Infrastructure development is a key aspect of the Belt and Road Initiative(BRI).After measuring the infrastructure stocks of China and BRI countries,this paper estimates BRI countries’demand for infrastructure develo...Infrastructure development is a key aspect of the Belt and Road Initiative(BRI).After measuring the infrastructure stocks of China and BRI countries,this paper estimates BRI countries’demand for infrastructure development and verifies its economic growth effects,thus demonstrating the importance of the BRI.We found China’s infrastructure stock to be second-highest in the world,next only to that of the United States.While China’s infrastructure development is in sync with its economic development,inadequate infrastructure prevents many countries around the world from unlocking their full economic potential.By providing financing for much-needed infrastructure,the BRI exerts positive effects on economic growth in relevant countries.With a mandate of promoting infrastructure interconnectivity,the BRI will serve as a new driving force shaping a community of shared future for humankind.展开更多
This study was done for one of the Nigerian National Petroleum Corporation （refiner） depot supplied by a multi-product （gasoline, diesel and kerosene） pipeline. Distribution/loading facility designed for a total o...This study was done for one of the Nigerian National Petroleum Corporation （refiner） depot supplied by a multi-product （gasoline, diesel and kerosene） pipeline. Distribution/loading facility designed for a total of six arms： two each for gasoline, kerosene and diesel （or 33.33% for each product） whereas gasoline storage capacity is 55%, diesel, 33%, kerosene 11%, and slops, 1% of the total depot capacity. The design supply to distribution chain capacity ratio showed a mismatch, which in actual operation becomes 2：1. The above design created ullage problem at sustained supplies, gross under utilization of supply chain infrastructures and poor operational performance. After a technical evaluation, a section of the depot storage to loading pipeline network was re-designed and modified to enable products supply capacity to match loading and minimize storage. Hence, the gasoline loading became 66.67%, kerosene and diesel, each of 16.67%, increasing the actual supply to distribution chain capacity ratio from 2：1 to 2：2 （and when required, can be maximized to 2：3） thereby correcting the apparent mismatch between the supply and distribution chain capacities. The modification has enabled the refiner to increase depot and upstream supply chain utilization展开更多
文摘Infrastructure development is a key aspect of the Belt and Road Initiative(BRI).After measuring the infrastructure stocks of China and BRI countries,this paper estimates BRI countries’demand for infrastructure development and verifies its economic growth effects,thus demonstrating the importance of the BRI.We found China’s infrastructure stock to be second-highest in the world,next only to that of the United States.While China’s infrastructure development is in sync with its economic development,inadequate infrastructure prevents many countries around the world from unlocking their full economic potential.By providing financing for much-needed infrastructure,the BRI exerts positive effects on economic growth in relevant countries.With a mandate of promoting infrastructure interconnectivity,the BRI will serve as a new driving force shaping a community of shared future for humankind.
文摘This study was done for one of the Nigerian National Petroleum Corporation （refiner） depot supplied by a multi-product （gasoline, diesel and kerosene） pipeline. Distribution/loading facility designed for a total of six arms： two each for gasoline, kerosene and diesel （or 33.33% for each product） whereas gasoline storage capacity is 55%, diesel, 33%, kerosene 11%, and slops, 1% of the total depot capacity. The design supply to distribution chain capacity ratio showed a mismatch, which in actual operation becomes 2：1. The above design created ullage problem at sustained supplies, gross under utilization of supply chain infrastructures and poor operational performance. After a technical evaluation, a section of the depot storage to loading pipeline network was re-designed and modified to enable products supply capacity to match loading and minimize storage. Hence, the gasoline loading became 66.67%, kerosene and diesel, each of 16.67%, increasing the actual supply to distribution chain capacity ratio from 2：1 to 2：2 （and when required, can be maximized to 2：3） thereby correcting the apparent mismatch between the supply and distribution chain capacities. The modification has enabled the refiner to increase depot and upstream supply chain utilization
