基于网页旅游攻略的旅行线路规划

为帮助旅行者规划旅行线路,以旅游攻略为数据源,针对旅行线路规划问题中可选景点的动态性问题,根据传统车辆路径问题求解方法中两阶段法的先分组再定路线的策略,重点研究并设计改进了一种基于攻略中景点出现频率的先分组再定路线的启发式旅行线路规划策略用于自动规划旅游行程。试验结果表明,使用本文所提出的方法生成的旅游线路,时间分配更加合理,游览的景点间路程更短,线路的游览时间与景点间距离的费效比更高,对于游客规划旅行线路有着很大的现实意义。     

海洋重力似大地水准面与区域测高似大地水准面的拟合问题

研究了将陆地重力似大地水准面与GPS水；住似大地水准面拟合的处理方法推广到海洋的问题．首先从理论上证明了当存在海面地形．则海洋大地水准面与似大地水准面不重合．导出了在海洋上大地水；住面差距与高程异常之间差值的公式．由此给出了求定平均海面相对于区域高程基准的正常高以及测高似大地水准面的计算公式。由于测高平均海面与GPS大地高有相近的精度．提出了将海洋重力似大地水准面与区域测高似大地水准面拟合的处理方法．并利用当前最新的海面地形模型和测高平均海面模型做了数值估计。     

一种健康出行路径动态搜索算法与系统实现

为方便公众优化出行路径,规避或减少空气污染暴露损害,提出一种基于低空气污染暴露的健康出行路径动态搜索算法（dynamic healthy-route search algorithm,DHRSA）,并设计开发了相应健康出行路线规划系统。该算法通过融合土地利用回归制图、暴露风险权重估算和Dijkstra最短路径搜索算法,基于实时空气污染情景动态规划健康出行路径。以长沙主城区为例进行随机车辆出行方式测试实验,通过比较DHRSA算法规划的健康出行路径与传统最短出行路径、最快出行路径的出行暴露风险,验证了该算法的可靠性与系统的实用价值。     

海洋应急指挥机动通信组网系统中多模融合无线通信技术研究

提出了一种基于智能通信网关的海洋无人平台多模融合无线通信系统技术,通过智能通信网关对天通卫星通信组件、北斗短报文通信组件、无线网格网络(MESH) 通信组件、远距离无线电(LORA) 通信组件、超短波通信组件、无线局域网(WiFi)通信组件、水声通信组件、光通信及电磁耦合通信组件等多模无线通信链路进行有效融合,在岸基数据中心→机动部署的水面母船(含无人艇、无人机)→机动部署的海洋浮标平台→机动部署的水下运动载体之间搭建了实时、可靠、无缝的、窄带与宽带通信结合的海洋全空间双向通信链路,达到海洋信息要素通过上述链路与岸基数据中心之间实现全天候、全天时、可靠、连续、双向信息传输的目标．      

利用词向量模型分析城市道路交通空间相关性

刻画城市道路之间的交通相关性是提高交通插值及预测水平的基础。现有研究及应用通常假设一定空间或拓扑距离内的道路相互之间具有相关性,这种方式忽视了道路之间交通影响的时空异质性。例如,上游道路交通流通常不会均匀扩散到所有下游道路,而是集中在特定方向上。道路之间产生交通影响和交互作用的根本原因是大量机动车辆穿梭其中。为从数据驱动的角度度量道路之间的交通相关性,从而顾及其时空异质性,本文利用词向量模型Word2Vec从大量机动车出行路径中挖掘道路之间的交通交互影响关系。首先把"路段-路径"类比为"词-文档";其次利用Word2Vec模型从大量路径(文档)中为每条路段(词)训练出一个实数向量(词向量);然后以向量之间的余弦相似度度量对应路段之间的交通相关性;最后利用交通状态数据对结果进行验证。以北京市200万条出租车出行路径为数据进行试验,结果表明:(1)平均水平上,向量相似度越高的邻近路段,其交通状态变化趋势也越相似,证明了本文方法可以正确度量道路之间的交通相关性,并刻画出其空间异质性;(2)工作日早、晚高峰及节假日路段之间的交通相关性大于工作日平峰和周六日,其合理性体现了本文方法可以正确捕捉道路交通相关性的时间异质性。本文方法及分析可为交通规划、诱导等提供方法论和理论基础。     

Finding Optimal Travel Routes with Uncertain Cost Data

Geospatial data analysis techniques are widely used to find optimal routes from specified starting points to specified destinations. Optimality is defined in terms of minimizing some impedance value over the length of the route – the value to be minimized might be distance, travel time, financial cost, or any other metric. Conventional analysis procedures assume that impedance values of all possible travel routes are known a priori, and when this assumption holds, efficient solution strategies exist that allow truly optimal solutions to be found for even very large problems. When impedance values are not known with certainty a priori, exact solution strategies do not exist and heuristics must be employed. This study evaluated how the quality of the solutions generated by one such heuristic were impacted by the nature of the uncertainty in the cost database, the nature of the costs themselves, and the parameters used in the heuristic algorithm. It was found that all of these factors influenced the qualities of the solutions produced by the heuristic, but encouragingly, an easily controlled parameter of the heuristic algorithm itself played the most important role in controlling solution quality.     

Coherent GPS reflections from the sea surface

In this letter, we explore a method to obtain accurate ocean heights using measurements of the global positioning system (GPS) carrier phase after reflection on the sea surface. A carrier tracking algorithm is employed in measuring travel path differences between GPS direct and reflected signals collected from antennas suspended over a marine estuary, when roughness guarantees partially coherent reflections at the GPS L1 frequency. This technique proves to be sensitive to surface roughness and able to follow tide variations with a precision better than 5 cm (1-sigma) for sea states with significant wave heights below 10 cm. It is expected that this technique could be further extended to rougher sea states using GPS frequency combinations with longer synthetic wavelengths.     

基于多智能体的城市居民通勤仿真研究

通勤是人们周期性往返于居住地与工作地之间的行为,研究城市居民的通勤过程有利于分析高峰时期的交通拥堵问题并为制定相应解决方案提供依据。为此,本文提出了一种基于多智能体的交通仿真框架,包括乘地铁和公交车两种主要的公共交通出行方式。论文重点讨论了利用职住数据模拟交通过程的方法,首先,根据居民的居住地与工作地构成的OD(起止点)矩阵为其分配路径,然后利用提出的框架进行交通仿真,最后基于仿真结果统计需要的交通特征。论文以深圳市为例进行试验,结果表明,提出的方法能较好地模拟居民通勤行为的过程和统计交通流大小等特征。     

Brief History of Spatial Information Policies in the United States

Slope exerts a powerful influence on the route selection processes of humans. Attempts to model human movement in hilly and mountainous terrain which have largely focused on least-time route transformations can be improved by incorporating research suggesting that humans systematically overestimate slopes. Such research suggests that cost functions derived from slope should be more expensive than time derivations alone would indicate. This paper presents a method for empirically estimating cost functions for slopes. We use the method to predict routes and paths that are more likely to be selected by humans based on their perceptions of slope. An evaluation of the method found that it successfully predicts road, track and trail locations over a variety of conditions and distances.     

Trajectories of Moving Objects on a Network: Detection of Similarities,Visualization of Relations,and Classification of Trajectories

Development in techniques of spatial data acquisition enables us to easily record the trajectories of moving objects. Movement of human beings, animals, and birds can be captured by GPS loggers. The obtained data are analyzed by visualization, clustering, and classification to detect patterns frequently or rarely found in trajectories. To extract a wider variety of patterns in analysis, this article proposes a new method for analyzing trajectories on a network space. The method first extracts primary routes as subparts of trajectories. The topological relations among primary routes and trajectories are visualized as both a map and a graph‐based diagram. They permit us to understand the spatial and topological relations among the primary routes and trajectories at both global and local scales. The graph‐based diagram also permits us to classify trajectories. The representativeness of primary routes is evaluated by two numerical measures. The method is applied to the analysis of daily travel behavior of one of the authors. Technical soundness of the method is discussed as well as empirical findings.     

Relevance of carbon stocks of marine sediments for national greenhouse gas inventories of maritime nations

Background

Determining national carbon stocks is essential in the framework of ongoing climate change mitigation actions. Presently, assessment of carbon stocks in the context of greenhouse gas (GHG)-reporting on a nation-by-nation basis focuses on the terrestrial realm, i.e., carbon held in living plant biomass and soils, and on potential changes in these stocks in response to anthropogenic activities. However, while the ocean and underlying sediments store substantial quantities of carbon, this pool is presently not considered in the context of national inventories. The ongoing disturbances to both terrestrial and marine ecosystems as a consequence of food production, pollution, climate change and other factors, as well as alteration of linkages and C-exchange between continental and oceanic realms, highlight the need for a better understanding of the quantity and vulnerability of carbon stocks in both systems. We present a preliminary comparison of the stocks of organic carbon held in continental margin sediments within the Exclusive Economic Zone of maritime nations with those in their soils. Our study focuses on Namibia, where there is a wealth of marine sediment data, and draws comparisons with sediment data from two other countries with different characteristics, which are Pakistan and the United Kingdom.

Results

Results indicate that marine sediment carbon stocks in maritime nations can be similar in magnitude to those of soils. Therefore, if human activities in these areas are managed, carbon stocks in the oceanic realm—particularly over continental margins—could be considered as part of national GHG inventories.

Conclusions

This study shows that marine sediment organic carbon stocks can be equal in size or exceed terrestrial carbon stocks of maritime nations. This provides motivation both for improved assessment of sedimentary carbon inventories and for reevaluation of the way that carbon stocks are assessed and valued. The latter carries potential implications for the management of human activities on coastal environments and for their GHG inventories.

     

基于Android和JavaEE旅游助手系统的实现

本系统通过Esri公司发布的ArcGIS for Android结合天地图发布的各种OGC(Open Geospatial Consortium)服务构建了Android客户端,服务端以Linux为操作系统,Apache Tomcat为Web服务器,Postgre SQL/PostGIS为数据库,使用Java EE技术进行开发,构建了旅游助手系统。该系统不仅在Android设备上实现了地图浏览、兴趣点查询等常规功能,还实现了旅游路线分享、进入景区地理围栏时接收景区多媒体信息推送、扫描景点二维码获取景点介绍等特色功能。通过旅游助手,游客便于分享自己的旅游路线和心得,获取其他游客分享的路线和心得;景区景点便于向游客推送相关的宣传信息和景点介绍,促进景区景点信息化的建设。     

Automated registration of dense terrestrial laser-scanning point clouds using curves

This paper proposes an automatic method for registering terrestrial laser scans in terms of robustness and accuracy. The proposed method uses spatial curves as matching primitives to overcome the limitations of registration methods based on points, lines, or patches as primitives. These methods often have difficulty finding correspondences between the scanned point clouds of freeform surfaces (e.g., statues, cultural heritage). The proposed method first clusters visually prominent points selected according to their associated geometric curvatures to extract crest lines which describe the shape characteristics of point clouds. Second, a deformation energy model is proposed to measure the shape similarity of these crest lines to select the correct matching-curve pairs. Based on these pairs, good initial orientation parameters can be obtained, resulting in fine registration. Experiments were undertaken to evaluate the robustness and accuracy of the proposed method, demonstrating a reliable and stable solution for accurately registering complex scenes without good initial alignment.     

3D change detection at street level using mobile laser scanning point clouds and terrestrial images

Automatic change detection and geo-database updating in the urban environment are difficult tasks. There has been much research on detecting changes with satellite and aerial images, but studies have rarely been performed at the street level, which is complex in its 3D geometry. Contemporary geo-databases include 3D street-level objects, which demand frequent data updating. Terrestrial images provides rich texture information for change detection, but the change detection with terrestrial images from different epochs sometimes faces problems with illumination changes, perspective distortions and unreliable 3D geometry caused by the lack of performance of automatic image matchers, while mobile laser scanning (MLS) data acquired from different epochs provides accurate 3D geometry for change detection, but is very expensive for periodical acquisition. This paper proposes a new method for change detection at street level by using combination of MLS point clouds and terrestrial images: the accurate but expensive MLS data acquired from an early epoch serves as the reference, and terrestrial images or photogrammetric images captured from an image-based mobile mapping system (MMS) at a later epoch are used to detect the geometrical changes between different epochs. The method will automatically mark the possible changes in each view, which provides a cost-efficient method for frequent data updating. The methodology is divided into several steps. In the first step, the point clouds are recorded by the MLS system and processed, with data cleaned and classified by semi-automatic means. In the second step, terrestrial images or mobile mapping images at a later epoch are taken and registered to the point cloud, and then point clouds are projected on each image by a weighted window based z-buffering method for view dependent 2D triangulation. In the next step, stereo pairs of the terrestrial images are rectified and re-projected between each other to check the geometrical consistency between point clouds and stereo images. Finally, an over-segmentation based graph cut optimization is carried out, taking into account the color, depth and class information to compute the changed area in the image space. The proposed method is invariant to light changes, robust to small co-registration errors between images and point clouds, and can be applied straightforwardly to 3D polyhedral models. This method can be used for 3D street data updating, city infrastructure management and damage monitoring in complex urban scenes.     

海洋立体观测网建设与发展综述

高精度全球海洋立体观测网是空天地海一体化观测网的重要组成部分,是陆基观测网和空基观测网向海洋的重要延伸。本文系统介绍了海洋立体观测网的组成,即海洋时空基准网和海洋环境监测与感知网;详细梳理了核心装备,包括水下导航与定位装备、海洋地球物理环境探测装备、极区导航定位装备与大数据中心。面向我国经略海洋和海洋强国战略,应紧跟海底立体观测网的发展趋势,并加快其建设。     

Accessibility Futures

This study uses accessibility as a performance measure to evaluate a matrix of future land use and network scenarios for planning purposes. The concept of accessibility dates to the 1950s, but this type of application to transportation planning is new. Previous research has established the coevolution of transportation and land use, demonstrated the dependence of accessibility on both, and made the case for the use of accessibility measures as a planning tool. This study builds off of these findings by demonstrating the use of accessibility‐based performance measures in the Twin Cities Metropolitan Area. This choice of performance measure also allows for transit and highway networks to be compared side‐by‐side. For roadway modeling, zone‐to‐zone travel time matrix was computed using stochastic user equilibrium (SUE) assignment with travel time feedback to trip distribution. A database of schedules was used on the transit networks to assign transit routes. This travel time data was joined with the land use data from each scenario to obtain the employment, population, and labor accessibility from each traffic analysis zone (TAZ) within specified time ranges. Tables of person‐weighted accessibility were computed for 20 minutes with zone population as the weight for employment accessibility and zone employment as the weight for population and labor accessibility. Maps of accessibility by zone were produced to show the spatial distribution of accessibility across the region. The results show that a scenario where population and employment growth are concentrated in the center of the metropolitan area would produce the highest accessibility no matter which transportation network changes are made. However, another scenario which concentrates population growth in the center of the metropolitan area and shifts employment growth to the periphery consistently outperforms the scenario representing the projected 2030 land use without any growth management strategy.     

珠海北斗CORS系统建设的实现及精度分析

珠海北斗ZHBDCORS系统建设已实现,新建了8个基准站,可利用省级GDCORS已有站进行设备和网络升级,实现与省级GDCORS互联互通,资源共享。ZHBDCORS在系统兼容性、基准站升级、数据通信技术、数据安全性等方面得到了较好的解决,积累了经验;首次实现了北斗网络RTK/RTD 10秒级的快速定位;利用珠海优于1 cm似大地水准面成果,可实现三维精确定位,其精度可满足四等水准要求。这将改变传统的平面和高程测量分离的作业模式,实现平面和高程同步一体化测量的现代化方法。ZHBDCORS可满足城市发展建设和导航的需要,是数字城市和智慧城市建设的基础。     

基于典型事例推理的路径规划方法研究(英文)

Case-based reasoning is an AI technique in which the previous solutions are stored for future use. People are used to guiding themselves according to those routes that are stored in their memories and have been used by them before. It is just based on people’s preference to familiar routes, which are gained through the study of the cognitive activities. We propose to apply the intelligent method based on the case reasoning to path planning. It is impossible for a case base to store all the solutions to all the shortest paths; therefore, part of them should be stored. However, which routes should be stored and which should not be? How do we adapt the cases that have already been stored and how do we acquire the shortest route based on them? All these issues need to be explained by integrating knowledge of the network on account of case-based reasoning techniques. This paper suggests the case-based reasoning in another point. This means finding some irreplaceable links on the basis of the complete analysis of the problems space, which are called the must_be_passed link between the source and destination. Merely compute the shortest path case from those best exit/entry nodes of the grids to the irreplaceable links, and then add them into the case base storing for future use. This method is based on case-based reasoning technique and completely considers the properties of the problem space. In addition to the use of knowledge of the natural grid in the route network, this method is more efficient than existing algorithms on computing efficiency.     

北部湾经济区陆海统一似大地水准面精化关键技术研究北大核心CSCD

针对北部湾经济区生态文明建设、海洋资源利用和海洋应急救援事件处置等缺乏统一的陆海高程基准等难题,本文首先利用广西北部湾经济区2764项重力数据和8项GNSS水准数据,应用第二类Helmert凝聚法,反演得到广西北部湾海域及沿大陆海岸线向内陆延伸约15 000 km^(2)区域内置信度较高的重力似大地水准面;然后参考重力场选取EIGEN6C4模型,重力似大地水准面对比8项GNSS水准资料,其精度达2.2 cm;最后采用球冠调和分析方法,将2′×2′格网似大地水准面精度提高至1.6 cm,并将陆地高程基准传递到广西北部湾海域及其海岛上,实现该区域陆海高程基准的统一。     

Deriving incline values for street networks from voluntarily collected GPS traces

ABSTRACT

When producing optimal routes through an environment, considering the incline of surfaces can be of great benefit in a number of use cases. For instance, steep segments need to be avoided for energy-efficient routes and for routes that are suitable for mobility-restricted people. Such incline information may be derived from digital elevation models (DEMs). However, the corresponding data capturing methods (e.g. airborne LiDAR, photogrammetry, and terrestrial surveying) are expensive. Current low-cost and open-licensed DEM (e.g. Shuttle Radar Topography Mission [SRTM] and Advanced Spaceborne Thermal Emission and Reflection Radiometer [ASTER]) generally do not have sufficient horizontal resolution or vertical accuracy, and lack a global coverage. Therefore, we have investigated an alternative low-cost approach which derives street incline values from GPS traces that have been voluntarily collected by the OpenStreetMap contributors. Despite the poor absolute accuracy of this data, the relative accuracy of traces seems to be sufficient enough to compute incline values with reasonable accuracy. A validation shows that the accuracy of incline values calculated from GPS traces slightly outperforms incline values derived from SRTM-1 DEM, though results depend on how many traces per street segment are used for computation.