Guidance for an aeroassisted orbital transfer vehicle

The use of atmospheric drag for slowing satellite in high energy, high apogee orbits to a lower energy, lower apogee orbit about the Earth is investigated. The high energy orbit is assumed to intercept the Earth's atmosphere. Guidance for the atmospheric phase of the trajectory may be done using the aerodynamic forces generated by the passage through the atmosphere. This research was concerned with the investigation of several methods of guidance during the atmospheric phase to cause a significant reduction in the final velocity as the vehicle leaves the atmosphere. In addition, the velocity direction was controlled to exit to a desired target orbit. Lastly excess aerodynamic lift was used to effect a plane change between the entry orbit plane and the exit orbit plane to achieve a desired orbit plane. The guidance methods were applied to a 3 degree-of-freedom simulation which included an oblate Earth gravity model and a rotating atmosphere. Simulation results were compared on the basis of speed of computation of the guidance parameters and amount of added velocity necessary to achieve the desired orbit

Maritime Trade and State Development in Early Southeast Asia

Humanities Open Book Program, a joint initiative of the National Endowment for the Humanities and the Andrew W. Mellon FoundationThis book brings something new in both dimension and detail to our understanding of Southeast Asia from the first to the fourteenth centuries. It puts Southeast Asia in the context of the international trade that stretched from Rome to China and draws upon a wide range of recent scholarship in history and the social sciences to redefine the role that this trade played in the evolution of the classical states of Southeast Asia. By examining the sources of Southeast Asia's classical era with the tools of modern economic history, the author shows that well-developed socioeconomic and political networks existed in Southeast Asia before significant foreign economic penetration took place. With the growth of interest in Southeast Asian commodities and the refocusing of the major East-West commercial routes through the region during the early centuries of the Christian era, internal conditions within Southeast Asia adjusted to accommodate increased external contacts. Hall takes the view that Southeast Asia's response to international trade was a reflection of preexisting patterns of trade and statecraft. In the forty years since Coede's monumental work The Indianized States of Southeast Asia was published, a great deal of archaeological and epigraphical work has been done and new interpretations advanced. By integrating new theoretical constructs, recent archaeological finds and interpretations, and his own informed reading and research, Kenneth R. Hall puts his historical narrative on a large canvas and treats areas not previously brought together for discussion along comparative lines. Like Coedes' work, his book will be important as a basic text for the teaching of early Southeast Asian history

A Methodology for Evaluating Large Truck Access to Intermodal and Other Facilities

In a recent project for the Kentucky Transportation Cabinet (KYTC), researchers were tasked with developing a method to objectively evaluate the access for large trucks between intermodal or other truck traffic generating sites and the National Highway System (NHS). The routes evaluated were the actual roadway segments used by large volumes of trucks traveling between the intermodal or other facilities and the NHS. This choice to evaluate specific heavily used roadway segments, as opposed to evaluating an entire highway or roadway corridor was based on the recommendation of the state-wide Intermodal Advisory Panel which advised the Cabinet on intermodal issues. This allowed researchers to identify and focus on the actual problems being experienced by the truck traffic, even when the routes included segments of many different highways and jurisdictions. Part of this study included the development of objective measures that could be used for comparing and prioritizing problem sections. This paper documents the methodology that was developed and is currently being used to evaluate routes to 50 truck trip generators throughout Kentucky. The procedure begins with a telephone survey with site operators/managers to identify problems along the route. Each route is evaluated with respect to three types of features: subjective, point and continuous. The rankings of each point and continuous element into the categories of preferred , adequate , and less than adequate is converted to a relative urgency rating by assigning relative weights for truck volume and section length. Point and subjective features are identified for spot improvements where appropriate. Finally, the research team grades the overall route on a subjective scale of 1 to 10

Development and application of an acceptance testing model

The process of acceptance testing large software systems for NASA has been analyzed, and an empirical planning model of the process constructed. This model gives managers accurate predictions of the staffing needed, the productivity of a test team, and the rate at which the system will pass. Applying the model to a new system shows a high level of agreement between the model and actual performance. The model also gives managers an objective measure of process improvement

Excavations at 41LK67 a Prehistoric Site in the Choke Canyon Reservior, South Texas

In 1977-1978 excavations were conducted at 41 LK 67 in Live Oak County, south Texas, by the Center for Archaeological Research, The University of Texas at San Antonio. The investigation of this prehistoric archaeological site was part of an extensive program of reconnaissance and excavation necessitated by the construction of the Choke Canyon Reservoir on the Frio River by the Bureau of Reclamation. The site is situated in shallow colluvial deposits capping an old terrace remnant of the Frio River. The excavations involved 193 m2 in three separate areas and revealed Late Prehistoric and Late Archaic components. Recognizably older artifacts (including patinated chert flakes) from the surface and from excavations may represent older disturbed components or artifacts collected prehistorically from nearby sites. Radiocarbon dates, with medians ranging from 1590 to 660 B.C. (MASCA correction) are available only from the Late Archaic component. The principal kinds of debris recovered from the excavations are fire-cracked rock, cores and chipping debris, shells of snails and freshwater mussels, plainware potsherds, and chipped stone tools. Mussel shell was surprisingly abundant; more than 9000 specimens, including 3000 specimens identified taxonomically, were recovered. Fish otoliths were the only animal bones preserved, except for a few recent, intrusive elements. Debris frequencies from the two larger excavation blocks (Areas A and B) were factor analyzed. In most cases the analysis showed the strongest covariation occurring among different classes of chipping debris. For Area C factor analysis indicated that the strongest spatial patterning occurred in the upper part of the deposits. Unfortunately, the analysis was not particularly successful in defining activity sets. The small collection of chipped stone tools was examined microscopically. Two tool classes in particular, distally beveled tools (gouges) and quadrilateral bifaces (beveled knives) seem to represent more functionally specific tool forms, but other hafted bifaces (projectile points) show a wide range of use wear mostly unrelated to projectile use

Truck Route Access Evaluation: United Parcel Service, Standiford Field Louisville Airport, and Ford Motor Company, Louisville, Site #6

This is a study undertaken on behalf of the Kentucky Transportation Cabinet (KYTC). There are two main objectives of the Freight Movement and Intermodal Access in Kentucky Study (SPR 98-189): 1) evaluation of the access for trucks between intermodal or other truck generating sites and the National Highway System (NHS); and 2) furthering the understanding of freight commodity flows throughout the state. This report summarizes the access evaluation for the areas around the Standiford Field Louisville Airport. This includes two large generators off of Fern Valley Road: Ford Motor Company and the United Parcel Service. These sites are located in Jefferson County in the KlPDA Area Development District (ADD) and KYTC Highway District #5. The location of the site and routes is shown in Figure 1. Smaller industries to the west of the airport field along Crittendon Avenue include Akzo Nobel Trucking, General Electric Supply, KT Shannon Lumber Company, Airside Commerce Center, United Catalyst Incorporated, and Rapid Runner Warehousing. Work on other specific sites throughout Kentucky as well as the freight commodity flow task is ongoing and documented elsewhere. The sites to be evaluated in this study were selected from two existing databases (a truck facility survey from 1994 and the intermodal facility inventory) based on ADD and KYTC Highway District planner recommendations, geographic location, distance to the NHS, and the number of trucks accessing the site. Consideration was also made for the freight type handled and transportation modes used. The site was visited for video recording on November 21, 1998, data collection on September 29, 1998 and intersection traffic counts on December 15, 1998. The facilities are located south of I-264 and west of I-65 in Louisville either on or adjacent to the airport facility. The surrounding area is generally urban and fairly commercial / industrial. A phone survey was conducted with a UPS facility manager early in the study process. The survey found that approximately 150 trucks per day normally access the site with as many as 400 in the peak of the year. The most common truck is a 28-foot drop van but trucks as large as 53-foot semi-trailers also access the site. No traffic congestion problems were raised. Attempts to contact other large truck generators in the area were unsuccessful. The phone survey is in Appendix A

Truck Route Access Evaluation: Plum Springs Industrial Site, Warren County, Site #2575

The Freight Movement and Intermodal Access in Kentucky Study (SPR 98-189), undertaken by the Kentucky Transportation Center (KTC) on behalf of the Kentucky Transportation Cabinet (KYTC), has two main objectives. These objectives include the evaluation of access for trucks between intermodal or other truck generating sites and the National Highway System (NHS) and furthering the understanding of freight commodity flows throughout the state. This report summarizes the access evaluation for one cluster of facilities located in Warren County in the Barren River Area Development District (ADD) and Kentucky Transportation Cabinet (KYTC) Highway District #3. The location of the site is shown in Figure I. Work on other specific sites as well as the freight commodity flow task are on-going and are documented elsewhere. The sites to be evaluated in this project were selected from two existing databases (a truck facility survey from 1994 and the intermodal facility inventory) based on ADD and KYTC planner recommendations, geographic location, distance to the National Highway System, and the number of trucks accessing the site. Consideration was also made for the freight type handled and transportation modes used. This particular site was visited several times for data collection on May 13 1998 and for video recordings on January 28, 1998. Traffic counts were taken at two intersection on June 1, 1998. Aerial photographs of the area can be seen in Figures 2 and 3. The following facilities are located in the area: Bowling Green Concrete, Trace Die Cast, Nyloncraft of Kentucky, American Freightways, Vanmeter Contracting, Woodwork ofMidAmerica, Roadway, Top Drawer Manufacturing, Pepsi, Rapid Parcel Service, and Building Systems and Acoustics Incorporated. Some of these facilities are located west of Plum Springs Loop on Graham Street (approximately 0.2 miles from US 31W and Plum Springs Loop) or Commerce Street (approximately 0.9 miles from US 31 W and Plum Springs Loop), and others are located directly on Plum Springs Loop. Phone surveys were completed on three of the area facilities that were considered to have the highest volume of truck traffic. These facilities indicated that approximately 100 trucks per day (200-one way trips) are accessing the area as a result of their daily operations. From observation during the various site visits, the total number of trucks utilizing the route (from all the facilities) is only slightly higher as many of the other facilities have only 1 – 2 trucks per day

Truck Route Access Evaluation: Owensboro Riverport Authority/Miles Farm Supply Dock, Daviess County, Site #24

The Freight Movement and lntermodal Access in Kentucky Study (SPR 98-189), undertaken by the Kentucky Transportation Center (KTC) on behalf of the Kentucky Transportation Cabinet (KYTC), has two main objectives. These objectives include 1) the evaluation of access for trucks between intermodal or other truck generating sites and the National Highway System (NHS) and 2) furthering the understanding of freight commodity flows throughout the state. This report summarizes the access evaluation for one cluster of sites located northwest of Owensboro in the Green River Area Development District (ADD) and Kentucky Transportation Cabinet (KYTC) Highway District #2. The location of the site is shown in Figure 1. Work on other specific sites as well as the freight commodity flow task are on-going and are documented elsewhere. The sites to be evaluated were selected from two existing databases (a truck facility survey from 1994 and the intermodal facility inventory) based on ADD and KYTC planner recommendations, geographic location, distance to the NHS, and the number of trucks accessing the site. Consideration was also made for the freight type handled and transportation modes used. The facilities for study in this report are the Owensboro Riverport Authority and Miles Farm Supply Dock, both of which are located northwest of Owensboro adjacent to the Ohio River. The truck routes were videotaped on February 27, 1998 and the site was visited for data collection on August 14 and 15, 1998. A phone survey was completed early in the study process in order to allow the facility managers to indicate truck routes and express concerns related to access-limiting issues of the truck routes. The surveys, which can be found in Appendix A, indicated that a total of approximately 225 trucks per day (two-way trips during the peak season) are accessing the site. The most common size truck for the Miles Farm Supply dock is a 48 foot semi-trailer. For the Owensboro Riverport Authority, the most common truck is a 53 foot semitrailer

Truck Route Access Evaluation: Dow Corning, Varity Dayton Walther and Ghent Generating Station, Carroll County, Site #33 & 51

This is a study undertaken on behalf of the Kentucky Transportation Cabinet (KYTC). There are two main objectives of the Freight Movement and Intermodal Access in Kentucky Study (SPR 98-189): evaluation of the access for trucks between intermodal or other truck generating sites and the National Highway System (NHS); and furthering the understanding of freight commodity flows throughout the state. This report summarizes the access evaluation for Dow Corning and Varity Dayton Walther Corporation (site #33) as well as the Ghent Generating Station (site #51). These facilities share a route and are therefore discussed in this single report. The facilities are located in Carroll County in the Northern Kentucky Area Development District (ADD) and KYTC Highway District #6. The location of each site is shown in Figure 1 . Work on other specific sites as well as the freight commodity flow task is ongoing and documented elsewhere. The sites to be evaluated in this study were selected from two existing databases (a truck facility survey from 1994 and the intermodal facility inventory) based on ADD and KYTC Highway District planner recommendations, geographic location, distance to the NHS, and the number of trucks accessing the site. Consideration was also made for the freight type handled and transportation modes used. The site was visited for video recording on April 8, 1998, and field data were collected on August 5 , 1998. The facilities are located along US 42 north of Carrollton on the Ohio River. The surrounding area is generally rural. Other facilities noted in the area include North American Stainless, Gallatin Terminal Company and Gallatin Steel. A phone survey was conducted with facility managers early in the study process. The surveys were conducted only with industries in the pre-existing intermodal or truck databases or the major industries observed during the sites visits. While the overall response from industries was very good, in some cases facility managers could not be contacted or did not want to assist with the survey. In order to stay within the resources available for the project not all smaller facilities with lower truck volumes could be contacted. The phone survey found that a total of approximately 180 trucks per day access the sites. The trucks are generally semi tractor trailers with a maximum length of 53 feet. The freight handled at these facilities includes raw materials and steel. The survey respondents indicated that the turning radius from KY 36 onto US 42 is not sufficient for trucks. There were safety concerns due to high traffic speeds on the routes. Other problems noted indicated narrow lane widths and rough pavement. The phone survey information can be found in Appendix A