Some Aspects of Regulations of the Federal Reserve Board and State Statutes Authorizing Forwarding of Checks for Collection Directo to Drawee Banks and Acceptance of Drafts in Payment

The regulations of the Federal Reserve Board authorize federal reserve banks in handling checks and other negotiable instruments forwarded to them for collection to forward them direct to the banks on which drawn and accept the drawees\u27 drafts in payment. Statutes have been enacted in California, Colorado, Montana and Oregon authorizing banks doing business in those states to forward checks and other negotiable instruments received for collection direct to the banks on which drawn and accept the drawees\u27 drafts in payment

Handheld spectroradiometer system, computer-readable media, and calibration methods

Non-transitory computer-readable media, spectroradiometer systems, and methods for calibrating a spectroradiometer. In one embodiment, a non-transitory computer-readable medium includes instructions that, when executed by an electronic processor, cause the electronic processor to perform a set of operations. The set of operations includes receiving spectral data regarding an object-of-interest that is captured by a handheld spectroradiometer, detecting a characteristic of the object-of-interest by performing a spectral analysis on the spectral data that is received, and controlling a display to display the characteristic of the object-of-interest.https://digitalcommons.mtu.edu/patents/1154/thumbnail.jp

Improved Models of Cable-to-Post Attachments for High-Tension Cable Barriers

Computer simulation models were developed to analyze and evaluate a new cable-to-post attachment for high-tension cable barriers. The models replicated the performance of a keyway bolt currently used in the design of a high-tension cable median barrier being developed at the Midwest Roadside Safety Facility. Component tests of the keyway bolts were simulated and compared to the component test results. Accurate friction, fracture strain, and stress-strain material properties were determined for a solid element model of the keyway bolt by applying actual load curve measured from the test to a simulated pull cable. By simulating the material properties of the solid element keyway bolt in bending, torsion, and tension of a rod, load curves were developed for a simplified beam element model of the keyway bolt as well. When material properties were finalized, the solid and beam element models of the keyway bolt were inserted in bogie test models and simulated again. By analyzing the bogie testing results, it was determined that due to the very small size of the keyway bolt and potential contact difficulties, solid element models of the keyway bolt may be impractical for full-scale simulation purposes. However, the beam element models were determined to be advantageous and had a very small computational cost in comparison

Continued Development of a Non-Proprietary, High-Tension, Cable End Terminal System

A non-proprietary, cable guardrail system is currently under development for the Midwest States Pooled Fund Program. A cable guardrail end terminal was necessary to accompany the cable guardrail system. The objective of this research project was to develop design recommendations for the cable end terminal. Bogie testing that was previously completed on a design concept indicated delayed cable release, which was an undesired performance that led to vehicle instabilities. Several design changes were recommended for better end terminal performance and to reflect the changes made to the cable median barrier. An LS-DYNA model of the modified cable end terminal was developed. Simulations of 0- and 15-degree impacts on the end of the cable anchor bracket with a bogie model indicated that the cables would release easily and not induce vehicle instabilities. This behavior still needs to be verified through bogie and full-scale crash testing. Simulations of a 25-degree reverse impact between post nos. 2 and 3 with small car models indicated that cables did not release easily and may interlock around the car resulting in excessive vehicle decelerations or instabilities. Simulations of various line post designs found that the MWP and weakened MWP have lower forces and energies during impact than the S3x5.7 posts used in previous three-cable end terminals. This finding would suggest improved performance with respect to vehicle override and instability. However, vehicle simulations with multiple line posts impacted were inconclusive. Further design modifications, evaluation, and testing are recommended

Real time HABs mapping using NASA Glenn hyperspectral imager

The hyperspectral imaging system (HSI) developed by the NASA Glenn Research Center was used from 2015 to 2017 to collect high spatial resolution data over Lake Erie and the Ohio River. Paired with a vicarious correction approach implemented by the Michigan Tech Research Institute, radiance data collected by the HSI system can be converted to high quality reflectance data which can be used to generate near-real time (within 24 h) products for the monitoring of harmful algal blooms using existing algorithms. The vicarious correction method relies on imaging a spectrally constant target to normalize HSI data for atmospheric and instrument calibration signals. A large asphalt parking lot near the Western Basin of Lake Erie was spectrally characterized and was determined to be a suitable correction target. Due to the HSI deployment aboard an aircraft, it is able to provide unique insights into water quality conditions not offered by space-based solutions. Aircraft can operate under cloud cover and flight paths can be chosen and changed on-demand, allowing for far more flexibility than space-based platforms. The HSI is also able to collect data at a high spatial resolution (~1 m), allowing for the monitoring of small water bodies, the ability to detect small patches of surface scum, and the capability to monitor the proximity of blooms to targets of interest such as water intakes. With this new rapid turnaround time, airborne data can serve as a complementary monitoring tool to existing satellite platforms, targeting critical areas and responding to bloom events on-demand

Length of Need and Minimum System Length for F-Shape Portable Concrete Barrier

Portable concrete barrier (PCB) systems are often used to redirect errant vehicles through a combination of inertial resistance, lateral friction loads, and tensile loads developed from the mass and friction of the barrier segments. State departments of transportation (DOTs) and other end users may wish to utilize minimal length PCB installations to shield a hazard or work zone or limit the number of barriers required on the upstream and downstream ends to reduce overall system length. However, concerns with the performance of shorter PCB installations include increased lateral deflections and working widths and barrier pocketing. Additionally, no impact testing has been performed near the upstream or downstream ends of the free-standing PCB system to determine the limits of the length of need (LON) of the system. These impacts may increase the potential for gating through the system, pocketing, rapid deceleration, and/or vehicle instability. The objective of this research study was to investigate and evaluate the safety performance of a previously developed F-shape PCB system to determine minimum system length and the number of barriers required for the beginning and end of the LON. LS-DYNA simulation modeling was applied to determine potential beginning and end of LON points on reduced system lengths to select a configuration for full-scale testing and evaluation of a minimum length PCB system. A 100-ft long PCB installation was selected, and full-scale crash testing was conducted on the beginning and end of LON of the reduced length system. Test no. NELON-1 was conducted to MASH test designation 3-35 criteria on the beginning of LON of the 100-ft long PCB installation, and the vehicle was safely redirected. Test no. NELON-2 was conducted to modified MASH test designation no. 3-37 criteria on the end of LON of the 100-ft long PCB installation, but the test was deemed a failure as the vehicle demonstrated a roll angle in excess of 75 degrees. Review of the crash test results suggested that a nine barrier or 112.5-ft long PCB installation would perform acceptably

Bichromatic Local Oscillator for Detection of Two-Mode Squeezed States of Light

We present a new technique for the detection of two-mode squeezed states of light that allows for a simple characterization of these quantum states. The usual detection scheme, based on heterodyne measurements, requires the use of a local oscillator with a frequency equal to the mean of the frequencies of the two modes of the squeezed field. As a result, unless the two modes are close in frequency, a high-frequency shot-noise-limited detection system is needed. We propose the use of a bichromatic field as the local oscillator in the heterodyne measurements. By the proper selection of the frequencies of the bichromatic field, it is possible to arbitrarily select the frequency around which the squeezing information is located, thus making it possible to use a low-bandwidth detection system and to move away from any excess noise present in the system.Comment: 11 pages, 3 figure

Increased Span Length for the MGS Long-Span Guardrail System Part III: Failure Analysis

The objective of this research study was to review and analyze the system failure observed during crash testing of an increased span length for the MGS long-span guardrail system in test no. MGSLS-2. Test no. MGSLS-2 was a full-scale crash test conducted on the MGS long-span guardrail with a span length of 311⁄4 ft (9.5 m). This test utilized universal breakaway steel posts (UBSPs) adjacent to the long span in lieu of the controlled release terminal (CRT) wood posts used in previous long span systems. An engineering analysis was undertaken to review the downstream end anchorage failure observed in test no. MGSLS-2. The analysis also compared critical aspects of the barrier performance with previous full-scale crash tests that had similar features or increased anchor loading. The results of this analysis and conclusions regarding potential causes of the anchor failure suggested that there was no identifiable root cause for anchor failure, but the pocketing and deflection suggest that the barrier system may have been pushed near its limits. It was noted that certain factors may have contributed to the anchor failure, including increased span length, location of the impact point, differences in the breakaway post behavior adjacent to the unsupported span, and natural variation in wood strength. Following the analysis, several potential design modifications were noted for improving the barrier system and reducing the potential for end anchorage failure. However, it was noted that further analysis of these potential improvements, selection of a preferred design, and evaluation of the revised barrier system through full-scale crash tests will be required to fully evaluate the system to MASH TL-3 criteria