平地机安装自动找平系统的使用与校对

平地机被广泛应用于各种路面工程的平整及其它工程的改良施工中,介绍了平地机自动找平系统的组成、作用、控制,着重对系统的三大作用、校对时间作了说明.     

Deep foundation pit excavation procedure optimization considering creep deformation on nearby metro tunnelEI北大核心

Research purposes: The existing researches about excavating procedures of deep foundation pit on nearby metro tunnel in soft formation are lack of systematicness, and creep characteristics of soft clay are not usually taken into consideration. This paper takes Qianhaiwan station of Metro Line 11 in Shengzhen as engineering background and considers creep characteristics in sludge formation. The influence of step excavation in the transversal, longitudinal and vertical directions on the deformation of foundation pit and nearby subway tunnel are simulated, which may be expected to provide theoretical basis for choosing foundation pit excavation procedure of Qianhaiwan station. Research conclusions: (1) The segment far away from tunnel should be excavated firstly when only transversal step excavation was undertaken along the horizontal direction of foundation pit. (2) The maximum horizontal displacement of the piles show exponential relations with the number of segments when step excavation of foundation pit was undertaken in vertical and transversal or longitudinal. If thickness of every step excavation was limited in 1.5~2 m, the horizontal displacement of the pile near tunnel can be reduced about 9 percent when there is no horizontal step excavation. (3) Transversal step excavation with segments far from tunnel excavated firstly was found to be the best step excavation method under the same condition of step number and support, and longitudinal and transversal step excavation followed while longitudinal step excavation was the last. (4) The research results have guiding significance for foundation pit of Qianhaiwan station and similar projects.     

Assessing a maritime service website prototype in a ship bridge simulator: navigators’ experiences and perceptions of novel e-Navigation solutions

The aim of this study was to assess proof of concept and usability of a maritime service website prototype in a full-mission ship bridge simulator through Swedish mariners’ experiences and perceptions. This test was part of the European Commission’s EfficienSea2 project for e-navigation. The prototype was intended as an aid to existing standard systems and methodologies for planning, executing and monitoring voyages. The study began with 5 days of simulator trials focused on today’s standard practices. This served as a baseline to compare to subsequent 4 days of simulator trials testing the prototype. For data collection, observations, video footage, interviews, and eye tracking were used. Data analysis included breaking apart the qualitative data to capture the perceptions of the participants, and a preliminary analysis of eye-tracking data as a complement. The results suggested that the prototype could be more suitable for a route planning stage, that the participants were familiar with similar existing solutions from other manufacturers, and that the contents of the tool would be most beneficial if integrated within the Electronic Chart Display and Information Systems (ECDIS). There is a pressing need for the novel solutions to be user needs-driven, integrated with the existing technologies, and standardized across the domain, and these processes must go hand-in-hand with accounting for all involved stakeholders, procedures, regulations, and training, as this will alter the course of shipping.     

Scantling multi-objective optimisation of a LNG carrier

Numerous real-world problems related to ship design can be solved by various alternatives. However, the scantling design has conflicting objectives such as minimum production cost, minimum weight and maximum moment of inertia (stiffness). Therefore a multi-purpose solution had to be settled in order to meet all these requirements at once. Ship design is a complex endeavour requiring successful coordination of many different disciplines, both technical and non-technical. Basic design is the least defined stage of the ship design process and seeks to define the optimal amidships section structure. For that purpose, recent improvements have been made to a numerical tool in order to optimise the scantling of ship sections by considering production cost, weight and moment of inertia in the optimisation objective function. A multi-criteria optimisation of a LNG carrier is conducted in this paper to illustrate the analysis process. Pareto frontiers are obtained and results have been validated by the Bureau Veritas rules. The methodology presented in this paper has demonstrated its effectiveness in optimising scantling of ships at a very early design stage thanks to a management of critical problems usually studied at a later stage of the design.     

Transport of radionuclides by sea-ice and dense-water formed in western Kara Sea flaw leads

A transport assessment of particle-bound and dissolved artificial radionuclides (¹³⁷Cs and ^239,240Pu) by sea-ice and dense-water formed in western Kara Sea flaw leads close to the Novaya Zemlya dumping sites is presented in this study. We both performed a “best estimate” based on available data, and a “maximum assessment” relying on simulated constant releases of 1 TBq ¹³⁷Cs and ^239,240Pu from individual dumping bays. The estimates are based on a combination of (i) the content of particulate matter in sea-ice; (ii) analytical data and numerical simulations of radionuclide concentrations in shelf surface deposits, suspended particulate matter (SPM), and the dissolved phase; and (iii) estimates of lead-ice and dense-water formation rates as well as modeling results of local ice drift pathways. In the “best estimate” case, 2.90 GBq ¹³⁷Cs and 0.51 GBq ^239,240Pu attached to sea-ice sediments can be exported from the lead areas toward the central Arctic basin. The radionuclide burden of the annually formed dense lead water in the “best estimate” amounts to 4.68 TBq ¹³⁷Cs and 0.014 TBq ^239,240Pu. In the “maximum assessment”, potential export-rates of ice-particle bound ¹³⁷Cs and ^239,240Pu toward the central Arctic would amount to 0.64 and 0.16 TBq, respectively. As much as ≈900 TBq ¹³⁷Cs and ≈6.75 TBq ^239,240Pu could be annually taken up by 34.75 dense-water rejected in the lead area. Assuming the (unlikely) instantaneous release of the total ¹³⁷Cs and ^239,240Pu inventories (≈1 PBq and 10 TBq, respectively) from the Novaya Zemlya dumping sites into the dissolved phase, the dense lead water locally formed during one winter season could take up ≈90% of the Cs and ≈68% of the Pu released.     

Altimeter assimilation in the OCCAM global model: Part I: A twin experiment

An altimeter data assimilation scheme has been tested in the OCCAM (Ocean Circulation and Climate Advanced Modelling) global 1/4°, 36-level model using a twin experiment format. The Cooper and Haines displacement scheme is used. The method works well in most regions and depths. Currents and densities in the top 1000 m generally improve by over 50–70% after 5 months of sea level assimilation every 15 days. Below 1000 m, an error reduction of up to 50% is achieved. The errors remain low during a further 60-day run without assimilation. Diagnostics for the North Atlantic, the Tropical Pacific and the Antarctic Circumpolar Current are shown alongside the global averages.The main problems encountered were in weakly stratified regions of the Antarctic and Arctic seas. A scale selective filter is developed to avoid assimilating scales much larger than the local deformation radius, and this avoids the adverse assimilation effects in the southern oceans. A companion paper uses this scheme to assimilate TOPEX and ERS-1 altimeter maps.     

Application of genetic algorithms for joint optimization of signal setting parameters and dynamic traffic assignment for the real network data

This paper presents the joint optimization of signal setting parameters and dynamic user equilibrium (DUE) traffic assignment for the congested urban road network. The simulation-based approach is employed to obtain the DUE condition for the case of multiple-origin multiple-destination traffic flows. The dynamic traffic assignment simulation program (DTASP), developed in C language is used to assign the traffic dynamically on the road network, whereas method of successive averages (MSA) is modified and used to arrive at the DUE condition. The artificial intelligence technique of genetic algorithms (GAs) is applied to obtain the optimal signal setting parameters and path flow distribution factor for DUE condition. The methodology developed in such a way that joint optimization of signal setting parameters with DUE is obtained. The proposed method is applied to the real network data of Fort Area of Mumbai city comprising of 17 nodes and 56 unidirectional links with 72 Origin–Destination pairs, where all the 17 nodes are signalized intersections. The traffic flow condition for the optimized signal setting parameters is considerably improved compared to the existing signal settings. The results prove that the GA is an effective technique to solve the joint optimization problem for the real network data.     

Maritime policy in Scotland

This paper begins by defining the meaning of the term ‘maritime policy’. Since devolution in the UK, the opening of the new Scottish parliament in 1998 and the creation of the Scottish Executive, little effort has been made to establish a distinct maritime policy for Scotland. As was evident prior to devolution, the primary emphasis from any maritime policy perspective has continued to be a focus on lifeline island ferry services. This ignores significant developments in several other key maritime transport sectors, and this paper provides examples of areas that require some form of policy response, including intra-European short sea shipping, UK coastal shipping, urban/river transport and global container shipping. Long-standing institutional bias against maritime transport coupled with subsidy devoted almost entirely to land transport systems has resulted in a quite distorted marketplace. This suggests that a maritime policy is now imperative if maritime transport is to play a more significant role in the overall transport system. Further discussion centres on the need to consider, from a Scottish policy perspective, the role of various state-sponsored maritime service providers and how these bodies might fit better within evolving policy. The conclusion is that formulation of a maritime policy by the Scottish Executive is overdue and that a degree of restructuring of transport responsibilities within the Executive, combined with adequate resource allocation towards the maritime industry, will be necessary in order that market distortions can be overcome, so enabling Scotland to fully exploit the competitive and environmental advantages that maritime transport can provide.