(Table 1) Ice flux, polynya area and sea-ice drift speed in the Kara Sea during winter (Jan-Apr) 1997-2001

The Shelf Seas of the Arctic are known for their large sea-ice production. This paper presents a comprehensive view of the Kara Sea sea-ice cover from high-resolution numerical modeling and space-borne microwave radiometry. As given by the latter the average polynya area in the Kara Sea takes a value of 21.2 × 10**3 km**2 ± 9.1 × 10**3 km**2 for winters (Jan.-Apr.) 1996/97 to 2000/01, being as high as 32.0 × 10**3 km**2 in 1999/2000 and below 12 × 10**3 km**2 in 1998/99. Day-to-day variations of the Kara Sea polynya area can be as high as 50 × 10**3 km**2. For the seasons 1996/97 to 2000/01 the modeled cumulative winter ice-volume flux out of the Kara Sea varied between 100 km**3/a and 350 km**3/a. Modeled high (low) ice export coincides with a high (low) average and cumulative polynya area, and with a low (high) sea-ice compactness in the Kara Sea from remote sensing data, and with a high (low) sea-ice drift speed across its northern boundary derived from independent model data for the winters 1996/97 to 2000/01.

Jelly biomass sinking speed reveals a fast carbon export mechanism

Sinking of gelatinous zooplankton biomass is an important component of the biological pump removing carbon from the upper ocean. The export efficiency, e.g., how much biomass reaches the ocean interior sequestering carbon, is poorly known because of the absence of reliable sinking speed data. We measured sinking rates of gelatinous particulate organic matter (jelly-POM) from different species of scyphozoans, ctenophores, thaliaceans, and pteropods, both in the field and in the laboratory in vertical columns filled with seawater using high-quality video. Using these data, we determined taxon-specific jelly-POM export efficiencies using equations that integrate biomass decay rate, seawater temperature, and sinking speed. Two depth scenarios in several environments were considered, with jelly-POM sinking from 200 and 600 m in temperate, tropical, and polar regions. Jelly-POM sank on average between 850 and 1500 m/d (salps: 800-1200 m/d; ctenophores: 1200-1500 m/d; scyphozoans: 1000-1100 m d; pyrosomes: 1300 m/d). High latitudes represent a fast-sinking and low-remineralization corridor, regardless of species. In tropical and temperate regions, significant decomposition takes place above 1500 m unless jelly-POM sinks below the permanent thermocline. Sinking jelly-POM sequesters carbon to the deep ocean faster than anticipated, and should be incorporated into biogeochemical and modeling studies to provide more realistic quantification of export via the biological carbon pump worldwide.

Measuring population mobility speed from space

Ad-hoc population dynamics in Krugman’s type core and periphery models adjust population share of a region, based on its real wage rate deviation from national average, at pre-specified speed of population mobility. Whereas speed of population mobility is expected to be different across countries, for geographical, cultural, technological, etc. reasons, one common speed is often applied in theoretical and simulation analysis, due to spatially patchy, and temporally infrequent, availability of sub-national regional data. This article demonstrates how, increasingly available, high definition spatio-temporal remote-sensing data, and their by-products, can be used to measure speed of population mobility in national and sub-national level.

Integral Bridge for High-Speed Railway

The structural continuity of fully integral bridges entails many advantages and some drawbacks. Among the latter, the cyclic expansions and contractions of the deck caused by seasonal thermal variations impose alternating displacements at the piers and abutments, with effects that may be difficult to establish reliably. The advantages include easier construction and cheaper maintenance but, especially, horizontal loads can be transmitted to the ground in a much better way than in conventional bridges. This paper first presents a methodology for dealing with the problems that the cyclic displacements imposed raise at the abutments and at the bridge piers. At the former, large pressures may develop, possibly accompanied by undesirable surface settlements. At the latter, the degree of cracking and the ability to carry the specified loads may be in question. Having quantified the drawbacks, simplified but realistic analyses are conducted of the response of an integral bridge to braking and seismic loads. It is shown that integral bridges constitute an excellent alternative in the context of the requirements posed by new high-speed railway lines.

Adverse aerodynamics effects of a high speed train under the influence of cross winds, analysis and optimization of wind fence

The research work that here is summarized, it is classed on the area of dynamics and measures of railway safety, specifically in the study of the influence of the cross wind on the high-speed trains as well as the study of new mitigation measures like wind breaking structures or wind fences, with optimized shapes. The work has been developed in the Research Center in Rail Technology (CITEF), and supported by the Universidad Politécnica de Madrid, Spain.

Style Guidelines for Naming and Labeling Ontologies in the Multilingual Web

In the context of the Semantic Web, natural language descriptions associated with ontologies have proven to be of major importance not only to support ontology developers and adopters, but also to assist in tasks such as ontology mapping, information extraction, or natural language generation. In the state-of-the-art we find some attempts to provide guidelines for URI local names in English, and also some disagreement on the use of URIs for describing ontology elements. When trying to extrapolate these ideas to a multilingual scenario, some of these approaches fail to provide a valid solution. On the basis of some real experiences in the translation of ontologies from English into Spanish, we provide a preliminary set of guidelines for naming and labeling ontologies in a multilingual scenario.

Dynamic Effects On Culverts for High Speed Trains

Culverts are very common in recent railway lines. Wild life corridors and drainage conducts often fall in this category of partially buried structures. Their dynamic behavior has received far less attention than other structures such as bridges but its large number makes that study an interesting challenge from the point of view of safety and savings. In this paper a complete study of a culvert, including on-site measurements as well as numerical modelling, will be presented. The structure belongs to the high speed railway line linking Segovia and Valladolid, in Spain. The line was opened to traffic in 2004. Its dimensions (3x3m) are the most frequent along the line. Other factors such as reduced overburden (0.6m) and an almost right angle with the track axis make it an interesting example to extract generalized conclusions. On site measurements have been performed in the structure recording the dynamic response at selected points of the structure during the passage of high speed trains at speeds ranging between 200 and 300km/h. The measurements by themselves provide a good insight into the main features of the dynamic behaviour of the structure. A 3D finite element model of the structure, representing its key features was also studied as it allows further understanding of the dynamic response to the train loads . In the paper the discrepancies between predicted and measured vibration levels will be analyzed and some advices on numerical modelling will be proposed

Aerodynamic Optimization of High-Speed Trains Nose using a Genetic Algorithm and Artificial Neural Network

An aerodynamic optimization of the train aerodynamic characteristics in term of front wind action sensitivity is carried out in this paper. In particular, a genetic algorithm (GA) is used to perform a shape optimization study of a high-speed train nose. The nose is parametrically defined via Bézier Curves, including a wider range of geometries in the design space as possible optimal solutions. Using a GA, the main disadvantage to deal with is the large number of evaluations need before finding such optimal. Here it is proposed the use of metamodels to replace Navier-Stokes solver. Among all the posibilities, Rsponse Surface Models and Artificial Neural Networks (ANN) are considered. Best results of prediction and generalization are obtained with ANN and those are applied in GA code. The paper shows the feasibility of using GA in combination with ANN for this problem, and solutions achieved are included.

Dynamic effect of high speed railway traffic loads on the ballast track settlement

The traditional ballast track structures are still being used in high speed railways lines with success, however technical problems or performance features have led to non-ballast track solution in some cases. A considerable maintenance work is needed for ballasted tracks due to the track deterioration. Therefore it is very important to understand the mechanism of track deterioration and to predict the track settlement or track irregularity growth rate in order to reduce track maintenance costs and enable new track structures to be designed. The objective of this work is to develop the most adequate and efficient models for calculation of dynamic traffic load effects on railways track infrastructure, and then evaluate the dynamic effect on the ballast track settlement, using a ballast track settlement prediction model, which consists of the vehicle/track dynamic model previously selected and a track settlement law. The calculations are based on dynamic finite element models with direct time integration, contact between wheel and rail and interaction with railway cars. A initial irregularity profile is used in the prediction model. The track settlement law is considered to be a function of number of loading cycles and the magnitude of the loading, which represents the long-term behavior of ballast settlement. The results obtained include the track irregularity growth and the contact force in the final interaction of numerical simulation