Differential Phase Estimation with the SeaMARC II Bathymetric Sidescan Sonar System

A maximum-likelihood estimator is used to extract differential phase measurements from noisy seafloor echoes received at pairs of transducers mounted on either side of the SeaMARC II bathymetricsidescan sonar system. Carrier frequencies for each side are about 1 kHz apart, and echoes from a transmitted pulse 2 ms long are analyzed. For each side, phase difference sequences are derived from the full complex data consisting of base-banded and digitized quadrature components of the received echoes. With less bias and a lower variance, this method is shown to be more efficient than a uniform mean estimator. It also does not exhibit the angular or time ambiguities commonly found in the histogram method used in the SeaMARC II system. A figure for the estimation uncertainty of the phasedifference is presented, and results are obtained for both real and simulated data. Based on this error estimate and an empirical verification derived through coherent ping stacking, a single filter length of 100 ms is chosen for data processing application

Test 1157: John Deere 2630 and 2640 Diesel

EXPLANATION OF TEST REPORT GENERAL CONDITIONS East tractor is a production model equipped for common usage. Power consuming accessories can be disconnected only when it is convenient for the operator to do so in practice. Additional weight can be added as ballast if the manufacturer regularly supplies it for sale. The static tire loads and the inflation pressures muse conform to recommendations in the Tire Standards published by the Society of Automotive Engineers. PREPARATION FOR PERFORMANCE RUNS The engine crank case is drained and refilled with a measured amount of new oil conforming to specifications in the operator’s manual. The fuel used and the maintenance operations must also conform to the published information delivered with the tractor. The tractor is then limbered-up for 1 hour on drawbar work in accordance with the manufacturers published recommendations. The manufacturer’s representative is present to make appropriate decisions regarding mechanical adjustments. The tractor is equipped with approximately the amount of added ballast that is used during maximum drawbar tests. The tire tread-bar height must be at least 65% of new tread height prior to the maximum power run. BELT OR POWER TAKE-OFF PERFORMANCE Maximum Power and Fuel Consumption. The manufacturer’s representative makes carburetor, fuel pump, ignition and governor control settings which remain unchanged throughout tall subsequent runs. The governor and the manually operated governor control lever is set to provide the high-idle speed specified by the manufacturer for maximum power. Maximum power is measured by connecting the belt pulley or the power take-off to a dynamometer. The dynamometer load is then gradually increased until the engine is operating at the rated speed specified by the manufacturer for maximum power. The corresponding fuel consumption is measured. Varying Power and Fuel Consumption. Six different horsepower levels are used to show corresponding fuel consumption rates and how the governor causes the engine to react to the following changes in dynamometer load: 85% of the dynamometer torque at maximum power; minimum dynamometer torque, ½ the 85% torque; maximum power; ¼ and ¾ of the 85% torque. Since at tractor is generally subjected to varying loads the average of the results in this test serve well for predicting the fuel consumption of a tractor in general usage. DRAWBAR PERFORMANCE All engine adjustments are the same as those used in the belt or power take-off tests. If the manufacturer specifies a different rated crankshaft speed for drawbar operations, then the position of the manually operated governor control is changed to provide the high-idle speed specified by the manufacturer in the operating instructions. Varying Power and Fuel Consumption With Ballast. The varying power runs are made to show the effect of speed-control devices (engine governor, automatic transmissions, etc.) on horsepower, speed and fuel consumption. These runs are made around the entire test course with has two 180 degree turns with a minimum radius of 50 feet. The drawbar pull is set at 3 different levels as follows: (1) as near to the pull a maximum power as possible and still have the tractor maintain the travel speed at maximum horsepower on the straight sections of the test course; (2) 75% of the pull at maximum power; and (3) 50% of the pull at maximum power. Prior to 1958, fuel consumption data (10 hour test) were shown only for the pull obtained at maximum power for tractors having torque converters and at 75% of the pull obtained at maximum power for gear-type tractors. Maximum Power With Ballast. Maximum power is measured on straight level sections of the test course. Data are shown for not more that 12 different gears or travel speeds. Some gears or travel speeds may be omitted because of high slippage of the traction members or because the travel speed may exceed the safe-limit for the test course. The maximum safe speed for the Nebraska Test course has been set at 15 miles per hour. The slippage limits have been set at 15% and 7% for pneumatic tires and steel tracks or lugs, respectively. Higher slippage gives widely varying results. Maximum Power Without Ballast. All added ballast is removed from the tractor. The maximum drawbar power of the tractor is determined by the same procedure used for getting maximum power with ballast. The gear (or travel speed) is the same as that used in the 10-hours test. Varying Power and Travel Speed With Ballast. Travel speeds corresponding to drawbar pulls beyond the maximum power range are obtained to show the “lugging ability” of the tractor. The run starts with the pull at maximum power; then additional drawbar pull is applied to cause decreasing speeds. The run is ended by one of three conditions; (1) maximum pull is obtained, (2) the maximum slippage limit is reached, or (3) some other operating limit is reached

Submeter bathymetric mapping of volcanic and hydrothermal features on the East Pacific Rise crest at 9°50′N

Author Posting. © American Geophysical Union, 2007. This article is posted here by permission of American Geophysical Union for personal use, not for redistribution. The definitive version was published in Geochemistry Geophysics Geosystems 8 (2007): Q01006, doi:10.1029/2006GC001333.Recent advances in underwater vehicle navigation and sonar technology now permit detailed mapping of complex seafloor bathymetry found at mid-ocean ridge crests. Imagenex 881 (675 kHz) scanning sonar data collected during low-altitude (~5 m) surveys conducted with DSV Alvin were used to produce submeter resolution bathymetric maps of five hydrothermal vent areas at the East Pacific Rise (EPR) Ridge2000 Integrated Study Site (9°50′N, “bull's-eye”). Data were collected during 29 dives in 2004 and 2005 and were merged through a grid rectification technique to create high-resolution (0.5 m grid) composite maps. These are the first submeter bathymetric maps generated with a scanning sonar mounted on Alvin. The composite maps can be used to quantify the dimensions of meter-scale volcanic and hydrothermal features within the EPR axial summit trough (AST) including hydrothermal vent structures, lava pillars, collapse areas, the trough walls, and primary volcanic fissures. Existing Autonomous Benthic Explorer (ABE) bathymetry data (675 kHz scanning sonar) collected at this site provide the broader geologic context necessary to interpret the meter-scale features resolved in the composite maps. The grid rectification technique we employed can be used to optimize vehicle time by permitting the creation of high-resolution bathymetry maps from data collected during multiple, coordinated, short-duration surveys after primary dive objectives are met. This method can also be used to colocate future near-bottom sonar data sets within the high-resolution composite maps, enabling quantification of bathymetric changes associated with active volcanic, hydrothermal and tectonic processes.This work was supported by an NSF Ridge2000 fellowship to V.L.F. and a Woods Hole Oceanographic Institution fellowship supported by the W. Alan Clark Senior Scientist Chair (D.J.F.). Funding was also provided by the Censsis Engineering Research Center of the National Science Foundation under grant EEC-9986821. Support for field and laboratory studies was provided by the National Science Foundation under grants OCE-9819261 (D.J.F. and M.T.), OCE-0096468 (D.J.F. and T.S.), OCE-0328117 (SMC), OCE-0525863 (D.J.F. and S.A.S.), OCE-0112737 ATM-0427220 (L.L.W.), and OCE- 0327261 and OCE-0328117 (T.S.). Additional support was provided by The Edwin Link Foundation (J.C.K.)

Urban agriculture, dietary diversity and child health in a sample of Tanzanian town folk

Undernutrition and micronutrient deficiency continue to be two of the major health burdens in less developed economies. In this study, we explore the link between urban agriculture, dietary diversity and child health, using weight-for-age and height-for-age Z-scores. The study makes use of two rounds of observational data for urban Tanzania and employs an instrumental variables estimation approach. We show that practising urban agriculture leads to the consumption of a greater variety of food items and the health status of urban children living in households practising urban agriculture significantly improves in the short and, more importantly, long term

Explorer et commercer

J. Zweifel et M. Moustier, « Voyage aux sources du Niger », Bulletin de la Société de géographie de Marseille, t. IV, Marseille, 1880, p. 229-232. … Le but de votre voyage doit être à la fois géographique et commercial. Le but commercial est d’étendre nos relations d’affaires avec les pays situés auprès du Niger, d’étudier leurs productions, de reconnaître les voies les plus faciles pour arriver jusqu’à nos comptoirs et, en un mot, d’examiner avec soin toutes les questions se rattachant au dé..