国外高速铁路对旅游影响研究及启示

交通是旅游系统的重要组成部分,是旅游发展不可或缺的先决条件,每一次交通运输方式的革命性突破都深刻地影响着旅游发展。作为当今世界"交通革命"重要推动力-高速铁路已在全世界普遍发展起来。在对所能获得的国外有关高铁旅游研究的代表性成果进行分析的基础上,从高铁对其他旅游交通系统、旅行方式、旅行时间、区域旅游收益、目的地旅游要素结构、目的地旅游空间结构的影响等方面进行了深入系统地分析。结果表明,国外对高铁旅游研究的关注度高,研究领域广,注重定量分析和实证研究,为中国高铁旅游研究提供了非常有价值的借鉴和范式。加强高铁旅游的理论和实证研究,有利于更客观地预测和评价高铁对旅游的影响,为高铁网络化时代旅游可持续发展提供科学依据。     

大气环流异常对云南8月低温的影响

应用1951-2005年NCEP/NCAR月平均再分析资料与云南8月气温资料进行相关分析,发现在云南8月低温年,位势高度场的显著相关区在欧亚大陆地区具有"- -"的波列结构,显著相关区在副热带地区表现也较好;据此讨论了云南8月低温发生时的大气环流特征,得出200hPa南亚高压偏弱,500hPa欧亚大陆西风槽脊异常发展,副高偏弱是导致云南8月低温的主要原因.     

Dynamic responses of a poroelastic half‐space from moving trains caused by vertical track irregularities

The vibrations of railway tracks on a poroelastic half‐space generated by moving trains are investigated through a vehicle–track–ground coupling model. The theoretical model incorporates a vehicle, a track, and a fully saturated poroelastic half‐space soil medium. The source of vibration excitation is divided into two components: the quasi‐static loads and the dynamic loads. The quasi‐static loads are related to the static component of the axle loads, whereas the dynamic loads are due to the dynamic wheel–rail interaction. A linear Hertizian contact spring is introduced between each wheelset and the rail to consider the dynamic loads. Biot's dynamic theory is used to characterize the poroelastic half‐space soil medium. Using the Fourier transform, the governing equations for the track–ground system are solved and the numerical results are presented for a single axle vehicle model. The different dynamic characteristics of the elastic soil medium and the saturated poroelastic medium are investigated. In addition, the different roles of the moving axle loads and the roughness‐induced dynamic loads are identified. It is concluded that the vibration level of the free field off the track predicted by the poroelastic soil medium is smaller than that predicted by the elastic soil medium for vehicle speed below the Rayleigh wave speed of the poroelastic half‐space, whereas it is larger for vehicle speed above the Rayleigh wave speed. The dynamic loads play an important role in the dynamic responses of the track–ground system. Copyright © 2010 John Wiley & Sons, Ltd.     

ASIA-PACIFIC WINTER LFO STRUCTURE AND LOWFREQUENCY VORTEX ACTIVITY FEATURES*

Based on the winter 1984/1985 ECMWF grid point data subjected to the 30-60 day band-pass filtering and composite analysis,a study is undertaken of the LFO(low-frequency oscillation) structure in the eastern Asian westerly jet entrance and exit regions and the Asia-Pacific low-frequency vortex activity characteristics.Results show that zonal wind oscillations on both sides of the jet core are in anti-phase,in close relation to the E-W displacement of the core.Ranging in NW-SE direction is a low-frequency vortex train(LFVT) emanating from Ural via central Asia to East Asia.A low-frequency vortex of Ural origin,when reaching around 50°N,80°E,is split into two parts,one travelling eastward and the other southward,and finally they arc connected cyclonically or anticyclonically at low latitudes,forming a vigorous low frequency cyclone or anticyclone in the eastern part of China mainland,completing a full cycle of the LFVT.Further,observed in the central Pacific are a meridional LFVT and a cyclone/anticyclone couplet looping in a counterclockwise sense,giving rise to the LFVT phase shift over this region.     

波列振幅P em>-Sem>曲线测桩法

叙述一种新的大应变检测单桩竖向承载力的方法. 用重锤或小型火箭筒冲击桩顶，用检波器记录振波图. 引入应变（变形力）的高次项，从理论上证明当为大位移大应变， 即桩相对于土体产生整体滑动时，位移、速度和加速度则不能经过简单积分加速度和微分速度得到，即它们为非线性关系. 由此导出:通过波列振幅计算力（P）和位移（S）,并作（动态）P-S曲线、确定屈服点，进而阐述确定单桩竖向承载力的方法，并利用静载荷试验检验动测结果和确定动静P（Q）S曲线的相关常数.      

Effect of train dynamics on seismic response of steel monorail bridges under moderate ground motion

This study is intended to investigate the seismic response of steel monorail bridges using three‐dimensional dynamic response analysis. We particularly consider monorail bridge–train interaction when subjected to ground motion that occurs with high probability. A monorail train car with two bogies with pneumatic tires for running, steering and stabilizing wheels is assumed to be represented sufficiently by a discrete rigid multi‐body system with 15 degrees of freedom (DOFs). Bridges are considered as an assemblage of beam elements with 6 DOFs at each node. Modal analysis is used for dynamic response analysis under moderate earthquakes. The seismic response of an advanced monorail bridge that adopts a simplified structural system and composite girders is investigated through comparison with seismic responses of a conventional bridge. The acceleration response of a monorail train is also calculated to investigate the effect of structural types of bridges on the train's dynamic response during earthquakes. Results show that the seismic responses of the advanced bridges are greater than those of the conventional monorail bridge because of the simplified structural system and increased girder weight that is attributable to composite girders of the advanced bridge. Moreover, the train on the advanced bridge shows greater dynamic response than that on the conventional bridge. Observations reveal that the dynamic monorail train system acts as a damper on the monorail bridge. That fact shows that the existing design, which considers a train as additional mass, yields a conservative result. Copyright © 2006 John Wiley & Sons, Ltd.     

Dynamic analysis of train–bridge system subjected to non‐uniform seismic excitations

Based on the theory of dynamic wheel–rail interactions, a dynamic model of coupled train–bridge system subjected to earthquakes is established, in which the non‐uniform characteristics of the seismic wave input from different foundations are considered. The bridge model is based on the modal comprehension analysis technique. Each vehicle is modelled with 31 degrees of freedom. The seismic loads are imposed on the bridge by using the influence matrix and exerted on the vehicles through the dynamic wheel–rail interaction relationships. The normal wheel–rail interaction is tackled by using the Hertzian contact theory, and the tangent wheel–rail interaction by the Kalker linear theory and the Shen–Hedrick–Elkins theory. A computer code is developed. A case study is performed to a continuous bridge on the planned Beijing–Shanghai high‐speed railway in China. Through input of typical seismic waves with different propagation velocities to the train–bridge system, the histories of the train running through the bridge are simulated and the dynamic responses of the bridge and the vehicles are calculated. The influences of train speed and seismic wave propagation velocity on the dynamic responses of the bridge–vehicle system are studied. The critical train speeds are proposed for running safety on high‐speed railway bridges under earthquakes of various intensities. Copyright © 2006 John Wiley & Sons, Ltd.     

吉林海沟金成矿预测新思路——控矿构造层次

深部成矿预测已成为海沟金矿当务之急。为进一步加强区内,外找矿工作,本文提出金矿预测新思路－控矿构造层次。依据金矿产出地质条件的不同,将金矿控矿构造划分为中部,浅部,浅－表部和表部四个层次,每个层次都有特征性的控矿鉴别标志,分别反映出是大陆张裂、隆－滑和拆离构造等多种大陆壳动力学机制转变过程中的产物。最后通过纵、横向不同层次控矿构造特征变化规律进行成矿预测。     

我国地震预报的某些科学问题

积３０年来成功的经验与失败的教训，本文对我国地震预报的前提，基础，科学思路及技术途径进行了研究。     

Analysis of train-induced vibrations and vibration reduction schemes above and below critical Rayleigh speeds by finite element method

This paper simulates soil vibration under the train speed below and over the soil Rayleigh speed using the three-dimensional finite element method. Two vibration isolation schemes were studied including the soil improvement around the railway and the concrete slab constructed between the rail and soil. Numerical results indicate that the vibration increases considerably and decays slowly when the train speed exceeds the soil Rayleigh speed. The wave direction and dominant frequencies are the simple functions of the train speed, the soil Rayleigh speed and the train compartment length. When the train speed exceeds the shear wave speed, the vibration magnitude is critical and not sensitive to the train speed. To reduce this vibration, the two isolation schemes investigated in this study are useful for the train speed over the soil Rayleigh speed, but they are not efficient for the train speed below the soil Rayleigh speed.