Analytical Representation of Contours

The interpretation and recognition of noisy contours, such as silhouettes, have proven to be difficult. One obstacle to the solution of these problems has been the lack of a robust representation for contours. The contour is represented by a set of pairwise tangent circular arcs. The advantage of such an approach is that mathematical properties such as orientation and curvature are explicityly represented. We introduce a smoothing criterion for the contour tht optimizes the tradeoff between the complexity of the contour and proximity of the data points. The complexity measure is the number of extrema of curvature present in the contour. The smoothing criterion leads us to a true scale-space for contours. We describe the computation of the contour representation as well as the computation of relevant properties of the contour. We consider the potential application of the representation, the smoothing paradigm, and the scale-space to contour interpretation and recognition.

Piecemeal Learning of an Unknown Environment

We introduce a new learning problem: learning a graph by piecemeal search, in which the learner must return every so often to its starting point (for refueling, say). We present two linear-time piecemeal-search algorithms for learning city-block graphs: grid graphs with rectangular obstacles.

Feature Extraction Without Edge Detection

Information representation is a critical issue in machine vision. The representation strategy in the primitive stages of a vision system has enormous implications for the performance in subsequent stages. Existing feature extraction paradigms, like edge detection, provide sparse and unreliable representations of the image information. In this thesis, we propose a novel feature extraction paradigm. The features consist of salient, simple parts of regions bounded by zero-crossings. The features are dense, stable, and robust. The primary advantage of the features is that they have abstract geometric attributes pertaining to their size and shape. To demonstrate the utility of the feature extraction paradigm, we apply it to passive navigation. We argue that the paradigm is applicable to other early vision problems.

Effects of Air Pollution Control on Climate

Urban air pollution and climate are closely connected due to shared generating processes (e.g., combustion) for emissions of the driving gases and aerosols. They are also connected because the atmospheric lifecycles of common air pollutants such as CO, NOx and VOCs, and of the climatically important methane gas (CH4) and sulfate aerosols, both involve the fast photochemistry of the hydroxyl free radical (OH). Thus policies designed to address air pollution may impact climate and vice versa. We present calculations using a model coupling economics, atmospheric chemistry, climate and ecosystems to illustrate some effects of air pollution policy alone on global warming. We consider caps on emissions of NOx, CO, volatile organic carbon, and SOx both individually and combined in two ways. These caps can lower ozone causing less warming, lower sulfate aerosols yielding more warming, lower OH and thus increase CH4 giving more warming, and finally, allow more carbon uptake by ecosystems leading to less warming. Overall, these effects significantly offset each other suggesting that air pollution policy has a relatively small net effect on the global mean surface temperature and sea level rise. However, our study does not account for the effects of air pollution policies on overall demand for fossil fuels and on the choice of fuels (coal, oil, gas), nor have we considered the effects of caps on black carbon or organic carbon aerosols on climate. These effects, if included, could lead to more substantial impacts of capping pollutant emissions on global temperature and sea level than concluded here. Caps on aerosols in general could also yield impacts on other important aspects of climate beyond those addressed here, such as the regional patterns of cloudiness and precipitation.

Applying the Lessons of “Lean Now” to Transform the US Aerospace Enterprise

Lean is common sense and good business sense. As organizations grow and become more successful, they begin to lose insight into the basic truths of what made them successful. Organizations have to deal with more and more issues that may not have anything to do with directly providing products or services to their customers. Lean is a holistic management approach that brings the focus of the organization back to providing value to the customer. In August 2002, Mrs. Darleen Druyun, the Principal Deputy to the Assistant Secretary of the Air Force for Acquisition and government co-chairperson of the Lean Aerospace Initiative (LAI), decided it was time for Air Force acquisitions to embrace the concepts of lean. At her request, the LAI Executive Board developed a concept and methodology to employ lean into the Air Force’s acquisition culture and processes. This was the birth of the “Lean Now” initiative. An enterprise-wide approach was used, involving Air Force System Program Offices (SPOs), aerospace industry, and several Department of Defense agencies. The aim of Lean Now was to focus on the process interfaces between these “enterprise” stakeholders to eliminate barriers that impede progress. Any best practices developed would be institutionalized throughout the Air Force and the Department of Defense (DoD). The industry members of LAI agreed to help accelerate the government-industry transformation by donating lean Subject Matter Experts (SMEs) to mentor, train, and facilitate the lean events of each enterprise. Currently, the industry SMEs and the Massachusetts Institute of Technology are working together to help the Air Force develop its own lean infrastructure of training courses and Air Force lean SMEs. The first Lean Now programs were the F/A-22, Global Hawk, and F-16. Each program focused on specific acquisition processes. The F/A-22 focused on the Test and Evaluation process; the Global Hawk focused on Evolutionary Acquisitions; and the F-16 focused on improving the Contract Closeout process. Through lean, each enterprise made many significant improvements. The F/A-22 was able to reduce its Operational Flight Plan (OFP) Preparation and Load process time of 2 to 3 months down to 7 hours. The Global Hawk developed a new production plan that increases the annual production of its Integrated Sensor Suite from 3 per year to 6 per year. The F-16 enterprise generated and is working 12 initiatives that could result in a contract closeout cycle time reduction of 3 to 7 years. Each enterprise continues to generate more lean initiatives that focus on other areas and processes within their respective enterprises.