Random walks and random numbers from supercontinuum generation

We report a numerical study showing how the random intensity and phase fluctuations across the bandwidth of a broadband optical supercontinuum can be interpreted in terms of the random processes of random walks and Lévy flights. We also describe how the intensity fluctuations can be applied to physical random number generation. We conclude that the optical supercontinuum provides a highly versatile means of studying and generating a wide class of random processes at optical wavelengths. © 2012 Optical Society of America.

A theory of constraints service systems improvement method: Case of the airline turnaround problem

This dissertation develops a process improvement method for service operations based on the Theory of Constraints (TOC), a management philosophy that has been shown to be effective in manufacturing for decreasing WIP and improving throughput. While TOC has enjoyed much attention and success in the manufacturing arena, its application to services in general has been limited. The contribution to industry and knowledge is a method for improving global performance measures based on TOC principles. The method proposed in this dissertation will be tested using discrete event simulation based on the scenario of the service factory of airline turnaround operations. To evaluate the method, a simulation model of aircraft turn operations of a U.S. based carrier was made and validated using actual data from airline operations. The model was then adjusted to reflect an application of the Theory of Constraints for determining how to deploy the scarce resource of ramp workers. The results indicate that, given slight modifications to TOC terminology and the development of a method for constraint identification, the Theory of Constraints can be applied with success to services. Bottlenecks in services must be defined as those processes for which the process rates and amount of work remaining are such that completing the process will not be possible without an increase in the process rate. The bottleneck ratio is used to determine to what degree a process is a constraint. Simulation results also suggest that redefining performance measures to reflect a global business perspective of reducing costs related to specific flights versus the operational local optimum approach of turning all aircraft quickly results in significant savings to the company. Savings to the annual operating costs of the airline were simulated to equal 30% of possible current expenses for misconnecting passengers with a modest increase in utilization of the workers through a more efficient heuristic of deploying them to the highest priority tasks. This dissertation contributes to the literature on service operations by describing a dynamic, adaptive dispatch approach to manage service factory operations similar to airline turnaround operations using the management philosophy of the Theory of Constraints.

Commuter Airlines:Their Changing Role

In - Commuter Airlines: Their Changing Role – an essay by J. A. F. Nicholls, Transportation Coordinator, Department of Marketing and Environment, College of Business Administration, Florida International University, Nicholls initially observes: “The great majority of airline passenger miles flown in the United States are between large conurbations. People living in metropolitan areas may be quite unaware of commuter airlines and their role in our transportation system. These airlines are, however, communications lifelines for dwellers in small - and not so small - towns and rural areas. More germanely, commuter airlines have also developed a pivotal role vis-a-vis the major carriers in this country. The author discusses the antecedents of the commuter Airlines, their current role, and future prospects.” Huh; conurbations? Definition: [n.] a large urban area created when neighboring towns spread into and merge with each other In providing a brief history on the subject of commuter airlines, Nicholls states: “…there had been a sort of commuter airline as far back as 1926 when, for example, the Florida Airways Corporation provided flights between Jacksonville and Atlanta, Colonial Air Lines between New York and Boston, and Ford Air Transport from Detroit to Cleveland.” “The passage of the Civil Aeronautics Act in 1938 was pivotal in encouraging and developing a passenger orientation by the airlines…” Nicholls informs you. Nicholls provides for the importance of this act by saying: “The CAA was empowered to act “in the public interest and in accordance with the public convenience and necessity.” Only the CAA itself could determine what constituted the “public convenience and necessity.” Nobody, however, could provide air transportation for public purposes without a Certificate of Public Convenience and Necessity, dispensed by the CAA.” The author wants you to know that this all happens in the age of airline regulation; that is to say, pre de-regulation i.e. 1978. Airlines could not and did not act on their own behalf; their actions were governed by the regulating agency, that being the Civil Aeronautics Board [CAB], who administered the conditions set forth by the CAA. “In 1944 the CAB introduced a new category of service called feeder airlines to provide local service-short-haul, low density-for smaller communities. These carriers soon became known as air taxis since they operated as common carriers, without a regular schedule,” says Nicholls in describing the evolution of the service. In 1969 the CAB officially designated these small air carriers as commuter airlines. They were, and are subject to passenger limits and freight/weight restrictions. Nicholls continues by defining how air carriers are labeled and categorized post 1978; in the age of de-regulation.

Autumn raptor migration through the Florida Keys

This study documents the 1996 and 1997 autumn migration seasons at Grassy Key for 16 species of raptors (hawks, eagles, and falcons). My results indicate the Florida Keys are a major raptor migration flyway (over 26,000 sightings). I identified factors influencing watch-site location in the Keys. Northbound flights must be included to avoid inflating southbound counts. By removing the "season effect" (natural rise, peak, and wane of raptor numbers during migration), I demonstrate wind has little consistent effect on raptor counts in the Keys. I further demonstrate we do not see more raptors on cold front days than on non-cold front days. However, cold fronts following tropical storms (as in 1996) increase the number of raptors observed for most species. I conducted a nightly roosting survey on Boot Key resulting in near or over 3,000 raptor sightings per season and present a model to predict aerial counts from roosting counts.

Isotope measurements from ODP Hole 104-642B

The Pliocene (5.3-2.6 Ma) is often described as a relatively stable climatic period, with warm temperatures characterizing high latitudes. New suborbital resolved stable isotope records from ODP Hole 642B in the Eastern Nordic Seas document that the Pliocene was not a stable period characterized by one climate. Rather, seven distinct climate phases, each lasting between 150,000 and 400,000 years, are identified and characterized in the time interval 5.1-3.1 Ma. Four of the transitions between the defined climate phases occurred close to an eccentricity minimum and a minimum in amplitude of change for Northern Hemisphere summer insolation, while two occurred around an eccentricity maximum and a maximum in amplitude in insolation change. Hence, a low frequency response of the Nordic Seas to insolation forcing is indicated. In addition, paleogeographic and related paleoceanographic changes, expansion of the Arctic sea ice cover and onset of NHG were important factors behind the evolving Pliocene low frequency variability in the eastern Nordic Seas. It is likely that the identified climate phases and transitions are important beyond the Nordic Seas, due to their association with changes to both insolation and paleogeography. Also, a strong and variable degree of diagenetic calcite overgrowth is documented for the planktic foraminifera, especially influencing the planktic d18O results; the absolute values and amplitude of change cannot be taken at face value.

Relative sea-level history of Marguerite Bay, Antarctic Peninsula derived from optically stimulated luminescence-dated beach cobbles

Calmette Bay within Marguerite Bay along the western side of the Antarctic Peninsula contains one of the most continuous flights of raised beaches described to date in Antarctica. Raised beaches extend to 40.8 m above sea level (masl) and are thought to reflect glacial isostatic adjustment due to the retreat of the Antarctic Peninsula Ice Sheet. Using optically stimulated luminescence (OSL), we dated quartz extracts from cobble surfaces buried in raised beaches at Calmette Bay. The beaches are separated into upper and lower beaches based on OSL ages, geomorphology, and sedimentary fabric. The two sets of beaches are separated by a prominent scarp. One of our OSL ages from the upper beaches dates to 9.3 thousand years ago (ka; as of 1950) consistent with previous extrapolation of sea-level data and the time of ice retreat from inner Marguerite Bay. However, four of the seven ages from the upper beaches date to the timing of glaciation. We interpret these ages to represent reworking of beaches deposited prior to the Last Glacial Maximum (LGM) by advancing and retreating LGM ice. Ages from the lower beaches record relative sea-level fall due to Holocene glacial-isostatic adjustment. We suggest a Holocene marine limit of 21.7 masl with an age of 5.5-7.3 ka based on OSL ages from Calmette Bay and other sea-level constraints in the area. A marine limit at 21.7 masl implies half as much relative sea-level change in Marguerite Bay during the Holocene as suggested by previous sea-level reconstructions. No evidence for a relative sea-level signature of neoglacial events, such as a decrease followed by an increase in RSL fall due to ice advance and retreat associated with the Little Ice Age, is found within Marguerite Bay indicating either: (1) no significant neoglacial advances occurred within Marguerite Bay; (2) rheological heterogeneity allows part of the Antarctic Peninsula (i.e. the South Shetland Islands) to respond to rapid ice mass changes while other regions are incapable of responding to short-lived ice advances; or (3) the magnitude of neoglacial events within Marguerite Bay is too small to resolve through relative sea-level reconstructions. Although the application of reconstructing sea-level histories using OSL-dated raised beach deposits provides a better understanding of the timing and nature of relative sea-level change in Marguerite Bay, we highlight possible problems associated with using raised beaches as sea-level indices due to post-depositional reworking by storm waves.

Compilation of 220 sediment core d13C data from the glacial Atlantic Ocean

We compare a compilation of 220 sediment core d13C data from the glacial Atlantic Ocean with three-dimensional ocean circulation simulations including a marine carbon cycle model. The carbon cycle model employs circulation fields which were derived from previous climate simulations. All sediment data have been thoroughly quality controlled, focusing on epibenthic foraminiferal species (such as Cibicidoides wuellerstorfi or Planulina ariminensis) to improve the comparability of model and sediment core carbon isotopes. The model captures the general d13C pattern indicated by present-day water column data and Late Holocene sediment cores but underestimates intermediate and deep water values in the South Atlantic. The best agreement with glacial reconstructions is obtained for a model scenario with an altered freshwater balance in the Southern Ocean that mimics enhanced northward sea ice export and melting away from the zone of sea ice production. This results in a shoaled and weakened North Atlantic Deep Water flow and intensified Antarctic Bottom Water export, hence confirming previous reconstructions from paleoproxy records. Moreover, the modeled abyssal ocean is very cold and very saline, which is in line with other proxy data evidence.

A influência do amortecimento viscoelástico na estabilidade aeroelástica de painéis aeronáuticos

Since the creation of supersonic vehicles, during the Second World War, the engineers have given special attention to the interaction between the aerodynamic efforts and the structures of the aircrafts due to a highly destructive phenomenon called flutter in aeronautical panel. Flutter in aeronautical panels is a self-excited aeroelastic phenomenon, which can occurs during supersonic flights due to dynamic instability of inertia, elastic and aerodynamic forces of the system. In the flutter condition, when the critical aerodynamic pressure is reached, the vibration amplitudes of the panel become dynamically unstable and increase exponentially with time, affecting significantly the fatigue life of the existing aeronautical components. Thus, in this paper, the interest is to investigate the possibility of reducing the effects of the supersonic aeroelastic instability of rectangular plates by applying passive constrained viscoelastic layers. The rationale for such study is the fact that as the addition of viscoelastic materials provides decreased vibration amplitudes it becomes important to quantify the suppression of plate flutter coalescence modes that can be obtained. Moreover, despite the fact that much research on the suppression of panel flutter has been carried out by using passive, semi-active and active control techniques, very few of them are adapted to deal with the problem of estimating the flutter speeds of viscoelastic systems, since they must conveniently account for the frequency- and temperature-dependent behavior of the viscoelastic material. In this context, two different model of viscoelastic material are developed and applied to the model of sandwich plate by using finite elements. After the presentation of the theoretical foundations of the methodology, the description of a numerical study on the flutter analysis of a three-layer sandwich plate is addressed.

Safety criteria for the private spaceflight industry

The Federal Aviation Administration (FAA) Office of Commercial Space Transportation (AST) has set specific rules and generic guidelines to cover experimental and operational flights by industry forerunners such as Virgin Galactic and XCOR. One such guideline Advisory Circular (AC) 437.55-1[1] contains exemplar hazard analyses for spacecraft designers and operators to follow under an experimental permit. The FAA's rules and guidelines have also been ratified in a report to the United States Congress, Analysis of Human Space Flight Safety[2] which cites that the industry is too immature and has 'insufficient data' to be proscriptive and that 'defining a minimum set of criteria for human spaceflight service providers is potentially problematic' in order not to 'stifle the emerging industry'. The authors of this paper acknowledge the immaturity of the industry and discuss the problematic issues that Design Organisations and Operators now face.

(Fig. 1D, 3E) Sea surface temperature and alkenone C37:4 for sediment core MD01-2444 during the penultimate glaciation

Past glacials can be thought of as natural experiments in which variations in boundary conditions influenced the character of climate change. However, beyond the last glacial, an integrated view of orbital- and millennial-scale changes and their relation to the record of glaciation has been lacking. Here, we present a detailed record of variations in the land-ocean system from the Portuguese margin during the penultimate glacial and place it within the framework of ice-volume changes, with particular reference to European ice-sheet dynamics. The interaction of orbital- and millennial-scale variability divides the glacial into an early part with warmer and wetter overall conditions and prominent climate oscillations, a transitional mid-part, and a late part with more subdued changes as the system entered a maximum glacial state. The most extreme event occurred in the mid-part and was associated with melting of the extensive European ice sheet and maximum discharge from the Fleuve Manche river. This led to disruption of the meridional overturning circulation, but not a major activation of the bipolar seesaw. In addition to stadial duration, magnitude of freshwater forcing, and background climate, the evidence also points to the influence of the location of freshwater discharges on the extent of interhemispheric heat transport.

Sea surface temperature reconstruction for sediment core M35003-4 in the western tropical North Atlantic

Planktonic foraminiferal census counts are used to construct high-resolution sea surface temperature (SST) and subsurface (thermocline) temperature records at a core site in the Tobago Basin, Lesser Antilles. The record is used to document climatic variability at this tropical site in comparison to middle- and high-latitude sites and to test current concepts of cross-equatorial heat transports as a major player in interhemispheric climate variability. Temperatures are estimated using transfer function and modern analog techniques. Glacial - maximum cooling of 2.5°-3°C is indicated; maximum cooling by 4°C is inferred for isotope stage 3. The SST record displays millennial-scale variability with temperature jumps of up to 3°C and closely tracks the structure of ice-core Dansgaard/Oeschger cycles. SST variations in part of the record run opposite to the SST evolution at high northern latitude sites, pointing to thermohaline circulation and marine heat transport as an important factor driving SST in the tropical and high-latitude Atlantic, both on orbital and suborbital timescales.

Sea surface temperature reconstruction for the middle Pleistocene from sediment core MD03-2699

Past sea surface water conditions of the western Iberian Margin were reconstructed based on biomarker analyses of a marine deep sea core MD03-2699 from the Estremadura Spur north off Lisbon, providing new insights into orbital and suborbital-scale climate variability between marine isotope stage (MIS) 15 to MIS 9 (580 to 300 ka). We use biomarker-based proxy records such as the alkenone unsaturated index to estimate sea surface temperature (SST), the total alkenone concentration to reconstruct phytoplankton productivity, and terrestrial biomarkers to evaluate the continental input. The results extend the existing biomarker record, namely the SST for the Iberian Margin, back to the sixth climatic cycle (580 ka). A general trend of stable interglacials contrasts with glacial periods and glacial inceptions which are marked by high-frequency variability. Thus, several short-lived climatic coolings were identified by large SST decreases, the occurrence of ice-rafted detritus and high percentages of the tetraunsaturated alkenone C 37:4. Some of these events were extremely cold and similar in their general trends to the well-known Heinrich events of the last glaciation. We identified eight Heinrich-type events between 580 and 300 ka. The general deglaciation pattern detected between MIS 15 and MIS 9 is similar in their general trends to that characterizing the more recent climatic cycles, i.e., marked by two coolings separated by a short warming episode which may reflect the southward, northward, and southward migration of the Polar Front.

Surface spectral albedo complementary to ROV transmittance measurements at 6 ice stations during POLARSTERN cruise ARK-XXVII/3 (IceArc) in 2012

The dataset consists of spectra and photogrpahs of the surface (sea ice and melt ponds) obtained in the Central Arctic during the Polarstern cruise ARK-XXVII/3 at 6 ice stations. The spectra were measured with a portable spectroradiometer ASD FieldSpecPro 3. The photographs were taken with a digital camera Olympus C765 in the "Auto" mode. The measurements have been performed every 10 meters along 100 m ROV transects (transects used for underice ROV flights) where available. Otherwise the albedo measurements have been done at the selected cites complementary to point transmitance measurements or at cites featuring characteristic sea ice surface.

Baggage Fees, 2014

Canada's major airlines are on the hot seat as a result of recently announced $25 fees for the first checked bag for flights in Canada. This poll shows that Canadian adults are widely opposed to the baggage fees recently imposed by domestic airlines.