Decadal sea level trends in the Bay of Biscay from tide gauges, GPS and TOPEX

Sea level time series derived from TOPEX altimeter and from tide gauge measurements in the Bay of Biscay (Eastern North Atlantic Ocean) are used to investigate the regional sea level rise. Altimetry sea level anomalies are computed from TOPEX measurements and resampled into fixed along track bins in order to obtain consistent records and to approach as close as possible to the coast. Tidal corrections are critical in the estimation of sea level trends; therefore an additional analysis has been carried out in order to identify and correct for residual tidal signals. The obtained mean sea level rise in the region is + 3.09 ± 0.21 mm/year over the period 1993–2002. Tide gauges have been corrected for vertical land motions by means of collocated GPS measurements. GPS-corrected tide gauges and nearby altimetry trends are found to be statistically consistent. The relationship with the atmospheric forcing is also investigated revealing that 15% of this sea level rise is attributed to the atmospheric pressure effects.     

适用于高性能车载计算平台的自适应AUTOSAR

正自适应AUTOSAR为实现车辆ECU软件的更大灵活性打下了坚实的基础。这些系统是可扩展的,是全自动和联网驾驶方向的重要一步。自适应AUTOSAR不是替代经典AUTOSAR,它的优势在于2种标准的巧妙结合。自动驾驶对车辆内部E/E架构提出了更高要求。自动驾驶功能需要越来越强大的控制单元,且越来越多地相互联网,并与基础设施(如云端系统)联网(图1)。通过使用来自各种车辆传感器以及外部(例如高精确地图资料)的数据,软件可创     

Evolutionary trajectory planning of ships in navigation traffic areas

By taking into account certain boundaries of the maneuvering region, along with navigation obstacles and other moving ships, the problem of avoiding collisions in navigation traffic areas was reduced to a dynamic optimization task with static and dynamic constraints. In heavy navigation traffic areas and within coastal zones, correct selection of a ship's speed, when accompanied by the necessary trajectory changes, is a crucial element of safe navigation. This paper presents a modernized version of the evolutionary ship trajectory planning system in which a new parameter was introduced, namely changes of the ship's speed along particular sections of the trajectory. Generally, a safe trajectory is estimated using specialized genetic operators for modifying the trajectory. Here, an additional operator was added to the system that mutates the ship's speed. Sample results present the safe trajectory for a ferry meeting other moving ships and navigational constraints on its way. Received for publication on Dec. 2, 1998; accepted on June 16, 1999     

Air–sea exchange of mercury vapour over the Gulf of Gda sk and southern Baltic Sea

The total gaseous mercury (TGM) in air over the coastal station at Hel and over the southern Baltic Sea was measured during the summer and winter conditions. Recorded 30-min resolution TGM data showed both higher concentrations and variability during the summer compared to the winter conditions. The summer TGM data ranged from 1.1 to 7.5 ng m⁻³, while the winter data ranged from 0.8 to 4.4 ng m⁻³. The TGM content in air over the southern Baltic Sea indicated that, in general, during the summer conditions, the sea-to-air transport of gaseous mercury dominated, while during the winter season, a tendency of gaseous mercury to sink into the water has been found. The evidences of enhanced water-to-air transfer of mercury vapour were noted, in particular, over the shallow waters of the Gulf of Gda sk under the strong water-to-air temperature gradients. Obtained results indicate that under such conditions, the coastal waters could act as a significant source of mercury vapour that may contribute to the overall budget of atmospheric mercury over the Baltic proper.