41 resultados para VTI
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Theoretical research, laboratory test and field observation show that most of sediment rock has anisotropic features. It will produce some notable errors when applying isotropic methods such as prestack depth migration and velocity analysis to dada acquired under anisotropic condition; it also has a bad effect on geologic interpretation. Generally speaking, the vertical transverse isotropic media is a good approximation to geologic structure, thus it has an important realistic meaning for anisotropic prestack depth migration theory researching and precise complex geologic imaging if considering anisotropic effect of seismic wave propagation. There are two indispensable parts in prestack depth migration of realistic records, one is proper prestack depth migration algorithm, and the other is velocity analysis using prestack seismic data. The paper consists of the two aspects. Based on implicit finite difference research proposed by Dietrich Ristow et al （1997） about VTI media prestack depth migration, the paper proposed split-step Fourier prestack depth migration algorithm （VTISSF） and Fourier finite difference algorithm （VTIFFD） based on wave equation for VTI media, program are designed and the depth migration method are tested using synthetic model. The result shows that VTISSF is a stable algorithm, it generally gets a good result if the reflector dip is not very steep, while undermigration phenomena appeared in steep dips case; the VTIFFD algorithm bring us better result in steep dips with lower efficiency and frequency dispersion. For anisotropic prestack depth migration velocity analysis of VTI media, The paper discussed the basic hypothesis of VTI model in velocity analysis algorithm, basis of anisotropic prestack depth migration velocity analysis and travel time table calculation of VTI media in integral prestack depth migration. Then , analyzed the P-wave common imaging gather in the case of homogeneous velocity and vertically variable velocity . studied the residual correction in common imaging gather produced by media parameter error, analyzed the condition of flat event and correct depth in common imaging gather . In this case, the anisotropic model parameter vector is , is vertical velocity of a point at top surface, is vertical velocity gradient, and are anisotropic parameter. We can get vertical velocity gradient from seismic data; then the P-wave common imaging gather of VTI media whose velocity varies in vertical and horizontal direction, the relationship between media parameter and event residual time shift of common image gather are studied. We got the condition of flattening common imaging gather with correct depth. In this case the anisotropic model parameter vector is , is velocity gradient in horizontal direction. As a result, the vertical velocity grads can be decided uniquely, but horizontal velocity grads and anisotropic parameter can’t be distinguished if no priori information available, our method is to supply parameter by velocity scanning; then, as soon as is supplied we can get another four parameters of VTI media from seismic data. Based on above analysis, the paper discussed the feasibility of migration velocity analysis in vertically and horizontally varied VTI media, synthetic record of three models are used to test the velocity analysis method . Firstly, anisotropic velocity analysis test is done using a simple model with one block, then we used a model with multiple blocks, thirdly, we analyzed the anisotropic velocity using a part of Marmousi model. The model results show that this velocity analysis method is feasible and correct.
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http://academicworks.cuny.edu/ny_arch_voorhees/1020/thumbnail.jpg
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http://academicworks.cuny.edu/ny_arch_voorhees/1021/thumbnail.jpg
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Egregio doctore Thoma murner Argentinensi ordinis mino[rum] interprete
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Per egrediu[m] doctorem. Thoma[m] murner ex hebreo in latinu[m] traducta eloquium
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En port. grab. xil. de sol con lema: "Sicuti tenebrae eius ita & lumen eius. Psal. 138"
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Mode of access: Internet.
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Mode of access: Internet.
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Mode of access: Internet.
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Mode of access: Internet.
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En port. grab. xil. de sol con lema: "Sicuti tenebrae eius ita & lumen eius. Psal. 138"
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The UN Decade of Action outlines five pillars of activity within a safe system framework to achieve the goal of slowing and then reversing the global growth in road traffic fatalities, especially in low-income and middle-income countries. The first four pillars - road safety management, safer roads and mobility, safer vehicles, and safer road users – have a strong focus on prevention of road traffic crashes and mitigation of energy exchange when a crash occurs. The fifth pillar – post-crash response – is far more specific, focusing only on crash victims in the event of a safe system failure. The victims appear to be relevant to the first four pillars only insofar as their numbers can be used to evaluate the success of road safety programs and identify the target groups and contributing factors. This paper argues that a better understanding of the lived experience of long term disability from traffic crashes has the potential to provide a feedback loop from the fifth pillar to the first. Research conducted in Thailand with male crash victims with spinal injury demonstrates that patterns of attribution and social and cultural factors have important implications for road safety management and for interventions aimed at influencing behaviour. In addition, the mobility constraints experienced by people with long term disability can point to systemic issues that might otherwise go unnoticed. The UN Decade of Action can benefit from a more thorough exploration of the experiences and circumstances of people with long term disability as the result of a road traffic crash. Rather than being evidence of the failure of the safe system, they can inform the development of more effective road safety management on low-income and middle-income countries.
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Alcohol-related driving is a longstanding, serious problem in China (Li, Xie, Nie, & Zhang, 2012). On 1st May, 2011 a national law was introduced to criminalize drunk driving, and imposed serious penalties including jail for driving with a blood alcohol level of above 80mg/100ml. This pilot study, undertaken a year after introduction of the law, sought traffic police officers’ perceptions of drink driving and the practice of breath alcohol testing (BAT) in a large city in Guangdong Province, southern China. A questionnaire survey and semi-structured interviews were used to gain an in-depth understanding of issues relevant to alcohol-related driving. Fifty-five traffic police officers were recruited for the survey and six traffic police officers with a variety of working experience including roadside alcohol breath testing, traffic crash investigation and police resourcing were interviewed individually. The officers were recruited by the first author with the assistance of the staff from Guangdong Institute of Public Health, Centre for Disease Control and Prevention (CDC). Interview participants reported three primary reasons why people drink and drive: 1) being prepared to take the chance of not being apprehended by police; 2) the strong traditional Chinese drinking culture; and 3) insufficient public awareness about the harmfulness of drink driving. Problems associated with the process of breath alcohol testing (BAT) were described and fit broadly into two categories: resourcing and avoiding detection. It was reported that there were insufficient traffic police officers to conduct routine traffic policing, including alcohol testing. Police BAT equipment was considered sufficient for routine traffic situations but not highway traffic operations. Local media and posters are used by the Public Security Bureau which is responsible for education about safe driving but participants thought that the education campaigns are limited in scope. Participants also described detection avoidance strategies used by drivers including: changing route; ignoring a police instruction to stop; staying inside the vehicle with windows and doors locked to avoid being tested; intentionally not performing breath tests correctly; and arguing with officers. This pilot study provided important insights from traffic police in one Chinese city which suggest there may be potential unintended effects of introducing more severe penalties including a range of strategies reportedly used by drivers to avoid detection. Recommendations for future research include a larger study to confirm these findings and examine the training and education of drivers; the focus and reach of publicity; and possible resource needs to support police enforcement.
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There has been an increasing number of fatal road crashes in Malaysia in the last two decades. Among those who die on Malaysian roads are children aged 0 to 18 years (i.e., 15.5% in 2009) (Mohamed, Wong, Hashim, & Othman, 2011) . The involvement of children in road trauma, and particularly children when they are in and around school zones, generates concern among the general public. The present study utilised an extended Theory of Planned Behaviour (TPB) framework, incorporating the additional predictors of mindfulness and habit, to understand drivers’ intention to comply with the school zone speed limit (SZSL). The study aimed to examine the extent to which TPB constructs, and additional predictors of mindfulness and habit, predicted drivers’ behavioural intention to comply with the SZSL. Malaysian drivers (N = 210) participated in this study via an online survey. Hierarchical regression was conducted, and the results showed that attitude, subjective norm, perceived behavioural control, and habit were significant predictors of intention to comply with the SZSL. Specifically, drivers who expressed more positive attitudes towards compliance, greater belief that significant others would want them to comply, and more confidence in their control of their speed were more likely to report an intention to comply. These drivers appear to have developed a positive habit of compliance, which may simply be a result of the engineering measures in place around school zones in Malaysia. Mindfulness was not a significant predictor in the final model. These findings provide some support for the explanatory value of the extended TPB framework in understanding the factors influencing drivers’ intention to comply with the SZSL. The present study also provides information of potential value in the development of interventions, such as public education and mass media campaigns, aimed at improving drivers’ compliance with the SZSL.
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Penalties and sanctions to deter risky/illegal behaviours are important components of traffic law enforcement. Sanctions can be applied to the vehicle (e.g., impoundment), the person (e.g., remedial programs or jail), or the licence (e.g., disqualification). For licence sanctions, some offences attract automatic suspension while others attract demerit points which can indirectly lead to licence loss. In China, a licence is suspended when a driver accrues twelve demerit points within one year. When this occurs, the person must undertake a one-week retraining course at their own expense and successfully pass an examination to become relicensed. Little is known about the effectiveness of this program. A pilot study was conducted in Zhejiang Province to examine basic information about participants of a retraining course. The aim was to gather baseline data for future comparison. Participants were recruited at a driver retraining centre in a large city in Zhejiang Province. In total, 239 suspended drivers completed an anonymous questionnaire which included demographic information, driving history, and crash involvement. Overall, 87% were male with an overall mean age of 35.02 years (SD=8.77; range 21-60 years). A large proportion (83.3%) of participants owned a vehicle. Commuting to work was reported by 64% as their main reason for driving, while 16.3% reported driving for work. Only 6.4% reported holding a licence for 1 year or less (M=8.14 years, SD=6.5, range 1-31 years) and people reported driving an average of 18.06 hours/week (SD=14.4, range 1-86 hours). This represents a relatively experienced group, especially given the increase in new drivers in China. The number of infringements reportedly received in the previous year ranged from 2 to 18 (M=4.6, SD=3.18); one third of participants reported having received 5 or more infringements. Approximately one third also reported having received infringements in the previous year but not paid them. Various strategies for avoiding penalties were reported. The most commonly reported traffic violations were: drink driving (DUI; 0.02-0.08 mg/100ml) with 61.5% reporting 1 such violation; and speeding (47.7% reported 1-10 violations). Only 2.2% of participants reported the more serious drunk driving violation (DWI; above 0.08mg/100ml). Other violations included disobeying traffic rules, using inappropriate licence, and licence plate destroyed/not displayed. Two-thirds of participants reported no crash involvement in the previous year while 14.2% reported involvement in 2-5 crashes. The relationship between infringements and crashes was limited, however there was a small, positive significant correlation between crashes and speeding infringements (r=.2, p=.004). Overall, these results indicate the need for improved compliance with the law among this sample of traffic offenders. For example, lower level drink driving (DUI) and speeding were the most commonly reported violations with some drivers having committed a large number in the previous year. It is encouraging that the more serious offence of drunk driving (DWI) was rarely reported. The effectiveness of this driver retraining program and the demerit point penalty system in China is currently unclear. Future research including driver follow up via longitudinal study is recommended to determine program effectiveness to enhance road safety in China.
