Mean air temperatures of Greenland

Melt rate and surface temperature on the Greenland ice sheet are parameterized in terms of snow accumulation, mean annual air temperatur and mean July air temperature. Melt rates are calculated using positive degree-days, and firn warming (i.e. the positive deviation of the temperature at 10-15 m depth from the mean annual air temperature) is estimated from the calculated amount of refrozen melt water in the firn. A comparison between observed and calculated melt rates shows that the parameterization provides a reasonable estimate of the present ablation rates in West Greenland between 61°N and 76°N. The average equilibrium line elevation is estimated to be about 1150 m and 1000 m for West and East Greenland respectively, which is several hundred meter lower than previous estimates. However, the total annual ablation from the ice sheet is found to be about 280 km**3 of water per year which agrees well with most other estimates. The melt-rate model predicts significant melting and consequently significant firn warming even at the highest elevations of the South Greenland ice sheet, whereas a large region of central Greenland north of 70° N experiences little or no summer melting. This agrees with the distribution of the dry snow facics as given by BENSON (1962).

Radium concentration in water samples from the Northeast Atlantic

We present field measurements of air-sea gas exchange by the radon deficit method that were carried out during JASIN 1978 (NE Atlantic) and FGGE 1979 (Equatorial Atlantic). Both experiments comprised repeated deficit measurements at fixed position over periods of days or longer, using a previously descibed precise and fast-acquiaition, automatic radon measuring system. The deficit time series exhibit variations that only partly reflect the expected changes in gas transfer. By evaluating averages over each time series we deduce the following gas transfer velocities (average wind velocity and water temperature in parentheses): JASIN phase 1: 1.6 ± 0.8 m/d (at ~6 m/s, 13°C) JASIN phase 2: 4.3 ± 1.2 m/d (at ~8 m/s, 13°C) FGGE: 1.2 ± 0.4 m/d (at ~5 m/s, 28°C) 0.9 ± 0.4 m/d (at ~7 m/s, 28°C) 1.5 ± 0.4 m/d (at ~7 m/s, 28°C) The large difference betwen the JASIN phase 2 and FGGE values despite quite similare average wind velocity becomes even larger when the values are, however, fully compatible with the range of gas transfer velocities observed in laboratory experiments and the conclusion is suggested that their difference is caused by the highly different wind variability in JASIN and FGGE. We conclude that in gas exchange parameterization it is not sufficinent to consider wind velocity only. A comparison of our observations with laboratory results outlines the range of variations of air-sea gas transfer velocities with wind velocity and sea state. We also reformulate the radon deficit method, in the light of our observed deficit variations, to account explicitely for non-stationary and horizontal inhomogeneity in previous radon work introduces considerable uncertainty in deduced gas transfere velocity. We furthermore discuss the observational rewuirements that have to be met for an adequate exploitation of the radon deficit method, of which an observation area of minimum horizontal inhomogeneity and monitoring of the remaining inhomogeneities are thought to be the most stringent ones.

Absorption coefficients of particulate matter and chlorophyll a concentrations at time series station OLIPAC

Spectral absorption coefficients of total particulate matter ap (lambda) were determined using the in vitro filter technique. The present analysis deals with a set of 1166 spectra, determined in various oceanic (case 1) waters, with field chl a concentrations ([chl]) spanning 3 orders of magnitude (0.02-25 mg/m**3). As previously shown [Bricaud et al., 1995, doi:10.1029/95JC00463] for the absorption coefficients of living phytoplankton a phi (lamda), the ap (labda) coefficients also increase nonlinearly with [chl]. The relationships (power laws) that link ap (lambda) and a phi (lambda) to [chl] show striking similarities. Despite large fluctuations, the relative contribution of nonalgal particles to total absorption oscillates around an average value of 25-30% throughout the [chl] range. The spectral dependence of absorption by these nonalgal particles follows an exponential increase toward short wavelengths, with a weakly variable slope (0.011 ± 0.0025/nm). The empirical relationships linking ap (lambda) to ([chl]) can be used in bio-optical models. This parameterization based on in vitro measurements leads to a good agreement with a former modeling of the diffuse attenuation coefficient based on in situ measurements. This agreement is worth noting as independent methods and data sets are compared. It is stressed that for a given ([chl]), the ap (lambda) coefficients show large residual variability around the regression lines (for instance, by a factor of 3 at 440 nm). The consequences of such a variability, when predicting or interpreting the diffuse reflectance of the ocean, are examined, according to whether or not these variations in ap are associated with concomitant variations in particle scattering. In most situations the deviations in ap actually are not compensated by those in particle scattering, so that the amplitude of reflectance is affected by these variations.

Upwelling and associated heat flux in the equatorial Atlantic inferred from helium isotope disequilibrium

Sea-to-air and diapycnal fluxes of nitrous oxide (N2O) into the mixed layer were determined during three cruises to the upwelling region off Mauritania. Sea-to-air fluxes as well as diapycnal fluxes were elevated close to the shelf break, but elevated sea-to-air fluxes reached further offshore as a result of the offshore transport of upwelled water masses. To calculate a mixed layer budget for N2O we compared the regionally averaged sea-to-air and diapycnal fluxes and estimated the potential contribution of other processes, such as vertical advection and biological N2O production in the mixed layer. Using common parameterizations for the gas transfer velocity, the comparison of the average sea-toair and diapycnal N2O fluxes indicated that the mean sea-toair flux is about three to four times larger than the diapycnal flux. Neither vertical and horizontal advection nor biological production were found sufficient to close the mixed layer budget. Instead, the sea-to-air flux, calculated using a parameterization that takes into account the attenuating effect of surfactants on gas exchange, is in the same range as the diapycnal flux. From our observations we conclude that common parameterizations for the gas transfer velocity likely overestimate the air-sea gas exchange within highly productive upwelling zones.

Glottal Parameter Estimation by Wavelet Transform for Voice Biometry

Voice biometry is classically based on the parameterization and patterning of speech features mainly. The present approach is based on the characterization of phonation features instead (glottal features). The intention is to reduce intra-speaker variability due to the `text'. Through the study of larynx biomechanics it may be seen that the glottal correlates constitute a family of 2-nd order gaussian wavelets. The methodology relies in the extraction of glottal correlates (the glottal source) which are parameterized using wavelet techniques. Classification and pattern matching was carried out using Gaussian Mixture Models. Data of speakers from a balanced database and NIST SRE HASR2 were used in verification experiments. Preliminary results are given and discussed.

Programmed design of ship forms

This paper describes a new category of CAD applications devoted to the definition and parameterization of hull forms, called programmed design. Programmed design relies on two prerequisites. The first one is a product model with a variety of types large enough to face the modeling of any type of ship. The second one is a design language dedicated to create the product model. The main purpose of the language is to publish the modeling algorithms of the application in the designer knowledge domain to let the designer create parametric model scripts. The programmed design is an evolution of the parametric design but it is not just parametric design. It is a tool to create parametric design tools. It provides a methodology to extract the design knowledge by abstracting a design experience in order to store and reuse it. Programmed design is related with the organizational and architectural aspects of the CAD applications but not with the development of modeling algorithms. It is built on top and relies on existing algorithms provided by a comprehensive product model. Programmed design can be useful to develop new applications, to support the evolution of existing applications or even to integrate different types of application in a single one. A three-level software architecture is proposed to make the implementation of the programmed design easier. These levels are the conceptual level based on the design language, the mathematical level based on the geometric formulation of the product model and the visual level based on the polyhedral representation of the model as required by the graphic card. Finally, some scenarios of the use of programmed design are discussed. For instance, the development of specialized parametric hull form generators for a ship type or a family of ships or the creation of palettes of hull form components to be used as parametric design patterns. Also two new processes of reverse engineering which can considerably improve the application have been detected: the creation of the mathematical level from the visual level and the creation of the conceptual level from the mathematical level. © 2012 Elsevier Ltd. All rights reserved. 1. Introduction

Improving automatic detection of obstructive sleep apnea through nonlinear analysis of sustained speech

We present a novel approach for the detection of severe obstructive sleep apnea (OSA) based on patients' voices introducing nonlinear measures to describe sustained speech dynamics. Nonlinear features were combined with state-of-the-art speech recognition systems using statistical modeling techniques (Gaussian mixture models, GMMs) over cepstral parameterization (MFCC) for both continuous and sustained speech. Tests were performed on a database including speech records from both severe OSA and control speakers. A 10 % relative reduction in classification error was obtained for sustained speech when combining MFCC-GMM and nonlinear features, and 33 % when fusing nonlinear features with both sustained and continuous MFCC-GMM. Accuracy reached 88.5 % allowing the system to be used in OSA early detection. Tests showed that nonlinear features and MFCCs are lightly correlated on sustained speech, but uncorrelated on continuous speech. Results also suggest the existence of nonlinear effects in OSA patients' voices, which should be found in continuous speech.

Aerodynamic Optimization of the Nose Shape of a High-speed Train

La influencia de la aerodinámica en el diseño de los trenes de alta velocidad, unida a la necesidad de resolver nuevos problemas surgidos con el aumento de la velocidad de circulación y la reducción de peso del vehículo, hace evidente el interés de plantear un estudio de optimización que aborde tales puntos. En este contexto, se presenta en esta tesis la optimización aerodinámica del testero de un tren de alta velocidad, llevada a cabo mediante el uso de métodos de optimización avanzados. Entre estos métodos, se ha elegido aquí a los algoritmos genéticos y al método adjunto como las herramientas para llevar a cabo dicha optimización. La base conceptual, las características y la implementación de los mismos se detalla a lo largo de la tesis, permitiendo entender los motivos de su elección, y las consecuencias, en términos de ventajas y desventajas que cada uno de ellos implican. El uso de los algorimos genéticos implica a su vez la necesidad de una parametrización geométrica de los candidatos a óptimo y la generación de un modelo aproximado que complementa al método de optimización. Estos puntos se describen de modo particular en el primer bloque de la tesis, enfocada a la metodología seguida en este estudio. El segundo bloque se centra en la aplicación de los métodos a fin de optimizar el comportamiento aerodinámico del tren en distintos escenarios. Estos escenarios engloban los casos más comunes y también algunos de los más exigentes a los que hace frente un tren de alta velocidad: circulación en campo abierto con viento frontal o viento lateral, y entrada en túnel. Considerando el caso de viento frontal en campo abierto, los dos métodos han sido aplicados, permitiendo una comparación de las diferentes metodologías, así como el coste computacional asociado a cada uno, y la minimización de la resistencia aerodinámica conseguida en esa optimización. La posibilidad de evitar parametrizar la geometría y, por tanto, reducir el coste computacional del proceso de optimización es la característica más significativa de los métodos adjuntos, mientras que en el caso de los algoritmos genéticos se destaca la simplicidad y capacidad de encontrar un óptimo global en un espacio de diseño multi-modal o de resolver problemas multi-objetivo. El caso de viento lateral en campo abierto considera nuevamente los dos métoxi dos de optimización anteriores. La parametrización se ha simplificado en este estudio, lo que notablemente reduce el coste numérico de todo el estudio de optimización, a la vez que aún recoge las características geométricas más relevantes en un tren de alta velocidad. Este análisis ha permitido identificar y cuantificar la influencia de cada uno de los parámetros geométricos incluídos en la parametrización, y se ha observado que el diseño de la arista superior a barlovento es fundamental, siendo su influencia mayor que la longitud del testero o que la sección frontal del mismo. Finalmente, se ha considerado un escenario más a fin de validar estos métodos y su capacidad de encontrar un óptimo global. La entrada de un tren de alta velocidad en un túnel es uno de los casos más exigentes para un tren por el pico de sobrepresión generado, el cual afecta a la confortabilidad del pasajero, así como a la estabilidad del vehículo y al entorno próximo a la salida del túnel. Además de este problema, otro objetivo a minimizar es la resistencia aerodinámica, notablemente superior al caso de campo abierto. Este problema se resuelve usando algoritmos genéticos. Dicho método permite obtener un frente de Pareto donde se incluyen el conjunto de óptimos que minimizan ambos objetivos. ABSTRACT Aerodynamic design of trains influences several aspects of high-speed trains performance in a very significant level. In this situation, considering also that new aerodynamic problems have arisen due to the increase of the cruise speed and lightness of the vehicle, it is evident the necessity of proposing an optimization study concerning the train aerodynamics. Thus, the aerodynamic optimization of the nose shape of a high-speed train is presented in this thesis. This optimization is based on advanced optimization methods. Among these methods, genetic algorithms and the adjoint method have been selected. A theoretical description of their bases, the characteristics and the implementation of each method is detailed in this thesis. This introduction permits understanding the causes of their selection, and the advantages and drawbacks of their application. The genetic algorithms requirethe geometrical parameterization of any optimal candidate and the generation of a metamodel or surrogate model that complete the optimization process. These points are addressed with a special attention in the first block of the thesis, focused on the methodology considered in this study. The second block is referred to the use of these methods with the purpose of optimizing the aerodynamic performance of a high-speed train in several scenarios. These scenarios englobe the most representative operating conditions of high-speed trains, and also some of the most exigent train aerodynamic problems: front wind and cross-wind situations in open air, and the entrance of a high-speed train in a tunnel. The genetic algorithms and the adjoint method have been applied in the minimization of the aerodynamic drag on the train with front wind in open air. The comparison of these methods allows to evaluate the methdology and computational cost of each one, as well as the resulting minimization of the aerodynamic drag. Simplicity and robustness, the straightforward realization of a multi-objective optimization, and the capability of searching a global optimum are the main attributes of genetic algorithm. However, the requirement of geometrically parameterize any optimal candidate is a significant drawback that is avoided with the use of the adjoint method. This independence of the number of design variables leads to a relevant reduction of the pre-processing and computational cost. Considering the cross-wind stability, both methods are used again for the minimization of the side force. In this case, a simplification of the geometric parameterization of the train nose is adopted, what dramatically reduces the computational cost of the optimization process. Nevertheless, some of the most important geometrical characteristics are still described with this simplified parameterization. This analysis identifies and quantifies the influence of each design variable on the side force on the train. It is observed that the A-pillar roundness is the most demanding design parameter, with a more important effect than the nose length or the train cross-section area. Finally, a third scenario is considered for the validation of these methods in the aerodynamic optimization of a high-speed train. The entrance of a train in a tunnel is one of the most exigent train aerodynamic problems. The aerodynamic consequences of high-speed trains running in a tunnel are basically resumed in two correlated phenomena, the generation of pressure waves and an increase in aerodynamic drag. This multi-objective optimization problem is solved with genetic algorithms. The result is a Pareto front where a set of optimal solutions that minimize both objectives.

Modelling ozone stomatal flux over wheat under Mediterranean conditions

Correct estimation of leaf-level stomatal conductance (gsto) is central for current ozone (O3) risk assessment of wheat yield loss based on the absorbed O3 phytotoxic dose (POD). The gsto model parameterizations developed in Europe must be checked in the different climatic regions where they are going to be applied in order to reduce the uncertainties associated with the POD approach. This work proposes a new gsto model parameterization for estimating POD of Triticum aestivum and Triticum durum under Mediterranean conditions, based on phenological observations over 25 years and gsto field measurements during 5 growing seasons. Results show that POD in the Mediterranean area might be higher than previously estimated. However, caution must be paid when assessing the risk of yield loss for wheat in this area since field validation of O3 impacts is still limited.