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June 11, 2010
The sun is about to get a lot more active, which could have ill effects on Earth. So to prepare, top sun scientists met Tuesday to discuss the best ways to protect Earth satellites and other vital systems from the coming solar storms. Solar storms occur when sunspots on our star erupt and spew out flumes of charged particles that can damage power systems. The sun activity typically follows an 11-year cycle, and it looks to be coming out of a slump and gearing up for an active period. “The sun is waking up from a deep slumber, and in the next few years we expect to see much higher levels of solar activity,” said Richard Fisher, head of NASA Heliophysics Division . “At the same time, our technological society has developed an unprecedented sensitivity to solar storms. The intersection of these two issues is what we e getting together to discuss.” Fisher and other experts met at the Space Weather Enterprise Forum, which took place in Washington, DC, at the National Press Club. Bad news for gizmos People of the 21st century rely on high-tech systems for the basics of daily life. But smart power grids, GPS navigation, air travel, financial services and emergency radio communications can all be knocked out by intense solar activity. A major solar storm could cause twenty times more economic damage than Hurricane Katrina, warned the National Academy of Sciences in a 2008 report, “Severe Space Weather Events-Societal and Economic Impacts.” [ Photos: Sun storms.] Luckily, much of the damage can be mitigated if managers know a storm is coming. That why better understanding of solar weather, and the ability to give advance warning, is especially important. Putting satellites in afe mode and disconnecting transformers can protect electronics from damaging electrical surges. “Space weather forecasting is still in its infancy, but we e making rapid progress,” said Thomas Bogdan, director of the National Oceanic and Atmospheric Administration (NOAA) Space Weather Prediction Center in Boulder, Colo. Eyes on the sun NASA and NOAA work together to manage a fleet of satellites that monitor the sun and help to predict its changes. A pair of spacecraft called STEREO (Solar Terrestrial Relations Observatory) is stationed on opposite sides of the sun, offering a combined view of 90 percent of the solar surface. In addition, SDO (the Solar Dynamics Observatory), which just launched in February 2010, is able to photograph solar active regions with unprecedented spectral, temporal and spatial resolution. Also , an old satellite called the Advanced Composition Explorer (ACE), which launched in 1997, is still chugging along monitoring winds coming off the sun. And there are dozens more dedicated to solar science. “I believe we e on the threshold of a new era in which space weather can be as influential in our daily lives as ordinary terrestrial weather. “Fisher said.” We take this very seriously indeed. “http://news.yahoo.com/s/space/20100609/sc_space/ mo reactivesunmeansnastysolarstormsahead

October 23, 2010
The waters of the Santa Barbara Channel are a majestic, mysterious, and often dangerous place to work and play. Luckily, for the boaters, surfers, divers, and fishers who find themselves on the frontlines of this open water landscape, a patchwork of data buoys bob at strategic points throughout the channel and the waters north. They stream real-time data Bottega Veneta Handbags about ocean, wind, and weather conditions to prevent any nasty surprises from catching mariners off-guard. However, if a recent funding decision by the federal government National Oceanic and Atmospheric Administration (NOAA) stands, two of these valuable stations-specifically the West Santa Barbara Channel buoy and the Pt. Arguello buoy-will be decommissioned in coming months and removed by the end of the summer, leaving a potentially treacherous information hole at the northwestern gate of the Channel. In an average year, 7,000 vessels weighing 300 tons or more traverse the Santa Barbara Christian Dior Handbags Channel, as well as countless smaller vessels. All of them-whether they be merchant maritimers, wave-hunting surfers, oil barges, urchin divers, or yacht-driving pleasure cruisers-must keep one eye out for the ever-changing weather conditions of the channel. Known the world over for being able to switch from calm to chaotic in mere minutes, the Santa Barbara Channel is “a tricky place to forecast,” said Mark Jackson, the NOAA National Weather Service Southern California honcho. He lamented the likely loss of the offshore buoys , instruments that he said play a fundamental role in his agency forecasting and issuing of marine advisories and warnings. “When the north winds pick up, you can get some real strange and nasty effects real fast at the start of the islands,” he said . “The more tools we have to monitor this, the better.” And with the geography of the islands and the South Coast working essentially as a massive funnel, all of these ill developments have very serious implications for boaters who find themselves “downstream. “Known simply as Buoy 23 (17 nautical miles northwest of Pt. Arguello) and Buoy 54 (38 nautical miles west of Santa Barbara), the two stations slated for shutdown are located at the aforementioned” start of the islands, “thus providing a critical Prada Handbags stream of information via radio and Internet that ocean-goers can use to predict disaster even when they e several miles from safety. Summing up the significance of NOAA decision, Santa Barbara Harbor operations director Mick Kronman was distraught, saying “This is very disconcerting for the boating public. Information from those buoys is crucial to recreational and commercial boater safety alike. “In slightly saltier terms, one longtime fisher put it this way during an anonymous phone call this week:” It simple, man. Lose those buoys and there a good chance somebody will die eventually, “he said. The current situation is almost identical to one that occurred in 2005, when the approximately 60,000-per-year that keeps these buoys afloat dried up. At that time, the seafaring data collectors were supported financially by the Minerals Management Service (MMS) as part of a longterm research project with San Diego Scripps Institute. When MMS decided to pull the plug, NOAA stepped in and wrote a 160,000 check meant to bankroll the buoys for two more years. With that kickdown now all but gone, Jackson explained the current plan: “The buoys will be disestablished and removed early this fall. However, if anything happens to them between now and then-like they break down or malfunction-they won be fixed. “Hoping to stop the action and solicit another last-minute save, Kronman said that both the National Weather Service and the Channel NHL Tickets Islands National Marine Sanctuary have begun a letter-writing campaign to their supervisors, as has the City of Santa Barbara. Calls to the National Data Buoy Center in Mississippi, the headquarters for NOAA buoy operations, were not returned. The Arguello and West Santa Barbara channel devices are just two of nine total buoys in and around the channel, in addition to several other data recording devices in both near-and off-shore waters. With this in mind, Jackson said that another possible solution, though “certainly less than ideal,” would involve relocating one or two of the remaining buoy stations, likely the Pt . Conception buoy, closer to the West Santa Barbara Channel location.

December 12, 2010
Records
Ensure the following records are assembled and personnel assigned to maintain them:? Bearing Record Book: The bearing recorders for the primary and secondary plots should record all the bearings used on their plot during the entire transit.
The books should clearly list what NAVAIDS are being used and what method of navigation was being used on their plot. In practice, the primary bearing book will contain mostly visual bearings and the secondary bearing book will contain mostly radar ranges and bearings.
? Fathometer Log: In restricted waters, monitor soundings continuously and record soundings every five minutes in the fathometer log. Record all fathometer settings that could affect the sounding display.
? Deck Log: This log is the legal record of the passage.
Record all ordered course and speed changes. Record all the navigator recommendations and whether the navigator concurs with the actions of the conning officer.
Record all buoys passed, and the shift between different Rules of the Road. Record the name and embarkation of any pilot. Record who has the conn at all times. Record any casualty or important event. The deck log combined with the bearing log should constitute a complete record of the passage.
Tides and CurrentsDetermining the tidal and current conditions of the port is crucial. This process is covered in depth in Chapter 9. In order to anticipate early or late transit, plot a graph of the tidal range for the 24-hour period centered on the scheduled time of arrival or departure. Depending on a vessel draft and the harbor depth, some vessels may be able to transit only at high tide. If this is this case, it is critically important to determine the time and range of the tide correctly.
The magnitude and direction of the current will give the navigator some idea of ??the set and drift the vessel will experience during the transit. This will allow him to plan in advance for any potential current effects in the vicinity of navigational hazards.
While printed tide tables can be used for predicting and plotting tides, it is far more efficient to use a computer with appropriate software, or the internet, to compute tides and print out the graphs. These graphs can be posted on the bridge at the chart table for ready reference, and copies made for others involved in the piloting process. Always remember that tide tables give predicted data, but that actual conditions may be quite different due to weather or other natural phenomena.
WeatherThe navigator should obtain a weather report covering the route which he intends to transit. This will allow him to prepare for any adverse weather by stationing extra lookouts, adjusting speed for poor visibility, and preparing for radar navigation. If the weather is thick, consider standing off the harbor until it clears.
The navigator can receive weather information any number of ways. Military vessels may receive weather reports from their parent squadrons prior to coming into port. Marine band radio carries continuous weather reports.
Many vessels are equipped with weather facsimile machines. Some navigators carry cellular phones to reach shoreside personnel and harbor control; these can also be used to get weather reports from NOAA weather stations. If the ship is using a weather routing service for the voyage, it should provide forecasts when asked. Finally, if the vessel has an internet connection, this is an ideal source of weather data. However he obtains the information, the navigator should have a good idea of ??the weather before entering piloting waters.
The Piloting BriefAssemble the entire navigation team for a piloting brief prior to entering or leaving port. The vessel captain and navigator should conduct the briefing. All navigation and bridge personnel should attend. The pilot , if he is already on board, should also attend. If the pilot is not onboard when the ship company is briefed, the navigator should immediately brief him when he embarks. The pilot must know the ship maneuvering characteristics before entering restricted waters. The briefing should cover, as a minimum, the following:
? Detailed Coverage of the Track Plan: Go over the planned route in detail. Use the prepared and approved chart as part of this brief. Concentrate especially on all the NAVAIDS and soundings which are being used to indicate danger. Cover the buoyage system in use and the port major NAVAIDS. Point out the radar NAVAIDS for the radar operator. Often, a Fleet Guide or Sailing Directions will have pictures of a port NAVAIDS. This is especially important for the piloting party that has never transited a particular port before. If no pictures are available, consider stationing a photographer to take some for submission to NIMA.
? Harbor Communications: Discuss the bridge -to bridge radio frequencies used to raise harbor control.
Discuss what channel the vessel is supposed to monitor on its passage into port and the port communication protocol.
? Duties and Responsibilities: Each member of the piloting team must have a thorough understanding of his duties and responsibilities. He must also understand how his part fits into the whole. The radar plotter, for example, must know if radar will be the primary or secondary source of fix information. The bearing recorder must know what fix interval the navigator is planning to use. Each person must be thoroughly briefed on his job; there is little time for questions once the vessel enters the channel.
Evolutions Prior to Piloting
The navigator should always accomplish the following evolutions prior to piloting:
? Testing the Shaft on the Main Engines in the Astern Direction: This ensures that the ship can answer a backing bell. If the ship is entering port, no special precautions are required prior to this test. If the ship is tied up at the pier preparing to get underway, exercise extreme caution to ensure no way is placed on the ship while testing the main engines.
? Making the Anchor Ready for Letting Go: Make the anchor ready for letting go and station a watchstander in direct communications with the bridge at the anchor windlass. Be prepared to drop anchor immediately when piloting if required to keep from drifting too close to a navigational hazard.
? Calculate Gyro Error: An error of greater than 1.0 ° T indicates a gyro problem which should be investigated prior to piloting. There are several ways to determine gyro error: 1. Compare the gyro reading with a known accurate heading reference such as an inertial navigator. The difference in the readings is the gyro error.
2. Mark the bearing of a charted range as the range NAVAID come into line and compare the gyro bearing with the charted bearing. The difference is the gyro error.
3. Prior to getting underway, plot a dockside fix using at least three lines of position. The three LOP should intersect at a point. Their intersecting in a “cocked hat” indicates a gyro error. Incrementally adjust each visual bearing by the same amount and direction until the fix plots as a pinpoint. The total correction required to eliminate the cocked hat is the gyro error.
4. Measure a celestial body azimuth or amplitude, or Polaris azimuth with the gyro, and then compare the measured value with a value computed from the Sight Reduction Tables or the Nautical Almanac.
Report the magnitude and direction of the gyro error to the navigator and captain. The direction of the error is determined by the relative magnitude of the gyro reading and the value against which it is compared. When the compass is least, the error is east. Conversely, when the compass is best, the error is west. See Chapter 6.
Inbound Voyage Planning
The vessel planned estimated time of arrival (ETA) at its mooring determines the vessel course and speed to the harbor entrance. Arriving at the mooring site on time may be important in a busy port which operates its port services on a tight schedule. Therefore, it is important to plan the arrival accurately. Take the desired time of arrival at the mooring and subtract from that the time it will take to navigate to it from the entrance. The resulting time is when you must arrive at the harbor entrance. Next, measure the distance between the vessel present location and the harbor entrance. Determine the speed of advance (SOA) the vessel will use to make the transit to the harbor. Use the distance to the harbor and the SOA to calculate what time to leave the present position to make the mooring ETA, or what speed must be made good to arrive on time.
Consider these factors which might affect this decision:
? Weather: This is the single most important factor in harbor approach planning because it directly affects the vessel SOA. The thicker the weather, the more slowly the vessel must proceed. Therefore, if heavy fog or rain is in the forecast, the navigator must allow more time for the transit.
? Mooring Procedures: The navigator must take more than distance into account when calculating how long it will take him to pilot to his mooring. If the vessel needs a tug, that will increase the time needed. Similarly, picking up or dropping off a pilot adds time to the transit. It is better to allow a margin for error when trying to add up all the time delays caused by these procedures. It is always easier to avoid arriving early by slowing down than it is to make up lost time by speeding up.
? Shipping Density: Generally, the higher the shipping density entering and exiting the harbor, the longer it will take to proceed into the harbor entrance safely.
TRANSITION TO PILOTING
Stationing the Piloting Team
At the appropriate time, station the piloting team. Allow plenty of time to acclimate to the navigational situation and if at night, to the darkness. The number and type of personnel available for the piloting team depend on the vessel. A Navy warship, for example, has more people available for piloting than a merchant ship. Therefore, more than one of the jobs listed below may have to be filled by a single person. The piloting team should consist of:
? The Captain: The captain is ultimately responsible for the safe navigation of his vessel. His judgment regarding navigation is final. The piloting team acts to support the captain, advising him so he can make informed decisions on handling his vessel.
? The Pilot: The pilot is usually the only member of the piloting team not a member of the ship company. The piloting team must understand the relationship between the pilot and the captain. The pilot is perhaps the captain most important navigational advisor.
Generally, the captain will follow his recommendations when navigating an unfamiliar harbor. The pilot, too, bears some responsibility for the safe passage of the vessel; he can be censured for errors of judgment which cause accidents. However, the presence of a pilot in no way relieves the captain of his ultimate responsibility for safe navigation. The piloting team works to support and advise the captain.
? The Officer of the Deck (Conning Officer): In Navy piloting teams, neither the pilot or the captain usually has the conn. The officer having the conn directs the ship movements by rudder and engine orders.
Another officer of the ship company usually fulfills this function. The captain can take the conn immediately simply by issuing an order to the helm should an emergency arise. The conning officer of a merchant vessel can be either the pilot, the captain, or another watch officer. In any event, the officer having the conn must be clearly indicated in the ship deck log at all times. Often a single officer will have the deck and the conn. However, sometimes a junior officer will take the conn for training. In this case, different officers will have the deck and the conn. The officer who retains the deck retains the responsibility for the vessel safe navigation.
< br />? The Navigator: The vessel navigator is the officer directly responsible to the ship captain for the safe navigation of the ship. He is the captain principal navigational advisor. The piloting team works for him.
He channels the required information developed by the piloting team to the ship conning officer on recommended courses, speeds, and turns. He also carefully looks ahead for potential navigational hazards and makes appropriate recommendations. He is the most senior officer who devotes his effort exclusively to monitoring the navigation picture. The captain and the conning officer are concerned with all aspects of the passage, including contact avoidance and other necessary ship evolutions (making up tugs, maneuvering alongside a small boat for personnel transfers, engineering evolutions, and coordinating with harbor control via radio, for example). The navigator, on the other hand, focuses solely on safe navigation. It is his job to anticipate dangers, keep himself appraised of the navigation situation at all times, and manage the team.
< br />? Bearing Plotting Team: This team consists, ideally, of three persons. The first person measures the bearings. The second person records the bearings in an official record book. The third person plots the bearings. The more quickly and accurately this process is completed, the sooner the navigator has an accurate picture of the ship position. The bearing taker should be an experienced individual who has traversed the port before and who is familiar with the NAVAIDS.
He should take his round of bearings as quickly as possible, beam bearings first, minimizing any time delay errors in the resulting fix. The plotter should also be an experienced individual who can quickly and accurately lay down the required bearings. The bearing recorder can be one of the junior members of the piloting team.
? The Radar Operator: The radar operator has one of the more difficult jobs of the team. The radar is as important for collision avoidance as it is for navigation. Therefore, this operator must often “time share” the radar between these two functions.
Determining the amount of time spent on these functions falls within the judgment of the captain and the navigator. If the day is clear and the traffic heavy, the captain may want to use the radar mostly for collision avoidance. As the weather worsens, obscuring visual NAVAIDS, the importance of radar for safe navigation increases. The radar operator must be given clear guidance on how the captain and navigator want the radar to be operated.
? Plot Supervisors: On many military ships, the piloting team will consist of two plots: the primary plot and the secondary plot. The navigator should designate the type of navigation that will be employed on the primary plot.
All other fix sources should be plotted on the secondary plot. The navigator can function as the primary plot supervisor. A senior, experienced individual should be employed as a secondary plot supervisor. The navigator should frequently compare the positions plotted on both plots as a check on the primary plot.
There are three major reasons for maintaining a primary and secondary plot. First, as mentioned above, the secondary fix sources provide a good check on the accuracy of visual piloting. Large discrepancies between visual and radar positions may point out a problem with the visual fixes that the navigator might not otherwise suspect. Secondly, the navigator often must change the primary means of navigation during the transit . He may initially designate visual bearings as the primary fix method only to have a sudden storm or fog obscure the visual NAVAIDS. If he shifts the primary fix means to radar, he has a track history of the correlation between radar and visual fixes. Finally , the piloting team often must shift charts several times during the transit. When the old chart is taken off the plotting table and before the new chart is secured, there is a period of time when no chart is in use.
< br /> Maintaining a secondary plot eliminates this complication.
Ensure the secondary plot is not shifted prior to getting the new primary plot chart down on the chart table. In this case, there will always be a chart available on which to pilot. Do not consider the primary chart shifted until the new chart is properly secured and the plotter has transferred the last fix from the original chart onto the new chart.
? Satellite Navigation Operator: This operator normally works for the secondary plot supervisor. GPS accuracy with Selective Availability (SA) on is not sufficient for navigating restricted waters; but with SA off, GPS can support harbor navigation, in which case it should be considered as only one aid to navigation, not as a substitute for the entire process. If the team loses visual bearings in the channel and no radar NAVAIDS are available, GPS may be the most accurate fix source available. The navigator must have some data on the comparison between satellite positions and visual positions over the history of the passage to use satellite positions effectively. The only way to obtain this data is to plot satellite positions and compare these positions to visual positions throughout the harbor passage.
? Fathometer Operator: Run the fathometer continuously and station an operator to monitor it. Do not rely on audible alarms to key your attention to this critically important piloting tool. The fathometer operator must know the warning and danger soundings for the area the vessel is transiting. Most fathometers can display either total depth of water or depth under the keel. Set the fathometer to display depth under the keel. The navigator must check the sounding at each fix and compare that value to the charted sounding. A discrepancy between these values ??is cause for immediate action to take another fix and check the ship position.
Harbor Approach (Inbound Vessels Only)
The piloting team must make the transition from coastal navigation to piloting smoothly as the vessel approaches restricted waters. There is no rigid demarcation between coastal navigation and piloting. Often visual NAVAIDS are visible miles from shore where Loran and GPS are easier to use. The navigator should take advantage of this overlap when approaching the harbor. Plotting Loran, GPS, and visual fixes concurrently ensures that the piloting team has correctly identified NAVAIDS and that the different types of systems are in agreement. Once the vessel is close enough to the shore such that sufficient NAVAIDS (at least three with sufficient bearing spread) become visible, the navigator should order visual bearings only for the primary plot and shift all other fixes to the secondary plot, unless the decision has been made to proceed with ECDIS as the primary system.
Take advantage of the coastal navigation and piloting overlap to shorten the fix interval gradually. The navigator must use his judgment in adjusting fix intervals. If the ship is steaming inbound directly towards the shore, set a fix interval such that two fix intervals lie between the vessel and the nearest danger. Upon entering restricted waters, the piloting team should be plotting visual fixes at three minute intervals.
Commercial vessels with GPS and / or Loran C, planning the harbor transit with a pilot, will approach a coast differently. The transition from ocean to coastal to harbor approach navigation will proceed as visual aids and radar targets appear and are plotted. With GPS or ECDIS operating and a waypoint set at the pilot station, only a few fixes are necessary to verify that the GPS position is correct. Once the pilot is aboard, the captain / pilot team may elect to navigate visually, depending on the situation.

September 27, 2011
# 2011 Bosch Power Tools Creative Design Competition # car you have not read plain English question and answer, ha ha, this is our interview with the Philippine Sparks before, people do reply ah. Wood has found that those words are very creative love it ~! Bosch Car Design Contest
Here are the details. Because of his previous school work or other reasons, did not finish, then I will take order, written manuscript. I knew about the competition when our dean showed us the invitation letter of Bosch to our school. I knew more about the Bosch Cordless Race when I saw it on the web.
In my daily life I love power tools because my grandfather introduced me to this technology when he is fixing things. Specifically our hand drill in our household is a Bosch Hand Drill. The Bosch Power Tools were very familiar to me because it the pioneer of power tools technology.
We are all 4th year Mechanical Engineering Students of Mapua Institute of Technology.
Our team was named Team SIklab.
3.

In our country, we won first place in the Competition. We had the race at BoomLand Kart Circuit, Pasay City Manila, Philippines. The kart circuit is specifically for GoKarts and motorcycles. The circuit has approximately 6 sharp curves with a length of 650m . The race was 3 rounds. The first two rounds are for qualifying places that will determine the positioning at the final round. At the second the last round all competitors will be in the track. The one who places first will be the Champion. We had the best lap at the second round. We placed 1st with 7secs earlier than the 2nd.
4.
It big honour for us to represent our country and institute in Beijing for this competition. We are very happy to have the chance to compete overseas and showcase what Filipinos are.
5.
In the Philippine leg of the competition our competitors are very good in terms of how they build their Karts. All the competitors had a very unique design of their own. Some had three wheels but the majority has four wheels. Our advantage in the competition was that we had the smallest kart. With our small wheels we can easily manoeuvre on the track. Our disadvantage is with our small wheels, we have limitations on how strong it is because we based on what is available in the market.
6.
< br /> We started working on the car on the last week of March up to the first week of May. The project was completed for about One month and 1 week. The project was given to us on the 2nd week of March but because of the final examinations week we started two weeks after.
7.
Our goal is to have an efficient Go-Kart. The competition was said to be a go kart race so we adopted the design of the actual Go-Kart in terms of its size. We made a simple frame made of Black iron steel pipes connected by mig welding. Our wheels are bicycle wheels mounted also by bicycle forks. The transmission system was also made of black iron steel. We fabricated all the connections for the mounting of the drills, the transmission shafting by using different machines like the lathe machine, shaping machine, drill presses etc., the housing of the bearings, and the supports of the transmission to make it stiff. We used different kinds of bearing to have a more rigid design for support of the journals.
8.
There were no changes in our Kart after the Philippine Leg . We just repaired things that could possibly be broken due to time and replaced the spare parts for better performance moreover prevent old parts to wear. We repainted the kart for better presentation.
9.
We expect that we have a wonderful experience in this competition and trip to Beijing. Our goal is to win it all. To win for our country, family and friends.
10.
We have not yet been to China except for our adviser. We know China as being one of the most powerful countries in the world. We know that its is a great opportunity for us to see its tourist spots like the Great wall. In our country there are a lot of Chinese people by knowing them we have a knowledge that Chinese people are very hardworking and hospitable.
11.
In the Philippines college life can be fun and very hard for others. In our college life we ??can hold our time. We can decide for ourselves if we want to go to class or just go somewhere else. Like the western people we college students love to hangout after class, go to conventions, field trips, seminars and parties. Students love going to other schools to have a higher social connection. College life in the Philippines is full of outside activities that makes us more motivated. We love studying in groups so we could share different views on what we think is better.
12.
13.
Our adviser was Engr. John Judilla and Mr. Jaylord Jauod . Engr. John was the former dean of the School of Mechanical Engineering he started advising us for the first three weeks of the project but due to some conflicts to his work and other projects the advising was passed to his successor Mr. Jaylord Jauod a Mechanical Engineering Graduate of Mapua Institute of Technology. He is also Head of the Mapua Robotics team and one of the supervisors of the Institutional Laboratory Management of Mapua Institute of Technology.
From Engr. Judilla as one of the most prestigious graduates of Mapua we learned about his experiences as a student, in the industry and how we can complete the project. He motivated us to do the project with our heart. Mr. Jauod as the robotics head, he had many experiences in making projects like MAC, the bomb disposal robot, he shared the experiences and knowledge on how can we do the project that will be reliable. He thought us different values ??that would help us improve our character and dedication to work.

14.
In coming to China, were interested in seeing the tourist spots and knowing the culture. Were interested on how the Chinese people be on the top in terms of their economy.
< br /> As a kid I love Chinese food, me and my family always eat in Chinese restaurants in the Philippines. There are so many cuisines that I excited to eat at China to taste the original Chinese food.
< br /> 15.
I knew about the competition when our dean showed us the invitation letter of Bosch to our school. I knew more about the Bosch Cordless Race when I saw it on the web.
In my daily life I love power tools because my grandfather introduced me to this technology when he is fixing things. Specifically our hand drill in our household is a Bosch Hand Drill. The Bosch Power Tools were very familiar to me because it the pioneer of power tools technology.
We are all 4th year Mechanical Engineering Students of Mapua Institute of Technology.
Our team was named Team SIklab.
3.
In our country, we won first place in the Competition. We had the race at BoomLand Kart Circuit, Pasay City Manila, Philippines. The kart circuit is specifically for GoKarts and motorcycles . The circuit has approximately 6 sharp curves with a length of 650m. The race was 3 rounds. The first two rounds are for qualifying places that will determine the positioning at the final round. At the second the last round all competitors will be in the track. The one who places first will be the Champion. We had the best lap at the second round. We placed 1st with 7secs earlier than the 2nd.
4.
It big honour for us to represent our country and institute in Beijing for this competition. We are very happy to have the chance to compete overseas and showcase what Filipinos are.
5.
In the Philippine leg of the competition our competitors are very good in terms of how they build their Karts. All the competitors had a very unique design of their own. Some had three wheels but the majority has four wheels. Our advantage in the competition was that we had the smallest kart. With our small wheels we can easily manoeuvre on the track. Our disadvantage is with our small wheels, we have limitations on how strong it is because we based on what is available in the market.
6.
We started working on the car on the last week of March up to the first week of May. The project was completed for about One month and 1 week. The project was given to us on the 2nd week of March but because of the final examinations week we started two weeks after.
7.
Our goal is to have an efficient Go- Kart. The competition was said to be a go kart race so we adopted the design of the actual Go-Kart in terms of its size. We made a simple frame made of Black iron steel pipes connected by mig welding. Our wheels are bicycle wheels mounted also by bicycle forks. The transmission system was also made of black iron steel. We fabricated all the connections for the mounting of the drills, the transmission shafting by using different machines like the lathe machine, shaping machine, drill presses etc., the housing of the bearings, and the supports of the transmission to make it stiff. We used different kinds of bearing to have a more rigid design for support of the journals.
8.
There were no changes in our Kart after the Philippine Leg. We just repaired things that could possibly be broken due to time and replaced the spare parts for better performance moreover prevent old parts to wear. We repainted the kart for better presentation. < br />
9.
We expect that we have a wonderful experience in this competition and trip to Beijing. Our goal is to win it all. To win for our country, family and friends .
10.
We have not yet been to China except for our adviser. We know China as being one of the most powerful countries in the world. We know that its is a great opportunity for us to see its tourist spots like the Great wall. In our country there are a lot of Chinese people by knowing them we have a knowledge that Chinese people are very hardworking and hospitable.
11.
In the Philippines college life can be fun and very hard for others. In our college life we ??can hold our time. We can decide for ourselves if we want to go to class or just go somewhere else. Like the western people we college students love to hangout after class, go to conventions, field trips, seminars and parties. Students love going to other schools to have a higher social connection. College life in the Philippines is full of outside activities that makes us more motivated. We love studying in groups so we could share different views on what we think is better.
12.
13.

Our adviser was Engr. John Judilla and Mr. Jaylord Jauod. Engr. John was the former dean of the School of Mechanical Engineering he started advising us for the first three weeks of the project but due to some conflicts to his work and other projects the advising was passed to his successor Mr. Jaylord Jauod a Mechanical Engineering Graduate of Mapua Institute of Technology. He is also Head of the Mapua Robotics team and one of the supervisors of the Institutional Laboratory Management of Mapua Institute of Technology.
From Engr. Judilla as one of the most prestigious graduates of Mapua we learned about his experiences as a student, in the industry and how we can complete the project. He motivated us to do the project with our heart. Mr. Jauod as the robotics head, he had many experiences in making projects like MAC, the bomb disposal robot, he shared the experiences and knowledge on how can we do the project that will be reliable. He thought us different values ??that would help us improve our character and dedication to work.
14.
In coming to China, were interested in seeing the tourist spots and knowing the culture. Were interested on how the Chinese people be on the top in terms of their economy.
As a kid I love Chinese food, me and my family always eat in Chinese restaurants in the Philippines. There are so many cuisines that I excited to eat at China to taste the original Chinese food.
15.
If we win the competition, I l offer all the blessings to my family and friends for without them we can t do it. I will celebrate it by having different gatherings like parties. No one can buy the joy of celebrating the glory with family and friends.

December 24, 2011
Baike endless card
computer communications technology, the rapid development of economy, finance, securities, customs, foreign trade and other groups of data users and leased line departments, units Click here to add captions substantial increase in the database and its search business has rapid development of modern society dependence on telecommunications services is growing. DDN (Digital Data Network, digital data network, the Internet is usually referred to line mode ) is suitable for the business development of a transmission network. It is the tens of thousands, hundreds of thousands of digital optical cable as the main circuit, digital circuit through the management device, constitute a high transfer rate, good quality, network delay is small, transparent, high-traffic network data base. directory What is DDNDDN principle business services DDN DDN DDN network describes the advantages and disadvantages DDN network diagram of the structure of DDN DDN network features network-level Chinese public digital data network, DDN Network Application Network Status DDN DDN network operations network in the application of computer networking in the DDN network applications in the financial industry in the DDN network applications in other fields of development Conclusion DDN network what is what is the DDN DDN [1]? It is the use of digital channels transmitted data signal data transmission network. (Digital data network is an optical fiber, digital microwave or satellite and other digital transmission channel multiplexers and digital cross consisting of digital data transmission network, it can provide users with various rates of high-quality digital data digital private power
Network (ddn Road and other new services to meet the user set up in the high-speed multimedia communications and the need for computer communication networks, [url = http://www . moncleruksales.co.uk /] Mon cler Jackets, mainly consists of six parts: optical or digital microwave communication system; intelligent node or hub device; network management system; data circuit-terminating equipment; subscriber loop; client computer or terminal device. ) Its main role is to provide permanent and semi-permanent connection of digital data transmission channel, both for communication between computers, can also be used to transmit digital fax, digital voice, digital image signal, or other digital signals. permanent connection of digital data transmission channel is the user establish a fixed connection, transmission rate constant of exclusive bandwidth of the circuit. semi-permanent connection of digital data transmission channel for the exchange of non-users, but users can apply to their management by the network transmission speed of data transmission destination and the route to be modified. network operators to provide customers with a flexible digital leased line services for various industries constitute their own private network. DDN provides a semi-fixed connection dedicated circuit is dedicated for all users or the user private network-based telecommunications network, can provide high-speed line, point to point digital transmission. DDN itself is a data transmission network, to support any communication protocol, which protocol determined by the user (such as X.25 or Frame Relay). The so-called semi-fixed means the user need to temporarily establish a fixed connection to the users, dedicated applications, the connections have been completed, and the connecting channel data rates, routing, and the use of network protocols at any time according to the need to apply changes. DDN principle [2] · DDN is the use of digital channels to provide semi-permanent connection circuit to transmit data signals based digital transmission network. · DDN nodes through cross connections within the network to provide users with a fixed , fully occupied by the user alone, the physical channel digital circuits. users regardless of whether the transmission of data, the channel is always the user exclusive, unless circuit network remove this user and this is a circuit-switched mode.
digital data network (ddn DDN can provide users with 2.4k, 4.8k, 9.6k, 19.2k, N * 64 (N = 1 ~ 31) and 2048kbps rate transparent dedicated circuit DDN user terminal can be asynchronous terminal ( DTE), computer (PC), can be a local area network is transparent to transmission network DDN: 1. provide users with a physical channel, and do not make any changes to user data, direct transmission, the use of resources and there is no agreement on the exchange of additional overhead. 2, the user access request is to provide the physical interface and network physical interface match. DDN Business Services main
ddn DDN solutions business is to provide customers with multi- rate digital data lines for LAN / WAN interconnection, the interconnection of different types of networks such as images and video conference services transmission, packet switching network users while providing access to packet switched network data transmission path. DDN DDN way the advantages and disadvantages The main advantage is the use of digital
our ddn ① status, network-based knowledge circuit, the transmission quality high, the delay is small, the communication rate according to the need to choose between 2.4kbps–2048kbps . ② transparent transmission circuit, and automatic winding, high reliability. ③ line should be spent, can carry fax, Internet access, video conferencing and other multimedia services. ④ easy to set up a virtual private network (VPN), to establish their own network management center to manage their own network. The main drawback is the use of DDN dedicated Internet access, need to rent a dedicated communication line, rental costs too high, by no means ordinary individuals can afford. DDN network structure of DDN DDN network introduced by the digital transmission network and the corresponding digital circuit composed of cross-multiplexer which, mainly in the optical transmission of digital transmission circuit-based, digital cross-connect
digital data network (ddn) extension multiplexing equipment for semi-fixed for digital cross-connect circuits and sub-rate multiplexing. DTE: Data Terminal Equipment – DDN network access client device may be a LAN, through the router connected to the right side, it can be a general asynchronous terminal or image devices, and fax machines, telex, telephone and so on. DTE and the DTE is completely transparent transmission between. DSU: Data business units – can be a modem or baseband transmission equipment, and time division multiplexing, voice / digital multiplex equipment. DTE and DSU main function is to access and take out business. NMC: Network Management Center – you can easily configure the network structure and operations real-time monitoring of network operation, network information, network node alarms, line utilization, etc. collection, statistical reports. DDN network-level network diagram in accordance with the basic functions of DDN network can be divided into the core layer, access layer, user interface layer The core layer: 2M circuits, [url = http://www.moncleruksales.co . uk /] Mon cler UK, constitute the core of the backbone nodes, perform the transfer function of network services, including Frame Relay service switching function access layer: for the DDN to provide various types of business sub-rate multiplexing and cross connect frame relay service user access and features local frame relay, and voice compression / G3 fax user network. User interface layer: provides the user network adapter and the adapter features, such as small-capacity time-division multiplexing equipment. DDN network features (1) The transmission rate is high: in the DDN network within the digital cross-connect multiplexer to provide 2Mbps or N × 64Kbps (≤ 2M) rate digital transmission channel (2) transmission of high quality: a large number of digital trunk transmission system using optical fiber, exclusive of fixed connections between users, network latency small. (3) the agreement is simple: the use of cross-connect technology and time division multiplexing technology, a high degree of intelligence from the customer premise equipment to complete the protocol conversion , itself not subject to any order constraints, is fully transparent network, for various types of data users (4) Flexible connection: You can support data, voice, image transmission and other business, it not only can the user terminal equipment to connect, and can also user network connection, to provide users with flexible networking environment (5) circuits and high reliability: the use of circuitous routes and alternate ways to make the circuit safe. (6) network operation and management is simple: The network control and supervision of network operations, the business quickly generate the Chinese public digital data network, status of Chinese public digital data network backbone (CHINADDN) officially opened in 1994 and has more cities around the country and some economically developed cities in the county. It is operated by China Telecom, to provide services to the community public information platform. CHINADDN network structure can be divided into national DDN, provincial DDN, municipal DDN. DDN national networks (the major backbone of the core area) main function is to establish between the inter -provincial business logical routing, providing long-distance and international export business DDN. provincial DDN (provinces) main function is to establish the municipalities across the province between the business logic routing, [url = http://www.uggclearanceau.com/ ] UGG Boots Clearance, provide the province long-distance and out of province DDN business. municipal DDN (the the local level), mainly due to a variety of low-rate or high rate for business users to reuse them and pick out the access and the establishment of a logical route between each other so that the domestic and foreign users to transmit information to each other through DDN line. levels of network management center is responsible for the generation of user data, network monitoring, adjustment, maintenance of alarm handling . DDN DDN network to provide network application business as DDN network is a fully transparent network, can provide multiple services to meet all kinds of the needs of users, providing rates within a certain range (200bit/s-2Mbit/s) optional large amount of information in real-time strong high-speed data communication services such as LAN interconnection, and medium-sized host interconnect, computer internet business provider (ISP), etc .. h for the packet-switched network, the Internet and other public computer to provide relay circuit. h to provide point to point, multipoint services for financial securities companies, research and education system, government departments DDN leased line establish their own private network. h to provide Frame Relay services, expanding the business scope of the DDN. user through a physical circuit can simultaneously configure multiple virtual connections. h to provide voice, G3 fax, image, intelligent user telex communications. h to provide Virtual Private Network service. a large group you can rent more than one direction, a greater number of circuits, through their own network management station, for their management, their distribution circuit bandwidth to form a virtual private network. DDN network of computer networks Application DDN transmission network as a computer based data communication, to provide point to point, multipoint, large- capacity information transmission channel, such as the use of DDN network composed of national customs, [url = http://www.moncleruksales.co.uk/moncl er-kid-c-10.html] Moncler Kid Uk, foreign trade system network provincial customs, first through the provincial foreign trade center DDN network, a long-distance relay, DDN network backbone to reach the core node state by state across the network management center in accordance with the destination of distribution of required accessible routes, the establishment of a flexible national customs trade data transmission network and through international export Bureau, exchange information with overseas companies, foreign trade transactions can be carried out without leaving home. In addition, DDN lines for LAN interconnection applications are more widely and some overseas companies to set up offices around the country formed the first local area network within the through routers, network equipment through local, long distance and corporate headquarters DDN LAN connected, resource sharing and file transfer, transaction processing and other services. DDN network applications in the financial industry not only for weather DDN network, public security, railway, hospitals and other industries, also related to the securities industry, banking, engineering, real-time Gold strong data exchange through DDN network bank ATMs (ATM) connected to the banking system, a large mainframe computer. Banks are generally leased 64Kbps DDN operating point of each line to the ATM machine for the city and the national networking in user withdrawals, user authentication, the amount extracted, balance inquiries and other work is done by the bank host, so that to form a reliable, [url = http://www.beatsbydresale.org/monste r-beats-studio-c-14.html] Monster Beats Studio, efficient information transmission network. securities issued by the DDN network market, the approach of many brokerage securities company DDN leased line interconnection with the Securities Trading Center, real-time quotes on the big screen with the Securities Trading Center and the dynamic changes in the securities market to change while far away in different places of the investors are also able to synchronize the local securities companies to determine their own capital to invest. DDN network applications in other fields DDN network as a data service bearer network, not only can the user terminal access and interconnection to meet user network, and applications to expand the scope of information exchange in all walks of life, all areas of application is wider, such as the use of wireless mobile communication network after the DDN network, improve network reliability and rapid self-healing capabilities. VII signaling network networking, high-quality video and telephone conference, the future development of value-added services are based on the DDN network. DDN network development in
digital network equipment data network (ddn) extension constantly upgrading, people will not stop the application of new technologies in a single network for voice or data transmission platform of multimedia communications applications are popular. Video on Demand (IP / TV), electronic Business (E-Business), IP-Phone, e-shopping and other new applications are promoting these applications on the network bandwidth, delay, transmission quality and higher requirements. DDN exclusive resources dedicated channel will cause part of the network waste of resources, and applications for these new technologies will bring issues such as the bandwidth becomes too narrow, therefore, DDN network technology must continue to move forward from the network needs to build a modern point of view, the existing DDN function should gradually be strengthened, such as bandwidth on demand to provide users with the ability to; to adapt to a variety of business communications and improve the channel utilization, you should consider statistical multiplexing; network management system to improve the openness and user interaction with the network capabilities; can used to improve the relay rate approaches to improve the current relay node between the rate of 2Mbps; rate of the corresponding user access layer can be greatly improved, in order to adapt to new technology in the DDN network of high-bandwidth applications; can make a DDN network platform a multi-service platform in addition to the current extension of the existing frame relay and voice switching services, G3 facsimile services, but also the most advanced equipment and technology continues to transform and improve the DDN network, the introduction of transmission and switching, transmission and access, etc. aspects of change, to produce a switched virtual circuit DDN equipment actively engaged in value- added network services, such as database retrieval, visual graphics and other services by simply letting the circuit or port type changes to the messaging service, for the information society development to make contributions to a deeper level. Conclusion DDN is still a lot of units used to implement a WAN connection means, in particular for the requirements of a steady flow of reliable and secure transmission of information especially in the application environment, but for the sudden flow of information transmission, its economic performance somewhat less certain. DDN networks to data communications technology, digital communications technology, optical fiber communication technology, digital cross-connect technology and computer technology combined organically through the development, DDN-end applications ranging from simple data Communications expanded to provide and support a variety of communication services, as with many features and applications of the transmission network, and we must adapt to the trend of development, and actively track the development of new technologies to expand the network of clients, improve network construction and management, to maximize the play to the network edge. entries Atlas Atlas < br />
entry more pictures (7) References 1
digital data DDN data reference. digital data DDN 2
DDN definitions, principles and characteristics http:/ / hi.baidu.com/yoyx/blog/item/0a6c20c8f31d291 07e3e6f2e.html Further reading: 1
DDN standard digital data rates: http://www.9orange.com/dxgnddn/ 2
http://www.tangmat.com/ddn.php Open Category: Internet, computers, communications technology, computer communications, digital data network I have to improve Related articles:
http://blog.sina.com.cn/s/blog_98c74bda0100y03f.ht ml

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