Graph and download economic data for Producer Price Index by Commodity for Machinery and Equipment: Search, Detection, Navigation and Guidance Systems and Equipment (DISCONTINUED) (WPU11760413) from Jun 2004 to May 2015 about navigation equipment, machinery, equipment, commodities, PPI, inflation, price index, indexes, price, and USA.

Tsakos Energy Navigation income from discontinued operations from 2010 to 2025. Income from discontinued operations can be defined as income or loss from the complete discontinuation of a segment or business, net of associated taxes and fees.

Graph and download economic data for All Employees: Durable Goods: Navigational, Measuring, Electromedical, and Control Instruments Manufacturing in Boston-Cambridge-Newton, MA (NECTA Division) (SMU25716543133450001A) from 1990 to 2023 about navigation equipment, electromedical, Boston, MA, equipment, durable goods, goods, manufacturing, employment, and USA.

Graph and download economic data for All Employees: Durable Goods: Navigational, Measuring, Electromedical, and Control Instruments Manufacturing in Los Angeles-Long Beach-Santa Ana, CA (MSA) (DISCONTINUED) (SMU06311003133450001SA) from Jan 1990 to Dec 2014 about electromedical, navigation equipment, Los Angeles, equipment, durable goods, CA, goods, manufacturing, employment, and USA.

This format description is designed to assist users of AGSO digital seismic data. In general the standard descriptions have been adhered to as specified by Barry et. al. (Recommended Standardsfor Digital Tape Formats, Geophysics, vol 40, No 2 (April 1975) pp 344-352).

Trace header mnemonics for many of the entries are as per used by CogniSeis in their DISCO software package, others have been defined by AGSO.

Variations to the standard trace header descriptions (bytes 1-180) are as follows. TRACED has expanded codes which are applicable to unstacked data eg. reformatted field data. Static corrections and delays are defined to account for the field acquisition system.

In addition to the standard entries a number of optional entries are also used. Some of these arecreated by DISCO and others relate to AGSO data acquisition and processing. The most importantof these are SHOT or SPN.

Please note that for AGSO data released prior to 1993, a pseudo shot point number was used (SPN) as opposed to processing shot number (SHOT). The SPN was an assigned number generated from the stack data set and usually started at 100. This number has no direct relationship to the original field shot number (FFID) or processing shot number (SHOT) and may be considered to be a re-sequenced CDP. Therefore the first SPN on a line may not occur at fall fold but the first live stack trace. To relate this vintage data to original field data either 141-11) if present, must be used or time values from the headers must be used. Its use was historical and primarily for the purposes of producing shot point maps which could be related to a section. Its use has been discontinued from 01993 and replaced by SHOT which in most cases will be identical to FFID. Exceptions occur when the line has been merged for acquisition or processing reasons and SHOT numbers have been re-sequenced to obtain a continuous numbering sequence.

The convention used for the SHOT annotation position is the mid-point of the source and the firstactive channel. Therefore the ship antenna position, which is Rig Seismic's firing navigation referencepoint, is corrected to relate to this point for all final navigation data.

Field data polarity is maintained throughout the processing sequence. The convention for AGSOdata is that a compression wave is plotted as negative.

Some data sets may include bathymetry and geophysical data such as magnetics and gravity. These are also corrected to the mid-point location.

You can also purchase hard copies of Geoscience Australia data and other products at http://www.ga.gov.au/products-services/how-to-order-products/sales-centre.html

To ensure comparable spatial and temporal coverage with similar historic datasets, we flew 32 east-west-oriented uniform transects (spaced at 15' latitude [27.8-km] intervals) when possible to the 2000-m isobath (includes shelf, slope, and rise waters). At the request of BOEM, we included six focal-area surveys nested within the overall broad transect survey area. Each focal-area survey consisted of ten 25-km, parallel transect lines targeting shelf waters and spaced at 6-km intervals. This pattern (broad survey lines and Focal Area survey lines) was surveyed during each oceanographic season: summer (June-July), fall (September-October), and winter (January-February) during 2011 and 2012. Aerial survey methods follow Mason et al. (2007) with slight modifications. Specifically, we recorded all sightings of marine animals, vessels, and floating objects from twin-engine, high wing aircraft (Partenavia P-68, Aspen Helicopters, Oxnard, CA, or Commander AC-500, GoldAero, Arlington, WA) along pre-determined 150-m (75 m per side) strip transects at 60-m above sea level. Surveys were flown at 160 km h-1, and we used a Global Positioning System (GPS) unit linked to a laptop computer that allowed us to simultaneously collect coordinates (WGS-84 map datum), sea surface temperature (SST, degrees Celcius [°C]) determined via a belly-mounted pyrometer, and ocean color data via an onboard radiometer (see Remote sensing methods).We maintained the same two trained observers throughout the study. During individual surveys, observers frequently verified strip widths using hand-held clinometers. Observations generally were discontinued when glare exceeded >25% of the field-of-view or if sea state exceeded Beaufort 5 (29-38 km h-1wind speed). Observations were recorded into hand-held digital audio recorders. The third (non-dedicated) observer assisted the pilot with navigation, monitored sensor data, and maintained the onboard computer. Observations of species or individuals identified to nearest taxon included number of individuals, time, pre-coded behaviors, flight direction, and interspecies or vessel associations. Digital recordings of observations were archived and used by observers after surveys to enter data into a customized Graphical User Interface in ACCESS (Microsoft). Observation data were proofed after transcription to ensure accuracy or to resolve inconsistencies. Species observations were linked with GPS-based tracklines generated at 1 to 3 second intervals. Based on variations in the lag-time between sightings and recordings, we estimate that observations have a nominal along-trackline spatial accuracy of 222 m, based on a five-second lag at 160 km hr-1survey speed.This file geodatabase table contains the flight track data from the aerial surveys. This data includes the date and time (DATETIME), the latitude (LAT) and longitude (LON), the number of observers (NOOBS), the left and right observers initials (LObs, RObs), the sea state condition (Baeufort), the sea surface temperature (SST), the focal transect number (FocTran), the broad transect number (BroTran), the lines flown between transects (DeadTran), and a unique ID number (NewIDNum).References:Bonnel, M.L., C.E. Bowlby, and G.A. Green. 1992. Chapter 2: Pinniped Distribution and Abundance off Oregon and Washington, 1989 – 1990. In: J.J. Brueggeman (Ed.) Oregon and Washington Marine Mammal and Seabirds Surveys. Final Report, OCS Study MMS 91-0093, Pacific OCS Region, Minerals Management Service, US Department of the Interior, Los Angeles, CA. Briggs, K.T., W.M. Breck Tyler, D.B. Lewis, and D.R. Carlson. 1987. Bird Communities at Sea Off California 1975 to 1983. Studies in Avian Biology No. 11. The Cooper Ornithological Society. 74 pp.Briggs, K.T., D.H. Varoujean, W.W. Williams, R.G. Ford, M.L. Bonnel, and J.L. Casey. 1992, Chapter 3: Seabirds of the Oregon and Washington OCS, 1989 – 1990. In: J.J. Brueggeman (Ed.) Oregon and Washington Marine Mammal and Seabirds Surveys. Final Report, OCS Study MMS 91-0093, Pacific OCS Region, Minerals Management Service, US Department of the Interior, Los Angeles, CA. Green, G.A., J.J. Brueggeman, R.A. Grotefendt, and C.E. Bowlby. 1992, Chapter 1: Cetacean Distribution and Abundance off Oregon and Washington, 1989 – 1990. In: J.J. Brueggeman (Ed.) Oregon and Washington Marine Mammal and Seabirds Surveys. Final Report, OCS Study MMS 91-0093, Pacific OCS Region, Minerals Management Service, US Department of the Interior, Los Angeles, CA.

The product has been discontinued since: 14 Nov 2017.

This indicator shows trends in the emissions from transport (road, rail, inland navigation and domestic aviation) of the greenhouse gases regulated by the Kyoto Protocol. Only three gases are relevant in the context of transport (carbon dioxide, methane, and nitrous oxide) and these have been aggregated according to their relative global warming potentials.

Graph and download economic data for All Employees: Durable Goods: Navigational, Measuring, Electromedical, and Control Instruments Manufacturing in Santa Ana-Anaheim-Irvine, CA (MD) (DISCONTINUED) (SMU06420443133450001) from Jan 1990 to Dec 2014 about navigation equipment, electromedical, Anaheim, equipment, durable goods, CA, goods, manufacturing, employment, and USA.

This file contains the flight trackline Global Positioning System (GPS) point data from the aerial surveys. Surveys were flown at 60 meters (200 feet) above sea level at 160 kilometers per hour (90 knots) ground speed. The surveys were flown in a high-winged, twin engine Partenavia PN 68 Observer aircraft following methods developed for seabirds by Briggs et al. (1987). GPS points were recorded every five seconds to allow adequate spatial coverage of the trackline (222 meters is traversed every five seconds at the survey speed of 160 kilometers per hour) and to limit the size of the resulting data files. Data was collected using a laptop computer running the program dLOG (R.G. Ford Consulting, Inc.) that allowed us to simultaneously collect coordinates (NAD27 map datum) and sea surface temperature (SST, degrees Celsius [°C]) determined via a belly-mounted, digital infrared radiation pyrometer (Heitronics™ KT19.85; measurement interval = 1 s, response time = 3 ms, emissivity = 0.99). SST values were appended to GPS flight data based on date and time. Observers sat on both sides of the aircraft and scanned the sea surface through bubble windows. Each of two observers counted and identified seabirds and marine mammals occurring within a 50-meter strip on their side of the aircraft for a total maximum strip-width of 100 meters when both observers were surveying simultaneously. At least one observer surveyed at all times, but individual effort was discontinued when glare obscured greater than 25% of an observer's field of view. To ensure that we maintained a strip width of 50 m, we estimated sighting angles from the aircraft to the water using clinometers. Observers rechecked sighting angles with a clinometer several times during each survey. These data are associated with the following publication: Mason, J.W., McChesney, G.J., McIver, W.R., Carter, H.R., Takekawa, J.Y., Golightly, R.T., Ackerman, J.T., Orthmeyer, D.L., Perry, W.M., Yee, J.L. and Pierson, M.O. 2007. At-sea distribution and abundance of seabirds off southern California: a 20-Year comparison. Cooper Ornithological Society, Studies in Avian Biology Vol. 33. References- Briggs, K.T., W.B. Tyler, D.B. Lewis, and D.R. Carlson. 1987. Bird communities at sea off California: 1975–1983. Studies in Avian Biology 11.

This layer includes features (points) relating to the transportation sector. Features in this layer include, but are not limited to heliports, cranes, lookout towers, and air navigation hazards.

Note:This dataset was discontinued as of 2004.

These data show the location of available and discontinued ocean disposal sites within U.S. waters. Contemporary ocean disposal sites generally accept clean dredged material (sediment) collected during navigation channel improvement projects. These projects are sponsored and-or regulated by federal and state agencies. The terminology and practices used in ocean disposal have changed considerably over time. The values in the Primary Use field in this database show some of that variability.

To assist with navigation planning, a tide gauge was re-established using the existing enclosure and well casing on the Export Wharf in Gove Harbour, at the site of the previous tide gauge discontinued by the NT Government in 2007. The tide gauge consists of a float activated absolute shaft encoder linked to a digital data logger and a nextG modem. The tide gauge logs water level (above lowest astronomical tide) at 10 minute intervals and transmits in near real-time to AIMS where it is stored, …Show full descriptionTo assist with navigation planning, a tide gauge was re-established using the existing enclosure and well casing on the Export Wharf in Gove Harbour, at the site of the previous tide gauge discontinued by the NT Government in 2007. The tide gauge consists of a float activated absolute shaft encoder linked to a digital data logger and a nextG modem. The tide gauge logs water level (above lowest astronomical tide) at 10 minute intervals and transmits in near real-time to AIMS where it is stored, backed up and made available for display and download.

These certificates of competency were given to seamen who qualified as first mates on non-steamships trading within New South Wales and “adjacent Colonies”. Certificates were given for different classes of ship (foreign going, coast-trade, steamship, and non-steamship) and for different levels of seamanship (extra master, master, first mate, second mate). Seamen qualified for a certificate by passing the necessary examination or received the certificate by the authority conferred on the Governor by an Order in Council.(1)

The certificates give the name, address, date and place of birth, and signature of the holder; the running number of the certificates; the date and place of the examination; and the port and date of issue. An individual’s certificate may also include details of additional certificates held for other types of vessels or for a different level of seamanship.

Certificates were prepared in duplicate, signed by the Secretary of the Department of Navigation and recorded by the Department. The Department retained one original for their records and the duplicate original was given to the seaman. Some certificates are stamped, or have written on them “cancelled” and some are stamped with a notification stating the certificate has been withdrawn because the holder has been issued with a higher grade certificate. It would appear that on some occasions when certificates were cancelled, the seaman’s copy was returned and pinned to the Navigation Department’s original.

The regulation of crew qualifications passed to the Maritime Services Board from 1936 when the Board replaced the Department of Navigation (certificates were then signed by a Commissioner of the Board). The series contains original certificates and duplicates of the originals. Duplicates were also issued when original certificates were lost or destroyed (for example in shipwrecks).

Certificates were issued under section 73 of the Navigation Act 1871 and its amending legislation, section 75 of the Navigation Act 1901 (amended in 1935 by the Maritime Services Act) or by the authority of the Governor under the Order in Council of 9 May 1891.

The certificates dated between 1905 and 1909 (located in part of the first volume) are entitled “Certificates of Competency as Mate of a Coast Trade Ship” and it is likely these are for first mates.

Details of the certificates issued to seamen were recorded in registers of certificates of competency. These registers recorded the certificate date of issue, certificate number, name and address of person to whom the certificate was issued, application number, receipt number, date the fee was paid and the amount, and any remarks.


ENDNOTES:
1. Some certificates have an Order in Council for 9 May 1881 and some for 9 May 1891. There were earlier Orders in Council for 30 August 1873 and 12 February 1876.(NSW Government Gazette No.224, 7 June 1881, p3107)

This layer includes features (lines) relating to the transportation sector. Features in this layer include, but are not limited to airport runways, tunnels, retaining walls, and air navigation hazards.

Note:This datasets was mostly discontinued as of 2004. Some elements, such as tunnels and bridges, were incorporated into Railway and Transit Lines (RTL).

Goods flows in domestic and international inland navigation, by country of loading/unloading, broken down by volume of transport (in cargo tonne-kilometres, in tonnes transported weight and in container units) and by type of goods.

Data available from 1996 to 2012.

Status of the figures: All figures are final.

Change as of 15 May 2014: The final figures from 2010 to 2012 have been added and the table has been discontinued.

When are new figures coming? No longer applicable.

Abstract The time series content information about the dynamic behavior of the system under study. This behavior could be complex, irregular and no lineal. For this reason, it is necessary to study new models that can solve this dynamic more satisfactorily. In this work a visual analysis of recurrence from time series of the coordinate’s variation ENU (East, North, Up) will be made. This analysis was obtained from nine continuous monitoring stations GPS (Global Navigation Satellite System); the intention is to study their behavior, they belong to the Equatorian GPS Network that materializes the reference system SIRGAS - ECUADOR. The presence of noise in the observations was reduced using digital low pass filters with Finite Impulse Response (FIR). For these series, the time delay was determined using the average mutual information, and for the minimum embedding dimension the False Nearest Neighbours (FNN) method was used; the purpose is to obtain the recurrent maps of each coordinates. The results of visual analysis show a strong tendency, especially in the East and North coordinates, while the Up coordinates indicate discontinued, symmetric and periodic behavior.

description: To ensure comparable spatial and temporal coverage with similar historic datasets, we flew 32 east-west-oriented uniform transects (spaced at 15' latitude [27.8-km] intervals) when possible to the 2000-m isobath (includes shelf, slope, and rise waters). At the request of BOEM, we included six focal-area surveys nested within the overall broad transect survey area. Each focal-area survey consisted of ten 25-km, parallel transect lines targeting shelf waters and spaced at 6-km intervals. This pattern (broad survey lines and Focal Area survey lines) was surveyed during each oceanographic season: summer (June-July), fall (September-October), and winter (January-February) during 2011 and 2012. Aerial survey methods follow Mason et al. (2007) with slight modifications. Specifically, we recorded all sightings of marine animals, vessels, and floating objects from twin-engine, high wing aircraft (Partenavia P-68, Aspen Helicopters, Oxnard, CA, or Commander AC-500, GoldAero, Arlington, WA) along pre-determined 150-m (75 m per side) strip transects at 60-m above sea level. Surveys were flown at 160 km/h, and we used a Global Positioning System (GPS) unit linked to a laptop computer that allowed us to simultaneously collect coordinates (WGS-84 map datum), sea surface temperature (SST, degrees Celcius [C]) determined via a belly-mounted pyrometer, and ocean color data via an onboard radiometer (see Remote sensing methods). We maintained the same two trained observers throughout the study. During individual surveys, observers frequently verified strip widths using hand-held clinometers. Observations generally were discontinued when glare exceeded >25% of the field-of-view or if sea state exceeded Beaufort 5 (29-38 km/h wind speed). Observations were recorded into hand-held digital audio recorders. The third (non-dedicated) observer assisted the pilot with navigation, monitored sensor data, and maintained the onboard computer. Observations of species or individuals identified to nearest taxon included number of individuals, time, pre-coded behaviors, flight direction, and interspecies or vessel associations. Digital recordings of observations were archived and used by observers after surveys to enter data into a customized Graphical User Interface in ACCESS (Microsoft). Observation data were proofed after transcription to ensure accuracy or to resolve inconsistencies. Species observations were linked with GPS-based tracklines generated at 1 to 3 second intervals. Based on variations in the lag-time between sightings and recordings, we estimate that observations have a nominal along-trackline spatial accuracy of 222 m, based on a five-second lag at 160 km/hr survey speed.Tracklines and associated observations were mapped and analyzed using ArcMap (ESRI, Redlands, CA). GPS data were recorded in WGS-84 map datum and projected to a USGS Albers Equal Area Conic map projection for presentation and subsequent density analyses. Concatenated GPS and observation data were then used to generate point and line coverages in ArcMap. We designed a custom analytic tool using ArcMap Model Builder that allows for the construction and export of user-specified and effort-adjusted spatial binning of species observations along continuous tracklines. We calculated density estimates along continuous 6.8-km (~ 5 min longitude) trackline segments (i.e., 6.8-km bins). Therefore, marine bird densities are based on a composite strip area ranging from 0.225 square km (one observer; 50-m strip width) to 0.450 square km (two observers; 150-m total strip width). We made no effort to adjust densities such that they would be proportional to variations in the area of buffered transect (i.e., weighted offset variable). An interval of 6.8 km (approximating 5 minutes of longitude in our study area) was chosen to calculate densities in order to be comparable to historical aerial seabird survey data that were summarized in arbitrary 5 min X 5 min grid cells.This file geodatabase feature dataset contains marine bird density data by 6.8-km bins for 35 species and 10 groupings of species. References:Bonnel, M.L., C.E. Bowlby, and G.A. Green. 1992. Chapter 2: Pinniped Distribution and Abundance off Oregon and Washington, 1989 1990. In: J.J. Brueggeman (Ed.) Oregon and Washington Marine Mammal and Seabirds Surveys. Final Report, OCS Study MMS 91-0093, Pacific OCS Region, Minerals Management Service, US Department of the Interior, Los Angeles, CA. Briggs, K.T., W.M. Breck Tyler, D.B. Lewis, and D.R. Carlson. 1987. Bird Communities at Sea Off California 1975 to 1983. Studies in Avian Biology No. 11. The Cooper Ornithological Society. 74 pp.Briggs, K.T., D.H. Varoujean, W.W. Williams, R.G. Ford, M.L. Bonnel, and J.L. Casey. 1992, Chapter 3: Seabirds of the Oregon and Washington OCS, 1989 1990. In: J.J. Brueggeman (Ed.) Oregon and Washington Marine Mammal and Seabirds Surveys. Final Report, OCS Study MMS 91-0093, Pacific OCS Region, Minerals Management Service, US Department of the Interior, Los Angeles, CA. Green, G.A., J.J. Brueggeman, R.A. Grotefendt, and C.E. Bowlby. 1992, Chapter 1: Cetacean Distribution and Abundance off Oregon and Washington, 1989 1990. In: J.J. Brueggeman (Ed.) Oregon and Washington Marine Mammal and Seabirds Surveys. Final Report, OCS Study MMS 91-0093, Pacific OCS Region, Minerals Management Service, US Department of the Interior, Los Angeles, CA.A full description of methods and results are available in the following report (please note that results in the report are presented at a different scale than data in this feature class):Adams, J., J. Felis, J. W. Mason, and J. Y. Takekawa. 2014. Pacific Continental Shelf Environmental Assessment (PaCSEA): aerial seabird and marine mammal surveys off northern California, Oregon, and Washington, 2011-2012. U.S. Dept. of the Interior, Bureau of Ocean Energy Management, Pacific OCS Region, Camarillo, CA. OCS Study BOEM 2014-003. 266 pages. These data were edited in January 2017: attribute labels for species name have been converted to species code.; abstract: To ensure comparable spatial and temporal coverage with similar historic datasets, we flew 32 east-west-oriented uniform transects (spaced at 15' latitude [27.8-km] intervals) when possible to the 2000-m isobath (includes shelf, slope, and rise waters). At the request of BOEM, we included six focal-area surveys nested within the overall broad transect survey area. Each focal-area survey consisted of ten 25-km, parallel transect lines targeting shelf waters and spaced at 6-km intervals. This pattern (broad survey lines and Focal Area survey lines) was surveyed during each oceanographic season: summer (June-July), fall (September-October), and winter (January-February) during 2011 and 2012. Aerial survey methods follow Mason et al. (2007) with slight modifications. Specifically, we recorded all sightings of marine animals, vessels, and floating objects from twin-engine, high wing aircraft (Partenavia P-68, Aspen Helicopters, Oxnard, CA, or Commander AC-500, GoldAero, Arlington, WA) along pre-determined 150-m (75 m per side) strip transects at 60-m above sea level. Surveys were flown at 160 km/h, and we used a Global Positioning System (GPS) unit linked to a laptop computer that allowed us to simultaneously collect coordinates (WGS-84 map datum), sea surface temperature (SST, degrees Celcius [C]) determined via a belly-mounted pyrometer, and ocean color data via an onboard radiometer (see Remote sensing methods). We maintained the same two trained observers throughout the study. During individual surveys, observers frequently verified strip widths using hand-held clinometers. Observations generally were discontinued when glare exceeded >25% of the field-of-view or if sea state exceeded Beaufort 5 (29-38 km/h wind speed). Observations were recorded into hand-held digital audio recorders. The third (non-dedicated) observer assisted the pilot with navigation, monitored sensor data, and maintained the onboard computer. Observations of species or individuals identified to nearest taxon included number of individuals, time, pre-coded behaviors, flight direction, and interspecies or vessel associations. Digital recordings of observations were archived and used by observers after surveys to enter data into a customized Graphical User Interface in ACCESS (Microsoft). Observation data were proofed after transcription to ensure accuracy or to resolve inconsistencies. Species observations were linked with GPS-based tracklines generated at 1 to 3 second intervals. Based on variations in the lag-time between sightings and recordings, we estimate that observations have a nominal along-trackline spatial accuracy of 222 m, based on a five-second lag at 160 km/hr survey speed.Tracklines and associated observations were mapped and analyzed using ArcMap (ESRI, Redlands, CA). GPS data were recorded in WGS-84 map datum and projected to a USGS Albers Equal Area Conic map projection for presentation and subsequent density analyses. Concatenated GPS and observation data were then used to generate point and line coverages in ArcMap. We designed a custom analytic tool using ArcMap Model Builder that allows for the construction and export of user-specified and effort-adjusted spatial binning of species observations along continuous tracklines. We calculated density estimates along continuous 6.8-km (~ 5 min longitude) trackline segments (i.e., 6.8-km bins). Therefore, marine bird densities are based on a composite strip area ranging from 0.225 square km (one observer; 50-m strip width) to 0.450 square km (two observers; 150-m total strip width). We made no effort to adjust densities such that they would be proportional to variations in the area of buffered transect (i.e., weighted offset variable). An interval of 6.8 km (approximating 5 minutes of longitude in our study area) was chosen to calculate densities in order to be comparable to historical aerial seabird

(Link to Metadata) EmergencyE911_RDS was originally derived from RDSnn (now called TransRoad_RDS). "Zero-length ranges" in the ROADS layer pertain to grand-fathered towns that have not yet provided the Enhanced 9-1-1 Board road segment range information. RDSnn was originally developed using a combination of paper and RC Kodak RF 5000 orthophotos (visual image interpretation and manual digitizing of centerlines). Road attributes (RTNO and CLASS) were taken from the official VT Agency of Transportation (VTrans) highway maps. New roads not appearing on the photos were digitized with locations approximated from the VTrans highway maps. State Forest maps were used to determine both location and attributes of state forest roads. Some data updates have used RF 2500 or RF 1250 orthophotos and GPS, or other means for adding new roads and improving road locations. The Enhanced E911 program added new roads from GPS and orthos between 1996-1998. Also added road name and address geocoding. VCGI PROCESSING (Tiling and Added items); E911 provides the EmergencyE911_RDS data to VCGI in a statewide format. It lacks FIPS6 coding, making it difficult to extract data on the basis of town/county boundaries. As a result, VCGI has added FIPS6 to the attribute table. This field was originally populated by extracting MCODE value from RDNAME and relating to TBPOLY.PAT to bring over matching MCODE values. FIPS6 problems along the interstates and "Gores & Grants" in the Northeast Kingdom, were corrected. All features with an MCODE equal to 200 or 579 were assigned a FIPS6 equal to 0. The center point of these arcs were then intersected with BoundaryTown_TBHASH to assign a FIPS6 value. This information was then transfered back into the RDS.AAT file via a relate. A relate was established between the ROADNAMES.DBF file (road name lookup table) and the RDS.AAT file. The RDFLNAME attribute was populated by transfering the NAME value in the ROADNAMES.DBF table. The RDFLNAME item was then parsed into SUF.DIR, STREET.NAME, STREET.TYPE, and PRE.DIR, making addressing matching functions a little easier. See the "VT Road Centerline Data FAQ" for more information about TransRoad_RDS and EmergencyE911_RDS. https://vcgi.vermont.gov/techres/?page=./white_papers/default_content.cfmField Descriptions:OBJECTID: Internal feature number, automatically generated by Esri software.SEGMENTID: Unique segment ID.ARCID: Arc identifier, unique statewide. The ARCID is a unique identifier for every ARC in the EmergencyE911_RDS data layer.PD: Prefix Direction, previously name PRE.DIR.PT: Prefix Type.SN: Street Name. Previously named STREET.ST: Street Type.SD: Suffix Direction, i.e., W for West, E for East, etc.GEONAMEID: Unique ID for each road name.PRIMARYNAME: Primary name.ALIAS1: Alternate road name 1.ALIAS2: Alternate road name 2.ALIAS3: Alternate road name 3.ALIAS4: Alternate road name 4.ALIAS5: Alternate road name 5.COMMENTS: Free text field for miscellaneous comments.ONEWAY: One-way street. Uses the Oneway domain*.NO_MSAG:MCODE: Municipal code.LESN: Left side of road Emergency Service Number.RESN: Right side of road Emergency Service Number.LTWN: Left side of road town.RTWN: Right side of road town.LLO_A: Low address for left side of road.RLO_A: Low address for right side of road.LHI_A: High address for left side of road.RHI_A: High address for right side of road.LZIP: Left side of road zip code.RZIP: Right side of road zip code.LLO_TRLO_TLHI_TRHI_TRTNAME: Route name.RTNUMBER: Route number.HWYSIGN: Highway sign.RPCCLASSAOTCLASS: Agency of Transportation class. Uses AOTClass domain**.ARCMILES: ESRI ArcGIS miles.AOTMILES: Agency of Transportation miles.AOTMILES_CALC:UPDACT:SCENICHWY: Scenic highway.SCENICBYWAY: Scenic byway.FORMER_RTNAME: Former route name.PROVISIONALYEAR: Provisional year.ANCIENTROADYEAR: Ancient road year.TRUCKROUTE: Truck route.CERTYEAR:MAPYEAR:UPDATEDATE: Update date.GPSUPDATE: Uses GPSUpdate domain***.GlobalID: GlobalID.STATE: State.GAP: Gap.GAPMILES: Gap miles.GAPSTREETID: Gap street ID.FIPS8:FAID_S:RTNUMBER_N:LCOUNTY:RCOUNTY:PRIMARYNAME1:SOURCEOFDATA: Source of data.COUNTRY: Country.PARITYLEFT:PARITYRIGHT:LFIPS:RFIPS:LSTATE:RSTATE:LESZ:RESZ:SPEED_SOURCE: Speed source.SPEEDLIMIT: Speed limit.MILES: Miles.MINUTES: Minutes.Shape: Feature geometry.Shape_Length: Length of feature in internal units. Automatically computed by Esri software.*Oneway Domain:N: NoY: Yes - Direction of arcX: Yes - Opposite direction of arc**AOTClass Domain:1: Town Highway Class 1 - undivided2: Town Highway Class 2 - undivided3: Town Highway Class 3 - undivided4: Town Highway Class 4 - undivided5: State Forest Highway6: National Forest Highway7: Legal Trail. Legal Trail Mileage Approved by Selectboard after the enactment of Act 178 (July 1, 2006). Due to the introduction of Act 178, the Mapping Unit needed to differentiate between officially accepted and designated legal trail versus trails that had traditionally been shown on the maps. Towns have until 2015 to map all Class 1-4 and Legal Trails, based on new changes in VSA Title 19.8: Private Road - No Show. Private road, but not for display on local maps. Some municipalities may prefer not to show certain private roads on their maps, but the roads may need to be maintained in the data for emergency response or other purposes.9: Private road, for display on local maps10: Driveway (put in driveway)11: Town Highway Class 1 - North Bound12: Town Highway Class 1 - South Bound13: Town Highway Class 1 - East Bound14: Town Highway Class 1 - West Bound15: Town Highway Class 1 - On/Off Ramp16: Town Highway Class 1 - Emergency U-Turn20: County Highway21: Town Highway Class 2 - North Bound22: Town Highway Class 2 - South Bound23: Town Highway Class 2 - East Bound24: Town Highway Class 2 - West Bound25: Town Highway Class 2 - On/Off Ramp30: State Highway31: State Highway - North Bound32: State Highway - South Bound33: State Highway - East Bound34: State Highway - West Bound35: State Highway - On/Off Ramp40: US Highway41: US Highway - North Bound42: US Highway - South Bound43: US Highway - East Bound44: US Highway - West Bound45: US Highway - On/Off Ramp46: US Highway - Emergency U-Turn47: US Highway - Rest Area50: Interstate Highway51: Interstate Highway - North Bound52: Interstate Highway - South Bound53: Interstate Highway - East Bound54: Interstate Highway - West Bound55: Interstate Highway - On/Off Ramp56: Interstate Highway - Emergency U-Turn57: Interstate Highway - Rest Area59: Interstate Highway - Other65: Ferry70: Unconfirmed Legal Trail71: Unidentified Corridor80: Proposed Highway Unknown Class81: Proposed Town Highway Class 182: Proposed Town Highway Class 283: Proposed Town Highway Class 384: Proposed State Highway85: Proposed US Highway86: Proposed Interstate Highway87: Proposed Interstate Highway - Ramp88: Proposed Non-Interstate Highway - Ramp89: Proposed Private Road91: New - Class Unknown92: Military - no public access93: Public - Class Unknown95: Class Under Review96: Discontinued Road97: Discontinued Now Private98: Not a Road99: Unknown***GPSUpdate Domain:Y: Yes - Needs GPS UpdateN: No - Does not need GPS UpdateG: GPS Update CompleteV: GPS Update Complete - New RoadX: Unresolved Segment

For the first 5 years of INTEGRALs operational life, the scientific Core Programme included a key component that was regular scans of the Galactic Plane. These led to a wealth of discoveries of new sources and source types, a large fraction of which were highly transient. These discoveries can certainly be considered one of the strongest results from, and legacies of, INTEGRAL. Since AO5, these regular scans have been discontinued, and this has resulted in a significant drop in the discovery rate of new systems in and around the plane of our Galaxy. We propose to reinstate the Galactic Plane Scans as a Key Programme throughout AO8 and AO9, to allow the regular monitoring of known systems, and dramatically enhance the chances of discovering new systems. Such a programme will be of high value to a very large fraction of the high energy astronomy community, stimulating science immediately, and furthermore contributing greatly to the INTEGRAL legacy.To this aim, a total of 2 Msec /year are necessary to cover the plane with regular scans every orbit, excluding the central zone to be covered by the Galactic Bulge monitoring programme (should that programme be accepted). We also suggest that in order to maximise the engagement of the scientific community, the observations should be made public immediately. The team will make the IBIS and JEMX light curves in two energy bands per science window and per observation, as well as the mosaic images publicly available through the web as soon as possible after the observations have been performed. Any interesting source behaviour that emerges from our observations will be announced promptly, so that rapid followup by the community is possible. truncated!, Please see actual data for full text [truncated!, Please see actual data for full text]

A series of maps that show water monitoring stations (gauging stations) across New South Wales. This map series, formerly known as the Pinneena maps, was created as part of a major project in 2011. \r

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Each map includes stations which fall in the following categories:\r

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• Current with significant data: Gauging stations that were active and have significant data or had been established as of March 2011.\r ###\r
• Current without significant data: Gauging stations that were active but didn't have significant data as of March 2011.\r ###\r
• Discontinued or moved:\r Gauging station that had been closed or moved to another organisation to maintain as of March 2011.\r ###\r A water monitoring station (gauging station) is a location on a stream, canal, lake or reservoir from which an observer or tool takes systematic readings of the gauge height or discharge. Hydrologists use these continuous records to make predictions and decisions concerning water level, flood activity and control, navigation, and the like. Note: The maps are best displayed at A3 paper size.\r ###_Data disclaimer_ \r These water monitoring station maps were created as part of a project completed in March 2011, and have not been updated to include more recent data or information. The information contained in these maps should be used as a reference only, as the actual location or category of some gauging stations may have changed.\r ###\r The maps use the following datasets (all licensed under ‘Creative Commons Attribution’) supplied by other agencies:\r ###\r
• Spatial Services (New South Wales Department of Customer Service)\r Hydro Line (Rivers/Creeks) spatial data is a dataset of mapped watercourses and waterbodies in NSW. They can be referenced as ‘ NSW Foundation Spatial Data Framework – Water – NSW Hydro Line’. © Spatial Services [2011]\r ###\r
• Australian Government Bureau of Meteorology\r Australia’s River Basins (Catchment boundaries) spatial data uses the Australia’s River Basin 1997 dataset.\r Citation: 1997. Australia's River Basins 1997. Geoscience Australia, Canberra. http://pid.geoscience.gov.au/dataset/ga/42343\r For more information http://www.bom.gov.au/water/about/riverBasinAuxNav.shtml\r ###\r
• WaterNSW\r Real time data of monitoring stations can be accessed through WaterNSW Real-time data website: https://www.waternsw.com.au/waterinsights/real-time-data\r Reference: The material is subject to copyright under the Copyright Act 1968, and it is owned by the State of New South Wales through WaterNSW.\r WaterNSW encourages the availability, dissemination and exchange of public information. You may copy, distribute, display, download and otherwise freely deal with the information for any purpose, on the condition that you include the copyright.\r \r Note: In addition to the attached individual catchment maps PDFs (which can be printed off one at a time), there is also a MERGED version consolidating all of the individual PDFs into a single ATLAS of Maps PDF. This particular pdf (which is designed to be printed A3 back-to-back) is attached and titled: zz_PINNEENA_A3_MARCH2011_FINAL.pdf