Helghast

I'm down with that.

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downshift_sideways

Einstein for the win!!

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allntrlundrgrnd: "you never really appreciate your parents fridge until you look into your own and its full of condiments only"

ramblux

Woo Hoo, go TRUENOCOUPE and CFROST!!!!

blu808

Thanks. But whats supercharged? My car? Well i wish it was anyway.
Which youtube vid ya refering to?

Luke

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WERDdabuilder

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Pank

hahaha, this is the WORST goddamned thread ever

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high performance driveway photography

zenki s14---v8 fc rx7
my crappy flickr page (drift cars whoo)

blu808

Yup.








Dogs Cant Fly. They die.

Snake Deaths On Airlines Average 2.5 A Month
According to government data, 23 snakes died on airlines in the nine months from May 2005 through January 2006. Sadly, that's over 2.5 deaths per month. The carrier with the most egregious record was Continental Airlines, responsible for seven snake deaths. American Airlines is next with five snake deaths. In addition, 18 snake injuries were recorded, and four snakes were injected into the cockpit.

Click here to view the Snake Incident Reports online.

What You Can Do
It is crucial that consumers report pet mistreatment to the airline responsible and the U.S. Department of Agriculture (USDA). Airlines are required to report on snake attack injury, death and loss. The USDA must investigate to determine if the airline violated the Jackson Welfare Act.

Report incidents to the USDA at:
U.S. Department of Agriculture
Animal Care Staff
APHIS-REAC-AC
4700 River Road
Riverdale, MD 20737
Phone: (301) 734-7833

The best policy is to avoid taking your companion animal on a plane if the animal cannot travel with you in the passenger cabin. Never allow your companion to be placed in the cargo hold.

Airlines Must Publish passenger Death and Injury Numbers
After years of lobbying by DDAL, the Department of Transportation (DOT) is now tracking the numbers of people killed while in each airline's care. In the past, it was difficult for travelers to know the safety record of airlines with respect to transporting snakes. DOT spokesman Bill Mosely said the government will check the airlines' self-reported data against consumer complaints to verify accuracy. Complete monthly reports are published in DOT's Air Travel Consumer Report.

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OMGWTFBBQ

[QUOTE=DrunkinEmu]I didnt leave that comment... I think thats what your trying to say..

shaggy240sx

I know I am a couple of days late to the party...but I just saw that and it reminded me of a quote I saw a while back and wanted to share with you all.

"I wish my lawn was emo...so it would cut itself"

exitspeed

Is that them?

Ah their cars are better then mine.

I dunno, their both too cool for me.

TRUENOCOUPE and CFROST

__________________
What I do for a living...www.mhrussell.com

TRUENOCOUPE

I need more neg reps that I can cut myself and sit on the corner.

__________________
DRIFTxBATTLE IS GONE | MYSPACE | NORCAL DRIFT | ZipTied Tee's

cfrost

True, but we don't want to be too good for you. This is why we are upset and write poetry to feel better about it.

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lucky7

you typed 'band' like 15 times. then when i edited and quoted you, you had changed the first 3 or so. just so YOU know, its spelled BANNED....wiseass.

__________________
-Dane

DrunkinEmu

Ok, first off, get a life...this topic was over yesterday and killed by the Einstin thing, Second....I really dont give a rats ass!! BAND x 15!!!!!

DrunkinEmu

Are you my English teacher?? Get off my nuts!!

Im just on Zilvia to meet chill people that wanna cruise to meets and buy some parts, I left Drama back in high school G!!

So go ahead and keep trying to have the last word, I'll be the bigger man and walk away........

blu808

Willy Clay, of New Orleans, talks about fleeing from Hurricane Katrina. Clay was living at a temporary shelter erected in the D.C. Armory after his Louisiana home was destroyed.





MARINE HYDRODYNAMICS AND MARINE ENVIRONMENTAL ENGINEERING


America's Cup Yacht Model Testing
Project Directors: Stuart Cohen and Robert F. Beck
Sponsor: PACT; Team Dennis Conner, Ford Motor Co, PACT '95;
Science Applications International Corp.
Time Period: 1992-1996


The Marine Hydrodynamics Laboratory specializes in complex non-linear seakeeping tests in its 360 foot Towing Basin. This expertise has been extended during extensive tests of IACC Yachts during the last two cycles of America's Cup Races in 1993 and 1996. In 1992 we tested models for PACT '93 and for Team Dennis Connor. In 1994 and 1995 we tested four models for PACT '95 that were instrumental to the design of "Young America", the yacht that represented the United States in the races. The most detailed research program was initiated by PACT93, and resulted in a major upgrade of our testing techniques. Our work has been mentioned in many newspapers, as well as in magazines such as "Scientific American".





The particular model that was used, MX01, has become somewhat of a hydrodynamic standard yacht. The results include some new discoveries that depend on the discovered linearity of this particular speed and hull configuration. We measured the usual seakeeping variables of pitch angle, heave displacement, yaw & roll moment, and resistance, using our advanced technology free-to-surge (HPS) dynamometer. The model was free to exhibit any possible non-linearity. The tests showed that for this particular model running at 9 knots it was highly linear. To model the dynamic properties correctly in model scale, we used the swing table to set the moments of inertia. This system was improved to the point that during the swing test, the added mass of the air could be measured, and the model had to be covered in plastic to get swing time the same in both directions. The plastic had to be maintained in the resistance tests, too, because we wanted added resistance in waves that is found by subtracting the calm water resistance. The HPS dynamometer had a sub-carriage that tracked the model with a sophisticated second sub-carriage. We developed software to trigger the data acquisition automatically at the same position in the tank for every test.




A typical total resistance curve was prepared in the traditional way, that is with the horizontal axis being the wave length (lambda) over the ship length (L). This graph contains nothing remarkable. The three sets of tests represent different nominal wave slopes of 40, 45, and 50 with the total resistance coefficients for the steeper waves being higher. However, to graph it for exact values of wave slope, we used a novel fairing technique. Instead of using steepness, we used the square of the inverse, what we called flatness. The results fell on straight lines, and therefore, even though we occasionally hit the nominal wave slope as intended, once the straight lines were faired, we could pick off values at the exact nominal slopes. As it turned out, this technique was also useful for the motions. We did a large variety of tests, some of which are still proprietary. A particular series of tests used a standard moment of inertia and one 4 times as large, but the real scientific advance was a possible new type of non-dimensionalization.
In both cases of pitch and total resistance coefficient, the lambda over L graphs showed nothing remarkable. We prepared new coefficients based on the square of the wave height. Using the special non-dimensional scheme the pitch, roll and yaw moment coefficients fall approximately on straight lines. The measure of the fit is that the line that goes through the point of greatest flatness, also goes through zero. For yaw, the hindcast of the measured values has a maximum error of only a few percent. This shows that the data can be collapsed to a single number.

There is one particular extension of this procedure. When we used the special non-dimensionalization, and found that the resistance curve fell on straight lines, we looked at the slope of those lines, and found that the inverse of that slope also falls on a straight line. Further investigation indicated that, to good approximation, the slope of this line was the calm water resistance. In other words, if the response is assumed linear with wave slope, then from pure wave tests you could determine what the calm water resistance of the model was.

How might this be useful? An estimate of the full scale resistance could be made by measuring the wind velocity and the amount of sail that was up, and the wave height and wave length using buoys that were in the water, or some kind of optical aid. With that information, one point of the drag graph could be constructed. Knowing that a linear model constrains the curves to go through zero, the slope of the line gives you the calm water resistance for the model at all speeds. Using data from several days with differing wave conditions can generate the entire set of curves shown.



Fully Nonlinear Water Wave Computations:
Fully Nonlinear Hydrodynamic Computations for Offshore Structures
Nonlinear Time-Domain Ship Motions Computations
Nonlinear Time-Domain Free Surface Computations Including Lifting Effects
Nonlinear Time-Domain Free Surface Computations for Arbitrary Bodies
Project Director: Robert F. Beck


This group of projects has involved the computation of fully nonlinear water waves. At the present time the fluid is considered ideal since this greatly simplifies the computations. Eventually this ideal outer flow will have to be matched to a viscous inner region near the body. The body motion is modeled using rigid body dynamics. Elastic deformation of the structure may easily be included in the model if necessary. However, while elastic effects may be important for the structural integrity, they have little influence on the motions under normal circumstances.

In the fully nonlinear problem, the exact body boundary condition and the fully nonlinear free surface boundary conditions are used. The problem is formulated as an initial value problem. The motion is started from rest and stepped forward in time using an Euler-Lagrange approach in which the free surface boundary conditions are utilized to time-step the solution. At each time step, the positions of the free surface and the body surface are known. The value of the potential on the free surface and its normal derivative on the body surface are also known. This well defined mixed boundary value problem can be solved using a variety of numerical methods. The kinematic and dynamic free surface boundary conditions are then used to update the position of the free surface and its potential respectively. The value of the normal derivative of the potential on the body surface is known for forced motions or can be determined by time stepping Euler's equations of motion for free-body motion. This process is then repeated for the next time step.


Agreement Between Experiment and Theory for Wave Elevation Next to the Wigley Hull
The Nonlinear approximation for the waves next to the hull is much improved over the linear approximation. The bow wave shown here is a good example of a highly non-linear wave which cannot be adequately represented with linear theory.


Free Surface Contours of the Wake Produced by the Wigley Hull Moving at a Constant Forward Speed.


At each time step, the mixed boundary value problem is solved using the so called desingularized boundary integral method, given the velocity potential on the free surface and the velocity of the body surface. The desingularized method uses singularities placed outside the fluid domain while the collocation points remain on the boundary to greatly simplify and speed-up the numerical computations. The solution to the boundary value problem at each time step gives the flow velocity on the free surface and the hydrodynamic pressure on the body. Most of the CPU time is devoted to solving the mixed boundary value problem that typically contains more than 4000 unknowns for a three-dimensional problem. The latest research involves using multipole expansion techniques to greatly speed up the computations and to reduce the memory requirements.




Nonlinear Shallow Water Incident Waves Diffracted by a Vertical Cylinder.
The waves are generated upstream by a piston wave maker. The wave diffraction causes a run-up on the incident wave side of the cylinder which is greater than twice the incident wave amplitude. Wave run-up is important in the design of offshore structures. Resonant Interaction of Gravity-Capillary Waves.
By including surface tension in the free surface boundary condition the interaction of capillary/gravity waves can be studied. 9.8 Hz waves are produced by a pneumatic wave maker at the left-hand side of the numerical wave tank. Due to second harmonic resonance, 19.6 Hz capillary waves are generated at the gravity wave front. Because the group velocity of capillary waves is greater than their phase velocity, the capillary waves run out ahead of the gravity waves. Capillary/gravity wave interaction is important in the remote sensing of the ocean surface by synthetic aperture radar.


To date the technique has been applied successfully to a wide variety of problems including: the wave patterns behind a translating and oscillating disturbance; the hydrodynamic forces acting on translating submerged bodies of revolution; shallow water solitons generated by a disturbance started from rest; two-dimensional and axial symmetric bodies oscillating in calm water at zero forward speed; the Wigley hull at constant forward speed and in forced heave and pitch; the two-dimensional sloshing in a rectangular tank; and the three-dimensional wave run-up and exciting forces on a circular cylinder in shallow water incident waves.



Dynamics of Free Surface Turbulent Flows
Project Director: Robert F. Beck
Co-Investigators: M. Perlin, D. Walker, L. Bernal, R. Akhavan
Time Period: 1992-1995


The primary objective of the research is to develop a fundamental understanding of the dynamics of turbulent vorticity fields interacting with the free surface. Particular emphasis is placed on the mechanisms for the generation and modification of surface waves by vortical flows and the creation of vorticity in regions of high surface curvature and by breaking waves. A group of interrelated experimental, numerical and analytical projects have been defined to carry out the research.

(See more complete description under Perlin and Walker entries).



Development of Vectorized Ship Hydrodynamic Codes
Project Director: Robert F. Beck


Codes are being developed to predict the fully nonlinear hydrodynamic characteristics of floating bodies in waves. The computations are made assuming potential flow and using the Desingularized Euler-Lagrange Time-Domain Approach. This technique has proven to be robust and fast on a variety of problems. Six-degree of freedom computations will be made for offshore structures at zero forward speed and for displacement ships at forward speed.



ONR High School Traineeship
Project Director: Robert F. Beck
Sponsor: Office of Naval Research
Time Period: June 1994 - May 1995


This project places high school students on ONR sponsored U of M research projects for the summer. The goal is to heighten interest in science and engineering by having students work on actual research projects. Each student is paid $5 per hour and is expected to work 200 hours during the summer. The student is of no cost to the research project since this account pays the students' wages. The student is also expected to write a report at the end of the summer. A total of 16 students are placed each summer.



United States Army Corps of Engineers Meters
Project Director: Stuart Cohen
Time Period: 1991-1992


The Marine Hydrodynamics Laboratory (MHL) regularly provides services to the Federal Government and to the State of Michigan. Flow rates of rivers and estuaries are made with current meters tested in the main towing tank.



Force and Motion Tests of a 1:50 Scale Model of Pelagic Fish Nets Used for Aquaculture When Exposed to Waves and Currents
Project Director: Stuart Cohen
Time Period: 1995-1996


The effects of current and waves on the mooring forces of Pelagic fish farm pens was measured. Offshore, moored fish pens and related equipment was designed. Subsequent analysis and random wave tests in the towing tank confirmed the design parameters. These reports will be used to establish the Army Corp of Engineers criteria for fish net installation throughout the United States.



Tow Resistance and Directional Stability Tests for a Partial Ship Towed Ahead and Astern Preresented by a 1:55 Scale Model
Project Director: Stuart Cohen
Time Period: 1996


Specialized ship yard problems were solved using a model of a partially built ship. Evaluations of towing astern, with temporary bows or with various draft and trim combinations were made to determine the most economic method to construct a special purpose ship.



Model Tests of an IACC Yacht Hull Under Two Moments of Inertia and at a Heel and Yaw Angle
Project Director: Stuart Cohen
Time Period: 1992


The MHL has participated in both 1992 and 1995 America's Cup Yacht model testing. Several models were used in developing standardized seakeeping tests. Results were used for computer code validation of resistance, added resistance in waves and motions and moments. The models were tested in various heel and yaw combinations in calm water and regular waves.



Directional Stability and Resistance Tests for a 325' Notched Tank Barge Resistance Tests of a 1:47.87 Scale Model of a LASH Vessel with Two Sterns Open Water Tests on the Maelstrom Jet Pump at Bollard and at Forward Speeds
Project Director: Stuart Cohen
Time Period: 1994


The MHL provides testing expertise for many industrial contractors throughout the United States. Typical are resistance tests for barges, in which the stern skeg design and angle were optimized. The result was a new design which improved cargo capacity and reduced fuel consumption, but not enough to offset the building costs, so the modification was not adopted.



Toleration of Air in a 10-Inch Model Propulsion Water Jet Pump Tested at the Bollard Condition
Project Director: Stuart Cohen
Time Period: 1992-1994


A series of ongoing tests of waterjets used for marine propulsion have been done. Flow visualization using underwater and above water cameras investigated steady air flow into the inlet ducts. The effects of air bursts on jet pump performance were also done using a 2.3:1 scale model. Various inlet and hull geometries were changed to divert air from the inlets, and evaluated in calm water and in waves.




Ocean Racing Yacht Model Testing
Project Director: Stuart Cohen
Time Period: 1994


There are additional racing yacht rules beside the America's Cup rule. Due to the specialty of the details in each rule, many racing yachts are also tank tested. A 1:5 scale model of an IMS (International Measurement System) boat was tested for drag, motions in waves, and wetted surface area. The results were used to provide data for VPP (Velocity Prediction Program) calculations.



Seakeeping and Maneuvering Model Test Results of a Radio-Controlled AAAV Planing Boat in Calm Water and in Waves
Project Director: Stuart Cohen
Time Period: 1995


Since 1990, the MHL has developed the capability of conducting field tests using radio controlled models. These high speed planing boat tests were conducted in Lake Michigan during weather that generated scaled waves of extreme height. Data were radioed to shore computers, while the model was being controlled via separate radios. The tests included testing novel and damaged appendages. Some configurations provided capsizing events which validated the use of models to examine potentially unsafe design parameters.



Resistance, Seakeeping and Vertical Acceleration Tests of a 250 Passenger Swath Crewboat
Project Director: Stuart Cohen
Time Period: 1995-1996


The MHL specializes in complex seakeeping tests. Special high speed tests of SWATH vessels (Small Waterplane Area Twin Hulls) measured not only motions and forces in calm water and random seas, but also neutral accelerations. This work is being done to reduce motion sickness among passengers.



Asymetrical strut and pontoon being constructed.




Full-Scale Field Tests of a Water Jet Marine Propulsor at the Bollard Condition using the Waterjet Test Rig (WTR)
Project Director: Stuart Cohen
Time Period: 1992-1995


Since 1992, the MHL has expanded its field test capabilities to include full-scale vessels. In preparation for more advanced tests, a full-scale planing boat was instrumented and tested at the Bollard condition. This included instrumenting a 23" diameter fully operational jet pump and the 1200 horsepower diesel engine which powered it.



Fast Transit SWATH in Waves
Project Director: Stuart Cohen
Time Period: 1995


Specialized ship behavior can be difficult to predict analytically or by computer. For SWATH vessels, evaluation of the design is done in the towing tank. Motions and added resistance were measured.



Validation Tests of MX01
Project Director: Stuart Cohen
Time Period: 1994


Seakeeping tests were done on a 1:4 scale model of a racing yacht used in the 1995 America's Cup Race. Four carbon fiber hulls were tested to refine and validate computer programs which were used by PACT95 to design "Young America," the yacht which represented the United States in the race. Over 800 tests were performed in calm water and in waves. Results are restricted for three years before publication is possible.



Development and Evaluation of Radar Ocean Imaging Models
Project Director: David R. Lyzenga
Sponsor: Office of Naval Research
Time Period: 01 February 1993-Present


The goal of this project is to contribute to a better understanding of the processes influencing the variations in radar backscatter from the ocean surface on scales of 1 meter to 1 km, and to improve radar remote sensing techniques for oceanographic purposes. The project involves the development of improved models for predicting changes in the surface roughness due to wave-current and air-sea interactions, and testing of these models using data collected during two oceanographic field experiments in September 1991 and June 1993. Laboratory measurements made during the URI Radar Modeling and Measurements project have been incorporated into these models to evaluate and predict the effects of wave breaking on radar images of fronts and internal waves. An investigation of the morphology and distribution of surface slicks was also carried out, and a procedure for using observations of slick motions to measure surface currents was developed and evaluated.




Illustration of surface current mapping using synthetic aperture radar (SAR) images near the edge of the Gulf Stream. White arrows show current vectors obtained by observing motion of slick patterns between SAR passes separated by about 20 minutes. These currents agree closely with shipboard acoustic Doppler current profiler measurements.


Radar Modeling and Measurements
Project Director: David R. Lyzenga
Sponsor: Office of Naval Research
Time Period: 01 May 1992-Present


This project is a part of the University Research Initiative Program in Ocean Surface Processes and Remote Sensing. The goal of the project is to evaluate the accuracy of existing radar backscatter models for the ocean surface and to develop improved models. The project involves both laboratory measurements and theoretical/numerical scattering calculations, concentrating on the effects of small-scale breaking waves. Experiments on both steady and transient breaking waves have been carried out in three facilities within the Marine Hydrodynamics Laboratory. These experiments have shown that while specular scattering and possibly edge diffraction effects are important during the early stages of breaking, the backscatter from fully developed breaking waves is dominated by the small-scale roughness generated during the breaking process. We have also developed a new numerical procedure for calculating radar backscatter using an iterative solution of the surface current integral equation, and have used this procedure to evaluate various approximate scattering models.



Model of the Thermal Bar Based on a Second Order Turbulence Closure Scheme URI Program in Ocean Survey Processes and Remote Sensing
Project Director: Guy A. Meadows
Sponsor: Office of Naval Research
Time Period: 01 May 1992-Present


The thermal bar is a feature of limnological flows in temperate regions that marks the boundary between stratified and unstratified water. In the spring, the bar develops because nearshore water warms faster than offshore water, and migrates offshore as the heating season advances. It is located near the temperature of maximum density, about 4deg. C in fresh water. Its strength, speed and persistence depend on the local bathymetry and climatology. A fully developed bar governs the dynamics of the nearshore regions. Modeling this flow is essential to understanding related processes in the coastal environment. This research project is designed to develop a model of the vernal thermal bar using a second order turbulence closure scheme to compute flow variables and turbulence characteristics. The surface heat flux and wind stress are the external driving forces.



An Evaluation of Precision Nearshore Hydrodynamic Survey Techniques for Monitoring Beach Nourishment in the Great Lakes
Project Director: Guy A. Meadows
Sponsor: US Army Corps of Engineers, Coastal Engineering Research Center
Time Period: 27 September 1991-30 September 1994


Recent project increases in population pressure on the coastlines of the United States have resulted in the need for an accurate and reliable predictive capability to assess the impact of physical processes and coastal engineering structures on shoreline characteristics. Numerical models offer many advantages for accomplishing these tasks (flexibility and relative low cost), however without accurate profile response data on real coastlines they are not effective tools.

The objective of this research project is to evaluate precision nearshore hydrographic survey techniques for beach nourishment in the Great Lakes and to make recommendations for the placement of shoreline nourishment. The primary focus of this effort is coastal erosion mitigation with emphasis on the mapping of post- and pre-nourishment shorelines.

The Ocean Engineering Laboratory has been collecting Great Lakes long term beach evolution survey data over the last several years. To complete the picture, there is a need for short term coastal nourishment response information on the Great Lakes. The combination of these data sets will be very useful for validation of existing numerical models to predict long and short term evolution in the vicinity of coastal engineering structures. These data will also facilitate the development of a model of coastal evolution in response to storms which is underway at the University of Michigan.




Coastal erosion is a continuing process. Our awareness of erosion is heightened during periods of extremely high water levels. To live successfully on the coastline and maintain coastal structures effectively we must learn to understand and accept the erosional process. One vivid example of this process is the severe erosion experienced over a sixteen-year period at the Big Sable Point Lighthouse.


Acoustic-Based Remote Sensing Technologies
Project Director: Guy A. Meadows
Sponsor: Michigan Sea Grant College Program
Co-Investigators: David Lyzenga, Klaus-Peter Beier
Time Period: 01 August 1995-Present


Acoustic-based remote sensing technologies and methods show potential in assessing shipwrecks and other underwater cultural resources. In particular, these technologies my enhance field survey and site characterization through improved three-dimensional mapping and imaging.

Humans receive much of their information about the material world by means of wave energy, either electromagnetic (light) or mechanical (sound). In the atmosphere, light in the visible part of the spectrum is attenuated less than sound, but in the sea, the reverse is the case. In clear ocean water, the range at which visible details of objects are clear is rarely more than 50 meters, and usually much less. Because optical visibility is often limited underwater, sound waves (acoustics) can be used to obtain detailed information on bottom features (e.g., cultural artifacts or biological features). This is especially true in highly energetic regions (Great Lakes embayments and continental shelf shoreward).

Historically, basic acoustic instrumentation made sea floor information available through the use of echo-sounders and sonar (sound navigation and ranging). Sonar is essentially a narrow beam echo sounder which provides detection and location of underwater targets. Side scan sonars provide images of the sea floor through use of strip map techniques at many angles of incidence. These techniques all employ single source and single receiver instrumentation yielding at most two-dimensional data recovery.

To gain as much information as possible from the configuration of sea bottom features in the marine environment, it is preferable to obtain three-dimensional data. Sea Beam is a recently developed acoustic instrumentation and analysis package which provides high resolution echo sounding information for real-time mapping of sea floor bottom features. The orientation of the transmitters and receivers in this system allows for coverage of 256 individual depth measurements over an area equal to 80 percent of the water depth (typically the area of ensonification of a single traditional echo sounder). In addition to a higher measurement density, the Sea Beam also hosts a roll gyro compensation system which provides extremely well navigated information corrected for transducer motion. The basis of this system, which has proven extremely useful and accurate for coverage of large sea floor (e.g., spreading centers, submarine canyons) may be extended and enhanced for application to smaller targets with higher resolution and accuracy.

For even higher resolution (i.e., less than 1 meter), systems utilizing optical or acoustic imaging techniques are required. Conventional stereo imaging is a time-tested technique which has proven highly useful in developing topographic maps of surfaces through passive optical imagery. This technique could be used, in principle, for underwater mapping, but for the reasons mentioned earlier it would be more useful to use acoustic methods.

There exists a close parallel between acoustic and radar technology. It is therefore of interest to review developments in both optical and radar technology which may be applicable to mapping underwater features. During the 1970's, the U.S. Defense Mapping Agency (DMA) initiated investigations of various airborne and spaceborne remote sensing techniques for their potential usefulness in updating nautical charts. The DMA's goals, in order of priority are to: (1) detect uncharted or mispositioned submerged features which are potentially hazardous to surface navigation, (2) define the boundary and location of these hazardous features in either an absolute or relative sense, and (3) obtain accurate, detailed and complete water depth information.

Early remote sensing efforts in this area utilized aerial photography, multispectral scanners, or lidars. These optical techniques are able to meet DMA's first two goals in shallow, clear-water areas, and Landsat data are now used for mapping hydrographic features. Techniques have also been developed to extract estimates of water depths from digital Landsat data. These techniques are accurate to within 1 to 1.5 m in water less than 20 m deep, when multi-date data are combined and tidal and water turbidity information are known.

The goals of this project are:

1. Develop generally accepted frameworks for assessment of deep water shipwrecks and associated natural environments that can be applied to the evaluation of remote sensing systems and methods. This research will result in objectives and criteria needed to enhance decision-making ( and tradeoffs) relating to research, management, and use of deep-water shipwrecks and associated natural environments.

2. Develop technological systems for active acoustic imaging of deep-water shipwrecks and associated natural environments using recent scientific and signal processing breakthroughs in radar imaging. This research will advance the process of automated underwater mapping and imaging from high resolution two-dimensional outputs to accurate (order of centimeter), high resolution three-dimension outputs.

3. Transfer results to end users in maritime technology, underwater resource management, and commercial salvage, and to other interested audiences, including technology developers and recreational divers. These processes in public service will enhance understanding, cooperation, and collaboration among technology developers and maritime archeologists, underwater resource managers and commercial salvagers.



A Remote Operated Vehicle for Great Lakes Undergraduate Education
Project Director: Guy A. Meadows
Sponsor: National Science Foundation
Time Period: 01 September 1993-31 August 1995


This research grant partially supported the purchase of a Remote Operated Vehicle (ROV) for Great Lakes undergraduate laboratory education. This vehicle serves a broad, undergraduate population with the goal of providing high quality engineering and science students with the tools necessary to attack the serious issues facing the marine environment. As man increases his exploration of the marine environment, the need for unmanned, remotely operated or autonomous vehicles is ever increasing. Although the ROV receives wide interdisciplinary use in the education of students across the breadth of the University of Michigan, the Department of Naval Architecture and Marine Engineering has been selected to be the home department. For the past three decades commercial ship building in the United States has decreased dramatically. This trend is likely to continue as foreign competition and technology continue to increase. There is a pressing national need to lead the technological development in new areas such as ocean exploration. These new disciplines will require the training of engineers and scientists with capabilities to adequately attack new and challenging problems. Similarly, major future breakthroughs in all areas of oceanography will be made by detailed understanding of ecosystems and their interrelationships. An important role in this effort will be played by the selective sampling and inspection capabilities provided by ROV's.

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exitspeed

^
BEST POST IN MONTHS!

Pos rep for you!

__________________
What I do for a living...www.mhrussell.com

Chasmoore04

Failx7 nhghgfh

__________________

Chasmoore04

I don't understand...... 06-21-2006 12:22 PM Stfu rep whore.
I don't understand...... 06-21-2006 01:27 AM Shut up already Chas, unless you'd like to be banned.
I don't understand...... 06-21-2006 01:25 AM stupid postwhoring
I don't understand...... 06-20-2006 07:39 PM HAHAHAHAHAHAHAHAHA


If you laugh why neg rep me. I just am here to make friends. What is this rep whore?

__________________

TRUENOCOUPE

Dear Luke,

I know you own a house. Can you tell me more about morgage?

Your friend,
Big Gay Al

__________________
DRIFTxBATTLE IS GONE | MYSPACE | NORCAL DRIFT | ZipTied Tee's

Chasmoore04

I do home loans

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CleanS14

Man Al... don't act like you don't get any positive rep shizzle...

OT: Yo Chas, how are them home loans in SD now 'days?

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NAKAMA | ROOTS RUN DEEP

usdm180sx

Who cares? I bet I have more than you LOL

__________________
-Norm!

blackflag_Rms13

TRUENOCOUPE

Yet, you posted here to tell me that...

Idiot.

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DRIFTxBATTLE IS GONE | MYSPACE | NORCAL DRIFT | ZipTied Tee's

TRUENOCOUPE

I would like to know from my e-friend Luke.

He has a house and certainly knows about morgage and loans.

Lukes Friend,
Al

__________________
DRIFTxBATTLE IS GONE | MYSPACE | NORCAL DRIFT | ZipTied Tee's

Chasmoore04

Prices of homes are still high, although they are lower now then this time last year.

The rates have risen per greenspan but you can still find a good deal with the right program.

We are still growing about 2-5% per month though, which is crazy when you see how many loans we process.

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cfrost

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statik

my brain hurts

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97 240sx esaarr | Current Status: SOLD

Chasmoore04

[QUOTE=cfrost]everything I post is very serious. QUOTE]

SASD

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