sgusers2的部落格

Source: The Oregonian, Portland, Ore.迷你倉July 12--Gateway was going to be something special.Two decades ago, when planners, elected officials and economic developers looked at this collection of working-class neighborhoods and worn-down commercial strips, they predicted big, bold things.Gateway would be a "regional center," a bustling hub of high-tech jobs and educational institutions on Portland's eastern edge. Gateway would be a "second downtown," with all the parks, bike lanes, coffee shops and density to go with it.Instead, Gateway is underdeveloped, underutilized and under-served. Rather than the best of urban life in a more suburban setting, residents and business owners have usually received the worst of both.Taxpayers have spent millions to remake this literal doorway to east Portland. Yet Gateway remains a place where public services cost more, cars trump mass transit, property values lag -- and residents expect people in power to let them down.Built by Fred MeyerA half century ago, Gateway wasn't even a place. That was its appeal.Grocery store owner Fred Meyer, looking to expand, was tired of Portland regulations. He picked a spot amid the orchards of unincorporated midcounty, the no man's land between Portland and Gresham, and in 1954 built one of the region's first car-centric, suburban-style shopping centers.He named the place Gateway, and erected a tall concrete arch signifying the entry to a new kind of community."People looked to Gateway as the answer to urban decay: You don't want to live in the city but you don't want to be that far out," said Fred Sanchez, a real-estate broker and a leading booster of Gateway since the late 1960s. "This was the new frontier: 'Go east, young man!'"Orchards gave way to subdivisions. A 1953 Oregonian advertisement for homes in Lorene Park boasted of "modern ranch homes" built with sidewalks, "ornamental streetlights" and paved streets."Yes, for living at its best, for real luxury living, Lorene Park is your answer," the ad said.The boom didn't last long. Portland successfully revitalized closer-in streetcar neighborhoods, slowing outward migration. Those who did ditch the city for suburbia instead chose newer subdivisions in Clark, Clackamas and Washington counties, lands of lower taxes and more services.Portland annexed most of the neighborhoods around Gateway in the 1980s, to the chagrin of many residents who chose their homes specifically because they weren't inside city limits. Parallel to annexation, Portland built the Mid County Sewer Project. The city charged property owners to upgrade from septic tanks and cesspools to new sewer lines."They promised us all these services, then the first thing they did was send us a bill," said Linda Robinson, who grew up in Gresham and bought a home in Gateway in 1986. "That sort of set a mood."In 1992 mayoral candidate Vera Katz and her young campaign manager, Sam Adams, seized on east Portland's anger. Her opponent, then-City Commissioner Earl Blumenauer, ran the city sewer department. So Katz kicked off her campaign at an east Portland diner and made improvements in the neighborhoods beyond 82nd Avenue a key election promise:"People in that community feel that the door has shut on them," she said at one business association meeting. "They're absolutely right."Among political types, the sense was that a critical mass of voters was coming to the city's newest neighborhoods, particularly to those adjacent to Gateway. Metro planners looked at 2040 growth projections and declared the area one of eight "regional centers."City leaders, including future Mayor Charlie Hales, pushed for its inclusion: "We want it to be urban, but quieter and greener than downtown Portland," said Hales, who ran the city's planning department at the time.In reports and studies, planners promised huge changes, including construction of a network of connector streets, an education center, a government center, parks galore, wider sidewalks, a performing arts space and bike lanes. The district's main drag, 102nd Avenue, would become a "boulevard with landscaped walkways, storefront windows, benches and fountains." Residents would eat outside at cafes and coffee shops and gather at a new "Gateway Station Plaza."A 2000 study summed up the promise of Gateway: "More than anything else, it is expected to become a place to be proud of -- an embodiment of the values and aspirations of the east Portland community."Loading Photo GalleryBig plans never became realityFew of those envisioned improvements happened.Gateway remains decidedly suburban, with wide streets carrying traffic at speeds that preclude walking and biking. 102nd Avenue has new trees and banners yet remains a fast-moving four-lane mishmash of aging strip malls, car lots and fast-food outlets, with the occasional 1950s house nodding to the district's curious and inconsistent zoning history.There is no public square or plaza. The city owns land for a park at Northeast Halsey and 106th Avenue but lacks the money to build or operate it, and neighbors say drug dealers and homeless people plague the property.Though his concrete arch was razed in 1991, Fred Meyer would have no trouble recognizing the place."There's been a lot of talk, but very little has actually happened," said Jerry Koike, a longtime neighborhood activist. "Everybody talks about wanting to do things out here, but the execution is always about helping downtown."The recessions of 2001 and 2008 slowed development. Residents also blame government for years of benign neglect and poor prioritizing.City leaders created a Gateway urban-renewal district in 2001, meaning that the city can borrow money to make public improvements, then use the ensuing property tax rise to repay debt. Elsewhere in Portland, urban renewal has paid for game-changing projects, transforming South Waterfront, the Pearl District and the Northeast Portland commercial strips of Alberta Street and Mississippi Avenue, for example.Gateway's list of completed projects is very different and less impressive.Planners who took part in the creation of the Gateway district recommended that the first projects built with urban renewal money generate new tax revenue. Instead, the district began with a compromise. In exchange for City Council support to create the area, members of a citizens advisory committee agreed to spend their initial $682,000 on the "children's receiving center," a temporary home at 102nd and Burnside for children declared wards of the court."We were told that we needed to do this or we would face a much harder time getting the district approved. We were told, 'You guys aren't against children, are you?'" said Arlene Kimura, president of the Hazelwood Neighborhood Association. "In hindsight, it set a bad precedent."Gateway's urban renewal money contributed $3 mill文件倉on toward extending light rail to Clackamas County, built a $9 million parking garage at the transit center and covered half the cost of buying the future park site at 106th and Halsey.The district's latest high-dollar urban renewal project is another that doesn't put new property tax dollars back into Gateway: The Glisan Commons affordable housing development will feature 127 apartments on top of a new home for Ride Connection, a nonprofit that helps senior citizens and people with disabilities find transit options.Even the district's one clear economic success raises eyebrows.The three-story, $3 million Oregon Clinic complex, paid for with New Market tax credits earned with city help, is the first thing riders see when they arrive at the transit center. It brought more than 300 new jobs to Gateway and was the first Class A office building erected in the district in 20 years. Yet it's also a nondescript box with none of the street-level charm or retail needed to key transit-friendly development -- or called for repeatedly in all those plans for turning Gateway into a second downtown."I don't think anyone in charge was thinking long-term about why urban renewal was created here," said Colleen Gifford, who runs the Growing Gateway EcoDistrict, a nonprofit that promotes environmentally friendly development. "They've consistently taken money to do what people downtown wanted."Hamstrung by infrastructure and financial realitiesCity leaders say it's unfair to compare urban renewal in east Portland with more central locations."I don't think what's happened in Gateway is in any way a result of the projects we've chosen to invest in," said Patrick Quinton, the Portland Development Commission's executive director. "By no means do I consider Gateway a success, but I think the broader market has a bigger impact than we do."The view from east Portland"We get ripped off by paying a disproportionate share of taxes for services that we don't even get."-- Carrie A., Montavilla"The best thing about east Portland is the diversity. There is so much variety in lifestyle and experiences with diversity."--Lauren Ashley J., Powellhurst-GilbertSee moreGateway has a number of factors working against dramatic, quick change. It contains few large parcels of land owned by one or two developers, and thus has few properties ripe for projects that can change the course of a street or commercial strip seemingly overnight. Gateway is also a much smaller urban-renewal district -- 658 acres compared with 2,800 in Lents and 3,990 in Interstate -- meaning it has a much smaller tax base to generate redevelopment money.City planners and economic developers are hamstrung by the realities of underlying infrastructure established when Multnomah County, with its far more hands-off approach to development, ran the area. Gateway has those wide, pedestrian-deterring streets, few east-west connectors and a hodgepodge of large and small plots that make orderly, grid-style development difficult. Removing even one parking spot from Gateway Shopping Center, let alone the hundreds required to create a plaza or movie theater, would require every tenant's approval.Another, less tangible obstacle: City leaders and the people who live and work in Gateway haven't shared the same vision for what this neck of Portland should become.Early on in the process of creating the new urban-renewal district, neighbors balked at giving the city powers to condemn property in the name of blight removal. Early rezoning efforts allowed 14-story buildings in Gateway, until residents objected. Early plans for urban renewal would have spread tax-increment financing over twice as many acres, but the district shrank to avoid residential neighborhoods.Planners say their vision for Gateway may have been, in hindsight, unsophisticated and overly ambitious.Growth is still comingMetro still predicts enormous growth for Gateway over the next three decades. Computer models project the area from I-205 to the Gresham line will grow by up to 60 percent by 2035, with many of those newcomers landing here.For one thing, the district remains uniquely situated: It is the single most accessible spot in the entire area, within easy reach of two highways, a dozen bus lines and light rail in four directions. For another, neighborhoods closer to the central city can only take so many more residents. "Go east, young man" still applies.The question is whether that growth will improve quality of life and city budgets or add to east Portland's existing woes."Sixty-five million people go through Gateway by car or MAX each year. If we can get something that makes people stop and look at what we have, everything changes," said Ted Gilbert, a developer who owns the equivalent of eight city blocks near the transit center.He says that's Gateway Green, a grass-roots effort to turn 35 acres along I-205 into a public park for hiking and biking. Other advocates suggest building an international market, appropriate in a community with 70 languages spoken or an educational center to serve David Douglas and Parkrose school districts and local colleges.All the ideas center on the same theme: giving people a reason to stop in Gateway."We have no signature place," Kimura said.Small tweaks could help. The Transit Center is a small hub of activity surrounded by an ocean of concrete. There's a small concession stand, but no place away from the din of arriving buses and trains to talk with friends or enjoy the view of Rocky Butte over coffee.Consultants who looked at the station last year pointed out "a notable prevalence of negative signage such as no parking and no smoking ... which generally creates an atmosphere of mistrust and hostility." No signs direct new arrivals to any local landmarks. When the shopping center was rebuilt in the late 1980s, architects oriented the main entrances toward Northeast 102nd Avenue."If you get off the MAX, you're looking at the back of Fred Meyer, at loading docks," Gifford said. "It doesn't exactly say, 'Welcome to Gateway, a great place to do business.'"Broader fixes will be expensive.Gateway is not a blank slate like South Waterfront or the pre-revitalization Pearl District. Retrofitting smart growth and higher density costs more than creating it from scratch, even when neighbors approve.A 2012 market study by private consultants recommended taller, transit-friendly buildings to give the district a fresher, more urban feel and new crosswalks, street connectors and curb extensions to slow cars and encourage pedestrians. The estimated price: $110 million.Nobody has that kind of money for Gateway. At the moment, nobody is looking for it.Copyright: ___ (c)2013 The Oregonian (Portland, Ore.) Visit The Oregonian (Portland, Ore.) at www.oregonian.com Distributed by MCT Information Services存倉

　　據英國《每日郵報》7月11日報道，迷你倉汽車巨頭福特日前透露，目前正在開發一種“救護汽車”，能監控司機的健康狀況，甚至能在司機生病或者打瞌睡時代其駕駛。　　這種“救護汽車”里有一組醫用傳感器，能讓醫生遠程檢查司機的健康狀況。其早期版本已經在印度做過測試，福特公司現在想把它應用到消費者的車上。福特首席技術總監維賈伊·桑卡蘭說：“健康應用是汽車行業千載難逢的機遇。在印度，我們已經做過一些測試，即讓醫生使用機載電子設備進行基本的診斷，並將診斷結果傳送回中央位置。這種車已經成為某種意義上的移動救護車。”　　福特目前正在文件倉發內置這種傳感器的智能座椅、方向盤和座椅安全帶。福特發言人介紹說：“方向盤上的紅外傳感器能檢測駕駛員手掌及面部的溫度變化。駕駛杆下面的傳感器可以測量車艙溫度，為比較司機體溫的變化提供基礎。安全帶里的傳感器則可以估測駕駛員的呼吸頻率。”　　桑卡蘭還預測說，自駕車，比如穀歌開發的那種，不可能在未來十年裡大量上市。“很多人都有自駕車的概念——我們數年來一直在開發自駕車，我們有自適應巡航控制和停車系統——這些功能將不斷引進……自駕車也正是消費者所需要的。然而，一輛真正意義上的自駕車可能還要過十年才能上市。” ·歐葉·歐葉存倉

諾基亞（Nokia）為提升在智能手機市場的競爭力，文件倉背水一戰，前日（周四）推出新旗艦手機Lumia1020，最大賣點是鏡頭像素達4,100萬，順應用戶愛到社交網站分享相片的潮流，但操作系統依舊是「Windows Phone8」（WP8）。擁有4.5吋屏幕的Lumia1020，鏡頭像素比iPhone的800萬與GalaxyS4的1,600萬高得多，加上有六塊蔡司鏡片令影像更細緻；手機能處理的聲壓水平亦比其他手機高出六倍，不論照相還是拍片品質都超越同儕。六塊蔡存倉鏡片手機還有針對「龍友」的貼心設計，可選擇同時拍下兩張不同解像度的照片，高解像度的用以加工與保存，低解像度的可更快上載社交網站。行政總裁埃洛普在簡介會上揚言，Lumia1020「讓人盡情照相拍片，分享生活」。不過，Lumia1020保留冷門操作系統WP8，可下載的應用程式僅是iOS及Android手機的1/5，競爭力被削弱。手機本月26日開始先在美國發售，連兩年合約的綑綁式售價為300美元（2,340港元），9月底前陸續登陸中國及歐洲市場。法新社/路透社 自存倉

香港文匯報訊（記者 潘恆 杭州報道）全國首個跨境貿易電子商務產業園近日在杭州開園，儲存杭州成為內地首個跨境貿易電子商務服務試點城市。產業園目前已進駐ebay、阿里巴巴等電子商務巨頭，未來「海淘」將成為大趨勢。　杭州跨境貿易電子商務產業園的優勢在於海關通關流程優化。在產業園內，海關對出口貨物實行「分批出運、定期申報」模式，允許電商企業將一定時間段內的多份訂單歸併為一份報關單集中申報，解決了以往跨境電子商務以個人物品方式申報出口時遇到的難以退稅和結匯問題，大新蒲崗迷你倉降低了企業的通關成本；此外，在園區，海關等相關部門都設立了專門的辦事機構提供「一站式」通關服務，電商企業不出園區就能完成報關、物流配送和寄遞作業，實現通關提效、物流提速。　「和海關、質檢等部門在一起辦公，大大提高了我們出關的效率，原來需要1天才能辦完的流程，現在2個小時就在園區內全部搞定。」杭州全麥電子商務有限公司物流部顧問宋成說。據悉，園區內進駐了郵政EMS、順豐、圓通等物流企業，還引進了ebay、阿里巴巴等多家年進出口額在1億元人民幣以上的領軍企業。mini storage

□據京華時報報道李雙江、夢鴿之子李天一輪姦案的兩位新代理律師日前發表聲明，迷你倉新蒲崗稱當今社會和輿論對其不公，在網上引起一片嘩然。昨天凌晨，李天一代理律師之一王冉所屬的律所官網遭黑客攻擊，黑客留言稱：“只為還當事人一個公道。 ”李天一輪姦案的代理律師薛振源日前因扛不住壓力辭職，其父母李雙江、夢鴿又為兒子委托了新律師。 7月10日，兩位新律師陳樞、王冉發表聲明，稱北京警方以真實姓名披露李某某涉嫌強姦案已經涉嫌侵權，而媒體通過公開披露姓名、圖片、視頻等對該未成年嫌疑人李天一構成侵權。聲明還指稱多名成年男女酒吧人員對被告人進行陪酒勸酒，酒吧也存在問題。受害人楊女士的代理律師田參軍于前天也發出聲明，對李天一一方的觀點一一回應，並透露案發後，楊女士多次受到李某某的恐嚇和威脅。律師還透露，受害人看到對方的表態後 “感到極其悲憤、痛不欲生”。兩方律師的聲明一經發出，網上立即掀起了輿論風暴，網友們紛紛指責陳樞、王冉律師，而對受害者楊女士及其代理人表示同情與支持。據瞭解，王冉此前為海澱檢察院書記員。自昨日凌晨起，網上便紛紛迷你倉出租聞王冉所在的北京冉民律師事務所網站遭黑客攻擊，稱該網站首頁上留著“只為還當事人一個公道。 BY娃娃洗澡”。昨日晨，記者登錄該網站，發現該網站內“律師團隊”欄下，律師們的頭像全部被改成了一戴帽子的卡通小男孩兒形象。昨日下午，北京冉民律師事務所一值班人員回應證實，該網站的確遭黑客攻擊，不過，他們不想追究這事兒是誰幹的，“也不想改正過來，就先這麼著吧。 ”律師說法再氣憤也不能黑網站“李天一代理律師王冉所在的律所網站被黑，無疑是因為李天一兩位律師的聲明。 ”昨晚，北京煒衡律師事務所資深律師、全國律師協會刑事業務委員會委員許蘭亭分析稱。但是，許蘭亭表示，無論如何也不應去黑網站，“這是違法行為，甚至可以構成犯罪。”網友做出黑律師網站的行為，各種各樣的考慮都有，但無論你怎麼生氣都不能去黑人家的網站。網友有情緒，可以通過網絡發帖、微博、評論等等表達意見，無論怎麼看，“手段是極端錯誤的”。許蘭亭表示，既然做律師，就無非有兩種選擇，一種是有罪辯護，一種是無罪辯護。無罪辯護對律師而言，也是無可厚非的，但應基於事實和證據。儲存倉

中國政府網昨日公布的《國務院關於加快棚戶區改造工作的意見》(下稱「意見」)提出，迷你倉沙田中國將在5年內改造各類棚戶區1000萬戶。 意見要求，2013年至2017年改造各類棚戶區1000萬戶，使居民住房條件明顯改善，基礎設施和公共服務設施建設水平不斷提高。 意見指出，棚戶區改造是重大的民生工程和發展工程。2008年至2012年，全國改造各類棚戶區1260萬戶。

香港文匯報訊　 中國今年的經濟增長目標是否已從年初設定的7.5%調降至7%？正當外界看空中國經濟的憂慮甚濃時，迷你倉財政部長樓繼偉在中美戰略對話上有關「實現全年GDP增長7%沒有太大問題」的表述，迅即引發市場諸多猜測。摩根士丹利大中華區經濟組昨發布名為《短痛長益》的報告，將中國今年GDP預測從8.2%降至7.6%，明年預測從7.9%降至7.6%。德銀大中華區首席經濟學家馬駿也下調了中國今年下半年的GDP預測，但表示只要政策適當調整，管理好預期，明年的復甦前景仍然樂觀。下調今明兩年預測至7.6%　大摩發表報告將中國今年GDP預測從8.2%降至7.6%，2014年預測從7.9%降至7.6%。報告指，該預測的調整主要基於目前對總需求疲軟及政府將主要任務轉向改革與結構調整的判斷。到目前為止，這一預測並沒有改變。如果美國等發達國家經濟在下半年出現進一步好轉，外需強度反彈與政府審批放權帶來的部分投資契機有可能使經濟增長超出該行基本預期。　報告認為，目前產能過剩和PPI通縮，實際揭示了當前經濟增長速度低於長期潛在增長自存倉平，產出缺口為負的情況。因此這種周期波動帶來的影響，仍然支持該行認為今年中國潛在增長率保持在8%左右的正面觀點。料三季度同比增速下滑　另外，馬駿近日發表的報告，也將中國今年全年GDP增長預測從7.9%下調至7.6%。他預計三季度的同比增長速度將下滑到7.5%，主要原因是在PPI下降，企業信心不足的背景下存貨將繼續下調，最近的錢荒可能加劇銀行和企業「囤積」流動性的傾向從而進一步導致貨幣流通速度下降。但由於政策適度鬆動和存貨反彈等因素，四季度的增長可能比三季度略有好轉。　馬駿估計，明年的情況應該好於今年，主要原因包括存貨周期正常化、改善預期管理後貨幣流通速度提高、人民幣實際有效匯率升值減速、國外需求改善等。他認為，政府對今年全年增長的底線應該是7.5%。因為上半年增長率估計在7.6%至7.7%，所以政府的目標就意味著下半年不應該低於7.3%。　國務院發展研究中心金融研究所副所長巴曙松認為，底線就是年初確定的經濟增長目標，並表示這時不應人為刺激，充其量採取一些穩定措施，讓經濟穩定在一個可持續的中速增長上。儲存倉

從小在鶯歌長大的54歲林修宇，迷你倉雖然是大宇陶藝工作室的老師，但學生和朋友卻常私下請託他擔任導遊，為來鶯歌觀光的朋友導覽地方風情，多年下來成為鶯歌的私房導遊，以在地人視角和玩陶專業來細訴鶯歌的故事。熱愛家鄉土地的林修宇，平時除了捏陶之外，也喜愛走進社區和街坊鄰居互動，或登山賞鳥健行，因此不但加入陶瓷博物館的導覽志工團隊，也參加林務局新竹林管處的國家森林導覽課程，主動學習生態知識，認識自然之美。「和遊客分享的同時，我也能豐富自己。」林修宇說，因為覺得自己還處於「半吊子導遊」狀態，每當接下一團來訪鶯歌的遊客，就先開始做功課，翻翻書籍再背一次動植物名稱，例如「『毬蘭』爬滿鶯歌石，所以春天開花時，鶯歌石也會變得更漂亮。」林修宇說，在台灣農業轉型工業的年代，他年紀還小，常和朋友穿梭在陶瓷工廠，常拿工人的陶土把玩遭挨罵，但還是樂此不疲，「每當向遊客提起早期鶯歌的純樸與人情味，他們都聽得津津有味。」「超過20人不帶，因為隊伍長就難聽得到解說。」林修宇表示，因為平日還是以當陶藝老師為主，有空時才會幫忙接待來訪鶯歌的客人，不過歡迎遊客多來鶯歌走走，讓美麗的鶯歌風情永留於心。

香港旅展是香港年度規模最大的旅展，迷你倉屏東縣政府與觀光業者近年積極組團參加拓展海外旅遊市場，今年於6月11日至6月15日在香港會展中心舉行，由縣政府秘書長黃肇崇與屏東縣觀光協會理事長王樹嘉、恆春半島觀光產業聯盟理事長余新發、榮譽理事長郭子義及旅宿觀光產業20多人一起赴港行銷。旅展期間，屏東縣政府舉辦觀光推介會，由秘書長黃肇崇介紹屏東風光，引起中國評論通訊社的興趣，認為台灣南端的墾丁具有獨特的自然風光、豐富的人文景觀和動人的故事，非常值得推薦。隔天中評社特別再邀請黃肇崇等人到報社參訪，並提出與屏東觀光協會一起推廣墾丁觀光的建議，屏東縣觀光協會理事長王樹嘉樂見其成，雙方當場簽署合作協議書，內容除了中評社提供1百萬元港幣外，中評社並將在該社網站開設「墾丁之美新聞網」。全面介紹及報導墾丁的風土人情、飯店民宿、交通等觀光旅遊資訊，屏東縣觀光協會則協助接待住宿、交通及安排採訪等事宜。7月12日中評社社長郭偉峰、台灣中評社長俞雨霖等人專程南下墾丁，與屏東縣觀光協會啟動「墾丁之美新聞網」，屏東縣長曹啟鴻、墾丁國家公園管理處長陳貞蓉、大鵬灣國家風景區管理處長簡慶發等人應邀見證盛事。「台灣最美的風景在南台灣」曹縣長說，尤其墾丁地區連年獲得讀者文摘信譽品牌評鑑為亞洲地區家庭旅遊景點金牌獎，人性化的遊程會讓旅客有賓至如歸的感受，非常高興中評社能夠協助宣傳，相信半島觀光會愈來愈夯。中評社長郭偉峰也讚嘆墾丁的美景、特色民宿、餐飲美食等，他表示，未來墾丁之美新聞網會提供許多照片，透過照片打動遊客的心。曹縣長並致贈郭偉峰屏東第二屆十大伴手禮鳳梨酥、香草產品，及推薦墾丁星光吶喊賞星活動，希望遊客到屏東能體驗不一樣的旅遊。

　　中新網太原7月12日電 (王燕君)12日，迷你倉沙田“山西省智慧旅遊項目建設�動儀式”在山西太原舉行。“只要在智能手機中下載一款軟件，便可及時瞭解景區景點，遊覽路線、文字圖片語音解說詞等”，山西省旅遊局工作人員介紹。　　山西省旅遊局局長馮建平說，“智慧旅遊項目”的建設，是山西省政府“美麗山西休閒游”的貫徹落地，是持續提升山西旅遊行業信息化建設的新目標，是滿足旅遊市場高水準高需求的智能化平台，實現了遊客與網絡的實時互動，讓旅遊進入觸摸時代。　　據瞭解，“智慧旅遊項目”包括智慧管理、智慧通信、智慧服務、智慧景區等多個子項目的建設。其中“智慧景區”的建設將實現景區信息服務體系的構建和完善，電子導遊讓遊客直觀及時的瞭解景區景點，遊覽路線、文字圖片語音解說詞等。　　電子門票讓遊客利用網絡、手機、電話等方式享受優惠和在線購買的便捷服務；景區視頻直播利用手機隨時隨地瀏覽景區實時視頻，查看景區遊客流量、天氣情況等。　　此外，景區客流數據統計系統將利用移動通信基站技術及平台採集景區內在網遊客時空信息，實時監控及統計景區客流數據和客源地信息，為旅遊安全提供數據分析基礎。　　馮建平介紹，“山西旅遊官方客戶端”是由免費旅遊服務客戶端應用。旅遊客戶通過手機預裝客戶端的方式登錄移動互聯網，便可享受到涵蓋吃住行游購娛等旅遊信息服務；可實現景點信息、電子導遊、電子門票、線路預訂、旅遊攻略、出行服務等多項服務；還可通過體驗景區實時簽到、分享景區美景。(完)標簽：景區 山西 山西省 馮建平 智慧

　　新華社發　　“中國中介先聯繫了美國中介，迷你倉新蒲崗然後美國中介再聯繫到我們，我們沒有給這些中國學生設置課程表。”上課的老師都是中介公司自己安排的，也不清楚是什麼人來上課。　　———西穀基督教會學校行政主任德萊克·斯韋爾斯　　“做這行的都是八仙過海各顯神通。起的名字基本都叫‘某某國際商貿公司’。現在只要個人能拉上一點關係，就會組織學生來美國。競爭非常激烈。”　　———一位在洛杉磯從事旅遊業近２０年的業內人士　　“一個團下來，實際每人的食宿和交通花銷平均是人民幣１萬元左右。”　　———一名不願透露姓名的業內人士　　據新華社電 “讓學生們開闊視野，體驗不同文化、風俗和習慣，學習純正美語，提高人際交往能力。”這是浙江江山中學遊學團給洛杉磯接待學校發來的宣傳口號。每到寒暑假，飛往美國的飛機上都少不了一批又一批的中國遊學團。　　據美國當地媒體報道，2012年中國赴南加州遊學人數達到15萬人次，比2011年的10萬人次增長了50％。這浩浩蕩蕩的十余萬“遊學大軍”，在美國到底學了些什麼？記者日前在美國洛杉磯進行了實地採訪。　　上課老師是中介自己找　　接待江山中學一行的西穀基督教會學校，１９７８年建立，坐落在洛杉磯西北郊山地環抱間的一片開闊谷地，距離洛杉磯市中心約５０公里。學校行政主任德萊克·斯韋爾斯（Ｄｅｒｅｋ Ｓｗａｌｅｓ）１１日接受記者採訪時說，該校已連續１２年接待來自韓國的遊學夏令營，今年是第一次接待中國遊學夏令營，很多教會成員都是此次負責接待的寄宿家庭。這個暑假，原計劃有四組學生到該校參加夏令營活動，其中三組來自中國。　　江山中學一行３５人原本要在學校停留三周時間。斯韋爾斯告訴記者，在這三周內，中國學生們每周一到周四上午要上兩節文化課，學英語和美國文化。“比如在課上學習我們的聖誕節、復活節的來歷，大家怎麼過這些節日。”　　斯韋爾斯同時透露，雖然上課地點在西穀基督教會學校教室，但是上課的老師都是中介公司自己安排的，也不清楚是什麼人來上課。“中國中介先聯繫了美國中介，然後美國中介再聯繫到我們，我們沒有給這些中國學生設置課程表。”他說。　　斯韋爾斯說，周末寄宿家庭會帶著這些中國學生出去玩，或者在家里交流。“他們會和寄宿家庭的孩子交朋友，可以一起聊聊天，侃侃足球。”　　遊學團以中學生為主　　據瞭解，中國海外遊學團的組成主要以１２至１８歲的中學生為主，不同年齡的學生團有不同的遊學目的。　　江山中學此行由高一學生組成，該遊學團以“文化交流、提高英語”為主打。而一些高二、高三學生團針對性更強，學生們都是沖著實地踩點美國大學來的。　　一位暑假接待赴南加州大學遊學團的導遊告訴記者，剛剛送走中國幾所中學高二學生拼的遊學團，這些學生專門參觀了洛杉磯加州大學（ＵＣＬＡ）及南加州大學（ＵＳＣ）兩所高校，校方專門接待座談，學生們問了很多包括學費、住宿等在內的具體問題。　　接待安排和普通遊客一樣　　據瞭解，江山中學師生在舊金山的三天兩晚行程都由一家名叫天益游集團的地接旅行社安排。該旅行社總裁郭朝音日前接受記者採訪時透露，江山中學赴美暑期遊學團是一家名為“納美”的旅行社轉來的團體訂單。　　郭朝音說，一開始並不知道該中學３５人是一個遊學團，在接待上給予普通遊客同樣的旅遊安排，沒有特殊區別。該中學３５人按計劃乘坐５５人座的大巴，和另外２０名散客一起在舊金山旅遊，每人三天兩晚的費用是１２０美元，包括住宿、交通及景點門票費用。算上餐費和小費，在舊金山三天該遊學團人均花費約２００美元。　　根據天益游提供的行程，遊學團在舊金山第一天抵達後直接到酒店休整，第二天除了在舊金山市內一日游外，還前往斯坦福大學和硅穀著名企業穀歌、雅虎、英特爾等地參觀，最後一天到優勝美地（Ｙｏｓｅｍｉｔｅ）國家公園遊覽。　　據介紹，江山中學遊學團在美總共停留１５天，行程主要在舊金山和洛杉磯兩個城市，費用是每人近５０００美元（約３萬人民幣）。江山教育局此前聲稱該遊學團計劃前往加州大學伯克利分校、斯坦福大學等名校，與美國學生結對開展活動。但據天益游透露，在斯坦福和硅穀的考察基本上與普通遊客一樣，只在門口拍照留念，沒有交流活動。　　按計劃，江山中學在洛杉磯當地的活動並不由天益游集團負責，該旅行社只負責把３５名師生從舊金山送至洛杉磯接待學校，即西穀基督教會學校參加夏令營。　　在一個美國西部雲計算科技１７天遊學夏令營的廣告中，標榜自己是一個為ＩＴ界同仁及致力于ＩＴ科技的學生量身定做的特殊遊學團。仔細瞭解行程，學習５天，只占整個行程不到三分之一，其餘遊覽內容和普通遊客一樣。　　所謂硅穀考察只是在門口拍照　　找點關係就能組織遊學團　　一位在洛杉磯從事旅遊業近２０年的業內人士向記者透露，近兩年普通赴美旅遊遇到簽証收緊的困難，但是學生團美國旅遊簽証非常容易辦理。據這位姓曾的人士透露，目前像他一樣在洛杉磯做中國遊學團生意的有上千人。　　普通旅遊生意不好做了，遊學熱愈發高漲，曾先生在幾年前放棄了旅行社生意，改行開了巴士租車公司。“現在每天都閑不住，學生團至少占一半。”他說。　　曾先生告訴記者，目前這個行業由於很多人一哄而上，還比較混亂。“做這行的都是八仙過海各顯神通。起的名字基本都叫‘某某國際商貿公司’，想盡辦法通過各種渠道到國內找關係，感覺特別像電影《不見不散》里葛優演的人開的那種（公司）。”他說，“現在只要個人能拉上一點關係，就會組織學生來美國。競爭非常激烈。”　　曾先生介紹，像這樣不靠旅行社而找巴士公司接待遊學團的不在少數，巴士公司只管交通，食宿等其他都由中介自行安排。“只要有輛車，你就能接團。”　　業內人士自曝行業暴利　　記者從洛杉磯當地旅行社瞭解到，遊學生意集中在七、八月和九月上半月，學生團基本報價是一個人３萬人民幣左右，行程一般是１５至２０天，每個團２０人左右，兩三個老師帶隊，最長的團不超過一個月，團員人數不超過５０人。在遊學期間，大多數團只安排一兩天在當地聯繫一所中學或小學交流，其他時間以旅遊為主。每天包一輛大巴的費用在５００美元左右，對於平均２０人的團來說，１５天的費用加上司機小費也不到８０００美元，折合人均不到４００美元（約人民幣２５００元）。一名不願透露姓名的業內人士告訴記者，“一個團下來，實際每人的食宿和交通花銷平均是人民幣１萬元左右。”　　“這是個暴利行業。”曾先生說。

迷你倉沙田沒有內文