SPARCNN: SPAtially Related Convolutional Neural Networks

The ability to accurately detect and classify objects at varying pixel sizes in cluttered scenes is crucial to many Navy applications. However, detection performance of existing state-of the-art approaches such as convolutional neural networks (CNNs) degrade and suffer when applied to such cluttered and multi-object detection tasks. We conjecture that spatial relationships between objects in an image could be exploited to significantly improve detection accuracy, an approach that had not yet been considered by any existing techniques (to the best of our knowledge) at the time the research was conducted. We introduce a detection and classification technique called Spatially Related Detection with Convolutional Neural Networks (SPARCNN) that learns and exploits a probabilistic representation of inter-object spatial configurations within images from training sets for more effective region proposals to use with state-of-the-art CNNs. Our empirical evaluation of SPARCNN on the VOC 2007 dataset shows that it increases classification accuracy by 8% when compared to a region proposal technique that does not exploit spatial relations. More importantly, we obtained a higher performance boost of 18.8% when task difficulty in the test set is increased by including highly obscured objects and increased image clutter.Comment: 6 pages, AIPR 2016 submissio

The architecture, growth and tectono-stratigraphic significance of rift-oblique lineaments on the NE Atlantic Margin

Fault domain boundaries are characteristic features of segmented rift systems and have been recreated in analogue models. Two end member conceptual models of fault domain boundaries currently exist. 1) Accommodation zones, which are broad regions of overlapping normal faults and which trend oblique to the rift axis. 2) Transfer zones, which are discrete sub-vertical fault systems that directly link en-echelon normal fault domains. These structures are commonly believed to segment natural rift systems on a variety of scales and impact directly upon the stratigraphic and magmatic evolution of a basin. The NE Atlantic Margin is a volcanic passive margin which has undergone a series of rift events culminating with continental breakup in the Early Cenozoic. From potential field, seismic reflection, seismic refraction and ocean bottom seismometer datasets, a series of rift-oblique lineaments (loosely referred to as ‘transfer zones’) have been identified which are commonly inferred to compartmentalise and laterally offset structural highs and depocentres developed within the Mesozoic – Cenozoic rift basins. A range of hypotheses are proposed to explain the origin of these lineaments, including fault domain boundaries, basin-wide strike-slip faults and other, non-tectonic origins. Using well-calibrated 2D and 3D seismic data, this study critically assesses the structural, stratigraphic and magmatic evidence for the rift-oblique lineaments in the Faroe-Shetland Basin and Vøring Basin, both located upon the NE Atlantic Margin. Results from the Faroe-Shetland Basin show structures previously attributed to basin-wide strike-slip deformation can be more simply explained as igneous intrusions, hydrothermal vent complexes, gas chimneys and/or faults that transfer extensional strain between en-echelon rift segments (i.e. fault domain boundaries). There is little evidence to suggest that activity along a series of discrete, basin-wide lineaments controlled Paleocene sedimentation in the basin. In the northern Vøring Basin, a previously identified fault domain boundary (the Rym Accommodation Zone) is analysed to understand if, and how strain is transferred between two adjacent fault domains. The results of this study highlight major differences between the offset rift segments in view of the style of rifting, timing, the loci of faulting, the relative uplift and subsidence histories as well as the impact of variations in the deep crustal structure. Analyses reveal that strain is not fully transferred across the fault domain boundary, with significant variation in beta factors calculated for each rift segment. The structural style within the Rym Accommodation Zone is complex, with the rotation of normal fault orientations, major relay ramp formation and rift perpendicular normal oblique faulting observed, elements that are not present in most existing conceptual models of accommodation zones. The results also imply that transfer zones may be an integral part of a larger accommodation zone rather than an opposite end member as previously believed. In the final aspect of the study, a second rift-oblique lineament is analysed in the northern Vøring Basin: the Gleipne Lineament. Results highlight the close structural relationship between the Gleipne Lineament and underlying basement structure, with the lineament acting as a conduit for sediment to enter the Vøring Basin during phases of rifting. Under periods of minimal upper crustal deformation, the lineament exerted a lesser control upon basinal sedimentation. The Rym Accommodation Zone in contrast did not source sediment into the Vøring Basin, instead, it compartmentalised the basin during rifting which increased the complexity of the predicted basin fill. Increased Late Paleocene intrusive and extrusive igneous deposits are observed along the strike of both lineaments but are not directly linked to active tectonic deformation. In conclusion, rift-oblique lineaments are unlikely to be basin-wide features and each appears to be unique in its structural style and geological origin. In turn, this means that different lineaments are likely to have different impacts upon the stratigraphical and magmatic development of a basin. Previous inferences that basin-wide lineaments have controlled sediment entry and transport within rift basins on the NE Atlantic Margin need to be substantiated on a case-by-case basis. The results of this study are further considered and discussed to predict the nature of rift-segmenting structures in the sub-basalt region of the Faroe-Shetland Basin, which is poorly resolved by current 2D and 3D seismic imaging

Reducing rail-truck freight intermodal drayage costs

In rail-truck intermodal transport, a highway truck-trailer or container is moved by truck from a shipper to a rail terminal in the shipper\u27s vicinity, and by rail in line haul between rail terminals. Upon being unloaded at the destination rail terminal, the container is delivered to a receiver (consignee) by truck. The highway portion of the move, or drayage, accounts for a relatively high percentage of total origin to destination cost, and it limits severely the competitiveness of intermodal service with door-to-door truck service. The approach used in this thesis is to examine in detail the current costs and potential for improvement at one intermodal terminal for a pre-determined analysis period. The analysis is conducted by first determining the actual cost of container movements and comparing it with the costs of an operation in which movements are scheduled using a proposed heuristic model that reduces the movements of empty containers. The model results indicate a 7.79% reduction in the overall cost of drayage. This reduction is achieved by repositioning and reloading containers, after they have been unloaded at consignees

PAGAI: a path sensitive static analyzer

We describe the design and the implementation of PAGAI, a new static analyzer working over the LLVM compiler infrastructure, which computes inductive invariants on the numerical variables of the analyzed program. PAGAI implements various state-of-the-art algorithms combining abstract interpretation and decision procedures (SMT-solving), focusing on distinction of paths inside the control flow graph while avoiding systematic exponential enumerations. It is parametric in the abstract domain in use, the iteration algorithm, and the decision procedure. We compared the time and precision of various combinations of analysis algorithms and abstract domains, with extensive experiments both on personal benchmarks and widely available GNU programs.Comment: Tools for Automatic Program AnalysiS (TAPAS 2012), Deauville : France (2012

AUGMENTATION DES RÉSERVES DE CAPACITÉ DU MÉTRO M1 DES TL

Le métro m1 des Transports lausannois (tl) est l’axe principal de transports publics de l’Ouest-Lausannois desservant notamment les Hautes Écoles depuis le centre de Lausanne et depuis la Gare de Renens. Construit en 1991, il a contribué à la transformation de ce district limitrophe, industriel en un territoire dynamique qui monte aujourd’hui en puissance. Le parc de matériel roulant datant de 1991 et 1995 achève cet été de 2018 sa maintenance de mi-vie. Si l’on peut escompter une quinzaine d’années supplémentaires de service, il est temps de mener une réflexion sur l’avenir du m1 afin d’aboutir à un projet rationnel, défendable et exécutable à l’horizon charnière 2035. Si cet horizon présente une opportunité de changer complètement de paradigme et si des idées fusent pour une métamorphose de la ligne en un autre moyen de transport, cette étude recherche des leviers d’absorption de la demande afin de pérenniser le système actuel. En effet, la demande sur le m1 ne cesse d’augmenter avec une progression attendue de vingt à quarante pourcents à l’horizon 2035. Ce rapport analyse et combine trois leviers différents pour évaluer les réserves de capacité supplémentaires réalisables jusqu’à cet horizon mais aussi à long-terme. L’implémentation de ces moyens d’action ainsi que les conséquences contingentes ont également été étudiées