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Programmable Gene Knockdown in Diverse Bacteria Using Mobile‐CRISPRi

Abstract Facile bacterial genome sequencing has unlocked a veritable treasure trove of novel genes awaiting functional exploration. To make the most of this opportunity requires powerful genetic tools that can target all genes in diverse bacteria. CRISPR interference (CRISPRi) is a programmable gene‐knockdown tool that uses an RNA‐protein complex comprised of a single guide RNA (sgRNA) and a catalytically inactive Cas9 nuclease (dCas9) to sterically block transcription of target genes. We previously developed a suite of modular CRISPRi systems that transfer by conjugation and integrate into the genomes of diverse bacteria, which we call Mobile‐CRISPRi. Here, we provide detailed protocols for the modification and transfer of Mobile‐CRISPRi vectors for the purpose of knocking down target genes in bacteria of interest. We further discuss strategies for optimizing Mobile‐CRISPRi knockdown, transfer, and integration. We cover the following basic protocols: sgRNA design, cloning new sgRNA spacers into Mobile‐CRISPRi vectors, Tn 7 transfer of Mobile‐CRISPRi to Gram‐negative bacteria, and ICE Bs1 transfer of Mobile‐CRISPRi to Bacillales. © 2020 The Authors. Basic Protocol 1 : sgRNA design Basic Protocol 2 : Cloning of new sgRNA spacers into Mobile‐CRISPRi vectors Basic Protocol 3 : Tn 7 transfer of Mobile‐CRISPRi to Gram‐negative bacteria Basic Protocol 4 : ICE Bs1 transfer of Mobile‐CRISPRi to Bacillales Support Protocol 1 : Quantification of CRISPRi repression using fluorescent reporters Support Protocol 2 : Testing for gene essentiality using CRISPRi spot assays on plates Support Protocol 3 : Transformation of E. coli by electroporation Support Protocol 4 : Transformation of CaCl 2 ‐competent E. coli

59 BASIC BIOLOGICAL SCIENCES↗

Meeting the challenges of installing a mobile robotic system

The challenges of integrating a mobile robotic system into an application environment are many. Most problems inherent to installing the mobile robotic system fall into one of three categories: (1) the physical environment - location(s) where, and conditions under which, the mobile robotic system will work; (2) the technological environment - external equipment with which the mobile robotic system will interact; and (3) the human environment - personnel who will operate and interact with the mobile robotic system. The successful integration of a mobile robotic system into these three types of application environment requires more than a good pair of pliers. The tools for this job include: careful planning, accurate measurement data (as-built drawings), complete technical data of systems to be interfaced, sufficient time and attention of key personnel for training on how to operate and program the robot, on-site access during installation, and a thorough understanding and appreciation - by all concerned - of the mobile robotic system's role in the security mission at the site, as well as the machine's capabilities and limitations. Patience, luck, and a sense of humor are also useful tools to keep handy during a mobile robotic system installation. This paper will discuss some specific examples of problems in each of three categories, and explore approaches to solving these problems. The discussion will draw from the author's experience with on-site installations of mobile robotic systems in various applications. Most of the information discussed in this paper has come directly from knowledge learned during installations of Cybermotion's SR2 security robots. A large part of the discussion will apply to any vehicle with a drive system, collision avoidance, and navigation sensors, which is, of course, what makes a vehicle autonomous. And it is with these sensors and a drive system that the installer must become familiar in order to foresee potential trouble areas in the physical, technical, and human environment.

Decorte, Celeste↗

Location Management in a Transport Layer Mobility Architecture

Mobility architectures that place complexity in end nodes rather than in the network interior have many advantageous properties and are becoming popular research topics. Such architectures typically push mobility support into higher layers of the protocol stack than network layer approaches like Mobile IP. The literature is ripe with proposals to provide mobility services in the transport, session, and application layers. In this paper, we focus on a mobility architecture that makes the most significant changes to the transport layer. A common problem amongst all mobility protocols at various layers is location management, which entails translating some form of static identifier into a mobile node's dynamic location. Location management is required for mobile nodes to be able to provide globally-reachable services on-demand to other hosts. In this paper, we describe the challenges of location management in a transport layer mobility architecture, and discuss the advantages and disadvantages of various solutions proposed in the literature. Our conclusion is that, in principle, secure dynamic DNS is most desirable, although it may have current operational limitations. We note that this topic has room for further exploration, and we present this paper largely as a starting point for comparing possible solutions.

Eddy, Wesley M.↗

Land-Use and Land-Cover Change around Mobile Bay, Alabama from 1974-2008

This document summarizes the major findings of a Gulf of Mexico Application Pilot project led by NASA Stennis Space Center (SSC) in conjunction with a regional collaboration network of the Gulf of Mexico Alliance (GOMA). NASA researchers processed and analyzed multi-temporal Landsat data to assess land-use and land-cover (LULC) changes in the coastal counties of Mobile and Baldwin, AL between 1974 and 2008. Our goal was to create satellite-based LULC data products using methods that could be transferable to other coastal areas of concern within the Gulf of Mexico. The Mobile Bay National Estuary Program (MBNEP) is the primary end-user, however, several other state and local groups may benefit from the project s data products that will be available through NOAA-NCDDC s Regional Ecosystem Data Management program. Mobile Bay is a critical ecologic and economic region in the Gulf of Mexico and to the entire country. Mobile Bay was designated as an estuary of national significance in 1996. This estuary receives the fourth largest freshwater inflow in the United States. It provides vital nursery habitat for commercially and recreationally important fish species. It has exceptional aquatic and terrestrial bio-diversity, however, its estuary health is influenced by changing LULC patterns, such as urbanization. Mobile and Baldwin counties have experienced a population growth of 1.1% and 20.5% from 2000-2006. Urban expansion and population growth are likely to accelerate with the construction and operation of the ThyssenKrupp steel mill in the northeast portion of Mobile County. Land-use and land-cover change can negatively impact Gulf coast water quality and ecological resources. The conversion of forest to urban cover types impacts the carbon cycle and increases the freshwater and sediment in coastal waters. Increased freshwater runoff decreases salinity and increases the turbidity of coastal waters, thus impacting the growth potential of submerged aquatic vegetation (SAV), which is critical nursing ground for many Gulf fish species. A survey of Mobile Bay SAV showed widespread decreases since the 1940s. Prior to our project, coastal environmental managers in Baldwin and Mobile counties needed more understanding of the historical LULC for properly assessing the impacts of urbanization. In particular, more information on the location and extent of changing urbanization LULC patterns was needed to aid LULC planning and to assess predictions of future LULC patterns. Our products will assist the coastal environmental managers and land-use planners in making better community growth planning decisions. Our project also will help to establish a historical baseline of LULC distributions, which is a fundamental need in any stewardship plan. The primary research objective of our project was to produce historic and current geospatial LULC change products across a 34-year time frame. A multi-decadal coastal LULC change product was the major project deliverable. The geographic extent and nature of change was quantified and assessed for the upland herbaceous, barren, open water, urban, upland forest, woody wetland, and non-woody wetlanddominated land cover types. We focused on regional analyses of decadal-scale urban expansion and watershed-scaled analyses of LULC change for multiple areas of concern to the Mobile Bay NEP (Figure A). We used the following dates to derive LULC classification products from Landsat data: 1974, 1979, 1984, 1988, 1991, 1996, 2001, 2005, and 2008. We assessed the accuracy of our products using randomly sampled locations and digital geospatial reference data including field survey data, high resolution orthorectified aerial photography, high resolution multispectral and panchromatic satellite data displays (from QuickBird and Corona sensors), digital elevation model data, and National Wetlands Inventory wetland cover type data. NOAA s Coastal Change Assessment Program s (C-CAP) and National Land Cover Database (NLCD) procts were used for qualitative comparison in assessing map accuracy. We calculated an average overall classification accuracy of 87% with similar overall accuracies for the older (MSS) and newer (TM and ETM) Landsat LULC products.

Ellis, Jean↗

Using Remotely Sensed Data and Watershed and Hydrodynamic Models to Evaluate the Effects of Land Cover Land Use Change on Aquatic Ecosystems in Mobile Bay, AL

Alabama coastal systems have been subjected to increasing pressure from a variety of activities including urban and rural development, shoreline modifications, industrial activities, and dredging of shipping and navigation channels. The impacts on coastal ecosystems are often observed through the use of indicator species. One such indicator species for aquatic ecosystem health is submerged aquatic vegetation (SAV). Watershed and hydrodynamic modeling has been performed to evaluate the impact of land cover land use (LCLU) change in the two counties surrounding Mobile Bay (Mobile and Baldwin) on SAV stressors and controlling factors (temperature, salinity, and sediment) in the Mobile Bay estuary. Watershed modeling using the Loading Simulation Package in C++ (LSPC) was performed for all watersheds contiguous to Mobile Bay for LCLU scenarios in 1948, 1992, 2001, and 2030. Remotely sensed Landsat-derived National Land Cover Data (NLCD) were used in the 1992 and 2001 simulations after having been reclassified to a common classification scheme. The Prescott Spatial Growth Model was used to project the 2030 LCLU scenario based on current trends. The LSPC model simulations provided output on changes in flow, temperature, and sediment for 22 discharge points into the estuary. These results were inputted in the Environmental Fluid Dynamics Computer Code (EFDC) hydrodynamic model to generate data on changes in temperature, salinity, and sediment on a grid throughout Mobile Bay and adjacent estuaries. The changes in the aquatic ecosystem were used to perform an ecological analysis to evaluate the impact on SAV habitat suitability. This is the key product benefiting the Mobile Bay coastal environmental managers that integrates the influences of temperature, salinity, and sediment due to LCLU driven flow changes with the restoration potential of SAVs. Data products and results are being integrated into NOAA s EcoWatch and Gulf of Mexico Data Atlas online systems for dissemination to coastal resource managers and stakeholders. Objective 1: Develop and utilize Land Use scenarios for Mobile and Baldwin Counties, AL as input to models to predict the affects on water properties (temperature,salinity,)for Mobile Bay through 2030. Objective 2: Evaluate the impact of land use change on seagrasses and SAV in Mobile Bay. Hypothesis: Urbanization will significantly increase surface flows and impact salinity and temperature variables that effect seagrasses and SAVs.

Al-Hamdan, Mohammad↗

Importance of Sulfur for Phosphorus Mobility on the Martian Surface

Sulfur and phosphorus were mobile on the martian surface, and we present evidence that sulfate was likely a control on phosphate mobility. Mobility of the two elements on the martian surface is crucial for the habitability of Mars because their availability for biochemical reactions and biological structures is a major constraint on life. In the sedimentary rocks of Gale crater, the rover Curiosity has discovered evidence of mobile S and P with the alpha particle X-ray spectrometer (APXS). Sulfur-rich fluids are evident in ubiquitous Ca-sulfate veins that crosscut the bedrock. Compelling evidence of P mobility is in nodules, veins, crusts, and haloes with P2O5 enrichments (1.5-7.5 wt%) relative to the median bedrock (0.9-1.2 wt%) and average basaltic crust (~0.9 wt%). We have investigated phosphorus mobility in Hawaiian analogues, where the primary P2O5 (0.2-2.1 wt%) is contained in Ca-apatite. Four relevant processes have emerged: (1) In open-system, circumneutral regolith weathering profiles, we found up to 40% of the P was leached over 10s-100s ka. (2) Natural acid-sulfate alteration at the Maunakea summit resulted in the dissolution of apatite and mobilization of phosphate 10s-1000s µm to rock surfaces where it formed Al-phosphates and substituted into crystalline sulfates (alunite and jarosite). (3) Experimental results indicate that basaltic sediment chemisorbs phosphate (pH < 7). (4) In experimental systems containing water, basaltic sediment, and a starting pH = 2-7, phosphate has higher solubility in chloride-rich fluids, but significantly lower solubility in sulfate-rich fluids. For example, in water doped with phosphate (~100-500 mg/L), ~60-80% of the PO43- was removed from the sulfate-rich fluid, whereas ~20% of the PO43- was removed from the Cl-rich and pure water fluids (likely via adsorption). Gypsum precipitated from the sulfate-rich fluids; the fate of phosphate in the solid residue is unconfirmed. The potential for phosphate incorporation in martian sulfates is reflected in the enrichment of P2O5 in Gale Ca-sulfate veins, based on preliminary analyses of APXS data. Models for the mobility of phosphorus in Gale crater should consider these conflicting P characteristics: (1) P solubility may have been inhibited by sulfate and (2) P¬ is enriched in diagenetic features and was therefore mobile.

Jeff A. Berger↗

SMART Mobility. Multi-Modal Freight Capstone Report

The U.S. Department of Energy’s Systems and Modeling for Accelerated Research in Transportation (SMART) Mobility Consortium is a multiyear, multi-laboratory collaborative, managed by the Energy Efficient Mobility Systems Program of the Office of Energy Efficiency and Renewable Energy, Vehicle Technologies Office, dedicated to further understanding the energy implications and opportunities of advanced mobility technologies and services. The first three-year research phase of SMART Mobility occurred from 2017 through 2019, and included five research pillars: Connected and Automated Vehicles, Mobility Decision Science, Multi-Modal Freight, Urban Science, and Advanced Fueling Infrastructure. A sixth research thrust integrated aspects of all five pillars to develop a SMART Mobility Modeling Workflow to evaluate new transportation technologies and services at scale. This report summarizes the work of the Multi-Modal Freight Pillar. The Multi Modal Freight Pillar’s objective is to assess the effectiveness of emerging freight movement technologies and understand the impacts of the growing trends in consumer spending and e-commerce on parcel movement considering mobility, energy, and productivity. For information about the other Pillars and about the SMART Mobility Modeling Workflow, please refer to the relevant pillar’s Capstone Report.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗

Urban Traveler - Changes and Impacts: Mobility Energy Productivity (MEP) Metric

For nearly a century, the automobile has been the primary mode of personal transportation in American life. This remains true today as millions of people rely heavily on cars to connect suburbs with cities or to travel long distances—often out of routine or convenience. However, advances in technology are fueling an era of transportation transformation, with the potential to transform a system that has remained virtually unchanged for decades. Aspiring smart cities are wrestling with questions such as: How does mobility impact a person’s quality of life? Would people make different travel choices if they were presented with better information about their mobility options? The ability to quantify the mobility potential of a given location is the first step toward answering these questions. In response, an interdisciplinary team at the National Renewable Energy Laboratory (NREL) has developed the Mobility-Energy Productivity (MEP) metric. The MEP metric provides an avenue to not only measure the mobility potential at a specific location in its current configuration, but also to test how various technological advances (e.g., connected and automated vehicles, plug-in electric vehicles, shared mobility) and infrastructure investments (e.g., building an additional highway lane, constructing a new shopping mall, implementing a transit-oriented development) impact the mobility of that location over time. This presentation details the FY19 progress on the MEP metric project funded through DOE VTO's SMART Mobility Consortium.

47 OTHER INSTRUMENTATION↗

DICER: Data Intensive Computing Environment and Runtime for Evaluating Unprecedented Scale of Geospatial-Temporal Human Mobility Data

With the significant increase in sources and volume of human mobility data through commercial data vendors as well as microsimulation of cities, the scale of geospatial-temporal data to analyze and assess for mobility characterization has grown to the level of Big Data. There are mobility related commercial organizations deploying scalable computing, but often the system architecture, workflow, and intermediate processing components are not fully disclosed in relevant scope. Current research literature has a notable lack of studies demonstrating architectures and workflows for human mobility analytics that are implemented on a TeraByte scale of geospatial-temporal data. In this context, this paper presents a hyperscale-level system solution named DICER (Data Intensive Computing Environment and Runtime) for processing and analytics of geospatial-temporal data at big data scale. Although the cluster computing architecture of DICER with Apache Spark job running on Kubernetes cluster is not new, there are innovations in the workflow, hierarchical processing logic, and a wide range of intermediate preprocessing and mobility metrics calculation. We have performed case studies to validate the effectiveness of DICER system solution by performing detailed analytics and assessment of human mobility microsimulation output at three different scopes and scale, including a usecase with 16.97 TeraByte and 259.2 Billion rows of data. In addition, we have presented another case study of utilizing DICER to perform the same mobility processing and comparative analytics on large-scale commercially available geospatial-temporal data. All these case studies validate the efficiency and usefulness of DICER in computing population mobility characteristics from geospatial-temporal trajectory data at an unprecedented scale (not only just data volume, but also combination of: number of user entities, temporal frequency, spatial resolution, data duration).

De, Debraj↗

Exploring the Utility-Privacy Trade-Off: Impacts of Semantic and Visit Types Ambiguities on Human Mobility Simulation

Humans are in perpetual movement, constantly traversing buildings, cities, waters, oceans, and countries. Mobility stands out as a major driving force shaping our modern societies. Capturing and explaining human behavior in a world of eight billion distinct mobility agendas is a complex challenge. With the rise of interconnected devices and platforms, such as smartphones, wearables, and point-of-interest data, largescale behavioral data has become more accessible, enabling rich insights into mobility patterns. However, the widespread availability of such data introduces significant ethical challenges. Detailed mobility data can inadvertently reveal sensitive personal information, including individuals' locations, habits, social interactions, and even political or religious affiliations. Beyond privacy breaches, the ethical implications of uncovering and potentially manipulating underlying behavioral patterns demand attention. Striking a balance between the utility of mobility models and the protection of individual privacy is therefore paramount. This paper explores the utility-privacy trade-offs in human mobility modeling, focusing on the impacts of introducing semantic and visit type ambiguities. By systematically examining how these ambiguities affect the fidelity of simulated trajectories and privacy risks, we provide a framework for evaluating ethical and privacy-conscious modeling practices. Our findings emphasize the need for methods that safeguard privacy without undermining the usefulness of mobility models, contributing to the responsible advancement of mobility science in alignment with ethical standards and societal expectations.

Amichi, Licia [ORNL] (ORCID:0000000177631394)↗

Characterizing the Spread of COVID-19 from Human Mobility Patterns and SocioDemographic Indicators

Mobility is an indicator of human movement through space and time. With the increasing availability of geolocated data (from GPS, accelerometers, etc.), it is now possible to examine individual as well as group human mobility patterns. Human mobility is influenced by both intrinsic (i.e. personal motivations) and extrinsic (i.e., events like natural hazards or a pandemic like the COVID-19) factors. However, the intricate relationships between human mobility patterns and sociodemographic characteristics in the context of a pandemic are yet to be fully explored. Our goal is to overcome this gap by using human mobility data at the census block group level from mobile phones and combining those with social vulnerability indicators to examine the overall spread of COVID-19 at local spatial scales. We used 585,878 weekly visits to 37,871 points of interests (POIs) from Safegraph to quantify mobility indices and social distancing metrics in 2,820 census block groups in the city of Los Angeles (LA) - before and during lockdown as well as during the phase1 and phase 2 reopening. Finally, using supervised machine learning algorithms, we classified the census block groups in LA into High, Medium and Low categories that represented the vulnerability of these block groups based on the cumulative number of occurrences of COVID-19 cases till July 24, 2020. Our results indicate that the tree-based classifiers performed well in comparison to the Support Vector Machines and Multinomial Logit models. Gradient Boosting had the highest classification accuracy of 97.4% COVID-19 with an AUC score of 0.987. The block groups with high COVID-19 cases also had a high concentration of socially vulnerable populations, high human mobility index and a low social distancing index.

Roy, Avipsa↗

High resolution mobility spectrometry in a co-axial platform

Ion mobility spectrometry is an analytical technique that separate ions in the gas phase based on their interaction with a neutral buffer gas. Ion mobility spectrometry performs separations quickly (typically less than a second) and the ion mobilities are very reproducible across different laboratories. This project aimed at evaluating the performance of a new ion mobility device. The new device relies on conducting ion mobility separation in a curved geometry. The project explored the operation landscape of the device using ion trajectory simulations then fabricated and experimentally demonstrated the device's performance. Ion trajectory simulations on a set of tetraalkylammonium and phosphazene ions indicate that ions traveling a curved path length undergo mobility separation that is similar to a straight path. The ion mobility resolution of the curved device was found to be similar to that of a straight path of a similar length. The experimental validation of the new device confirmed the device's ability to separate ions according to their mobilities. Sets of mixtures (tetraalkylammonium ions, phosphazene ions, and peptide ions) were evaluated for separation and transmission.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗

Post-Wildfire Mobilization of Organic Carbon

Wildfires significantly alter watershed functions, particularly the mobilization of organic carbon (OC). This study investigated OC mobility and the physicochemical characteristics of wildfire-impacted soils and ashes from the northern California and Nevada fires (Dixie, Beckworth, Caldor). Organic carbon in wildfire-derived ashes (9.2–57.3 mg/g) generally exceeded levels in the background soils (4.3–24.4 mg/g), except at the Dixie fire sites. The mobile OC fraction varied from 0.0093 to 0.029 in ashes and 0.010 to 0.065 in soils, though no consistent trend was observed between the ashes and soils. Notably, the ash samples displayed lower OC mobility compared with the soils beneath them. A negative correlation was found between the mobile OC fraction and bulk OC content. Wildfire increased the total amount of mobile OC substantially by 5.2–574% compared to the background soils. Electron paramagnetic resonance (EPR) spectra confirmed the presence of environmentally persistent free radicals (EPFRs), which correlated with observed redox reactivity. Additionally, X-ray absorption near edge structure (XANES) and X-ray fluorescence (XRF) imaging revealed that Fe(II) oxidation in soils beneath the ashes may have enhanced the OC mobility, likely driven by pyrogenic carbon and free radicals. These findings enhance our understanding of post-wildfire OC mobilization and the impact of ash–soil physicochemical properties on watershed health.

organic carbon↗

Efficacy of a portable, moderate-resolution, fast-scanning differential mobility analyzer for ambient aerosol size distribution measurements

Abstract. Ambient aerosol size distributions obtained with a compact scanning mobility analyzer, the “Spider” differential mobility analyzer (DMA), are compared to those obtained with a conventional mobility analyzer, with specific attention to the effect of mobility resolution on the measured size distribution parameters. The Spider is a 12 cm diameter radial differential mobility analyzer that spans the 10–500 nm size range with 30 s mobility scans. It achieves its compact size by operating at a nominal mobility resolution R=3 (sheath flow = 0.9 L min−1; aerosol flow = 0.3 L min−1) in place of the higher ratio of sheath flow to aerosol flow commonly used. The question addressed here is whether the lower resolution is sufficient to capture key characteristics of ambient aerosol size distributions. The Spider, operated at R=3 with 30 s up- and downscans, was co-located with a TSI 3081 long-column mobility analyzer, operated at R=10 with a 360 s sampling duty cycle. Ambient aerosol data were collected over 26 consecutive days of continuous operation, in Pasadena, CA. Over the 17–500 nm size range, the two instruments exhibit excellent correlation in the total particle number concentrations and geometric mean diameters, with regression slopes of 1.13 and 1.00, respectively. Our results suggest that particle sizing at a lower resolution than typically employed may be sufficient to obtain key properties of ambient size distributions, at least for these two moments of the size distribution. Moreover, it enables better counting statistics, as the wider transfer function for a given aerosol flow rate results in a higher counting rate.

54 ENVIRONMENTAL SCIENCES↗

Mobile satellite regulation in the United States

During the last decade, the U.S. FCC has developed the regulatory structure for the provision of mobile services via satellite. In May 1989, the FCC awarded American Mobile Satellite Corporation (AMSC) a license to provide the full range of domestic mobile satellite services in the U.S. At that time, the FCC reaffirmed the U.S. mobile satellite industry structure and spectrum allocations that had been adopted previously. Also in May 1989, the FCC authorized the Communications Satellite Corporation (COMSAT), the U.S. Signatory to Inmarsat, to provide international aeronautical satellite service via the Inmarsat system. Earlier in 1989, the FCC permitted the use of Ku-band satellites to provide messaging and tracking services. In the mid-1980's, the FCC established the Radiodetermination Satellite Service and awarded licenses. Among the mobile satellite matters currently facing the FCC are whether additional spectrum should be allocated for domestic 'generic' mobile satellite services, the regulatory structure for the provision of mobile satellite service on an interim basis before AMSC launches its dedicated satellites, and whether to authorize a low earth orbit satellite system to provide mobile data service.

Levin, Lon C.↗

Study of LEO-SAT microwave link for broad-band mobile satellite communication system

In the field of mobile satellite communications, a system based on low-earth-orbit satellites (LEO-SAT's) such as the Iridium system has been proposed. The LEO-SAT system is able to offer mobile telecommunication services in high-latitude areas. Rain degradation, fading and shadowing are also expected to be decreased when the system is operated at a high elevation angle. Furthermore, the propagation delay generated in the LEO-SAT system is less pronounced than that in the geostationary orbit satellite (GEO-SAT) system and, in voice services, the effect of the delay is almost negligible. We proposed a concept of a broad-band mobile satellite communication system with LEO-SAT's and Optical ISL. In that system, a fixed L-band (1.6/1.5 GHz) multibeam is used to offer narrow band service to the mobile terminals in the entire area covered by a LEO-SAT and steerable Ka-band (30/20 GHz) spot beams are used for the wide band service. In this paper, we present results of a study of LEO-SAT microwave link between a satellite and a mobile terminal for a broad-band mobile satellite communication system. First, the results of link budget calculations are presented and the antennas mounted on satellites are shown. For a future mobile antenna technology, we also show digital beamforming (DBF) techniques. DBF, together with modulation and/or demodulation, is becoming a key technique for mobile antennas with advanced functions such as antenna pattern calibration, correction, and radio interference suppression. In this paper, efficient DBF techniques for transmitting and receiving are presented. Furthermore, an adaptive array antenna system suitable for this LEO-SAT is presented.

Fujise, Masayuki↗

An approach to efficient mobility management in intelligent networks

Providing personal communication systems supporting full mobility require intelligent networks for tracking mobile users and facilitating outgoing and incoming calls over different physical and network environments. In realizing the intelligent network functionalities, databases play a major role. Currently proposed network architectures envision using the SS7-based signaling network for linking these DB's and also for interconnecting DB's with switches. If the network has to support ubiquitous, seamless mobile services, then it has to support additionally mobile application parts, viz., mobile origination calls, mobile destination calls, mobile location updates and inter-switch handovers. These functions will generate significant amount of data and require them to be transferred between databases (HLR, VLR) and switches (MSC's) very efficiently. In the future, the users (fixed or mobile) may use and communicate with sophisticated CPE's (e.g. multimedia, multipoint and multisession calls) which may require complex signaling functions. This will generate volumness service handling data and require efficient transfer of these message between databases and switches. Consequently, the network providers would be able to add new services and capabilities to their networks incrementally, quickly and cost-effectively.

Murthy, K. M. S.↗

Functional Mobility Testing: A Novel Method to Create Suit Design Requirements

This study was performed to aide in the creation of design requirements for the next generation of space suits that more accurately describe the level of mobility necessary for a suited crewmember through the use of an innovative methodology utilizing functional mobility. A novel method was utilized involving the collection of kinematic data while 20 subjects (10 male, 10 female) performed pertinent functional tasks that will be required of a suited crewmember during various phases of a lunar mission. These tasks were selected based on relevance and criticality from a larger list of tasks that may be carried out by the crew. Kinematic data was processed through Vicon BodyBuilder software to calculate joint angles for the ankle, knee, hip, torso, shoulder, elbow, and wrist. Maximum functional mobility was consistently lower than maximum isolated mobility. This study suggests that conventional methods for establishing design requirements for human-systems interfaces based on maximal isolated joint capabilities may overestimate the required mobility. Additionally, this method provides a valuable means of evaluating systems created from these requirements by comparing the mobility available in a new spacesuit, or the mobility required to use a new piece of hardware, to this newly established database of functional mobility.

England, Scott A.↗