基于本体的信息融合方法

本体理论在信息融合领域受到越来越广泛的关注和应用。文章概述了当前国内外在本体信息融合理论中的研究概况及取得的部分研究成果,总结了目前本体理论在军事应用领域中较为成熟的一些方法。本体工程在信息融合的第二级别和第三级别的应用较为广泛,相应的本体开发工具包括OWL在文中进行了较为详细的论述。最后,截取C3I系统中一个较为简单的仿真场景来说明怎样进行基于本体信息融合的数据关联。     

舰炮武器系统保障性神经网络评价模型及分析

针对舰炮武器系统保障性评价问题,根据其保障性内涵,运用BP神经网络,建立了舰炮武器系统的保障性评价模型,给出了研制阶段舰炮武器系统保障性定性与定量相结合的评估方法,克服了以往定性评价方法的模糊性和不确定性,能更准确地为舰炮武器的保障性设计提供依据。并以多种型号舰炮武器系统为例,对其保障性进行了评价。计算结果说明该方法可有效地用于舰炮武器系统的保障性评价。     

雷达抗干扰性能评估方法研究

雷达抗干扰效果评估是雷达作战效能评估的一个重要环节。文章通过对现有雷达抗干扰技术和战术性能指标的深入分析,以及雷达抗干扰效能评估方法研究,建立了评定雷达抗有源压制性干扰的模型,并给出了雷达抗干扰效果评估的方法和步骤。     

舰船总布置中的综合评估模型及其应用研究

为解决舰船总布置设计的复杂性和多样性带来总布置多方案评估的困难,针对舰船总布置设计建立多目标综合评估模型,在对蚁群算法做出适应性改进的基础上,提出多专家综合评估算法,通过文章介绍的舰船总布置设计的数学模型及评估算法的处理流程,可有效应用于舰船总体布置设计,实现自动舰船总布置多方案评估选优,有效地解决了工程问题,该方法可提高舰船总布置设计综合评估的自动化程度。     

舰艇狭水道操纵安全的模糊评价模型

舰船狭水道航行是航渡中影响安全的重要阶段。为了安全高效地操纵舰船,有必要对其安全性进行定量安全评价。采用基于AHP模糊评判方法,介绍权重的计算并结合实例说明如何用模糊评判的方法,得出量化的结果,以及在实际问题上的应用,验证了实际应用中的可行性。     

岸桥小车滑轮压痕分析及对钢丝绳使用寿命的影响

岸桥小车滑轮出现明显压痕,影响钢丝绳的使用寿命。对滑轮压痕产生原因及对钢丝绳使用寿命的影响进行分析。提出了防止滑轮痕产生的措施。     

Part II: Policy instruments for sustainable road transport

Without questioning the fact that to achieve efficiency emitters should pay for the true costs of their actions (a core principle of economic policies such as pollution taxes), we find sufficient evidence in the literature to demonstrate that many other policy instruments can be used in combination with taxes and permits to ensure that the transport needs of the present generation can be met without compromising the ability of future generations to meet any needs of their own.The policies and policy aspects considered in this paper broadly fall into three categories: physical policies, soft policies, and knowledge policies. All three aim to bring about changes in consumers’ and firms’ behaviour, but in different ways. The first category includes policies with a physical infrastructure element: public transport, land use, walking and cycling, road construction, and freight transport. We also consider the particular challenges for mobility in developing countries, and how these may be addressed. Soft policies, on the other hand, are non-tangible aiming to bring about behavioural change by informing actors about the consequences of their transport choices, and potentially persuading them to change their behaviour. These measures include car sharing and car pooling, teleworking and teleshopping, eco-driving, as well as general information and advertising campaigns. Finally, knowledge policies emphasise the important role of investment in research and development for a sustainable model of mobility for the future.The main findings can be summarised as follows.

Physical policies

An increase in the use of public transport, combined with a decrease in the use of private cars, can reduce traffic congestion and, more importantly, carbon dioxide (CO₂) emissions, as public transport generally causes lower CO₂ emissions per passenger kilometre than private cars. Public transport fares are subsidised in most places, which can be justified by economies of scale and by the fact that public transport can reduce total road transport externalities. London, Singapore, Portland and Curitiba are all examples of good practice at government level, having achieved reliable, frequent and integrated public transport.Policies to increase public transport use must be part of an integrated policy. Integrated policy refers to integration across different modes of transport, different government objectives (such as the economy, health and the environment), considering the needs of different social groups, and coordinating action between the relevant government institutions. There is evidence that a lack of coordination can jeopardise the achievement of policy objectives.A sustainable model for transport policy also requires integration with land-use policies. These may be somewhat limited within the bounds of existing cities, but as cities grow and new cities are built, urban planners must put more emphasis on land use for sustainable transport in order to reduce congestion and CO₂ emissions. Sustainable land-use policy can direct urban development towards a form that allows public transport as well as walking and cycling to be at the core of urban mobility.Walking and cycling, which improve general health and produce no tailpipe emissions, constitute an excellent alternative to motorised transport on short-distance trips within towns and cities. The policies which can incentivise walking and cycling include crime reduction to make streets safer, well-maintained and clean pavements, attractive street furniture, safe crossings with shorter waiting times, dedicated cycle paths, showers in offices, and lower speed limits, to name but a few.Road construction and expansion used to be seen as one of the most promising ways to reduce traffic congestion. However, in the mid-1990s, the issue was reassessed and it was found that building and expanding roads, increased, rather than decreased, congestion, and ultimately induced higher levels of travel demand. The reason for this is that the extra capacity reduces the general cost of travelling and the less expensive the travel, the more it will be demanded. Regarding freight modal shift, road transport is much more polluting than rail per tonne-km of goods transported and therefore a shift towards greater use of rail in freight transport is desirable. Inadequate infrastructure is the main obstacle preventing this modal shift taking place.Developing countries face great mobility challenges: rural areas are often extremely poorly connected to transport infrastructure, such that, in contrast to the situation in developed countries, the benefits of road construction can strongly outweigh the total costs (including environmental ones). The main challenge, however, is to develop a solution to the problems arising from the combination of urbanisation and motorisation. Integration of transport and land-use policy will be key to rising to this challenge.

Soft policies

Car sharing and car clubs can also potentially reduce CO₂ emissions, although the aggregate reduction in congestion and emissions has not been measured with an adequate degree of precision in the literature. Teleworking and teleshopping can potentially reduce congestion and also CO₂ emissions. However, the evidence for this reduction is rather mixed, as it is unclear whether these measures lead to overall reductions in road transport.Eco-driving campaigns aim to inform and educate drivers in order to induce them to drive in a fuel-efficient and thus environmentally friendly way. There seems to be some consensus in the literature that eco-driving could lead to reductions in CO₂ emissions of around 10 per cent.Information and education policies have often been advocated as instruments which may affect behavioural change. We find in this paper that these types of measures are necessary, but not sufficient for behavioural change. Advertising and marketing may go a long way in changing peoples’ behaviour. In California, for example, Kahn (2007) finds the “Prius” effect: the Toyota Prius is preferred by consumers relative to other similarly green vehicles, probably due to extensive marketing and celebrity endorsements. Family life changes are also found to trigger changes in behaviour ( [Goodwin, 1989] and [106]). People whose lives are being changed by some important development (birth of a child, retirement, etc) tend to respond more to changes in the relative attractiveness of different transport modes. Advertising campaigns promoting a modal shift towards public transport, for instance, may thus be more successful if targeted at people in the process of important life transitions.

Knowledge policies

Research and Development is crucial for developing sustainable and low-carbon transport for the future, and it is essential that governments provide incentives to undertake R&D, so that new low-carbon technologies in the transport sector can be demonstrated and applied at a large scale.Finally, we consider the issue of policy combination and integration. There is evidence that the combination and integration of policies can lead to positive side-effects and synergies. Policy integration is crucial in order to rise to the challenges we face in moving towards a sustainable mobility model. We conclude that classical economic policies may be successfully combined with a number of policy measures discussed in this paper in order to achieve sustainability in transport.     

现有桥梁技术状况评定的差异性研究与实际应用

桥梁技术状况评定是综合评定桥梁技术状况的主要手段,针对我国现阶段实施的《城市桥梁养护技术标准》（CJJ 99—2017）和《公路桥梁技术状况评定标准》（JTG/T H21—2011）两本规范标准进行差异性研究,从多个维度展开分析,并结合典型工程实例进行应用研究,比较两本标准的差异性、适用性以及实际应用中的不同之处。     

公路高填方路基软岩填料试验研究

以某公路工程高填方路基试验段为例,采用试验研究方法,就软岩填料的矿物组成、工程性能、压缩性能和抗剪强度等进行了系列试验。研究表明：软岩填料主要由黏土矿物组成;饱水条件下的软岩软化系数要高于干湿循环作用下的软化系数;压实度为0.96时的软岩压缩系数随着干湿循环作用基本保持不变;软岩的抗剪强度在前6次干湿循环作用下减小幅度更加明显,6次以后基本趋于稳定。     

轨道交通桥梁技术状况评定体系及方法研究

建立轨道交通桥梁技术状况评定体系及检测指标,为轨道交通桥梁检测评定工作提供依据,在公路、市政、铁路桥梁检测规范的基础上,研究轨道交通桥梁的结构特点、荷载特点,提出了针对轨道交通桥梁的技术状况评估方法,明确了基于公路桥梁的轨道交通桥梁检测指标,形成一套完整可行的检测评定技术。选取典型的梁式轨道交通桥梁项目,采用研究建立的评定方法对工程结构进行技术状况评价。结果显示该方法和原有方法评定结果基本一致,前者更能反映轨道交通桥梁管理中重点关注的问题,验证了该方法的适用性和针对性。