Environmental and Occupational Optometry. Lesson 6 (Course 2013-2014)

Tema 6: Diseño del entorno visual. Actividad propuesta no. 3.

Repeatability, reproducibility, and accuracy of a novel pushbroom hyperspectral system

This study analyzes the repeatability, reproducibility and accuracy of a new hyperspectral system based on a pushbroom sensor as a means of measuring spectral features and color of materials and objects. The hyperspectral system consisted of a CCD camera, a spectrograph and an objective lens. An additional linear moving system allowed the mechanical scanning of the complete scene. A uniform overhead luminaire with daylight configuration was used to irradiate the scene using d:45 geometry. We followed the guidelines of the ASTM E2214-08 Standard Practice for Specifying and Verifying the Performance of Color-Measuring Instruments that define the standards and latest multidimensional procedures. The results obtained are analyzed in-depth and compared to those recently reported by other authors for spectrophotometers and multispectral systems. It can be concluded that hyperspectral systems are reliable and can be used in the industry to perform spectral and color readings with a high spatial resolution.

Raw data of SCADCP (self-contained Acoustic Doppler Current Profiler) from three moorings in the Eastern Weddell Sea, 2005-2008

The success of any efforts to determine the effects of climate change on marine ecosystems depends on understanding in the first instance the natural variations, which contemporarily occur on the interannual and shorter time scales. Here we present results on the environmental controls of zooplankton distribution patterns and behaviour in the eastern Weddell Sea, Southern Ocean. Zooplankton abundance and vertical migration are derived from the mean volume backscattering strength (MVBS) and the vertical velocity measured by moored acoustic Doppler current profilers (ADCPs), which were deployed simultaneously at 64°S, 66.5°S and 69°S along the Greenwich Meridian from February, 2005, until March, 2008. While these time series span a period of full three years they resolve hourly changes. A highly persistent behavioural pattern found at all three mooring locations is the synchronous diel vertical migration (DVM) of two distinct groups of zooplankton that migrate between a deep residence depth during daytime and a shallow depth during nighttime. The DVM was closely coupled to the astronomical daylight cycles. However, while the DVM was symmetric around local noon, the annual modulation of the DVM was clearly asymmetric around winter solstice or summer solstice, respectively, at all three mooring sites. DVM at our observation sites persisted throughout winter, even at the highest latitude exposed to the polar night. Since the magnitude as well as the relative rate of change of illumination is minimal at this time, we propose that the ultimate causes of DVM separated from the light-mediated proximal cue that coordinates it. In all three years, a marked change in the migration behaviour occurred in late spring (late October/early November), when DVM ceased. The complete suspension of DVM after early November is possibly caused by the combination of two factors: (1) increased availability of food in the surface mixed layer provided by the phytoplankton spring bloom, and (2) vanishing diurnal enhancement of the threat from visually oriented predators when the illumination is quasi-continuous during the polar and subpolar summer. Zooplankton abundance in the water column, estimated as the mean MVBS in the depth range 50-300 m, was highest end of summer and lowest mid to end winter on the average annual cycle. However, zooplankton abundance varied several-fold between years and between locations. Based on satellite and in situ data of chlorophyll and sea ice as well as on hydrographic measurements, the interannual and spatial variations of zooplankton mean abundance can be explained by differences in the magnitude of the phytoplankton spring bloom, which develops during the seasonal sea ice retreat. Whereas the vernal ice melt appears necessary to stimulate the blooming of phytoplankton, it is not the determinator of the blooms magnitude, its areal extent and duration. A possible explanation for the limitation of the phytoplankton bloom in some years is top-down control. We hypothesise that the phytoplankton spring development can be curbed by grazing when the zooplankton had attained high abundance by growth during the preceding summer.

Survey bottom trawl data of Micromesistius poutassou (blue whiting) in Bay of Biscay and Celtic Sea from the EVHOE time series (1997-2011)

Data were collected during various groundfish surveys carried out by IFREMER from October to December between 1997 and 2011, on the eastern continental shelf of the Bay of Biscay and in the Celtic Sea (EVHOE series). The sampling design was stratified according to latitude and depth. A 36/47 GOV trawl was used with a 20 mm mesh codend liner. Haul duration was 30 minutes at a towing speed of 4 knots. Fishing was restricted to daylight hours. Catch weights and catch numbers were recorded for all species and body size measured. The weights and numbers per haul were transformed into abundances per km**2 by considering the swept area of a standard haul (0.069 km**2).

Evaluation of retro reflective measurement devices. Final report.

Federal Highway Administration, Office of Research and Development, Washington, D.C.

Evaluation of retro reflective measurement devices. Summary report.

Federal Highway Administration, Office of Research and Development, Washington, D.C.

Preliminary assessment of the crash-reducing effectiveness of passenger car daytime running lamps (DRLs).

Mode of access: Internet.

Information content at night of roof-mounted emergency vehicle lights. Final report.

Transportation Department, Office of University Research, Washington, D.C.

Implementation analysis for daytime headlamp use. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Daytime roadside survey: a description of daytime driving and drinking patterns. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

Aircraft accident report : collision with trees and crash short of the runway, Corporate Airlines flight 5966, BAE systems BAE-J3201, N875JX, Kirksville, Missouri, October 19, 2004 /

On October 19, 2004, about 1937 central daylight time, Corporate Airlines (doing business as American Connection) flight 5966, a BAE Systems BAE-J3201, N875JX, struck trees on final approach and crashed short of runway 36 at the Kirksville Regional Airport (IRK), Kirksville, Missouri. The flight was operating under the provisions of 14 Code of Federal Regulations Part 121 as a scheduled passenger flight from Lambert-St. Louis International Airport, in St. Louis, Missouri, to IRK. The captain, first officer, and 11 of the 13 passengers were fatally injured, and 2 passengers received serious injuries. The airplane was destroyed by impact and a post impact fire. Night instrument meteorological conditions (IMC) prevailed at the time of the accident, and the flight operated on an instrument flight rules flight plan. The National Transportation Safety Board determines that the probable cause of the accident was the pilots' failure to follow established procedures and properly conduct a nonprecision instrument approach at night in IMC, including their descent below the minimum descent altitude (MDA) before required visual cues were available (which continued unmoderated until the airplane struck the trees) and their failure to adhere to the established division of duties between the flying and nonflying (monitoring) pilot. Contributing to the accident was the pilots' failure to make standard callouts and the current Federal Aviation Regulations that allow pilots to descend below the MDA into a region in which safe obstacle clearance is not assured based upon seeing only the airport approach lights. The pilots' unprofessional behavior during the flight and their fatigue likely contributed to their degraded performance. The safety issues in this report focus on operational and human factors issues, including the pilots' professionalism and sterile cockpit procedures, nonprecision instrument approach procedures, flight and duty time regulations, fatigue, and flight data/image recorder requirements.

Aircraft accident report : crash of Pinnacle Airlines flight 3701, Bombardier CL-600-2B19, N8396A, Jefferson City, Missouri, October 14, 2004 /

On October 14, 2004, about 2215:06 central daylight time, Pinnacle Airlines flight 3701 (doing business as Northwest Airlink), a Bombardier CL-600-2B19, N8396A, crashed into a residential area about 2.5 miles south of Jefferson City Memorial Airport, Jefferson City, Missouri. The airplane was on a repositioning flight from Little Rock National Airport, Little Rock, Arkansas, to Minneapolis-St. Paul International Airport, Minneapolis, Minnesota. During the flight, both engines flamed out after a pilot-induced aerodynamic stall and were unable to be restarted. The captain and the first officer were killed, and the airplane was destroyed. No one on the ground was injured. The flight was operating under the provisions of 14 Code of Federal Regulations Part 91 on an instrument flight rules flight plan. Visual meteorological conditions prevailed at the time of the accident. The National Transportation Safety Board determines that the probable causes of this accident were (1) the pilots' unprofessional behavior, deviation from standard operating procedures, and poor airmanship, which resulted in an in-flight emergency from which they were unable to recover, in part because of the pilots' inadequate training; (2) the pilots' failure to prepare for an emergency landing in a timely manner, including communicating with air traffic controllers immediately after the emergency about the loss of both engines and the availability of landing sites; and (3) the pilots' improper management of the double engine failure checklist, which allowed the engine cores to stop rotating and resulted in the core lock engine condition. Contributing to this accident were (1) the core lock engine condition, which prevented at least one engine from being restarted, and (2) the airplane flight manuals that did not communicate to pilots the importance of maintaining a minimum airspeed to keep the engine cores rotating.

Hawthorn and lavender. [music] : a song-cycle for women's voices with piano accompaniment /

Poems printed as text: p. 3-5.

$1,000,000,000 revenue anticipation certificates of July 2002.

"Bids will be received until 11:00 A.M. Central Daylight Savings Time.

$50,000,000 State of Illinois Build Illinois bonds (sales tax revenue bonds) : series of July 2007.

"Bids will be received via PARITY until 11:00 A.M. Central Daylight Savings Time June 26, 2007 as directed herein."