Co.’s shoulderect and maintain fences Delaware Del. Code Ann. tit. Del. Code Ann. tit. 10, § 4001 Del. Code Ann. tit.7, §§ 5901–5907 et seq. (2000.) 2, § 1811 (2000.)(2000.) – State and local – RR liable for injury to livestock if injured on unfencedright-of-wayDistrict of Columbia D.C. Code Ann. § 1-1201et seq. (2000.)。
英文期刊文章
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Concrete international /April 2009 59By leo KAhlConcrete contractors sometimes refuse to substitute industrial byproducts for a portion of the portland cement in a mixture over fears that they will increase construction times by retarding setting and strength gain. CeraTech, Inc., has developed a line of products that not only contain between 30 and 95% industrial waste stream materials but also speed up setting times and early strength gain. One of the products, Great-White TM , is specially formulated for use with volumetric, mobile concrete mixers. The use of a mobile mixer allows concrete to be placed almost immediately after mixing so workers have the full 20 to 30 minutes to place,consolidate, and finish the concrete before the material reaches initial set.Durable anD sustainableMinimizing the extraction of raw materials and extending the lives of existing structures are critical components of sustainability. Because of the flexible base chemistry used to make its cements, CeraTech is able to use locally available byproducts including fly ash, wood ash, crushed glass, and recycled concrete to produce its products. The raw materials used in its manufacture result in concrete that has a tan or brown color while fresh and that later fades to tan or gray.GreatWhite contains 88% byproducts, but allows the return of repaired or replaced areas, such as roads, bridges, runways, or parking garages, to service in as little as 2 to 3 hours. The product has also been shown to reduce alkali-silica reaction, in some cases allowing theFast and GreenCement for rapid setting and strength-gaining applications is alsoenvironmentally friendlyuse of local aggregates rather than having to transport acceptable aggregates from great distances.The amount of water added to the concrete is mainly used to control workability. A proprietary activator solution is used to start the strength development process. CeraTech has also developed a modifier that works with the activator to accommodate a broad range of ambient and application temperatures.A minimum section thickness of 3 in. (75 mm) is suggested when 1 in. (25 mm) coarse aggregate is used. This can be reduced to 1.5 in. (38 mm) when using 1/2 in. (13 mm) coarse aggregate. Concrete containing GreatWhite is proportioned similar to that of portland cement-based concrete mixtures. By varying the cement content, strengths from 1400 to 4500 psi (9.6 to 31 MPa) can be achieved in 2 hours. This gives volumetric concrete producers the opportunity to provide solutions across a broad spectrum of applications, from sidewalk replacement for store fronts on Main Street to slab replacements for runways and freeways.A typical mixture containing the cement includes 1.5 to 2 parts fine aggregate and 2 to 3 parts 1 in. (25 mm)nominal maximum size coarse aggregate for each part of GreatWhite cement by weight. The water content varies depending on the application and the amount of early strength required. Mixtures with proportions similar to these produce compressive strengths around 2800 psi (19 MPa) in 2 hours and 9800 psi (68 MPa) at 28 days. Flexural strength also develops rapidly, with values typically over 350 psi (2.4 MPa) in 2 hours and 980 psi (6.8 MPa) at 28 days. These mixtures are also very60 April 2009 / Concrete internationalThe deteriorated section of U.S. 101 in Gilroy, CA, shown in this photo was selected to be replaced using concrete containing GreatWhite TM cement. Traffic was diverted to the adjacent lane starting at 8:00 p.m. so the 12 x 15 ft (3.7 x 4.6 m) section of 9 to 11 in. (230 to 280 mm) thick concrete pavement could be sawcut into manageable chunks that were removed with a backhoeBy 1:00 a.m., the existing pavement had been removed so the base could be prepared. Workers were installing a polyethylene vapor barrier to mitigate water intrusion from the base and act as a bond breaker between the adjoining slabs. At this time, the volumetric mixer containing the separated ingredients wasbrought to the site. For this application, additional activator was brought in seperate containers to the site to top off the smalltank on the mixerPlacement of the concrete began at 1:20 a.m. The mixer was calibrated off site prior to the placement. This is standard practice before the equipment is dispatched, and Caltrans has specific practices for calibrating volumetric equipment before any project is started. Because of the desire to gain significant concrete strength before the lane was reopened to traffic, the water content of the concrete was tightly controlled. Severalinternal vibrators were used to ensure proper consolidationAt 1:35 a.m., a vibrating screed was used to quickly strike off the concrete. Because the concrete reaches initial set in only 20 to 30 minutes, this process was started as quickly as possible—even before the entire panel of concrete was in place. Ambient temperature during the placement was 55 to 60 °F (13 to 16 °C)Concrete international /April 2009 61durable, producing no mass loss after 50 cycles of the ASTM C672 scaling resistance test and retaining 100% of their dynamic modulus of elasticity after 300 cycles of the ASTM C666 rapid freezing-and-thawing resistance test. Other desirable properties for a repair material include a coefficient of thermal expansion complementary to the host concrete being repaired (typically between 4.5 and 5.5 x 10-6 in./in./°F [8.5 x 10–6 m/m/°C]) and a modulus ofelasticity of 5400 ksi (37.2 GPa). At a concrete temperature of 72 °F (22 °C), initial set is reached 20 to 30 minutes after mixing, with final set occurring 30 to 40 minutes after mixing. The material, however, can be applied on surfaces between 30 and 120 °F (–1 and 49 °C). It is self-curing, eliminating the need for curing compounds or polyethylene sheets under most ambient conditions, but it should be covered with curing blankets if ambient or surface temperatures dip below 32 °F (0 °C) or if exposed to other extreme conditions.example appliCationIn September 2008, the California Department ofTransportation (Caltrans) used concrete produced with GreatWhite cement to replace a deteriorated section of U.S. 101 Southbound in Gilroy, CA. The cement was loaded in the volumetric mixer from 2200 lb (1000 kg)Super Sacks ®, was transported to the site, and then mixed and dispensed into the repair section. The cement isavailable in 75 lb (34 kg) waterproof bags for smaller uses or in bulk quantities for larger applications.The accompanying series of photos and captionsillustrates the speed with which repairs such as these can be accomplished using this material.Selected for reader interest by the editors.—CeraTech, Inc.CIRCLE 51Leo Kahl is Vice president of Marketing for CeraTech, inc. he serves as the technical communications interface for the company and has over 30 years of industrial and consumer marketing and product develop-ment experience in industries ranging from defense systems, automotive, telecom,manufacturing, and construction materials.By 1:45 a.m., concrete placement was complete and finishing operations were well underway. Although the fast setting time of the cement means crews must be ready to work quickly once placement begins, the use of the volumetric mixer adds a great degree of flexibility in the start time for the placement. There is no need to worry about the concrete arriving before the site has been prepared and also no waiting around for a concrete truck ifwork goes smoother and faster than expectedThe final finishing step was to use a grooving tool on the surface of the patch. This step was completed at 2:00 a.m., only 40 minutes after the start of placing concrete. Trial batches performed prior to the repair were used to establish theconcrete’s strength as a function of time. The repaired section of road was opened to traffic by 6:00 a.m., in time for the morning rush hour。
海运港口费用中英文对照
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1、BAF 燃油附加费,大多数航线都有,但标准不一2、SPS 上海港口附加费(船挂上港九区、十区)3、FAF 燃油价调整附加费(日本航线专用)4、YAS 日元升值附加费(日本航线专用)5、GRI 综合费率上涨附加费,一般是南美航线、美国航线使用6、DDC、IAC 直航附加费,美加航线使用.请求帮忙写出,所有英语字母的全拼,我想增加知识.谢谢!7、IFA 临时燃油附加费,某些航线临时使用8、PTF 巴拿马运河附加费,美国航线、中南美航线使用9、ORC 本地出口附加费,和SPS类似,一般在华南地区使用10、EBS、EBA 部分航线燃油附加费的表示方式,EBS一般是澳洲航线使用,EBA一般是非洲航线、中南美航线使用11、PCS 港口拥挤附加费,一般是以色列、印度某些港口及中南美航线使用12、PSS 旺季附加费BAF: Bunker Adjustment FactorSPS: Shanghai Port SurchargeFAF: Fuel Adjustment FactorYAS: Yen Adjustment SurchargeGRI: General Rate IncreaseDDC: Destination Delivery ChargeIAC: Intermodel Administrative ChargeIFA: 这个不清楚,大概是什么fuel adjustor吧PTF: Panama Canal Transit FeeORC: Origen Recevie ChargesEBS: Emergency Bunker SurchargeEBA: Emergency Bunker AdjustorPCS: Port Congestion SurchargePSS: Peak Season SurchargesBAF 是BUNKER ADJUSTMENT FACTORY 的缩写,意思是燃油调整指数附加费。
2024年普通高等学校招生全国统一考试英语猜题卷(二)(高频考点)
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2024年普通高等学校招生全国统一考试英语猜题卷(二)(高频考点)一、听力选择题1. What kind of job does the woman probably apply for?A.A teacher.B.A social worker.C.A secretary.2. What will the speakers do next?A.Take a rest.B.Board the plane.C.Leave for the hotel.3.A.She dislikes driving to the town at weekends.B.It’s a good idea to go to the town on Sundays.C.People seldom check whether the stores are open.D.It’s frustrating to find stores closed after a long trip.4. What does the man suggest the woman do?A.Check the websites.B.Change to a new airline.C.Book a ticket in advance.5. Where is the woman from?A.Russia.B.America.C.France.二、听力选择题6. 听下面一段较长对话,回答以下小题。
1. Where will the fair he held this year?A.At the fairground.B.At the park.C.At the school.2. What will the fair begin with this year?A.A parade.B.A dance performance.C.A speech by the president.7. 听下面一段较长对话,回答以下小题。
深圳市TOD框架体系及规划策略_张晓春
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张晓春 等:深圳市 TOD 框架体系及规划策略
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市 TOD 的总体发展指明方向。 2) 中观层面:协调城市分区规划与城市分区
交通规划,针对城市标准分区(片区),结合片区 土地与交通发展特征,识别采用 TOD 模式的重点 发展片区和发展类型,建立分区差异化发展指引。
3) 微观层面:协调片区详细规划与片区交通 (改善)规划,针对 TOD 重点发展片区和发展类 型,提出片区土地利用及片区交通(改善)的规划 设计要点,具体指导片区 TOD 的规划设计。
Maryland Department of Transportation
TOD 具有相对较高的发展密度,将居住、就业、商业以及公共设施等功能混合于一个大型常规 公交或轨道交通车站周边步行易达的范围内。偏重于步行和自行车交通的设计原则,同时允 许汽车交通。
California Department TOD 是适中或更高密度的土地利用,将居住、就业、商业混合布置于一个大型公交车站周边步 of Transportation 行易达的范围内,鼓励步行交通,同时不排斥汽车交通,以有利于公共交通的使用为设计原则。
(Shenzhen Urban Transport Planning Center Co., Ltd., Shenzhen Guangdong 518040, China)
摘 要 : 面对土地资源、能源及环境容量的制约,TOD 成为深圳市
积极谋求资源约束条件下城市和交通可持续发展的重要战略选
择。在充分理解 TOD 理念的基础上,结合深圳市各层次城市规划
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1 深圳市 TOD 框架体系
1.1 主要思路及原则
TOD 概念是为了应对郊区化带来的低密度蔓 延、高度社会隔离、严重依赖小汽车等问题,于 20 世 纪 80 年 代 由 美 国 新 城 市 主 义 的 代 表 人 物 Peter Calthorpe 首先提出[1]。TOD 概念最早是从具 体的与公共交通相结合的建筑设计和建设实例中 演化而来,长期以来,国内外专家学者对 TOD 概 念的阐述和研究也主要集中在微观层面的轨道交 通、公交车站周边的布局或社区规划,见表 1[2]。
DAWN E. LEHMAN教授的个人简历
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General Biographical InformationDAWN E. LEHMANAssistant Professor of Civil EngineeringUniversity of Washington214B More Hall, Box 352700Seattle, Washington 98195-2700(206) 616-3530delehman@Academic BackgroundPh.D. University of California, Berkeley Dec. 1998M.S. Eng. University of California, Berkeley Dec. 1992B.S.C.E. Tufts University June 1989Professional HistoryAssistant Professor, part-time (50%), Department of Civil and Environmental Engineering, University of Washington, Seattle, WA, September 2002 - present.Acting Assistant Professor, part-time (50%), Department of Civil and Environmental Engineering, University of Washington, Seattle, WA, September 1998 – September 2002.Graduate Student Researcher, Department of Civil and Environmental Engineering, University of California, Berkeley, CA 1992-1998.Lecturer, Alameda Community College, Alameda, CA, Spring 1995.Graduate Student Instructor, Department of Civil and Environmental Engineering, University of California, Berkeley, CA 1992-1994.Structural Engineer, United Engineers and Constructors, Boston MA, 1989-1990.Refereed Journal PublicationsBerry M.*, Lehman D., and Lowes L., Lumped Plasticity Models for Seismic Performance Simulation of Bridge Columns, ACI Structural Journal, submitted for review, April 2006Kingsley, A. *, Williams, T. *, Lehman, D. and Roeder, C. Experimental Investigation ofColumn Base Connections for High-Strength Vanadium Steel Concrete Filled TubeConstruction, International Journal of Steel Structures, V. 5, No. 4., November 2005, pp.377-387Anderson, M.*, Lehman, D., and Stanton, J. Seismic Shear Simulation of Older ReinforcedConcrete Beam-Column Joints, Engineering Structures, submitted for review, April 2006Moehle, J. and Lehman, D. Seismic Response of Columns, ACI Special Publication, toappear.Roeder, C., Lehman, D. and Yoo. J.* Improved Design of Steel Frame Connections,International Journal of Steel Structures, v.5, n.2 (2005-06), July 2005Lehman, D., Roeder, C., and Larson, R.* Design of Cotton Duck Bridge Bearing Pads, ASCE Journal of Bridge Engineering, Vol. 10 Issue 5Walker, S.*, Yeargin, C.*, Lehman, D.E., and Stanton, J. Seismic Performance of Non-Ductile Reinforced Concrete Beam-Column Joints, Structural Journal, American Concrete Institute, accepted for publication.Lehman, D.E., Moehle, J.P., Calderone, A.C., Henry, H. and Mahin, S.A. Experimental Evaluation of Seismic Design Provisions for Circular Reinforced Concrete Columns, Journal of Structural Engineering, ASCE, June 2004.Raynor, D.R.*, Lehman, D.E., and Stanton, J.F., Bond-Slip Response of Reinforcing Bars Grouted in Ducts, Structural Journal, American Concrete Institute, Sept.-Oct. 2002, Vol 99, No. 5Kimura, Y., Tagawa, H.*, Lehman, D. and MacRae, G., Report of Damage to Building Structures Caused by the Nisqually Earthquake in 2001, AIJ Journal of Technology and Design, Architectural Institute of Japan, No. 14, pg. 373-376, December 2001Lehman, D.E., Elkin, S.J., Nacamuli, A.M., and Moehle, J.P. (2001) Repair of Earthquake-Damaged Bridge Columns, ACI Structural Journal, March-April 2001.Elkin, S.J., Nacamuli, A.M., Lehman, D.E., and J.P. Moehle (1999) Seismic Performance of Damaged Bridge Columns, Earthquake Engineering and Engineering Seismology September 1999, Vol. 1, Number 1.Note: * Former or Current Graduate Student at the University of WashingtonRefereed Journal Publications in PreparationAlire, D.*, Lehman, D., and Stanton, J. Seismic Evaluation of Older Reinforced Concrete Beam-Column Joints, ACI Structural JournalLehman, D., Roeder, C., Johnston, S.* and Herman D.* Improved Seismic Performance of Special Concentrically Braced Frames, ASCE Journal of Structural EngineeringFully-Refereed Conference Proceedings and DiscussionsHerman, D., Johnston, S., Lehman, D. and Roeder, C. Improved Seismic Design ofSpecially Concentrically Braced Frames, Eighth National Conference on EarthquakeEngineering, San Francisco, CA, April 2006, Paper No. 1356Roeder, C., Lehman, D. and Christopolus, A. Seismic Performance of SpecialConcentrically Braced Frames with Buckling Restrained Braces, Eighth NationalConference on Earthquake Engineering, San Francisco, CA, April 2006, Paper No. 1503Kingsley, A., Williams, T., Lehman, D. and Roeder, C. Experimental Investigation ofColumn-to-Foundation Connections for Concrete-Filled High-Strength Steel Tubes, Eighth National Conference on Earthquake Engineering, San Francisco, CA, April 2006, Paper No.1511Brown, P., Kuchma, D., Lehman, D., Lowes, L. Oyen, P. Sterns, A. and Zhang, J.Investigation of the Seismic Behavior and Analysis of Reinforced Concrete Structural Walls Eighth National Conference on Earthquake Engineering, San Francisco, CA, April 2006,Paper No. 0352Lehman D., Stanton J., Anderson M., Alire D., and Walker S. Seismic Performance of Older Beam-Column Joints, 13th World Conference on Earthquake Engineering, Vancouver, B.C., Canada, August 1-6, 2004, Paper No. 1464Lehman D., Roeder, C., Yoo, J.H., and Johnson, S. Seismic Response of Braced FrameConnections, 13th World Conference on Earthquake Engineering, Vancouver, B.C.,Canada, August 1-6, 2004, Paper No. 1459Walker, S.G., Yeargin, C.M., Lehman D.E., and Stanton, J.F. "Performance-based Seismic Evaluation of Existing Joints" Proceedings of the Seventh U. S. National Conference onEarthquake Engineering, Paper # 673, May 2002Lehman, D.E., Elkin, S.J., Nacamuli, A.M. and Moehle, J.P. “Repair of Moderately andSeverely Damaged Bridge Columns”, Proceedings of the Sixth U. S. National Conference on Earthquake Engineering, Paper # 86, May 1998.Lehman, D.E., Calderone, A.J. and Moehle, J.P. “Behavior and Design of Slender Columns Subjected to Lateral Loading”, Proceedings of the Sixth U. S. National Conference onEarthquake Engineering, Paper # 87, May 1998.Moehle, J.P., Rodriquez, A. and Lehman, D.E., (1996) “Discussion of Simulated Seismic Load Tests on Reinforced Concrete Columns by Watson and Park,” Journal of Structural Engineering, ASCE, February 1996, Vol. 122, No. 2.Abstract and Non-Refereed Conference Proceedings and Other Non-Journal Articles Roeder, C.W., and Lehman, D.E., "Seismic Design of Braced Frame Gusset PlateConnections," Fifth International Conference on Earthquake Resistant EngineeringStructures, Skiathos, Greece, May 28-June 1, 2005.Roeder, C.W. Lehman, D.E. and Yoo, J.H. “Performance-Based Design of Gusset-PlateBraced Frame Connections”, Connections in Steel Structures V - Innovative SteelConnections, Radisson SAS Hotel, Amsterdam, The Netherlands, June 3-4, 2004Roeder, C.W. Lehman, D.E. and Yoo, J.H. “Performance-Based Design of Braced FrameConnections”, Seventh Pacific Structural Steel Conference, Long Beach, CA, March 2004, sponsored by AISC, Chicago, IL.Anderson, M., Lehman, D., and Stanton, J. “A Constitutive Model for Beam-Column Joint Shear Response in Older Construction”, Structures Congress, May 2003Larson, R., Lehman, D., and Roeder, C. “Response of Cotton Duck Elastomeric BearingPads to Static and Dynamic Loading", 5th NSF Workshop on Bridge Research in Progress, Minneapolis, MN, October 2001Walker, S., Yeargin, C., Lehman, D., and Stanton, J. "Influence of Joint Shear StressDemand and Displacement History on the Seismic Performance of Beam-Column Joints”, US-Japan Workshop on Performance-Based Seismic Design of Reinforced ConcreteBuildings, Seattle WA August 2001Lehman, D.E., Mosier, W.G., and Stanton, J.F. “Seismic Assessment of ReinforcedConcrete Beam-Column Joints”, US-Japan Workshop on Performance-Based SeismicDesign of Reinforced Concrete Buildings, September 2000Lehman, D.E. and Moehle, J.P. “Performance-Based Seismic Design of ReinforcedConcrete Bridge Columns”, Twelfth World Earthquake Engineering Conference, NewZealand, January 2000.Lehman, D.E. and Moehle, J.P., “Influence of Longitudinal Reinforcement Ratio on Column Response”, Eleventh European Earthquake Engineering Conference, Paris, France,September 1998.Lehman, D.E. and Moehle, J.P., “Influence of Longitudinal Reinforcement Ratio on Column Response”, Second National Seismic Conference on Bridges and Highways, Sacramento,CA, 1997Lehman, D.E., Moehle, J.P. and Mahin, S.A., “Design of An Experimental Study on theInfluence of Aspect Ratio and Longitudinal Reinforcement Ratio on Column Response”,Fourth Caltrans Seismic Research Workshop, Sacramento, CA, July 1996.Lehman, D.E., Lynn, A.C., Aschheim, M.A. and Moehle, J.P., “Evaluation Methods ForReinforced Concrete Columns and Connections”, Eleventh World Conference onEarthquake Engineering, Acapulco, Mexico, June 1996.Moehle, J.P. and Lehman, D.E., “Evaluation and Upgrading of Existing ReinforcedConcrete Buildings”, Advances in Earthquake Engineering Practice, Berkeley, CA, May1994.BooksNoneEditing and Other Scholarly PapersNoneSponsored Research2006 Improved Seismic Performance of Braced Frame Systems (with Charles Roeder), American Institute of Steel Construction, $30,000/1 year2006 International Hybrid Simulation of Tomorrow’s Braced Frame Systems (with Charles Roeder), National Science Foundation, $1,599,200/4 years2006 Rapid Construction of Bridge Piers with Improved Seismic Performance (with Charles Roeder), California Department of Transportation, $382,786/2.5 years2006 Vanadium Alloy Steel Tubes for Army Engineering Applications (with Charles Roeder, Greg Miller, and Peter MacKenzie, University of Washington), VanadiumTechnology Program, Army Corps of Engineers, $100,000/1 year2006 Damage Models for Hybrid Column Connections (with John Stanton), funded by NSF through PEER center, $85,000/1 year2005 Vanadium Alloy Steel Tubes for Army Engineering Applications (with Charles Roeder, Greg Miller, and Peter MacKenzie, University of Washington), VanadiumTechnology Program, Army Corps of Engineers, $553,000/1 year2005 Damage Models for Bar Buckling in Beams and Columns (with John Stanton), funded by NSF through PEER center, $85,000/1 year2004 NEESR-SG: Behavior, Simulation, and Performance of Structural Wall Systems (with Laura Lowes, University of Washington, Dan Kuchma, University of Illinois,Jain Zang, UCLA), collaborative research with University of Illinois, submitted tothe National Science Foundation, $1.3 million/4 years2004 Damage Models for Bar Buckling in Beams and Columns (with John Stanton, University of Washington), funded by NSF through PEER center, $90,000/1 year2003 Performance-Based Seismic Design of Concentrically Braced Frames (with Charles Roeder, University of Washington) National Science Foundation. $290,000/3 years2003 Vanadium Alloy Steel Tubes for Pile and Concrete Filled Tubular Columns in Civil Engineering Structures (with Charles Roeder, University of Washington), VanadiumTechnology Program, Army Corps of Engineers, $75,022/0.5 years2003 Validation of Simulation and Performance Models for Beam-Column Joints (with John Stanton, University of Washington), funded by NSF through PEER center,$75,000/1 year2002 Design Recommendations for Cotton Duck Bearing Pads (with Charles Roeder, University of Washington) submitted to Washington State Department ofTransportation. $45,000/1 year2001 Development of Performance Tools for Reinforced Concrete Beam-Column Joints (with John Stanton and Laura Lowes) funded by NSF through the PEER center$80,000/1 year2001 Assessment and Retrofit of Outrigger Bents (with John Stanton and Steve Kramer, University of Washington) funded by the Washington Department of Transportation.$140,000/2 years2000 Cotton-Duck Pad Bridge Bearings (with Charles Roeder, University of Washington) funded by the Arkansas Office of Science and Technology, $93,000/1.5 years 2000 Decision-making about Seismic Performance (with Jacqueline Meszaros, University of Washington, Bothell) funded by NSF through the PEER center $75,000/1.5 years2000Non-Ductile RC Building Frames funded by NSF through the PEER center.$20,000/1 year1999Seismic Performance of Existing and Repaired Beam-Column Joints (with John Stanton, University of Washington), funded by NSF through PEER center. $250,000/2.5 years1999Performance of Grouted Reinforcing Bars for Use in a Hybrid Frame System (with John Stanton, University of Washington), funded by Pankow. $50,000/ 1 year.1998Anchorage of Headed Reinforcement Subjected to Cyclic Loading, U.C. Berkeley, (with Laura Lowes, Stanford University, and administered by Jack Moehle),University of California, Berkeley, funded by Mobil Corporation and ACIReinforced Concrete Research Council. $40,000/ 2 years.1997 Repair of Severely Damaged Bridge Columns, U.C. Berkeley, (administered by Jack Moehle), funded by California Department of Transportation. $55,000/1.5 years.Technical ReportsInouye, B., Lehman, D. and Stanton, J. (2004) “Seismic Evaluation of the SR-99 SpokaneStreet Overcrossing”, Final Report to Washington State Department of Transportation,Olympia, WA.Lehman, D.E, Roeder, C.W., Larsen, R.A., and Curtin, K., (2003) "Cotton Duck BearingPads: Engineering Evaluation and Design Recommendations," Final Report to WashingtonState Department of Transportation, Olympia, WA.Roeder, C.W., Lehman, D.E., and Larsen, R., (2002) "Strength, Stiffness and Durability of Cotton Duck Bearing Pads for Bridge Applications," Final Report to Arkansas State University, Dept. of Civil Engineering, U. of Washington, Seattle, WA, August 2002.Lehman, D.E. et al. Performance Characterization of Non-Ductile Building FrameComponents, PEER Report Series, in pressCalderone, AJ, Lehman, DE, Moehle, JP Behavior of Reinforced Concrete Bridge Columns Having Varying Aspect Ratios and Varying Lengths of Confinement, PEER 2000/08, Jan2001, 136 pp.Performance-Based Seismic Design of Well-Confined Concrete Columns, PEER Research Report 1998/01, December 2000.Performance-Based Seismic Design of Well-Confined Concrete Columns, Ph.D.Dissertation, University of California, Berkeley, CA, October 1998.Moehle, J.P., Nicoletti, J.P. and Lehman, D. E., Review of Seismic Research Results onExisting Buildings, Product 3.1 of the Proposition 122 Seismic Retrofit PracticesImprovement Program, SSC Report No. 94-03, Fall 1994.Architectural Institute of Japan, Preliminary Reconnaissance Report of the 1995 Hyogoken-Nanbu Earthquake, English Edition, April 1995.Moehle, J. P. Editor, Preliminary Report on the Seismological and Engineering Aspects of the January 17, 1994 Northridge Earthquake, EERC, UBC/EERC-94/01, January 1994. Other Research-Related ActivitiesSeismic Performance Evaluation of Historic StructuresPerformance-Based Seismic Design of Concrete Bridges (with Jack Moehle, University of California, Berkeley) (1996-1998)Invited Lectures and Seminars“Seismic Response of Beam-Column Connections”, Seminar on Seismic Performance ofExisting Reinforced Concrete Buildings. Eighth National Conference on EarthquakeEngineering, San Francisco, CA, April 2006“CFVST in Military Structural Applications”, Vanadium In-Process Review, Pittsburgh, PA, March 2006“Seismic Response of Beam-Column Connections”, PEER Annual Meeting, San Francisco, CA, January 2006“Concrete-Filled Tube Elements for Army Structural Applications”, Vanadium In-Process Review, Pittsburgh, PA, April 2005“High-Strength Vanadium-Alloy Columns and Their Connections”, ACI Committee 335,Composite Construction, April 2005“Engineering Evaluation and Design of Cotton Duck Bearing Pads”, WashingtonDepartment of Transportation, Lacey, WA, June 2003“Performance of Non-ductile Building Components”, PEER-NSF Site Review, Berkeley,CA, May 2003“Research Needs in Performance-Based Seismic Evaluation of Non-Ductile R/C Buildings”PEER Annual Meeting, Palm Springs CA, February 2003"Experimental Evaluation of Non-Ductile Reinforced Concrete Beam-Column Joints”, US-Japan Workshop on Performance-Based Seismic Design of Reinforced Concrete Buildings, Seattle WA, August 2001"Performance-Based Seismic Assessment of Non-Ductile Building Components", Structural Engineers Association of Washington, Lateral Forces Committee, Seattle, WA, July 2001"Response of Non-Ductile Building Components" NSF Site Review, PEER center, May 2001"Building Component Characterization" PEER Annual Meeting, Berkeley, CA, January 2000“Seismic Performance of Reinforced Concrete Beam-Column Connections”, US-Japan Workshop on Performance-Based Seismic Design of Reinforced Concrete Buildings, September 2000“Capacity Assessment”, PEER-NSF Site Review, PEER Research Center, Richmond CA, May 2000“Performance-Based Seismic Engineering of Reinforced Concrete Structures”, Workshop for Engineering Educators, NSF, Washington DC, September 1999Presentations Given at Conferences“Seismic Performance of Special Concentrically Braced Frames with Buckling Restrained Braces”, Eighth National Conference on Earthquake Engineering, San Francisco, CA, April 2006“Seismic Performance of Bridge Columns”, American Concrete Institute, Charleston North Carolina, March 2005“Seismic Evaluation and Retrofit Techniques for Reinforced Concrete Bridges”, ACI Spring Convention, March 2004“AASHTO Design Criteria for Cotton Duck Bearing Pads”, TRB Annual Meeting, Washington DC, January 2004“Engineering Evaluation of Cotton Duck Bearing Pads”, AASHTO Annual Meeting, Albuquerque, NM, June 2003“Simulation of Beam-Column Joint Performance”, ASCE Structures Congress, Seattle, WA, May 2003“Performance-Based Design of Bridge Columns: Field and Laboratory Observations”, American Concrete Institute, Vancouver British Columbia, March 2003"Seismic Performance of Beam-Column Joints", American Concrete Institute, Toronto, Canada, October 2000“Seismic Performance of Non-Participating Elements”, American Concrete Institute, SanDiego CA, March 2000.“Performance-Based Seismic Design of Bridge Columns”, American Concrete Institute, San Diego CA, March 2000.“Performance-Based Seismic Design of Bridges”, World Conference on EarthquakeEngineering, Auckland, New Zealand, January 2000“Seismic Design of Reinforced Concrete Bridges”, American Concrete Institute, Baltimore MD, November 1999“Seismic Design and Repair of Reinforced Concrete Bridge Columns”, Industrial LiaisonProgram, U. C. Berkeley, Berkeley CA, March 1998.“Influence of Longitudinal Reinforcement Ratio on Column Response”, National SeismicConference on Bridges and Highways, Sacramento, CA, July 1997.“Strength and Stiffness Degradation in Bridge Columns,” ACI Spring Convention, SeattleWA, May 1997.“Design of An Experimental Study on the Influence of Aspect Ratio and LongitudinalReinforcement Ratio on Column Response,” Fourth Caltrans Seismic Research Workshop, Sacramento, CA, July 1996.Presentations Given at Universities“Seismic Performance of Connections in CBFs”, Georgia Institute of Technology,Structural Engineering Seminar, Atlanta, GA, January 2006“Performance Evaluation of Modern Bridge Columns”, University of Washington FacultySeminar Series, Seattle WA, November 1998.“Performance-Based Design of Bridge Columns”, UCD Seminar Series, Davis CA, March1998.“Performance Evaluation of Modern Bridge Columns”, University of Kansas SeminarSeries, Lawrence KS, February 1998.“Performance Evaluation of Modern Bridge Columns”, University of Massachusetts Seminar Series , Amherst MA, February 1998.“Performance Evaluation of Modern Bridge Columns”, UCSD Seminar Series , November 1997.“Performance Evaluation of Modern Bridge Columns”, UCLA Seminar Series , May 1997. Professional licensesNoneProfessional Society MembershipAmerican Society of Civil Engineers American Concrete Institute Earthquake Engineering Research InstituteProfessional Society and Other Service2002-present Member of American Concrete Institute (ACI) Committee 352, Joint and Connections for Monolithic Construction 2000-2003 Member of Steering Committee for 2003 Structures Congress 2000-present Chair of ACI Subcommittee 341-C, Retrofit of Concrete Bridges 1999-present Member of American Concrete Institute Committee 341, Earthquake-Resistant Concrete Bridges 1999-present Member of American Concrete Institute Committee 374, Performance-Based Seismic Design of Concrete Buildings. Reviews MadeJournal or Other NumberEarthquake Engineering and Structural Dynamics 3 American Concrete Institute, Structural Journal Royalty Research Fund 3 1 Earthquake Spectra EERI 5 Journal of Structural Engineering ASCE 4 Text: Concrete Structures, Nilson 1 Other (special publications) 1 Awards and Honors Nominated for Distinguished Teaching Award, University of Washington, 2006Nominated for Outstanding Educator Award in the College of Engineering, 2004Outstanding Graduate Student Instructor, University of California, Berkeley, CA 1993. TeachingCourse Quarter No. of StudentsCourse Title Instructor's Avg of Items 1-4 CEE 452 F05 65 Design of R/C Structures 3.7 CEE 452 F03 47 Design of R/C Structures 4.4 CEE 502 W03 12 Structural Dynamics 3.9 CEE 452 F02 40 Design of R/C Structures 4.0 CEE 511 F01 18 Reinforced Concrete Structures 3.3 CEE 502 CEE 452 W01 F00 12 45 Structural Dynamics Design of R/C Structures 4.1 3.7 CIVE 442 W00 7 Structural Design Project 3.8 CESM 502 W00 22 Structural Dynamics 3.3 CIVE 452 S99 11 Design of R/C Structures 4.8 CESM 502 W99 21 Structural Dynamics 3.9Short Courses, Workshops, and Other Educational/Outreach ProgramsPanelist for Career Symposium for Doctoral Students and Post-Docs, Balancing Career and Family, UW Graduate School, November 2005Panelist for National UW ADVANCE Summer Leadership Workshop for Department Chairs on Career Choices, Strategies for Facilitating Transitions in Faculty Careers: "Family-Friendly" Policies, July 2005Panelist for Seminar on Careers, Academia, and Children, Center for WorkforceDevelopment, January 2004PEER Field Laboratory Workshop, Fall 2002Problem -Based Learning, Center for Engineering Learning & Teaching, November 2000 Use of Technology in the Classroom, Provost's Faculty Workshop on Teaching and Learning, August 2000 DOT Assessment of Structural Needs, July 2000 PEER Loading Protocol Workshop, March 2000 Chaired (or Co-Chaired) Doctoral Degrees Jung Han You (Expected 2006) Chaired (or Co-Chaired) Master Degrees Ryan Thordy (Expected 2006)Travis Williams (Expected 2006)Paul Oyen (Expected 2006)Aaron Sterns 2006David Herman (Expected 2006)Dylan Freytag (Expected 2006)Adam Cristopolus 2005Angela Kingsley 2005Steven Smith August 2004Shawn Johnson 2005Meredith Anderson 2003Daniel Alire 2002Russell Larson 2002Steve Walker 2001Dan Raynor 2000Greg Moiser 2000Other Student Supervision (service on graduate degree committees) Ph.D. CommitteesM.S. CommitteesMicheal BerryChaitanya PaspuletiMyles ParrishHakon BardsonStephen DayAmit MookerjeJuan Carlos RamirezRebecca HixUndergraduate Research Supervision (CEE 499)George GimasTim GrantRussell LarsonChris NickersonDanya MohrViolaine ThomassinDepartmental Service2001 Open House Coordinator2000 Environmental Engineering Chemistry Search Committee College Service1998-1999 Student Affairs CommitteeUniversity ServiceNoneStudent ServiceStudent Mentoring ProgramGraduate1999-2000 FacultyandCommunity ServiceNoneNational ServiceMay 2005 NSF Review for NEES, Civil and Mechanical SystemsJune 2004 NSF Review Panel, Civil and Mechanical SystemsJanuary 2000 NSF Review Panel, U.S.-Japan Earthquake Hazard Mitigation Program All Other ServiceNoneConsulting ExperienceAnalysis of reinforced concrete hotel damaged in an earthquake Spring 1997 with J. P. MoehleAnalysis of retrofitted bridge, for CH2M Hill Fall 1993 Design of upgrading strategy for non-ductile masonry structure Fall 1993。
《旅游英语视听说》Chapter 11
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Yosemite is _l_o_c_a_te_d_____ in California's Sierra Nevada Mountains. The alpine wilderness, groves of giant Sequoia trees and the spectacular valley _la_n_d_s_c_a_p_e of Yosemite make it a pre-eminent natural_m__ar_v_e_l. In praising the beauty of this place, the naturalist John Muir said, "No temple made with hands can _c_o_m_p_a_r_e__ to Yosemite."
When it comes time for lunch, you can enjoy a picnic at any public outdoor dining area. Our favorite place to eat is Albert's Restaurant, a treetop-styled fine dining experience in Gorilla Tropics. On a sunny day, dine outside by the waterfall, or cool off in the interior dining room with a cold bottle of specialty beer and a fresh grilled ahi sandwich.
Useful Words and Expressions
Conferences, workshops and journals
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INTELLIGENTTRANSPORTATIONSYSTEMS/itsIEEE ITS SOCIETY NEWSLETTEREditor:Prof.Bart van Arem,b.vanarem@utwente.nl Vol.9,No.2,June2007In This IssueSociety News3Message from the Editor:Bart van Arem (3)Message VP Member Activities:Christoph Stiller (3)Message VP Technical Activities:Daniel Zeng (4)Bookreview:Algirdas Pakstas (6)IEEE Trans.on ITS Report:Alberto Broggi (8)IEEE Transactions on ITS-Index:Simona Bert´e (10)Technical Contributions17Second Generation Controller Interface Device Design,byZhen Li,Michael Kyte,Brian K.Johnson,RichardB.Wells,Ahmed Abdel-Rahim and Darcy Bullock.17Research Programs25Research Review,by Angelos Amditis (25)Conferences,Workshops,Symposia29By Massimo Bertozzi and Alessandra Fascioli (36)THEIEEE INTELLIGENT TRANSPORTATION SYSTEMSSOCIETY——————————————President2007:................Fei-Yue Wang,CAS,China and U.of Arizona,Tucson,AZ85721,USA President Elect2007:William T.Scherer,University of Virginia,Charlottesville,VA22904-4747,USA Vice President Financial Activities:..........Sudarshan S.Chawathe,University of Maine,Orono,ME04469-5752,USA Vice President for Publication Activities:..........Jason Geng,Rockville,MD20895-2504,USA Vice President for Conference Activities:..Umit Ozguner,Ohio State University,Columbus,OH43210,USA Vice President Technical Activities:..................Daniel Zeng,University of Arizona,Tucson,AZ85721,USA Vice President Administrative Activities:......Daniel J.Daily,University of Washington,Seattle,WA98195,USA Vice President Member Activities:........Christoph Stiller,Universit¨a t Karlsruhe,76131Karlruhe,Germany Transactions Editor:.....................Alberto Broggi,Universit`a di Parma,Parma,I-43100,Italy Newsletter Editor:...Bart van Arem,University of Twente,Enschede,NL-7500AE,The NetherlandsCOMMITTEESAwards Committee:Chip White(Chair):...................................cwhite@ Conferences and Meetings Committee:Umit Ozguner(Chair):..............u.ozguner@ Constitution and Bylaws Committee:Daniel J.Dailey(Chair):...............d.dailey@ Fellow Evaluation Committee:Petros Ioannou(Chair):..........................ioannou@ Finance Committee:Sudarshan S.Chawathe(Chair): History Committee:E.Ryerson Case(Chair):......................................r.case@ Long Range Planning Committee:Pitu B.Mirchandani(Chair):...........pitu@ Member Activities Committee:Christoph Stiller(Chair):......................stiller@a.de Nominations and Appointments Committee:William T.Scherer(Chair):.....w.scherer@ Publications Committee:Jason Geng(Chair):...............................jason.geng@ Standards Committee:Jason Geng(Chair):..................................jason.geng@ Student Activities Committee:Shuming Tang(Chair):..........................sharron@ Technical Activities Committee:Daniel Zeng(Chair):...................zeng@Society NewsFrom the Editorby Bart van AremDear reader of this newsletter,It is my pleasure to present to you the second newsletter of the ITS Society in2007.In this newsletter you willfind the usual content.In particular I would like to ask your attention for the technical activities of the ITS Society:there are now11technical committees covering a wide range of ITS topics and3more committees will be formed.You can learn more about these activities and how you can join in this newsletter.After this newsletter,Charles Herget(c.herget@)will be the new Editor in Chief of the newslet-ter.It has been my pleasure to serve the IEEE ITS Society during the past3years.In these years,the production of the newsletter was organized in a more professional way by setting up an Editorial Board and introducing the book review and research review sections.The user needs survey that we conducted shows that you the newsletter,The number of downloads of the newsletter has been steadily growing from1,000 in2005to about1,500now.I want to thank you as a reader for your appreciation,the ITS Society for their confidence and Dorette Alink-Olthof for the technical production and layout and Rob Quentemeijer for maintaining the e-mail list.I wish you the best!Bart van AremMessage from the VP Member Activitiesby Christoph StillerMessage from the VP of Member Activities by Christoph StillerMeanwhile,the IEEE Intelligent Transportation Systems Society(ITSS)has become a well established authority in the ITSfield.Every month,new professionals join us,thus improving their network with inter-disciplinary experts which is a keystone for a successful carreer.Since last year the ITSS promotes young as well as experienced engineers in ITS through its award pro-gramme.The following four ITSS awards will be presented at the IEEE Intelligent Transportation Systems Conference in Seattle this autumn.1.IEEE ITSS Best Ph.D.Dissertation Award2.IEEE ITSS Best Practice Award for Engineers3.IEEE ITSS Technical Career Achievement Award4.IEEE ITSS Leadership Award for Government,Institutes,and ResearchI am personally looking forward to see the winners of these awards at the ITSC conference in Seattle Sep. 30-Oct.3,2007!IEEE ITSS MEMBERSHIP:OPENING THE WORLD OF ITS TECHNOLOGYRemember to renew Your Membership for2007Join the IEEE Intelligent Transportation Systems Society ITSS membership includes the Transactions on ITS:/renewMessage from the VP Technical Activitiesby Daniel ZengDear Colleagues,I would like to take this opportunity to update you about ITSS Technical sub-Committees(TCs).These TCs,organized by ITS subject topics,are a central part of the ITSS Technical Activity Board(TAB).They are expected to promote various areas of ITS research by organizing special sessions at the ITSS-sponsored conferences,editing special sections/issues for the Transactions and the Newsletter,and pursuing other tech-nical activities with partners within or outside of the ITSS.Through efforts in the past couple of years,ITSS has extended the coverage of its TCs significantly.Now it has11TCs:•Mobile Communication Networks•Intelligence and Security Informatics for Transportation Systems•Artificial Transportation Systems and Simulation•Logistics and Services•Railroad Systems and Applications•ITS for Air Traffic•Communication Networks•Mechatronic and Embedded Systems in ITS•Port Automation and Management•Vehicle Safety Technologies and Applications•Software Infrastructure in ITSMany TCs have been very active in organizing ITSS events including both ITSS-sponsored conferences and special sessions within ITSS main events.They have also done a superb job reaching out to other profes-sional groups for joint technical activities.These efforts are certainly greatly appreciated by the ITSS and its members!We are continuing the expansion of the TC coverage.In the short term,we are hoping to form3more TCs covering the following critical areas:•Traffic and Travel Management•Public Transportation Management•Intelligent Water Transportation SystemsWe are encouraging established researchers in these areas to take the lead in setting up these TCs and certainly welcome our members to participate actively in these TCs.Please drop me an email atzeng@ if you have an interest.Of course,other suggestions about future ITSS technical activities are always welcome as well.Enjoy your summer!Bookreviewby Algirdas Pakstas London Metropolitan UniversityBook Review:Parking Management Best PracticesBy Todd LitmanReviewed by Dr.Farhi Marir,Knowledge Management Research Group,London Metropolitan Univer-sityThis book is written by Todd Litman who is the executive director ofthe Victoria Transport Policy Institute,an independent research organi-zation dedicated to developing innovative solutions to transport problems.His research is used worldwide in transport planning and policy analy-sis.In this book,Litman puts in writing his experience of best prac-tice in parking management,which is a major issue for a large numberof stake holders of parking space;the car drivers who is not happy whenthere is no parking space,the government which can not afford to main-tain large number of parking space,businesses who are not happy becausethey loose their customers when there is not enough parking space,thelocal communities who are asking for better land use and better environ-ment.The book in its introduction put forward strong arguments to the stakeholders that the solution to this conflict is not about providing abundantand free parking spaces but it is about managing efficiently these parkingspaces instead.The author presents a variety of strategies that encouragemore efficient use of existing parking facilities,improve the quality of serviceprovided to parking facility users and improve parking facility design.He also argues that the strategies put forward can help address a wide range of transportation problems,land use development,economic,and environmental objectives.The author devoted292pages in this book(8Chapters,Glossary and Index)to consolidate his strate-gies and present parking management best practices.Chapter1(Introduction)emphasises that parking is an important component of the transportation system. It presents the benefits of better management of parking space on individual,businesses and communities. It also presents different strategies for parking facilities efficiency and the parking management principles. Then,in Section two,the author emphasises that parking management represents a paradigm shift from the old paradigm which strives to maximise supply and minimise price to the new paradigm which strives to provide optimal parking supply and price.It consolidates these arguments by providing summaries of cost benefit analysis.Based on this paradigm shift and the results of the cost benefit analyses,the third Section redefines the parking problem supported by an extensive comparison of the increased supply against management solutions.Chapter2(How Much is Optimal?)focuses on how to achieve the objective of the new paradigm in terms of optimal parking supply and optimal pricing.In thefirst Section of this Chapter the author highlights the problem of the planner of the parking supply who,instead of using economic theory to determine optimal parking supply to satisfy the consumers,relies on recommended minimum standards published by profes-sional organisations.Although these standards seem rational and efficient,they are developed based onvarious biases that drive towards excessive parking supply.In Section two and three,the author presents conventional standards limitations and the evidence that they lead to excessive parking supply.Then in Section four,the author presents better ways that determine how much parking to supply.He argues that it will be more efficient to use efficiency-based standards that take into account specific needs of each location and its geographic,demographic,and economic factors.He backed this Chapter with16references and information resources.In Chapter3(Factors Affecting Parking Demand and Requirements),the author argues that many parking management strategies use these factors to increase efficiency and reduce the supply of parking needed at a particular location.In Section one,it is discussed how parking demand is affected by parking facility location,type and design and how this compares with other nearby portions.In Section two it is analysed how the geography factor is affecting parking demand.For instance,residents of communities with more diverse transportation systems tend to own fewer cars and take fewer vehicle trips than in more automobile-dependent areas.The third Section is devoted to the demographic factors,which affects vehicle ownership and use where for instance communities composed of students,renters,elderly people with disability tend to own fewer cars.In the last three Sections the author discusses in details how the pricing and regulations, parking mobility management programme and time period affect the parking demands.This Chapter ends with evaluation of multiple factors and33references and information sources used by the author to consoli-date his discussion.In Chapter4(Parking Facility Costs),the author emphasises that the major benefit of parking management is the ability to reduce various parking costs.He states that the magnitude of saving is an important factor when it comes to the evaluation of parking management strategies.In thefirstfive Sections of this Chapter, the author discusses the costs of parking space in terms of land use,construction of above ground parking, operation and maintenance of parking space,transaction such as cost for equipment,signs,attendants and other associated costs.In the Section seven and eight,the author presents the total and the sunk costs for parking and put some arguments that if an efficient parking management is in place it does not only reduce these costs but provides indirect benefits.In the last three Sections,the author presents an extensive comparisons between parking costs with total development costs and other transaction costs and he also highlights the implication of under priced costs.This Chapter ends with18references and information resources.Chapter5(Parking Management Strategies)is the largest Chapter where three strategies are described and evaluated extensively:strategies that increase parking facilities efficiency,strategies that reduce park-ing demand and support strategies.Each strategy is described in details including its impacts on parking demand and requirements,its benefit,costs and consumer impacts,where it could be best applied,how it could be implemented and its lists of useful reference and source of additional information.This Chapter is the core of this book where the author lays out his extensive experience and best practice that could be used by planners to implement an efficient parking management strategy.In this Chapter there are109references and information sources for the strategies that increase parking facilities efficiency,102references and infor-mation resources for strategies that reduce parking demand and76references and information resources for support strategies.Chapter6(Developing an Integrated Parking Plan)provides a clear and concise methodology for developing an integrated parking plan that includes an optimal combination of complementary management strategies. It describes the steps for an efficient planning process,providing leadership for innovation and cost benefits analysis in terms additional income,cost saving and increased benefits to users and community.These steps are enhanced with real world example to support the planner in his decisions.This Chapter ends with15 references and information resources.Chapter7(Evaluating Individual Parking Facilities)equips the planner with tools which can help to evalu-ate specific parking facilities in terms of various parking performance indicators and management strategies. This Chapter is enriched with many examples of well designed and efficiently managed parking facilities in contrast to unattractive and poorly managed parking facilities.This Chapter is another additional incentiveand supports the planner for better innovation when there is a need for planning or designing new parking facilities.This Chapter ends with16references and information resources.Chapter8(Examples)is devoted to description of examples/case studies of the various types of parking management.The study includes the description of the situation,a discussion on how practically the park-ing management could be applied,and also the list of appropriate parking management strategies best suited for that situation.This Chapter ends with16references and information resources.Glossary contains a rich set of terms related to Parking Management.Additional Chapter of References contains46references and information resources,which are relevant to the whole area considered in this book.The book is ended with Index on7pages.Parking Management Best Practices,By Todd Litman2006,292p.,Hardcover,ISBN:978-1-932364-05-7Publisher’s recommended price:69.95USDReport on IEEE Trans.on Intelligent Transportation Systems by Alberto BroggiTransactions EiC report,updated June1,2007Number of submissions:The number of submissions is increasing:167in2004,157in2005,234in2006,and97in thefirst5 months of2007.Rapid posting:All papers appear on Explore before being printed,thanks to rapid posting.Authors have expressed interest in this way of disseminating their results independently of the actual publication.Please be advised that authors can post their papers on their websites provided they add the specific disclaimer supplied by IEEE.Special Issues:The following special issues are under way:-special issue on On-the-road Mobile Networks-special issue on ITSC06Type of accepted manuscripts:From Jan1,2007,T-ITS accepts the following type of manuscripts:-regular papers-short papers(formerly known as’technical correspondences’)-survey papers(formerly known as’reviews’)-practitioners papersMaximum number of pages:From the2007September issue,the policy on the maximum number of pages will change:regular papers will be allowed10pages,short papers and practitioners papers6,while there will be no limit to survey papers. Current status:The attachedfigure shows:in blue the number of papers submitted in each month from April2003(when we switched to electronic submission),and in red the number of papers still without a decision;this means that either thefirst submission did not come to an end,or that a new revision is currently under evaluation. Thefigure shows that the trend is positive and,a part from isolated cases,all submitted papers receive a notification in a reasonably short time.IEEE Trans.on Intelligent Transportation Systems-Indexby Simona Bert´eWe are happy to present you an extension of this section in which you normally canfind the titles and abstracts of the upcoming issue of our Transactions.To go directly to the online Transactions Table of Contents,click on”Index”above.In addition we will give you the index of the past issue including direct access using a hyperlink.By using this link IEEE ITSS members have full access to the papers.Non-members can browse the abstracts.We hope you will appreciate this new feature.Vol.8,No.2,June2007:this issue is a collection of two special sections(on ITSC05and on ICVES05)•Video and Seismic Sensor-Based Structural Health Monitoring:Framework,Algorithms, and Implementation,by Gandhi,T.,Chang,R.and Trivedi,M.M.Abstract:This paper presents the design and application of novel multisensory testbeds forcollection,synchronization,archival,and analysis of multimodal data for health monitoring oftransportation infrastructures.The framework for data capture from vision and seismic sensorsis described,and the important issue of synchronization between these modalities is addressed.Computer-vision algorithms are used to detect and track vehicles and extract their properties.It isnoted that the video and seismic sensors in the testbed supply complementary information aboutpassing vehicles.Data fusion between features obtained from these modalities is used to per-form vehicle classification.Experimental results of vehicle detection,tracking,and classificationobtained with these testbeds are described.Page(s):169-180Digital Object Identifier10.1109/TITS.2006.888601AbstractPlus—Full Text:PDF(1309KB)Rights and Permissions•Determining Traffic-Flow Characteristics by Definition for Application in ITS,by Ni,D.Abstract:Traffic-flow characteristics such asflow,density,and space mean speed(SMS)arecritical to Intelligent Transportation Systems(ITS).For example,flow is a direct measure ofthroughput,density is an ideal indicator of traffic conditions,and SMS is the primary input tocompute travel times.An attractive method to compute traffic-flow characteristics in ITS isexpected to meet the following criteria:1)It should be a one-stop solution,meaning it involvesonly one type of sensor that is able to determineflow,SMS,and density;2)it should be accurate,meaning it determines these characteristics by definition rather than by estimation or by usingsurrogates;3)it should preserve the fundamental relationship amongflow,SMS,and density;and4)it should be compatible with ITS,meaning it uses ITS data and supports online application.Existing methods may be good for one or some of the above criteria,but none satisfies all ofthem.This paper tackles the challenge by formulating a method,called the n−t method,whichaddresses all these criteria.Its accuracy and the fundamental relationship are guaranteed byapplying a generalized definition of traffic-flow characteristics.Inputs to the method are time-stamped traffic counts which happen to be the strength of most ITS systems.Some empiricalexamples are provided to demonstrate the performance of the n−t method.Page(s):181-187Digital Object Identifier10.1109/TITS.2006.888621AbstractPlus—Full Text:PDF(607KB)Rights and Permissions•A Traffic Accident Recording and Reporting Model at Intersections,by Ki,Y.-K.and Lee, D.-Y.Abstract:In this paper,we suggested a vision-based traffic accident detection algorithm and developed a system for automatically detecting,recording,and reporting traffic accidents at inter-sections.A system with these properties would be beneficial in determining the cause of accidents and the features of an intersection that impact safety.This modelfirst extracts the vehicles from the video image of the charge-couple-device camera,tracks the moving vehicles(MVs),and ex-tracts features such as the variation rate of the velocity,position,area,and direction of MVs.The model then makes decisions on the traffic accident based on the extracted features.In afield test,the suggested model achieved a correct detection rate(CDR)of50%and a detection rate of 60%.Considering that a sound-based accident detection system showed a CDR of1%and a DR of66.1%,our result is a remarkable achievement.Page(s):188-194Digital Object Identifier10.1109/TITS.2006.890070AbstractPlus—Full Text:PDF(506KB)Rights and Permissions•Elucidating Vehicle Lateral Dynamics Using a Bifurcation Analysis,by Liaw,D.-C.,Chiang, H.-H.and Lee,T.-T.Abstract:Issues of stability and bifurcation phenomena in vehicle lateral dynamics are pre-sented.Based on the assumption of constant driving speed,a second-order nonlinear lateral dynamics model is obtained.Local stability and existence conditions for saddle-node bifurcation appearing in vehicle dynamics with respect to the variations in front wheel steering angle are then derived via system linearization and local bifurcation analysis.Bifurcation phenomena occurring in vehicle lateral dynamics might result in spin and/or system instability.A perturbation method is employed to solve for an approximation of system equilibrium near the zero value of the front wheel steering angle,which reveals the relationship between sideslip angle and the applied front wheel angle.Numerical simulations from an example model demonstrate the theoretical results. Page(s):195-207Digital Object Identifier10.1109/TITS.2006.888598AbstractPlus—Full Text:PDF(868KB)Rights and Permissions•Conflict Resolution and Train Speed Coordination for Solving Real-Time Timetable Per-turbations,by D’Ariano,A.,Pranzo,M.and Hansen,I.A.Abstract:During rail operations,unforeseen events may cause timetable perturbations,which ask for the capability of traffic management systems to reschedule trains and to restore the timetable feasibility.Based on an accurate monitoring of train positions and speeds,potential conflicting routes can be predicted in advance and resolved in real time.The adjusted targets (locationtimespeed)would be then communicated to the relevant trains by which drivers should be able to anticipate the changed traffic circumstances and adjust the train’s speed accordingly.We adopt a detailed alternative graph model for the train dispatching problem.Conflicts be-tween different trains are effectively detected and solved.Adopting the blocking time model, we ascertain whether a safe distance headway between trains is respected,and we also consider speed coordination issues among consecutive trains.An iterative rescheduling procedure provides an acceptable speed profile for each train over the intended time horizon.After afinite number of iterations,thefinal solution is a conflict-free schedule that respects the signaling and safety constraints.A computational study based on a hourly cyclical timetable of the Schiphol railway network has been carried out.Our automated dispatching system provides better solutions in terms of delay minimization when compared to dispatching rules that can be adopted by a human traffic controller.Page(s):208-222Digital Object Identifier10.1109/TITS.2006.888605AbstractPlus—Full Text:PDF(728KB)Rights and Permissions•Maximum Freedom Last Scheduling Algorithm for Downlinks of DSRC Networks,by Chang,C.-J.,Cheng,R.-G.,Shih,H.-T.and Chen,Y.-S.Abstract:This paper proposes a maximum freedom last(MFL)scheduling algorithm for down-links,from the roadside unit to the onboard unit(OBU),of dedicated short-range communication networks in intelligent transportation systems,to minimize the system handoffrate under the maximum tolerable delay constraint.The MFL scheduling algorithm schedules the service or-dering of OBUs according to their degree of freedom,which is determined by factors such as remaining dwell time of service channel,remaining transmission time,queueing delay,and max-imum tolerable delay.The algorithm gives the smallest chance of service to the OBU with the largest remaining dwell time,the smallest remaining transmission time,and the largest weighting factor,which is a function of the queueing delay and the maximum tolerable delay.Simulation results show that the MFL scheduling algorithm outperforms the traditionalfirst-comefirst-serve and earliest-deadline-first methods in terms of service failure and system handoffrates.Page(s):223-232Digital Object Identifier10.1109/TITS.2006.889440AbstractPlus—Full Text:PDF(621)Rights and Permissions•Collision Avoidance for Vehicle-Following Systems,by Gehrig,S.K.and Stein,F.J.Abstract:The vehicle-following concept has been widely used in several intelligent-vehicle appli-cations.Adaptive cruise control systems,platooning systems,and systems for stop-and-go traffic employ this concept:The ego vehicle follows a leader vehicle at a certain distance.The vehicle-following concept comes to its limitations when obstacles interfere with the path between the ego vehicle and the leader vehicle.We call such situations dynamic driving situations.This paper introduces a planning and decision component to generalize vehicle following to situations with nonautomated interfering vehicles in mixed traffic.As a demonstrator,we employ a car that is able to navigate autonomously through regular traffic that is longitudinally and laterally guided by actuators controlled by a computer.This paper focuses on and limits itself to lateral control for collision avoidance.Previously,this autonomous-driving capability was purely based on the vehicle-following concept using vision.The path of the leader vehicle was tracked.To extend this capability to dynamic driving situations,a dynamic path-planning component is introduced.Several driving situations are identified that necessitate responses to more than the leader vehicle.We borrow an idea from robotics to solve the problem.Treat the path of the leader vehicle as an elastic band that is subjected to repelling forces of obstacles in the surroundings.This elastic-band framework offers the necessary features to cover dynamic driving situations.Simulation results show the power of this approach.Real-world results obtained with our demonstrator validate the simulation results.Page(s):233-244Digital Object Identifier10.1109/TITS.2006.888594AbstractPlus—Full Text:PDF(530KB)Rights and Permissions。
HYDRUS Model Use, Calibration, and Validation
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Submitted for review in September 2011 as manuscript number SW 9401; approved for publication by the Soil & Water Division of ASABE in April 2012. The authors are Jiří Šimůnek, Professor and Hydrologist, Department of Environmental Sciences, University of California, Riverside, California; Martinus Th. van Genuchten, Professor, Department of Mechanical Engineering, Federal University of Rio de Janeiro, Brazil; and Miroslav Šejna, Director, PC-Progress s.r.o., Prague, Czech Republic. Corresponding author: Jiří Šimůnek, Department of Environmental Sciences, University of California-Riverside, Riverside, CA 92521; phone: 951-8277854; e-mail: Jiri.Simunek@.
HYDRUS: MODEL USE, CALIBRATION, AND VALIDATION
J. n, M. Šejna
ABSTRACT. The HYDRUS numerical models are widely used for simulating water flow and solute transport in variably saturated soils and groundwater. Applications involve a broad range of steady-state or transient water flow, solute transport, and/or heat transfer problems. They include both short-term, one-dimensional laboratory column flow or transport simulations, as well as more complex, long-duration, multi-dimensional field studies. The HYDRUS models can be used for both direct problems when the initial and boundary conditions for all involved processes and corresponding model parameters are known, as well as inverse problems when some of the parameters need to be calibrated or estimated from observed data. The approach to model calibration and validation may vary widely depending upon the complexity of the application. Model calibration and inverse parameter estimation can be carried out using a relatively simple, gradient-based, local optimization approach based on the Marquardt-Levenberg method, which is directly implemented into the HYDRUS codes, or more complex global optimization methods, including genetic algorithms, which need to be run separately from HYDRUS. In this article, we provide a brief overview of the HYDRUS codes, discuss which HYDRUS parameters can be estimated using internally built optimization routines and which type of experimental data can be used for this, and review various calibration approaches that have been used in the literature in combination with the HYDRUS codes. Keywords. Calibration, HYDRUS-1D, HYDRUS (2D/3D), Numerical model, Optimization methods, Parameter estimation, Solute transport, Unsaturated soils, Validation, Water flow.
[参考文献格式要求]参考文献的编写格式要求
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[参考文献格式要求]参考文献的编写格式要求篇一: 参考文献的编写格式要求参考文献的编写格式要求。
[)一、参考文献著录格式1 、期刊作者.题名〔J〕.刊名,出版年,卷∶起止页码2、专著作者.书名〔M〕.版本.出版地∶出版者,出版年∶起止页码3、论文集作者.题名〔C〕.编者.论文集名,出版地∶出版者,出版年∶起止页码 4 、学位论文作者.题名〔D〕.保存地点.保存单位.年份5 、专利文献题名〔P〕.国别.专利文献种类.专利号.出版日期6、标准编号.标准名称〔S〕7、报纸作者.题名〔N〕.报纸名.出版日期8 、报告作者.题名〔R〕.保存地点.年份9 、电子文献作者.题名〔电子文献及载体类型标识〕.文献出处,日期二、文献类型及其标识1、根据GB3469 规定,各类常用文献标识如下:②专著〔M〕③论文集〔C〕④学位论文〔D〕⑤专利〔P〕⑥标准〔S〕⑦报纸〔N〕⑧技术报告〔R〕2、电子文献载体类型用双字母标识,具体如下:①磁带〔MT〕②磁盘〔DK〕③光盘〔CD〕④联机网络〔OL〕3、电子文献载体类型的参考文献类型标识方法为:〔文献类型标识/载体类型标识〕。
例如:①联机网上数据库〔DB/OL〕②磁带数据库〔DB/MT〕③光盘图书〔M/CD〕④磁盘软件〔CP/DK〕⑤网上期刊〔J/OL〕⑥网上电子公告〔EB/OL〕三、举例〔1〕周庆荣,张泽廷,朱美文,等.固体溶质在含夹带剂超临界流体中的溶解度〔J〕.化工学报,1995:317—323〔2〕Dobbs J M, Wong J M. Modification of supercritical fluid phasebehavior using polor coselvent〔J〕. Ind Eng Chem Res, 1987,26:56 〔3〕刘仲能,金文清.合成医药中间体4-甲基咪唑的研究〔J〕.精细化工,2002:103-105〔4〕Mesquita A C, Mori M N, Vieira J M, et al .Vinyl acetate polymerization by ionizing radiation〔J〕.Radiation Physics and Chemistry,2002, 63:4652、专著〔1〕蒋挺大.亮聚糖〔M〕.北京:化学工业出版社,2001.127 〔2〕Kortun G.Reflectance Spectroscopy〔M〕.New Y ork: Spring-Verlag,19693、论文集〔1〕郭宏,王熊,刘宗林.膜分离技术在大豆分离蛋白生产中综合利用的研究〔C〕.//余立新.第三届全国膜和膜过程学术报告会议论文集.北京:高教出版社,1999.421-425 〔2〕Eiben A E, vander Hauw J K.Solving 3-SA T with adaptive genetic algorithms 〔C〕.//Proc 4th IEEE Conf Evolutionary Computation.Piscataway: IEEE Press, 1997.81-86〔1〕陈金梅.氟石膏生产早强快硬水泥的试验研究.西安:西安建筑科学大学,2000〔2 〕Chrisstoffels L A J .Carrier-facilitated transport as a mechanistic tool in supramolecular chemistry〔D〕.The Netherland:Twente University.19885、专利文献〔1〕Hasegawa, Toshiyuki, Y oshida,et al.Paper Coating composition〔P〕.EP 0634524.1995-01-18〔2 〕仲前昌夫,佐藤寿昭.感光性树脂〔P 〕.日本,特开平09-26667.1997-01-28〔3〕Y amaguchi K, Hayashi A.Plant growth promotor and productionthereof 〔P〕.Jpn, Jp1290606.1999-11-22〔4〕厦门大学.二烷氨基乙醇羧酸酯的制备方法〔P〕.中国发明专利,CN1073429.1993-06-236、技术标准文献〔1〕ISO 1210-1982,塑料——小试样接触火焰法测定塑料燃烧性〔S〕〔2〕GB 2410-80,透明塑料透光率及雾度实验方法〔S〕7、报纸〔1〕陈志平.减灾设计研究新动态〔N〕.科技日报,1997-12-128、报告〔1〕中国机械工程学会.密相气力输送技术〔R〕.北京:19969、电子文献〔1〕万锦柔.中国大学学报论文文摘〔DB/CD〕.北京:中国百科全书出版社,1996文后参考文献不编序号,仅在文末按其重要程度或参考的先后顺序排列. 文后参考文献不注页码. 文后参考文献的著录项目及次序与注释基本相同.如: :[1]慕亚平:《当代国际法原理》,中国科学文化出版社2003年版;[2]李红云:《人道主义干涉的发展与联合国》,载于《北大国际法与比较法评论》第一卷; [3]程晓霞:《国际法》,中国人民大学出版社1999年版; 编辑本段示例参考文献的格式:汉语参考文献的著录应执行GB7714-87《文后参考文献著录规则》及《中国学术期刊检索与评价数据规范》规定,采用顺序编码制,在引文中引用文献出现的先后以阿拉伯数字连续编码,序号置于方括号内。
海运费用中英文对照
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海运常用费用英文简写对照BAF : Bunker Adjustment Factor 加油调节因素FAF :fuel adjustment factor 燃油价格调整附加费YAS :Yen ascend surcharge日元升值附加费CAF :currency adjustment factor货币贬值附加费GRI :general rate increase 综合费率上涨附加费一般是南美航线、美国航线使用DDC :destination delivery charge目的港卸货附加费目的港卸货附加费,常用于美加航线IFA :interim fuel additional 临时燃油附加费某些航线临时使用PTF:巴拿马运河附加费美国航线、中南美航线使用ORC :original receiving charge 原产地接货费这是最早并专在广东地区征收的附加费用,与目前中国各港口所收的THC内容一样EBS :EMERGENCY BUNKER SURCHARGE 紧急燃油附加费一般是澳洲航线使用PCS :Panama Canal Surcharge 巴拿马运河附加费美国航线,中南美航线使用,过巴拿马运河时的费用PSS :peak season surcharge 旺季附加费这是在每年运输旺季时,船公司根据运输供求关系状况而加收的附加费,也称高峰附加费。
这是目前在集装箱班轮运输中出现得较多的附加费用。
THC :terminal handling charge码头操作费这是国际班轮公会和航线组织联合从2002年1月起向中国货主征收的附加费用。
对此费用,货主与船公司之间存在较大的争议。
货主认为按班轮条款,码头操作费应该已包含在运费里了,因此加收THC属于不合理收费,但船公司却称收取此项费用是降低成本的机制,用作抵消向码头经营商支付的装卸作业费用。
这一争议至今未见解决,因而费用仍在照常收取。
EPS:Equipment Position Surcharges设备位置附加费DDC:destination delivery charge目的港卸货附加费DOC:Document of Compliance? Document charges 文件费IFC :Inland Fuel Charge 内陆燃油附加费ISPS: International Ship and Port Facility Security Code 《国际船舶和港口设施保安规则》的缩写也称港口安全费货运费用术语海运费 ocean freight集卡运费、短驳费 Drayage订舱费 booking charge报关费 customs clearance fee操作劳务费 labour fee or handling charge商检换单费 exchange fee for CIP换单费 D/O fee拆箱费 De-vanning charge港杂费 port sur-charge电放费 B/L surrender fee冲关费 emergent declearation change海关查验费 customs inspection fee待时费 waiting charge仓储费 storage fee改单费 amendment charge拼箱服务费 LCL service charge动、植检疫费 animal & plant quarantine fee移动式起重机费 mobile crane charge进出库费 warehouse in/out charge提箱费 container stuffing charge滞期费 demurrage charge滞箱费 container detention charge卡车运费 cartage fee商检费 commodity inspection fee转运费 transportation charge污箱费 container dirtyness change坏箱费用 container damage charge清洁箱费 container clearance charge分拨费 dispatch charge车上交货 FOT ( free on track )电汇手续费 T/T fee转境费/过境费 I/E bonded charge空运方面的专用术语空运费 air freight机场费 air terminal charge空运提单费 airway bill feeFSC (燃油附加费) fuel surchargeSCC(安全附加费) security sur-charge抽单费 D/O fee上海港常用术语内装箱费 container loading charge(including inlanddrayage)疏港费 port congestion charge他港常用术语场站费 CFS charge文件费 document chargeAMS Automated Manifest System 自运舱单系统ACS/ACC ALAMEDA CORRIDOR SURCHARGE 火车通道费(自洛杉矶转运)BAF BUNKER AJUSTMENT FACTOR 燃油附加费系数 BAF 燃油附加费,大多数航线都有,但标准不一。
乐泰韩国401 TDS
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Material Safety Data SheetRevision Number: 011.0Issue date: 03/21/20121. PRODUCT AND COMPANY IDENTIFICATIONProduct name: Loc401 50g key pad(Korea Lang) IDH number:1363590Product type:Cyanoacrylate Item number:44173Region: United StatesCompany address: Contact information:Henkel CorporationOne Henkel WayRocky Hill, Connecticut 06067Telephone: 860.571.5100Internet: 2. HAZARDS IDENTIFICATIONEMERGENCYOVERVIEWHMIS:Physical state: Liquid HEALTH: 2Color: Colorless, Transparent FLAMMABILITY: 2Odor: Sharp, Irritating PHYSICAL HAZARD: 1Personal Protection: See MSDS Section 8 WARNING: COMBUSTIBLE LIQUID AND VAPOR.BONDS SKIN IN SECONDS.MAY CAUSE EYE AND RESPIRATORY TRACT IRRITATION.Relevant routes of exposure: Skin, Inhalation, EyesPotential Health EffectsInhalation: Exposure to vapors above the established exposure limit results in respiratory irritation, whichmay lead to difficulty in breathing and tightness in the chest.Skin contact: Bonds skin in seconds. May cause skin irritation. Cyanoacrylates have been reported to causeallergic reaction but due to rapid polymerization at the skin surface, an allergic response is rare.Cyanoacrylates generate heat on solidification. In rare circumstances a large drop will burn theskin. Cured adhesive does not present a health hazard even if bonded to the skin.Eye contact: Irritating to eyes. Causes excessive tearing. Eyelids may bond.Ingestion: Not expected to be harmful by ingestion. Rapidly polymerizes (solidifies) and bonds in mouth. Itis almost impossible to swallow.Existing conditions aggravated byexposure:Eye, skin, and respiratory disorders.This material is considered hazardous by the OSHA Hazard Communication Standard (29 CFR1910.1200).See Section 11 for additional toxicological information.3. COMPOSITION / INFORMATION ON INGREDIENTSHazardous components CAS NUMBER %Ethyl 2-cyanoacrylate7085-85-0 60 - 100Thickener Proprietary 5 - 104. FIRST AID MEASURESInhalation: Move to fresh air. If not breathing, give artificial respiration. If breathing isdifficult, give oxygen. Get medical attention.Skin contact: Do not pull bonded skin apart. Soak in warm soapy water. Gently peel apartusing a blunt instrument. If skin is burned due to the rapid generation of heatby a large drop, seek medical attention. If lips are bonded, apply warm waterto the lips and encourage wetting and pressure from saliva in mouth. Peel orroll lips apart. Do not pull lips apart with direct opposing force.Eye contact: Immediately flush with plenty of water for at least 15 minutes. Get medicalattention. If eyelids are bonded closed, release eyelashes with warm water bycovering with a wet pad. Do not force eye open. Cyanoacrylate will bond toeye protein and will cause a lachrymatory effect which will help to debond theadhesive. Keep eye covered until debonding is complete, usually within 1-3days. Medical attention should be sought in case solid particles of polymerizedcyanoacrylate trapped behind the eyelid caused abrasive damage. Ingestion: Ensure breathing passages are not obstructed. The product will polymerizerapidly and bond to the mouth making it almost impossible to swallow. Salivawill separate any solidified product in several hours. Prevent the patient fromswallowing any separated mass.Notes to physician: Surgery is not necessary to separate accidentally bonded tissues. Experiencehas shown that bonded tissues are best treated by passive, non-surgical firstaid. If rapid curing has caused thermal burns they should be treatedsymptomatically after adhesive is removed.5. FIRE FIGHTING MEASURESFlash point: 80 - 93.4 °C (176°F - 200.12 °F)Tagliabue closed cupAutoignition temperature: 485 °C (905°F)Flammable/Explosive limits - lower: Not determinedFlammable/Explosive limits - upper: Not determinedExtinguishing media: Water spray (fog), foam, dry chemical or carbon dioxide.Special firefighting procedures: Fire fighters should wear positive pressure self-contained breathing apparatus(SCBA).Unusual fire or explosion hazards: Not available.Hazardous combustion products: Trace amounts of toxic and/or irritating fumes may be released and the use ofbreathing apparatus is recommended.6. ACCIDENTAL RELEASE MEASURESUse personal protection recommended in Section 8, isolate the hazard area and deny entry to unnecessary and unprotectedpersonnel.Environmental precautions: Ventilate area. Do not allow product to enter sewer or waterways.Clean-up methods: Do not use cloths for mopping up. Flood with water to complete polymerizationand scrape off the floor. Cured material can be disposed of as non-hazardouswaste.7. HANDLING AND STORAGEHandling: Prevent contact with eyes, skin and clothing. Do not breathe vapor and mist.Wash thoroughly after handling. Avoid contact with fabric or paper goods.Contact with these materials may cause rapid polymerization which cangenerate smoke and strong irritating vapors, and cause thermal burns.Storage:Keep in a cool, well ventilated area away from heat, sparks and open flame.Keep container tightly closed until ready for use.For information on product shelf life contact Henkel Customer Service at (800) 243-4874.8. EXPOSURE CONTROLS / PERSONAL PROTECTIONEmployers should complete an assessment of all workplaces to determine the need for, and selection of, proper exposurecontrols and protective equipment for each task performed.Hazardous components ACGIH TLV OSHA PEL AIHA WEEL OTHEREthyl 2-cyanoacrylate 0.2 ppm TWA None None None Thickener None None None None Engineering controls: Use positive down-draft exhaust ventilation if general ventilation is insufficientto maintain vapor concentration below established exposure limits.Respiratory protection: Use NIOSH approved respirator if there is potential to exceed exposurelimit(s).Eye/face protection: Safety goggles or safety glasses with side shields.Skin protection: Use nitrile gloves and aprons as necessary to prevent contact. Do not usePVC, nylon or cotton.9. PHYSICAL AND CHEMICAL PROPERTIESPhysical state: LiquidColor: Colorless, TransparentOdor: Sharp, IrritatingOdor threshold: 1 - 2 ppmpH: Not applicableVapor pressure: < 0.2 mm hgBoiling point/range: > 149 °C (> 300.2 °F)Melting point/ range: Not determinedSpecific gravity: 1.05Vapor density: 3 ApproximatelyFlash point: 80 - 93.4 °C (176°F - 200.12 °F)Tagliabue closed cupFlammable/Explosive limits - lower: Not determinedFlammable/Explosive limits - upper: Not determinedAutoignition temperature:485 °C (905°F)Evaporation rate: Not applicableSolubility in water:Polymerises in presence of water.Partition coefficient (n-octanol/water): Not applicableVOC content: < 2 %; < 20 g/l (California SCAQMD Method 316B) (Estimated)10. STABILITY AND REACTIVITYStability:Stable under recommended storage conditions.Hazardous reactions: Rapid exothermic polymerization will occur in the presence of water, amines,alkalis and alcohols.Hazardous decomposition products: Not available.Incompatible materials: Water, amines, alkalis and alcohols.Conditions to avoid: Spontaneous polymerization.11. TOXICOLOGICAL INFORMATIONAcute oral product toxicity:LD50 (rat) > 5,000 mg/kg (Estimated)Acute dermal product toxicity: LD50(rabbit)> 2,000 mg/kg (Estimated)Hazardous components NTP Carcinogen IARC CarcinogenOSHA Carcinogen (Specifically Regulated)Ethyl 2-cyanoacrylate No No No Thickener No No No Hazardous components Health Effects/Target OrgansEthyl 2-cyanoacrylate Irritant, Allergen, RespiratoryThickener Irritant12. ECOLOGICAL INFORMATIONEcological information: Not known.Not available.13. DISPOSAL CONSIDERATIONSInformation provided is for unused product only.Recommended method of disposal: Follow all local, state, federal and provincial regulations for disposal.Hazardous waste number:Not a RCRA hazardous waste.14. TRANSPORT INFORMATIONU.S. Department of Transportation Ground (49 CFR)Proper shipping name: Combustible liquid, n.o.s. (Cyanoacrylate ester)Hazard class or division: Combustible LiquidIdentification number: NA1993Packing group: IIIExceptions: (Not more than 450 Liters), UnrestrictedInternational Air Transportation (ICAO/IATA)Proper shipping name: Aviation regulated liquid, n.o.s. (Cyanoacrylate ester)Hazard class or division: 9Identification number: UN3334Packing group: NoneExceptions: Primary packs containing less than 500ml are unregulated by this mode oftransport and may be shipped unrestricted.Water Transportation (IMO/IMDG)Proper shipping name: Not regulatedHazard class or division: NoneIdentification number: NonePacking group: None15.REGULATORY INFORMATIONUnited States Regulatory InformationTSCA 8 (b) Inventory Status: All components are listed or are exempt from listing on the Toxic Substances Control ActInventory.TSCA 12(b) Export Notification: None above reporting de minimusCERCLA/SARA Section 302 EHS: None above reporting de minimusCERCLA/SARA Section 311/312: Immediate Health, Delayed Health, Fire, ReactiveCERCLA/SARA 313: None above reporting de minimusCalifornia Proposition 65: No California Proposition 65 listed chemicals are known to be present.Canada Regulatory InformationCEPA DSL/NDSL Status: Contains one or more components listed on the Non-Domestic Substances List. All othercomponents are listed on or are exempt from listing on the Domestic Substances List.Components listed on the NDSL must be tracked by all Canadian Importers of Record asrequired by Environment Canada. They may be imported into Canada in limited quantities.Please contact Regulatory Affairs for additional details.WHMIS hazard class: B.3, D.2.B16. OTHER INFORMATIONThis material safety data sheet contains changes from the previous version in sections: Updated Contact Information in Section 1.Prepared by: Kyra Kozak Woods, Manager, Regulatory AffairsDISCLAIMER: The data contained herein are furnished for information only and are believed to be reliable. However, HenkelCorporation and its affiliates (“Henkel”) does not assume responsibility for any results obtained by persons over whose methods Henkel has no control. It is the user’s responsibility to determine the suitability of Henkel’s products or any production methods mentioned herein for a particular purpose, and to adopt such precautions as may be advisable for the protection of property and persons against any hazards that may be involved in the handling and use of any Henkel’s products. In light of the foregoing,Henkel specifically disclaims all warranties, express or implied, including warranties of merchantability and fitness for a particular purpose, arising from sale or use of Henkel’s products. Henkel further disclaims any liability for consequential or incidental damages of any kind, including lost profits.。
海运常用费用中英对
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BAF ; Bunker Adjustment Factor 加油调节因素FAF ; fuel adjustment factor 燃油价格调整附加费YAS ; Yen ascend surcharge日元升值附加费CAF ; currency adjustment factor货币贬值附加费GRI ; general rate increase 综合费率上涨附加费一般是南美航线、美国航线使用DDC ; destination delivery charge目的港卸货附加费目的港卸货附加费,常用于美加航线IFA ; interim fuel additional 临时燃油附加费某些航线临时使用PTF; 巴拿马运河附加费美国航线、中南美航线使用ORC; original receiving charge 原产地接货费这是最早并专在广东地区征收的附加费用,与目前中国各港口所收的THC内容一样EBS ; EMERGENCY BUNKER SURCHARGE 紧急燃油附加费一般是澳洲航线使用PCS ; Panama Canal Surcharge巴拿马运河附加费美国航线,中南美航线使用,过巴拿马运河时的费用PSS ; peak season surcharge旺季附加费这是在每年运输旺季时,船公司根据运输供求关系状况而加收的附加费,也称高峰附加费。
这是目前在集装箱班轮运输中出现得较多的附加费用。
THC ; terminal handling charge码头操作费这是国际班轮公会和航线组织联合从2002年1月起向中国货主征收的附加费用。
对此费用,货主与船公司之间存在较大的争议。
货主认为按班轮条款,码头操作费应该已包含在运费里了,因此加收THC属于不合理收费,但船公司却称收取此项费用是降低成本的机制,用作抵消向码头经营商支付的装卸作业费用。
这一争议至今未见解决,因而费用仍在照常收取。
EPS; Equipment Position Surcharges设备位置附加费DDC ; destination delivery charge目的港卸货附加费DOC; Document of Compliance? DOcument charges 文件费IFC ; Inland Fuel Charge 内陆燃油附加费ISPS; International Ship and Port Facility Security Code 《国际船舶和港口设施保安规则》的缩写也称港口安全费货运费用术语海运费 ocean freight集卡运费、短驳费 Drayage订舱费 booking charge报关费customs clearance fee操作劳务费labour fee or handling charge商检换单费exchange fee for CIP换单费 D/O fee拆箱费 De-vanning charge港杂费 port sur-charge电放费B/L surrender fee冲关费emergent declearation change海关查验费customs inspection fee待时费 waiting charge仓储费 storage fee改单费 amendment charge拼箱服务费LCL service charge动、植检疫费animal & plant quarantine fee 移动式起重机费mobile crane charge进出库费warehouse in/out charge提箱费container stuffing charge滞期费 demurrage charge滞箱费container detention charge卡车运费 cartage fee商检费commodity inspection fee转运费 transportation charge污箱费 container dirtyness change坏箱费用container damage charge清洁箱费container clearance charge分拨费 dispatch charge车上交货FOT ( free on track )电汇手续费 T/T fee转境费/过境费I/E bonded charge空运方面的专用术语空运费 air freight机场费air terminal charge空运提单费airway bill feeFSC (燃油附加费) fuel surchargeSCC(安全附加费) security sur-charge抽单费 D/O fee上海港常用术语内装箱费container loading charge(including inland drayage)疏港费port congestion charge他港常用术语场站费 CFS charge文件费 document chargeAMS Automated Manifest System 自运舱单系统ACS/ACC ALAMEDA CORRIDOR SURCHARGE 火车通道费(自洛杉矶转运)BAF BUNKER AJUSTMENT FACTOR 燃油附加费系数 BAF 燃油附加费,大多数航线都有,但标准不一。
专题10:科学技术-备考2021高考英语主题阅读专练(原卷版)
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备战2021年高考英语主题阅读专练专题10 科学技术话题:一、完形填空阅读短文, 掌握其大意, 从A、B、C、D四个选项中选择最佳答案填空。
Rwanda is a small country in East Africa with about more than 13 million people. The landlocked country is one of the fastest growing economies in Africa. 1 , almost half of the population still live in poverty.Many people live in 2 where there is no doctor. Medical supplies such as 3 , vaccines (疫苗) or even blood are 4 to reach these areas.Zipline, an American start-up company, now helps people in remote areas to get better 5 . A multinational team of engineers has been 6 to build a drone (无人机) that can deliver medicine to where it is most needed.Rwanda is where their plans have been met with 7 from the government and the country’s civil aviation (民用航空) authority.“Rwanda is the first country to 8 us through the design process of the drone to figure out how to dothis,” said Keenan Wyrobek, a 9 of Zipline.If a hospital or a 10 is in an area that is difficult to 11 , the Zipline drone can deliver the medical supplies easily and much quicker than via road transport.Doctors or healthcare workers just need to send a 12 to the base station and the delivery will be dispatched (派遣) via drone quickly and 13 . So the vital supplies are dropped off by the drone where the items are 14 . Now it only takes 30 minutes from the time the 15 is placed to the delivery.“I used to see the drones fly and think they must be 16 until the same drone came to me and saved my 17 . They are amazing,” said Alice Mutimutuje, a mother who fell seriously ill once.The drones have already successfully completed more than 12,000 18 in the last years. In January 2019, the company 19 their project in Africa and the 29 million people in the West Africa Ghana will soon benefit from this new 20 , too.1.A.Otherwise B.Therefore C.However D.Moreover2.A.botanic gardens B.city centres C.department stores D.remote areas3.A.medicines B.muscles C.headaches D.thoughts4.A.likely B.difficult C.enough D.certain5.A.health care B.road conditions C.food providers D.public education 6.A.dismissed B.organized C.imitated D.defeated7.A.approval B.curiosity C.discrimination D.strangers8.A.catch up with B.operate on C.run away from D.work with9.A.pilot B.doctor C.designer D.driver10.A.school B.clinic C.grocery D.market11.A.construct B.describe C.understand D.access12.A.team B.message C.present D.ticket13.A.emotionally B.patiently C.effectively D.privately14.A.needed B.discovered C.produced D.exported15.A.table B.file C.emphasis D.order16.A.kind B.real C.curious D.useless17.A.soul B.life C.children D.mother18.A.novels B.forms C.deliveries D.applications19.A.identified B.abandoned C.expanded D.observed20.A.technology B.recreation C.headline D.surgeon二、阅读理解阅读下列短文,然后从每小题选项中选出能回答所提问题的最佳答案。
咸阳2023高考英语模拟卷
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一、短对话(听力选择题)1. When did the man get up?A.At 6:45. B.At 7:45. C.At 8:30.2. What will the woman probably do next?A.Help the man with his school project.B.Continue to do her homework.C.Do some cleaning.3. Where is probably Sue now?A.At home. B.At Bill’s home.C.At the office.4. What is the woman most possibly?A.A clerk. B.A librarian. C.A waitress.5. Where are the speakers probably listening to the song? A.On a CD player. B.On a phone. C.On a radio.二、长对话(听力选择题)6. 听下面一段较长对话,回答以下小题。
1. What is the woman most worried about?A.Her house keys. B.Her documents. C.Her camera.2. What date is it today?A.May the 12th. B.May the 13th. C.May the 14th.3. Where did the woman leave her suitcase?A.On a train. B.In a taxi. C.On a bus.7. 听下面一段较长对话,回答以下小题。
1. When did the speakers' parents get married?A.15 years ago. B.30 years ago. C.35 years ago. 2. What will the speakers do for the wedding anniversary? A.Send their parents on a trip.B.Have a little wedding ceremony.C.Invite some new friends to a party.3. Who will send out the invitation emails?A.The man. B.The woman. C.Mom and Dad.8. 听下面一段较长对话,回答以下小题。
rynex
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2. COMPOSITION/ INFORMATION ON INGREDIENTSChemical Name: Rynex Dry Cleaning SolventThis product is an aliphatic Propylene Glycol Ether. No occupational exposure limits have been established for this material or its components.本品为脂肪类丙烯乙二醇醚。
本品职业暴露限度未确定。
3. HAZARDS IDENTIFICATION 危害鉴定Emergency OverviewHazards:危害Combustible liquid. Do not handle near heat, sparks, or open flame. Do not contact with oxidizable material. Moderate to severe eye irritant. Mildly irritating to the skin but not a skin sensitizer.易燃品,勿靠近热,火星或明火。
勿靠近氧化性物质。
眼睛刺激性中等。
轻微刺激皮肤。
NFPA®HMIS®Health 1Flammability 2Reactivity 11 of 721 1Physical State:Liquid 液体Color:Clear, colorless 清澈,无色Odor:Slight ether-like odor 轻微醚类气味Potential Health Effects 潜在健康危害Skin Contact: 皮肤接触Mildly irritating to the skin, but not a skin sensitizer. Not expected to be a skin absorption hazard.对皮肤轻微刺激,不被皮肤吸收。
江苏理士电池有限公司 Leoch Battery(Jiangsu) Corp. 保护式氢电容器生产商
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1 / 11SECTION 1: PRODUCT IDENTIFICATIONSECTION 2: Hazards identificationENVIRONMENTAL PHYSICALHazard Statements: DANGER! Precautionary StatementsCauses severe skin burns and serious eye damage. Wash thoroughly after handling.May damage fertility or the unborn child if Do not eat, drink or smoke when using this product.MATERIAL SAFETY DATA SHEETSECTION 3: HAZARDOUS INGREDIENTS/ IDENTITY INFORMATIONSECTION 4: HAZARDOUS INGREDIENTS/ IDENTITY INFORMATIONMATERIAL SAFETY DATA SHEETSECTION 5: FIRE-FIGHTING AND EXPLOSION HAZARD MEASURESSECTION 6: ACCIDENTAL RELEASE MEASURESMATERIAL SAFETY DATA SHEETSECTION 7: HANDLING AND STORAGE5 / 11SECTION 9: PHYSICAL AND CHEMICAL PROPERTIESMATERIAL SAFETY DATA SHEETSECTION 10: STABILITY AND REACTIVITYSECTION 11: TOXICOLOGICAL INFORMATIONAcute ToxicityCorrosiveMATERIAL SAFETY DATA SHEETIngestionSkin ContactEye ContactSECTION 12: ECOLOGICAL INFORMATIONEcotoxicityMATERIAL SAFETY DATA SHEETToxicity for fish: 96 h LC 50 > 100 mg/lToxicity for daphnia: 48 h EC 50 > 100 mg/lToxicity for alga: 72 h IC 50 > 10 mg/lEcotoxicitySECTION 13: DISPOSAL CONSIDERATIONSMATERIAL SAFETY DATA SHEET9 / 11 SECTION 14: TRANSPORT INFORMATIONProper Shipping Name Batteries, wet, non-spillableWet, non-spillable batteries do not need to be shipped and transported as fully-regulated Class 8 Corrosive hazardous materials / dangerous goods when tested, packaged and marked in accordancewith the following regulations:U.S. DOT: Our non-spillable lead acid batteries are under the U.S. Department ofTransportation’s (DOT) hazardous materials regulations but are exceptedfrom these regulations since they meet all of the following requirementsfound at49 CFR 173.159(f) and 49 CFR 173.159aThe batteries are excepted from regulation if they have been tested in accordancewith the vibration and pressure differential tests found in 49 CFR 173.159(f) and“rupture test” found at 49 CFR 173.159a;When offered for transport, the batteries must be protected against short circuits andsecurely packaged in accordance with 49 CFR 173.159a; andThe batteries and outer packaging must be marked NON-SPILLABLE BATTERYor NON-SPILLABLE as required by 49 CFR 173.159aADR / RID Land Transport: Not applicableIATA Dangerous Goods Regulations DGR Excepted from the dangerous goods regulations because the batteries meet the requirements of Packing Instruction 872 and Special Provisions A67 of the International Air Transportation Association (IATA) Dangerous goods Regulations 62nd edition and International Civil Aviation Organization (ICAO) Technical Instructions. Battery Terminals must be protected against short circuits.The words “NOT RESTRICTED”, SPECIAL PROVISION A67" must be provided on an airway bill when air waybill is issued.IMDG Excepted from the dangerous goods regulations for transport by sea because thebatteries meet the requirements of Special Provision 238 of the InternationalMaritime Dangerous Goods (IMDG CODE). Battery terminals must be protectedagainst short circuits.IMO Non-Hazardous for Sea Transport: Non-hazardous for sea transport.If the regulations listed above are not met, then Batteries, wet, nonspillable (UN2800) are regulated as Class 8 Corrosive hazardous materials / dangerous goods by the U.S. Department of Transportation (DOT) and international dangerous goods regulatory authorities pursuant to the IATA Dangerous Goods Regulations and IMDG Code.SECTION 15: REGULATORY INFORMATIONVRLA Battery Required MarkingsEurope Crossed-out wheeled bin indicating “SEPARATE COLLECTION” forall batteries and accumulators. Not to be disposed of with generaldomestic, commercial or industrial waste.Ref: The Batteries Directive 2006/66/ECEurope The Pb symbol indicates the heavy metal content of the battery andenables the Lead-Acid battery to be sorted for recycling.Ref: The Batteries Directive 2006/66/EC.Worldwide The International Recycling Symbol, required by law in many countriesworld-wide to facilitate the identification of secondary batteries andaccumulators for recycling.Ref: IEC 61429 : 1995, Marking of secondary cells and batteries withthe International Recycling Symbol ISO 7000-1135U.S. Proposition 65 Warning: Battery posts, terminals and related accessories contain leadand lead compounds, chemicals known to the State of California tocause cancer and reproductive harm. Batteries also contain otherchemicals known to the State of California to cause cancer. Wash handsafter handling.Europe EC Directives Directive 2006/66/EC, on batteries and accumulators and waste batteriesand accumulators.Paragraph (Recital) 29 states:MATERIAL SAFETY DATA SHEET江苏理士电池有限公司Leoch Battery(Jiangsu) Corp.North of Shenhua Blvd. (West of Tongtai Road), Jinhu Industry Zone, Jinhu, Huaian, Jiangsu, chinaMATERIAL SAFETY DATA SHEETSECTION 16: OTHER INFORMATION。
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U N I T11THE CALIFORNIACOORDINATE SYSTEMVincent J. Sincek, L.S., R.C.E. Western Land Surveying, Inc. Carlsbad, CaliforniaIntroductionA 1986 change to the Public Resources Code of the State of California (§§ 8801 et seq.) created the California Coordinate System of 1983 (CCS83). Theimplementation is to be phased in by January 1, 1995, when state plane work must refer to it instead of the previous California Coordinate System of 1927 (CCS27). The law defined the zones for CCS27 and CCS83. It specified certain constants for each zone and defined the U.S. Survey ft.Surveyors who are preparing for the LS examination should be aware that the new coordinate system will be phased in through the beginning of 1995. However, nothing prevents the State Board of Registration from askingquestions about the older system on future examinations. Examinees need to prepare for both. While this presentation concentrates on the California Coordinate System of 1983, it is broadly applicable to the System of 1927. Calculations for the older system are not as sophisticated as now required. Therefore, surveyors who understand the System of 1983 will find it much easier to master the older system.Caltrans LS/LSIT Video Exam Preparation CourseThe North American Datum of 1927 (NAD27), developed by the U.S. Coast andGeodetic Survey, was the basis for CCS27. It used Clarke’s spheroid of 1866 asits spheroid of reference. The North American Datum of 1983 (NAD83),developed by the National Geodetic Survey (NGS), underlies CCS83. NGSadjusted NAD83 during the period 1975-1986 and based it on a new ellipsoid,the Geodetic Reference System of 1980 (GRS80). To date, NGS hasimplemented NAD83 as a metric system.Because the reference spheroids differ, the NAD27 latitude and longitude of astation differ from the NAD83 latitude and longitude for the same station. Infact, the differences between the two systems vary inconsistently making onlyapproximate transforms possible. Rigorous computation of coordinates isonly possible by returning to the original field observations, readjusting themand then computing positions from them.Six Lambert conformal zones, NGS zones 0401 through 0406, comprise CCS83.Each zone is based upon a secant cone whose axis is coincident with theGRS80 axis of rotation. The secant cone intersects the surface of the ellipsoidat two standard parallels. The specification of a central meridian fixes thecone relative to the ellipsoid.As enacted, units can be either m or U.S. Survey ft. One U.S. Survey ft equalsexactly 1200/3937 m. To convert U.S. Survey ft to m, multiply by 12/39.37; toconvert m to U.S. Survey ft, multiply by 39.37/12. The NGS has chosen topublish all CCS83 station data in m. State plane coordinates expressed in m orft can be converted to the other units simply by multiplying the northing andeasting by the appropriate conversion factor.The NGS recommends using polynomial coefficients to simplify conversionsbetween NAD83 geodetic and plane coordinates. They also allow accuratecalculation of grid scale factor. Polynomial coefficients are easy to use.Therefore, they are appropriate for both manual and programmedapplications. Through their use, projection tables and interpolation becomeunnecessary. The polynomial coefficients are used in algebraic equations thatenable the use of handheld calculators. They can produce millimeteraccuracy using calculators capable of carrying 10 significant digits.The NGS developed the coefficients by polynomial curve fitting. I havetranslated the NGS metric coefficients into U.S. Survey ft coefficients by usingthe m-ft factor raised to the appropriate power. The U.S. Survey ft coefficientswere not independently determined by curve fitting directly.11-2The California Coordinate System The California Land Surveyor’s Association (CLSA) has published a book of projection tables as Special Publication No. 55/88. It is similar in form to the tables the USCGS published for NAD27. Written by Ira H. Alexander and Robert J. Alexander, it is a tool for the surveyor who has worked with CCS27 and who wishes to do work in CCS83 with little modification. Calculations for state plane coordinate systems fall into five broad classes:1. Transformations of coordinates between ellipsoid and grid.2. Manipulations of observations. The adjustments applied to lengths andazimuths in converting between ground, ellipsoid and grid.3. Transformations from zone to zone.4. Coordinate geometry with adjusted observations on the grid.5. Calculations directly on the ellipsoid.This presentation deals with the first four types of calculations.Performance Expected on the ExamsConvert geodetic coordinates to plane coordinates (CCS 83).Convert plane coordinates (CCS 83) to geodetic coordinates.Calculate the convergence angle of a station.Convert geodetic (astronomic azimuth) to grid azimuth (CCS 83).Calculate scale factors.Calculate combined scale factor and apply it to field measurements.Key TermsConvergence Second term correctionGeodetic azimuth Geodetic heightGrid azimuth Geoid separationNAD 27 Geodetic distanceNAD 83 Scale factorU.S. Survey ft Grid distancePolynomial coefficients Combined factor11-3Caltrans LS/LSIT Video Exam Preparation CourseVideo Presentation OutlineThe State Plane Coordinate SystemFigure 11-1. Ellipsoid and secant cone.11-4Central Meridian, L o Approximate Through Origin of East-West Customary Projection and GridExtent of ZoneNorth-South Limits of ZoneB n Central Parallel, B o B sB bOrigin of Grid Origin of Projection (B b , L o ) & (N b , E o )N o r t h i n gA x i s(B o , L o ) & (N o , E o )Figure 11-3. Developed cone detail.11-5Caltrans LS/LSIT Video Exam Preparation CourseoFigure 11-4. Conversion triangle.11-6The California Coordinate SystemExample ProblemsDirect or Forward Computation: Conversion FromGeodetic Latitude and Longitude to Plane CoordinatesNOTE: When working on calculators having only ten significant digits, such as a HP41, it is necessary when adding and subtracting latitudes or longitudes to truncate tens and hundreds of degrees (i.e., truncate 33.040048312° to 3.040048312°).Direct or forward mapping equations are used to compute state planecoordinates from geodetic coordinates. L polynomial coefficients are used for direct computation. The L coefficients are used to convert the length of the meridian arc between B and B o to the length “u” which is R o - R. This permits the calculation of the mapping radius and subsequently the northing and easting.Conversion of geodetic coordinates, that is latitude B, (ø), and longitude L, (A ), to plane coordinates (n, e) proceeds as follows:Determine Radial Difference, u, if Projection Tables Will Not be Used:ΔB = B - B o in decimal degrees (see note above) u =L 1ΔB + L 2ΔB 2 + L 3ΔB 3 + L 4ΔB 4or for hand calculation u = ΔB[L 1 + ΔB(L 2 + ΔB(L 3 + L 4ΔB))]Where:B = north latitude of station, also noted as øB o = latitude of the projection origin, central parallel, a tabled constant u = radial distance from station to the central parallel, R o - RL 1, L 2, L 3, L 4 = polynomial coefficients for direct computation, tabled with the zone constantsDetermine Mapping Radius, R:The mapping radius may be determined in two ways: 1. By the formula:R =R - uo Where:R = mapping radius of stationR o = mapping radius of the projection originu = radial distance from station to the central parallel, R o - R11-7Caltrans LS/LSIT Video Exam Preparation Course2. If projection tables are provided, the mapping radius also may beinterpolated by entering the tables with the argument of latitude againstmapping radius.Determine Plane Convergence, +:+ =(Lo - L) sinBo(see note, page 7)Where:+ = convergence angle. (Carry all significant digits for this calculation.) L = west longitude of station, also noted as AL o = longitude of central meridian, longitude of projection and gridorigin, a tabled constantsinBo= a tabled constant, sine of the latitude of the projection origin Determine Northing and Easting:For polynomial solutions:+n=No+ u + [(R sin+) tan 2For polynomial solution or projection tables:n=Rb + Nb- R cos+e=Eo+ R sin+ Where:+ = convergence anglee = easting of stationE o = easting of projection and grid origin, 6561666.667 ft or 2000000.0000 m in all zonesn = northing of stationNo = northing of the projection origin, a tabled constantR = mapping radius of stationu = radial distance from station to the central parallel, Ro - RR b = mapping radius of the grid base, a tabled constantNb= northing of the grid base, 1,640,416.667 ft or 500000.0000 m in all zones 11-8The California Coordinate SystemInverse Computation: Conversion of Plane Coordinate Position to Geodetic Latitude and LongitudeInverse mapping equations are used to compute geodetic coordinates from state plane coordinates. The geodetic coordinates, latitude and longitude, are on the ellipsoid of reference.The G coefficients are used for inverse conversion. The G coefficients are used to convert the northing and easting of the station to the length “u” which is R o - R. This permits the calculation of the length of the meridian arc between B and B o . Adding that length to B o , the latitude is obtained.Longitude is calculated with conventional formulas. Be careful to use the correct algebraic sign for each value in the formulas. The applicable formulas to be solved in the order given are:Determine Plane Convergence, +:NOTE: The value of the convergence angle must be carried to all available digits. Register or stack mathematics is recommended.e - E + = arctanoR b -n + N b Where:+ = convergence angle at the station, carry to all available digits e = easting of stationE o = easting of projection and grid origin, 6561666.667 ft or2000000.0000 m for all zonesR b = mapping radius of the grid base, a tabled constant n = northing of stationN b = northing of the grid base, 1640416.667 ft or500000.0000 m for all zonesDetermine Longitude, L:L =L o -+(see note above)sin B oWhere:+ = convergence angle at the stationsin B o = a tabled constant, sine of the latitude of the projection origin L = west longitude of station, also noted as AL o = central meridian, longitude of projection and grid origin, a tabledconstant11-9Caltrans LS/LSIT Video Exam Preparation CourseDetermine Radial Difference, u:u = n - No - [(e - Eo) tan+]2Where:+ = convergence angle at the statione = easting of stationE o = easting of projection and grid origin, 6561666.667 ft or 2000000.0000 m for all zonesn = northing of stationNo = northing of the projection originu = radial distance from station to the central parallel, Ro- R Determine Latitude, B:Where:B=B+ G u + G u2 + G u3 + G u4 (see note on page 7)o1234B=B+ u [G + u (G + u (G + G u))] for handheld calculation o1234(see note on page 7)B = north latitude of station, also noted as �B o = latitude of the projection origin, central parallelu = radial distance from station to the central parallel, Ro - RG 1, G2, G3, G4= polynomial coefficients for inverse conversion, tabled with the zone constantsOnly if Projection Tables are to be Used:Determine mapping radius for interpolation arguing mapping radius against latitude by the following formula:R=o b bWhere:R = mapping radius of statione = easting of stationE o = easting of projection and grid origin, 6561666.667 ft or 2000000.0000 m for all zonesR b = mapping radius of the grid base, a tabled constantn = northing of stationNb = northing of the grid base, 1640416.667 ft or 500000.0000 m in all zones11-10Determining Plane Convergence (Mapping) Angle and Geodetic Azimuth to Grid AzimuthF Grid Azimuth = Geodetic Azimuth - Convergence + 2nd T eamN oB oE oigure 11-5. Convergence (mapping angle).For CCS83 (NAD83) both geodetic and grid azimuths are reckoned from north. NGS surveys for NAD83 are reckoned from north rather than from south, which had been used for NAD27. Inverses between stations having state plane coordinates give grid azimuth and may be used directly for calculations on the grid. Plane convergence varies with longitude; therefore, the station for which convergence was determined must be specified.Determine the Plane Convergence, +:The plane convergence may be determined in two ways:1. Where the longitude is not known without calculation, the planeconvergence may be calculated from the constants of the projection and the plane coordinates: e - E + = arctan o R b-n + N Where:b + = plane convergence anglee = easting of stationE o = easting of projection origin, 6561666.667 ft or 2000000.0000 m for all zonesR b = mapping radius of the grid base, a tabled constant n = northing of stationN b = northing of the grid base, 1640416.667 ft or 500000.0000 m for all zones2. The plane convergence also may be calculated using the difference in longitude between the central meridian and the point of question and a tabled constant. Be careful to use the correct algebraic signs.+ = sinB o (L o - L)Where:+ = plane convergencesinB o = sine of the latitude of the projection origin, which is also the ratio between + and longitude in decimals of a degree,a tabled constantL o = longitude of central meridian, a tabled constant L = west longitude of station of the desired plane convergenceThe Second Term Correction, o :The second term correction is usually minute and can be neglected for most courses under five miles long. This correction is also noted as “t - T.” It is the difference between the grid azimuth, “t,” and the projected geodetic azimuth, “T.” It increases directly with the change in eastings of the line and with the distance of the occupied station from the central parallel. It is neglected in this presentation.Determine Grid, t, or Geodetic Azimuth, a:t=a -+ + oWhere:t = grid azimuth, the clockwise angle at a station between the grid meridian (grid north) and the grid line to the observed object. All gridmeridians are straight and parallel.a = geodetic azimuth, the clockwise angle between the geodetic meridian(geodetic north) and the geodetic line to the object observed.g = plane convergence, mapping angle, the major component of thedifference between geodetic azimuth and grid azimuth.o = arc to chord correction, known as second term or t - T, a correction applied to long lines of precise surveys to compensate for distortion of straight lines when projected onto a grid. This correction is usuallyminute and can be neglected for most courses under five miles long.Use 0° in those cases.Reducing Measured Distance to Geodetic Length and then to Grid LengthFigure 11-6.Reduce Measured Length to Ellipsoidal Chord Length:Surveyors performing high precision work with NAD83 must consider the difference in elevation between the GRS80 ellipsoid and the geoid. Elevation based upon the ellipsoid is geodetic height, h. Elevation based upon the geoid (mean sea-level) is noted as H. The difference between the two surfaces is the geoid separation or height, N.Determine Approximate Radius of Curvature of the Ellipsoid, R a : An approximate radius of the ellipsoid for each zone is the geometric mean radius of curvature at the projection origin. It is close enough for all but the most precise work. It can be obtained by the following formula:r R a ± = o oWhere:R a ± = geometric mean radius of curvature of the ellipsoid at the projection originr o = geometric mean radius of the ellipsoid at the projection origin, scaled to the gridk o = grid scale factor of the central parallelDetermine Ellipsoidal Reduction Factor, r , Also Known as Elevation Factor:e R r = a e (R a + N + H)Where:r e = ellipsoidal reduction factor R a = radius of curvature of the ellipsoid in the azimuth from equation above N = geoid separation, which is a negative value within the contiguous 48 states H = elevation based on mean sea level to which the measured line wasreduced to horizontal. The elevation to be used is usually one of the following for measured lengths:1. Triangulation - average elevation of base line2. EDM - elevation to which slope length was reduced3. Taped - average elevation of the lineEach one meter error in N or H contributes 0.16 ppm of error to the distance.Determine Ellipsoidal Chord Length, Lc:L = r Dc eWhere:L c = ellipsoidal chord lengthr e = ellipsoidal reduction factorD = ground level, horizontal measured distanceDetermine Correction of Ellipsoidal Chord Length to Geodetic LengthGeodetic lengths are ellipsoidal arc lengths. When precise geodetic lengths, s,are desired, a correction from ellipsoidal chord length, Lc , to the geodeticlength on the ellipsoid surface may be applied to lines generally greater than 5 mi long. Shorter lengths and lines measured in segments are essentially arcs and need not be corrected. The correction to be applied is:Determine Chord Correction for Geodetic Length:L c equals nearly 9 mi before c equals 0.01 ft and over 19 mi before equaling0.10 ft.L3c= c24R2a Where:c = correction, in same units as used for Lc and RaL c = ellipsoidal chord lengthR a = radius of curvature of the ellipsoid in the azimuth from equation for approximating radius of curvature of ellipsoid aboveDetermine Geodetic Length, s:s=L + ccWhere:c = correction, in same units as used for Lc and RaL c = ellipsoidal chord lengths = geodetic lengthProject Geodetic Length (or Ellipsoidal Chord Length) to Obtain Grid LengthGrid length, L(grid), is obtained by multiplying the geodetic length by a grid scale factor. Grid scale factor is an expression of the amount of distortion imposed on the length of a line on the ellipsoid as it is projected onto the grid cone. It is represented by the letter “k.” It is the ratio of the length on the grid to the length on the ellipsoid. Scale factor is dependent upon latitude. It is less than unity between the standard parallels and greater than unity outside them. Scale factors can be calculated for points or lines. For this presentation, point scale factors are used exclusively. If greater accuracy is needed for a long line, the point scale factor of the mid-point or the mean of the point scale factors at each end may be used.In a Lambert zone, if the north-south extent is not great, sufficient accuracy often may be obtained by using an average scale factor determined for the average latitude of the survey.Determine Point Scale Factor, k:A method which is precise enough for any work performed uses polynomial coefficients. It does not require projection tables and is easy to do using a handheld calculator with storage registers. It also readily lends itself to programmed applications. The coefficients for each zone are tabled at the end of this paper. Approximate point scale factor, k, may be interpolated from projection tables.if + and plane coordinates are known:u = n - N - [(e - E) tan + 2]o o when plane coordinates are known:u=Ro -√(Rb+ Nb- n)2 + (e - Eo)2when geodetic latitude and longitude are known:u=L1ΔB + L2ΔB2 + L3ΔB3 + L4ΔB4rearranged for handheld calculators:u=ΔB[L1 + ΔB(L2+ ΔB(L3+ L4ΔB))]Where:u = radial distance on the projection from the central parallel to thestation, Ro - RNo = northing of projection originn = northing of station e = easting of stationE o = easting of central meridian, 6561666.667 ft or 2000000.0000 m for all zones (also noted as C)+ = convergence angle at the stationR o = mapping radius through the projection origin, a tabled constantR b = mapping radius through grid base, a tabled constantNb = northing of grid base, a tabled constant equaling 1640416.667 ft or 500000.0000 mL 1, L2, L3, L4= polynomial coefficients tabled with the zone constantsB = latitude of station (also noted as ø)B o = the latitude of the projection origin, a tabled constant for each zone (also noted as øo)ΔB= B - Bok=F1 + F2u2 + F3u3Where:k = point scale factorF 1, F2, F3= polynomial coefficients tabled with the zone constantsu = radial distance on the projectionDetermine Grid Length, L:(grid)L= s k(grid)Where:L= length on grid(grid)s = geodetic lengthk = point scale factor of midpoint of line or as appropriateCombined FactorIf no correction from ellipsoidal chord length to geodetic length is warranted and latitude and elevation differences are not great, the measured lengths may be multiplied with a combined factor, cf, to obtain grid lengths, L.(grid) Determine Combined Factor, cf:cf= r keWhere:cf = combined factorr e = ellipsoidal reduction factork = point scale factor calculated for mid-latitude of the surveyDetermine Grid Length, L:(grid)L= cf D(grid)Where:L(grid)= length on gridcf = combined factorD = ground level, horizontal measured distanceConversion of Grid Length to Ground LengthGrid length, L(grid), may be converted to ground length, D, by reversing the above procedures. For measurements of similar elevation, latitude and short length, a combined correction factor may be divided into the grid length.Area and State Plane CoordinatesAreas derived from state plane coordinates must be corrected to yield ground-level areas when they are desired.A(grid)A=cf2Where:A = land area at ground levelA(grid) = area of figure on the gridcf = combined factorConversion of Coordinates from One Zone to AnotherTo convert plane coordinates in the overlap of zones from one zone to the other of the CCS83 system, convert the plane coordinates from the original zone using the constants for that zone to GRS80 geodetic latitude and longitude. Then using the constants for the new zone, convert the geodetic latitude and longitude to plane coordinates in the new zone.Metric–Foot EquivalencyThe U.S. Survey ft, the linear unit of the State coordinate system, is defined by the equivalence: 1 international meter = 39.37 inches, exactly.A coordinate system in ft may be converted to a coordinate system in m by multiplying the coordinate values by a scale factor of 0.304800609601. An exact conversion can be accomplished by first multiplying by 12 and then dividing by 39.37.A coordinate system in m may be converted to a system in ft by multiplying the coordinate values by a scale factor of 3.28083333333. An exact conversion can be accomplished by first multiplying by 39.37 and then dividing by 12. Sample Test Questions1. Convert the position of station “San Ysidro Levee 1975” from its NAD83geodetic coordinates of latitude 32° 32' 36.33328" N, longitude 117° 02'24.17391" W to its CCS83 Zone 6 metric plane coordinates.2. What are the CCS83 Zone V plane coordinates for a station at latitude34° 08' 13.1201" N, longitude 118° 19' 32.9502" W? Use projection tables for your solution.3. Convert the position of station “San Ysidro Levee 1975” from its CCS83Zone 6 plane coordinates of 542065.352m N, 1925786.624 m E to itsequivalent NAD83 geodetic coordinates.4. In CCS83 Zone V, a station has plane coordinates 1872390.80 ft N,6463072.10 ft E. What are its NAD83 geodetic coordinates? Use projection tables for your solution.5. A line has been determined to have a geodetic azimuth of 135° 00' 00" inCCS83 Zone VI. The station is at longitude 117° 25' W. What is its gridazimuth?6. The geodetic azimuth, a , is desired between two stations on the CCS83Zone VI grid. The azimuth from Station #1 is desired. Given: Station #1 coordinates are: 1660578.090 ft N, 6570078.800 ft E. Station #2 coordinates are: 1653507.022 ft N, 6577149.868 ft E.7. A survey party occupied station San Javier 1919 which has NGS NAD83published CCS83 Zone 6 coordinates of 539034.888 m northing, 1977009.714 m easting. San Javier also has a published elevation of 1219.58 m and a geoid height of -33.57 m. All field measured distances were reduced to the elevation of station San Javier 1919. The field distance to a foresighted station is 13000.00 ft. What is the grid distance to the foresighted station? What is the combined factor?8. In CCS83 Zone VI, a length of 6000.000 ft is measured at 5200 ft elevation. The mid-point of the line is at latitude 32° 36' 20" N. What is the grid length? What is the combined factor?9. A line in CCS83 Zone VI has a grid length of 200000.000 ft and its mid-point is at latitude 32° 31' N. What is its ground length at 3800 ft elevation? Answer Key1. Direct forward computation.Determine radial difference:ΔB= B - B o ΔB= 32.543425911° - 33.333922945° (truncate 30° from B and B o for HP41s) ΔB= -0.790497034°u = ΔB [L 1 + ΔB (L 2 + ΔB (L 3 + L 4ΔB))] u = ΔB [L1 + ΔB (L 2 + ΔB (L 3 + (0.016171) (-0.790497034)))] u = ΔB [L 1 + ΔB (L 2 + (-0.790497034) (5.65087 - 0.012783))] u = ΔB [L 1 + (-0.790497034) (8.94188 - 4.45689)] u = (-0.790497034) (110905.3274 - 3.5454)u = -87667.5297 mDetermine mapping radius:R =R o - u R = 9706640.076 - (-87667.530)R = 9794307.606 mDetermine plane convergence:+ =(L o - L) sinB o + = (116° 15' - 117° 02' 24.17391") (0.5495175758) truncate 110° from L o and L for HP41s+ =-0° 26' 02.923552" (carry all significant digits)Determine northing and easting: + n = N + u + [(R sin +o ) tan ]2 n = N o + u + [(9794307.606) (-0.00757719469) (-0.00378865173)] n = 629451.7134 - 87667.5297 + 281.1686n = 542065.352 m (exactly as published by NGS)e = E + R sin + o e = 2000000.0000 + [(9794307.606) (-0.00757719469)]e = 1925786.624 m (exactly as published by NGS)2. Direct forward computation (using projection tables).Determine mapping radius:R = 30418256.88 for 34° 08' from Projection Table: 101.08844 x 13.1201 =-1326.29 less diff/1" lat. from column 5:R = 30416930.59 then for 34° 08' 13.1201" N:Determine plane convergence:+ =(L o - L) sinB o + = (118° 00' - 118° 19' 32.9502") (0.570011896174) truncate 110°from L o and L for HP41s + = -0.185********° + =-0° 11' 08.5956" (carry to all significant digits)Determine northing and easting:n = R b + N b - R cos + n = 30648744.93 + 1640416.67 - 30416930.59 cos(-0.185********°)n = 1872390.80 ft Ne = E + R sin + o e = 6561666.67 + 30416930.59 sin (-0.185********°)e = 6463072.10 ft E11-21 Ê。