More Kudzu Blues: Now the Invasive Vine Is Increasing Air Pollution | 80beats

KudzuKudzu: It’s worse than you thought. The invasive plant now covers more than 7 million acres in the United States, mostly in the Southeast but not limited to there. Besides overrunning trees as it spreads like wildfire, the vine also brings another danger: In a study in the Proceedings of the National Academy of Sciences, Jonathan Hickman sounds the alarm that kudzu could cause a spike in ozone, polluting the air.

Ozone, of course, is a good thing when it’s high in our atmosphere, blocking some of the sun’s harmful radiation. But down on the surface of the planet, ozone isn’t such a good thing. It can cause respiratory problems in people and harm plants’ ability to absorb carbon dioxide; it also is a major constituent of smog.

Kudzu’s contribution to ozone levels works like this: Like other members of the pea family, or legumes, Kudzu grabs nitrogen from the air and puts it into the soil. There microbes convert nitrogen into nitrous oxide, one of the pollutants that also comes from automobile exhaust. That gas escapes from the soil and into the air, and undergoes reactions that lead to the creation of ozone [Discovery News].

When this reaction happens on a small scale it’s not a big problem. However, there’s getting to be so much kudzu in the U.S. that Hickman decided to measure what its ozone contribution might be. So his team studied the soil of Madison County, Georgia, picking some areas where kuzdu had invaded and some where it had not. In the kudzu-ed areas, he says, nitrous oxide emissions were double that of the kudzu-free areas.

To drive home the point, Hickman and his colleagues ran a simulation in which kudzu spread over the entirety of its region except for soils in the city or those used in agriculture. Crunching those numbers, the team estimated a dramatic increase—35 percent—in the number of days that would register an atmospheric ozone level in excess of the safe limit set by the Environmental Protection Agency.

That’s a pretty extreme scenario; kudzu alone isn’t going to drive up ozone pollution by a third. Even with kudzu stretching out ever further, its present contribution to ozone is most likely a minor one, Hickman says, but the ozone potential is one more reason to loathe the vine.

He acknowledged that any soil used to grow nitrogen-fixing plants or were fertilised for agricultural reasons would result in an increase in gases involved in the formation of ozone. “But in those cases, we are doing these things for necessary reasons — namely food production,” he observed. “In the case of Kudzu, it is an undesirable plant that is spreading over a large area in the south-east US” [BBC News].

It’s also an undesirable plant that people brought to America on purpose, making it not just a poster child for invasive species, but also for importing a foreign organism to try to fix some other problem in an ecosystem.

Kudzu (Pueraria montana) is a rapidly growing vine native to Asia that was introduced to the United States in 1876 at the Centennial Exposition in Philadelphia as an ornamental plant and later promoted to farmers in the Southeast as a means of controlling soil erosion by the U.S. Soil Conservation Service during the 1930s [LiveScience].

Related Content:
DISCOVER: The Truth About Invasive Species
DISCOVER: Humans vs. Animals: Our Fiercest Battles With Invasive Species (photo gallery)
80beats: Should Humans Relocate Animals Threatened by Global Warming?
80beats: Globalized Pollution: Asian Smog Floats to American Skies
80beats: Today’s Biggest Threat to the Ozone Layer: Laughing Gas

Image: flickr / SoftCore Studios


Hubble Picture of the Week | Bad Astronomy

Hubble imge of NGC 2082; click to engalactinate.Since its launch in 1990, the Hubble Space Telescope has taken… let’s see… <counting on fingers>… carry the two… about a gazillion pictures of the sky. Not all of them are gorgeous, and not all of them are news-breaking, but an awful lot are really cool but don’t get any press.

That’ll change now. The folks at the European Space Agency side of Hubble Central have created a new feature: the Hubble Picture of the Week. This is pretty much what it sounds like: a new, way cool picture posted once a week. They’ve posted the first three already, like this one:

hst_ic4634

Click to embiggen. That’s the planetary nebula IC4634, a star that was once much like the Sun, but is now at the end of its life, throwing off great gusts of gas in its final paroxysms before fading away as a white dwarf.

The galaxy image above is another one, NGC 2082, a pretty, face-on spiral about 60 million light years away. I worked on Hubble data for a long time, and I saw a lot of images that should be seen by more people, but there simply wasn’t a way to do it back then. With this new HST PotW, I bet a lot of those will get wider acknowledgment now.

Tip o’ the lens cap to astronomer, my friend, and sometime dance partner Lars Christian Lindberg.


Coal Catalyst

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How the efficacy of the catalyst is measured?

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Mount St. Helens, +30 years | Bad Astronomy

I was going to write something up about Mount St. Helens, which erupted 30 years ago today. But then The Big Picture went and did an incredible retrospective of it, so I’ll just send you there. Here’s a taste:

mtsthelens

If you’ve ever wondered what my nightmares are like, you’re looking at one.

I’ll add that a few years ago, when I still lived in California, I flew up to Seattle for a meeting. I literally gasped out loud when I saw the volcano out my window. I stared at it for as long as it was visible. The whole story was laid out clearly for anyone to read it: the side of the caldera was collapsed, and I could see the long run out from the lahar, the mudslide that followed the eruption. Even nearly three decades later the devastation was incredible. Over 3 cubic kilometers (0.67 cubic miles) of rock and ash blew out of the volcano that day.

You can read about the details of the event on the USGS site and on their 30th anniversary page. It’s a hair-raising story. [Edited to add: This NASA series of pictures is also way cool.]

And by the way? The volcano is still active. Have a nice day.

Image credit: USGS.


Force of Impact

I am asking this question for a fellow co-worker. He is working on testing a pallet load of product and has performed several calculations to determine the amount of force this load will see when it come to a sudden stop at 6 mph. He has found several web sites that give the formula, and one that

A Strange Journey into the Minds of Vaccine Skeptics | The Intersection

Orac has a great post skewering an ambitious gambit over at Age of Autism: One Julie Obradovic lectures us there on how to actually save the vaccine program. Much of the advice has to do with accepting the incorrect premises of the vaccine skeptics, and humoring them. All of Orac's criticisms are on target, but I actually thought Obradovic wrote one thing worth listening to--at least if we take the more abstract point out of the biased context in which she introduces it. It is this:
Additionally, [vaccine skeptical parents] don't take kindly to propaganda or threats, and they most definitely don't like to be insulted. Telling them their choice is to go with the scientific side is juvenile in its approach, suggesting that any parent who researchers [sic] both sides of the debate, personally knows someone with a different experience, and disagrees with the one size fits all approach to vaccination is by default, non-scientific. Brilliant. Well, they actually are unscientific when they do this. However, it probably is true that the confrontational, "you're clueless and irrational approach" is unlikely to unclog their minds or shatter their misconceptions. Why? Human beings just don't work that way. We have vast bodies of social science ...


Deniers Still Going Strong, Even with Oil Leak

Below is some confused, strange chatter from FOX News on the oil leak, which will be parroted by Republicans in Congress and entertainment radio talk show hosts.  “Where’s the oil?”  FOX host Brit Hume can’t see it. This nonsense, this doubt-planting on every single environmental topic of the last 10+  years, just  spreads and spreads among conservatives with soap boxes, to the point where the American people are no longer concerned about global warming much at all.   They used to be, before the denial movement started happening, funded by big oil and big coal and driven by GOP talking points.   Now these members of the “news media” are even denying there is much oil from this oil spill, when even some British Petroleum estimates were up to 70,000 gallons a day. Is there any hope that we can get serious climate action  — ever? — with this type of propaganda and ignorance masquerading as “news” discussion?

Read more of the story here. It’s hard to believe, but this “news host”,  Brit Hume,  would have us believe that most oil in the ocean is from “seepage” and that makes this oil spill somehow less significant.   It’s no wonder that people of this political persuasion (the right-wing extremist kind) has no respect for facts, logic or science. It’s enough to infuriate anyone.   Talk to people on the coast of Florida, Mr. Hume, and tell me if they are ever concerned about “seepage”, or whether they think the ocean can just somehow absorb this oil.   The ocean is not a sponge for oil and other garbage humans dump into it.   It used to be a dependable carbon sink, but even that is changing.   This oil spill is now threatening the barrier reef off the coast of Florida, and it’s threatening the shores of Cuba, and Hume can’t  see it. So therefore, it must not be very bad.  That exemplifies FOX News about as well as anything.

The saddest thing of all is that this oil leak is not the only huge threat to the Atlantic ocean, not even to the Gulf of Mexico.  Chemicals and pesticide runoff leading to the Gulf “dead zone”, overfishing, military sonar, and ocean acidification were already threatening the oceans before the sunken oil rig was built.

They  are just now seeing the first tar balls off the shores of Key West, but people claim they can’t be sure where they come from. Are tar balls commonly found off the shores of Key West? Of course not.  So, these must be from somewhere.  Hmmm, what just happened that might have caused them to appear?   The currents are already picking up the oil and moving it around right off the coast of Florida. This will be a catastrophe for the local and state economies, and what will all those people in the tourism industry do when they lose their jobs?

An umbrella against the mutational showers | Gene Expression

Mutations are as you know a double-edged sword. On the one hand mutations are the stuff of evolution; neutral changes on the molecular or phenotypic level are the result of from mutations, as are changes which enhance fitness and so are driven to fixation by positive selection. On the other hand mutations also tend to cause problems. In fact, mutations which are deleterious far outnumber those which are positive. It is much easier to break complex systems which are near a fitness optimum than it is to improve upon them through random chance. In fact a Fisherian geometric analogy of the affect of genes on fitness implies that once a genetic configuration nears an optimum mutations of larger effect have a tendency to decrease fitness. Sometimes environments and selection pressures change radically, and large effect mutations may become needful. But despite their short term necessity these mutations still cause major problems because they disrupt many phenotypes due to pleiotropy.

But much of the playing out of evolutionary dynamics is not so dramatic. Instead of very costly mutations for good or ill, most mutations may be of only minimal negative effect, especially if they are masked because of recessive expression patterns. That is, only when two copies of the mutation are present does all hell break loose. And yet even mutations which exhibit recessive expression tend to generate some drag on the fitness of heterozygotes. And if you sum small values together you can obtain a larger value. This gentle rain of small negative effect mutations can be balanced by natural selection, which weeds does not smile upon less fit individuals who have a higher mutational load. Presumably those with “good genes,” fewer deleterious mutations, will have more offspring than those with “bad genes.” Because mutations accrue from one generation to the next, and, there is sampling variance of deleterious alleles, a certain set of offspring will always be gifted with fewer deleterious mutations than their siblings. This is a genetics of chance. And so the mutation-selection balance is maintained over time, the latter rising to the fore if the former comes to greater prominence.

The above has been a set of logic inferences from premises. Evolution is about the logic of life’s process, but as a natural science its beauty is that it is testable through empirical means. A short report in Science explores mutational load and fitness, and connects it with the ever popular topic of sexual selection, Additive Genetic Breeding Values Correlate with the Load of Partially Deleterious Mutations:

The mutation-selection–balance model predicts most additive genetic variation to arise from numerous mildly deleterious mutations of small effect. Correspondingly, “good genes” models of sexual selection and recent models for the evolution of sex are built on the assumption that mutational loads and breeding values for fitness-related traits are correlated. In support of this concept, inbreeding depression was negatively genetically correlated with breeding values for traits under natural and sexual selection in the weevil Callosobruchus maculatus. The correlations were stronger in males and strongest for condition. These results confirm the role of existing, partially recessive mutations in maintaining additive genetic variation in outbred populations, reveal the nature of good genes under sexual selection, and show how sexual selection can offset the cost of sex.

mutAdditive genetic variance just refers to the variation of genes which affect the phenotype by independent and usually small effects which sum together to produce the range of variation of the trait. Imagine for example that the range of variation in height within the population was 10 inches, and that there were 10 genes which varied, and that each gene exhibited co-dominance. One could construct a model where every gene pair could add 0, 0.5 or 1 inch to the height independently, so that the maximum height could be constructed by adding 10 inches to the baseline and 1 inch per locus, and the minimum height by adding no inches to the baseline when each locus is homozygous for null alleles.

Mutations can be conceived of in the same manner, with each mutation being a new variant which changes trait value. Even if most of the impact of a mutation is masked there is a small effect in the heterozygote state, and this may serve as a fitness drag. The range in mutational load can then naturally be analogized to additive genetic variance, in this case the trait under consideration ultimately being fitness, mediated through life history and morphological phenotypes.

In this report they focused primarily on the weevil’s ability to obtain resources and transform those resources into size, which correlates with greater sexual access for males and fecundity for females (ergo, greater fitness). They bred various outbred and inbred lineages across families of these weevils, because these sorts of crosses gauge the impact of masked deleterious alleles, which will manifest in homozygote state more often between related pairs who share mutations than unrelated ones. They found a correlation of -0.24 between inbreeding and breeding value; in other words the more inbred the pair the fewer offspring. The impact of these recessively expressed alleles is mitigated in heterozygous individuals, but because of the non-trivial impact the number of these alleles within an individual will determine its fitness all things equal.

328_892_F1Interestingly when background variables were controlled males tended to show the greatest fitness drag due to inbreeding depression. This would comport with models of sexual selection where males justify their expense (because they can not bear offspring) within the population by serving as the perishable dumping grounds of bad genes. In particular in a polygynous population a few healthy males with good genes could give rise to most of the next generation, and so providing the balance of selection to the background mutational rate.

Of course mating patterns vary between taxa. The more reproductive skew there is, in particular for males, the more recourse selection has every generation to dump deleterious alleles via selection. In contrast monogamous populations will have less power to expunge mutations in this fashion because there is more genetic equality across males, the bad will reproduce along with the good, more or less. Therefore a breeding experiment of weevils may have more limited insight than these authors may wish to admit. Geoffrey Miller’s The Mating Mind attempted to take the insights of sexual selection and develop a model of human evolutionary history, but it does not seem that this theory has swept all before it. Only time will tell, but until then more breeding experiments can’t help but clarify where theory goes wrong or right.

Citation: Tomkins, J., Penrose, M., Greeff, J., & LeBas, N. (2010). Additive Genetic Breeding Values Correlate with the Load of Partially Deleterious Mutations Science, 328 (5980), 892-894 DOI: 10.1126/science.1188013

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Purpose of Shunt Reactor

In a recent SLD which i have seen, I noticed that a 500MVA Trafo (400/132 Kv and Teriatiary Winding of 22kv) both primary and secondary are star/star and the tertiary winding is delta. The cable from the teritiary 22kv is connected to a RC unit with a rating of 22Ohms &amp; 130 nF and the parellely

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Beauty of Future Airplanes is More than Skin Deep

A 20-passenger commercial aircraft design conceptAn 18-month NASA research effort to visualize the passenger airplanes of the future has produced some ideas that at first glance may appear to be old fashioned. Instead of exotic new designs seemingly borrowed from science fiction, familiar shapes dominate the pages of advanced concept studies which four industry teams completed for NASA's Fundamental Aeronautics Program in April 2010.

Look more closely at these concepts for airplanes that may enter service 20 to 25 years from now and you'll see things that are quite different from the aircraft of today.
A 20-passenger commercial aircraft design conceptJust beneath the skin of these concepts lie breakthrough airframe and propulsion technologies designed to help the commercial aircraft of tomorrow fly significantly quieter, cleaner, and more fuel-efficiently, with more passenger comfort, and to more of America's airports.

You may see ultramodern shape memory alloys, ceramic or fiber composites, carbon nanotube or fiber optic cabling, self-healing skin, hybrid electric engines, folding wings, double fuselages and virtual reality windows.

"Standing next to the airplane, you may not be able to tell the difference, but the improvements will be revolutionary," said Richard Wahls, project scientist for the Fundamental Aeronautics Program's Subsonic Fixed Wing Project at NASA's Langley Research Center in Hampton, Va. "Technological beauty is more than skin deep."

The Silent Efficient Low Emissions Commercial Transport, or SELECT, design conceptIn October 2008, NASA asked industry and academia to imagine what the future might bring and develop advanced concepts for aircraft that can satisfy anticipated commercial air transportation needs while meeting specific energy efficiency, environmental and operational goals in 2030 and beyond. The studies were intended to identify key technology development needs to enable the envisioned advanced airframes and propulsion systems.

NASA's goals for a 2030-era aircraft, compared with an aircraft entering service today, are:

  • A 71-decibel reduction below current Federal Aviation Administration noise standards, which aim to contain objectionable noise within airport boundaries.
  • A greater than 75 percent reduction on the International Civil Aviation Organization's Committee on Aviation Environmental Protection Sixth Meeting, or CAEP/6, standard for nitrogen oxide emissions, which aims to improve air quality around airports.
  • A greater than 70 percent reduction in fuel burn performance, which could reduce greenhouse gas emissions and the cost of air travel.
  • The ability to exploit metroplex concepts that enable optimal use of runways at multiple airports within metropolitan areas, as a means of reducing air traffic congestion and delays.
The teams were led by General Electric, Massachusetts Institute of Technology, Northrop Grumman and The Boeing Company. Here are some highlights from their final reports:
  • The GE Aviation team conceptualizes a 20-passenger aircraft that could reduce congestion at major metropolitan hubs by using community airports for point-to-point travel. The aircraft has an oval-shaped fuselage that seats four across in full-sized seats. Other features include an aircraft shape that smoothes the flow of air over all surfaces, and electricity-generating fuel cells to power advanced electrical systems. The aircraft's advanced turboprop engines sport low-noise propellers and further mitigate noise by providing thrust sufficient for short takeoffs and quick climbs.
  • With its 180-passenger D8 "double bubble" configuration, the Massachusetts Institute of Technology team strays farthest from the familiar, fusing two aircraft bodies together lengthwise and mounting three turbofan jet engines on the tail. Important components of the MIT concept are the use of composite materials for lower weight and turbofan engines with an ultra high bypass ratio (meaning air flow through the core of the engine is even smaller, while air flow through the duct surrounding the core is substantially larger, than in a conventional engine) for more efficient thrust. In a reversal of current design trends the MIT concept increases the bypass ratio by minimizing expansion of the overall diameter of the engine and shrinking the diameter of the jet exhaust instead. The team said it designed the D8 to do the same work as a Boeing 737-800. The D8's unusual shape gives it a roomier coach cabin than the 737.
  • The Northrop Grumman team foresees the greatest need for a smaller 120-passenger aircraft that is tailored for shorter runways in order to help expand capacity and reduce delays. The team describes its Silent Efficient Low Emissions Commercial Transport, or SELECT, concept as "revolutionary in its performance, if not in its appearance." Ceramic composites, nanotechnology and shape memory alloys figure prominently in the airframe and ultra high bypass ratio propulsion system construction. The aircraft delivers on environmental and operational goals in large part by using smaller airports, with runways as short as 5,000 feet, for a wider geographic distribution of air traffic.
  • The Boeing Company's Subsonic Ultra Green Aircraft Research, or SUGAR, team examined five concepts. The team's preferred concept, the SUGAR Volt, is a twin-engine aircraft with hybrid propulsion technology, a tube-shaped body and a truss-braced wing mounted to the top. Compared to the typical wing used today, the SUGAR Volt wing is longer from tip to tip, shorter from leading edge to trailing edge, and has less sweep. It also may include hinges to fold the wings while parked close together at airport gates. Projected advances in battery technology enable a unique, hybrid turbo-electric propulsion system. The aircraft's engines could use both fuel to burn in the engine's core, and electricity to turn the turbofan when the core is powered down.
NASA did not specify future commercial air transportation needs as domestic or global. All four teams focused on aircraft sized for travel within a single continent because their business cases showed that small- and medium-sized planes will continue to account for the largest percentage of the overall fleet in the future. One team, however, did present a large hybrid wing concept for intercontinental transport.
The double bubble D8 design conceptAll of the teams provided "clear paths" for future technology research and development, said Ruben Del Rosario, principal investigator for the Subsonic Fixed Wing Project at NASA's Glenn Research Center in Cleveland. "Their reports will make a difference in planning our research portfolio. We will identify the common themes in these studies and use them to build a more effective strategy for the future," Del Rosario said.

These are some of the common themes from the four reports:

  • Slower cruising -- at about Mach 0.7, or seven-tenths the speed of sound, which is 5 percent to 10 percent slower than today's aircraft -- and at higher altitudes, to save fuel.
  • Engines that require less power on takeoff, for quieter flight.
  • Shorter runways -- about 5,000 feet long, on average -- to increase operating capacity and efficiency.
  • Smaller aircraft – in the medium-size class of a Boeing 737, with cabin accommodations for no more than 180 passengers – flying shorter and more direct routes, for cost-efficiency.
  • Reliance on promised advancements in air traffic management such as the use of automated decision-making tools for merging and spacing enroute and during departure climbs and arrival descents.
The teams recommended a variety of improvements in lightweight composite structures, heat- and stress-tolerant engine materials, and aerodynamic modeling that can help bring their ideas to reality. NASA is weighing the recommendations against its objective of developing aeronautics technologies that can be applied to a broad range of aircraft and operating scenarios for the greatest public benefit.
The Subsonic Ultra Green Aircraft Research, or SUGAR, Volt design concept"This input from our customers has provided us with well thought-out scenarios for our vision of the future, and it will help us place our research investment decisions squarely in the mainstream," said Jaiwon Shin, associate administrator for aeronautics research at NASA Headquarters in Washington.

"Identifying those necessary technologies will help us establish a research roadmap to follow in bringing these innovations to life during the coming years," Shin said.

The next step in NASA's effort to design the aircraft of 2030 is a second phase of studies to begin developing the new technologies that will be necessary to meet the national goals related to an improved air transportation system with increased energy efficiency and reduced environmental impact. The agency received proposals from the four teams in late April and expects to award one or two research contracts for work starting in 2011.

NASA managers also will reassess the goals for 2030 aircraft to determine whether some of the crucial technologies will need additional time to move from laboratory and field testing into operational use. The four teams managed to meet either the fuel burn or the noise goal with their concepts, not both.

A companion research effort looked at concepts for a new generation of supersonic transport aircraft capable of meeting NASA's noise, emissions and fuel efficiency goals for 2030. NASA envisions a broader market for supersonic travel, with aircraft carrying more passengers to improve economic viability while meeting increasingly stringent environmental requirements.

Teams lead by The Boeing Company and Lockheed Martin evaluated market conditions, design goals and constraints, conventional and unconventional configurations, and enabling technologies to create proposed roadmaps for research and development activities. Both teams produced concepts for aircraft that can carry more than 100 passengers at cruise speeds of more than 1.6 Mach and a range of up to 5,000 miles.

› View Future Aircraft Image Gallery
› Read October 2008 News Release and Team Abstracts

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Cassini Double Play: Enceladus and Titan

Saturn's moon Enceladus (left) and Titan (right)
On the left, Saturn's moon Enceladus is backlit by the sun, showing the fountain-like sources of the fine spray of material that towers over the south polar region. On the right, is a composite image of Titan. › Larger image

About a month and a half after its last double flyby, NASA's Cassini spacecraft will be turning another double play this week, visiting the geyser moon Enceladus and the hazy moon Titan. The alignment of the moons means that Cassini can catch glimpses of these two contrasting worlds within less than 48 hours, with no maneuver in between.

Cassini will make its closest approach to Enceladus late at night on May 17 Pacific time, which is in the early hours of May 18 UTC. The spacecraft will pass within about 435 kilometers (270 miles) of the moon's surface.

The main scientific goal at Enceladus will be to watch the sun play peekaboo behind the water-rich plume emanating from the moon's south polar region. Scientists using the ultraviolet imaging spectrograph will be able to use the flickering light to measure whether there is molecular nitrogen in the plume. Ammonia has already been detected in the plume and scientists know heat can decompose ammonia into nitrogen molecules. Determining the amount of molecular nitrogen in the plume will give scientists clues about thermal processing in the moon's interior.

The second of Cassini's two flybys is an encounter with Titan. The closest approach will take place in the late evening May 19 Pacific time, which is in the early hours of May 20 UTC. The spacecraft will fly to within 1,400 kilometers (750 miles) of the surface.

Cassini will primarily be doing radio science during this pass to detect the subtle variations in the gravitational tug on the spacecraft by Titan, which is 25 percent larger in volume than the planet Mercury. Analyzing the data will help scientists learn whether Titan has a liquid ocean under its surface and get a better picture of its internal structure. The composite infrared spectrometer will also get its southernmost pass for thermal data to fill out its temperature map of the smoggy moon.

Cassini has made four previous double flybys and one more is planned in the years ahead.

The Cassini-Huygens mission is a cooperative project of NASA, the European Space Agency and the Italian Space Agency. The Jet Propulsion Laboratory, a division of the California Institute of Technology in Pasadena, manages the Cassini-Huygens mission for NASA's Science Mission Directorate in Washington. The Cassini orbiter was designed, developed and assembled at JPL.

More information on the Enceladus flyby, dubbed "E10," is available at: http://saturn.jpl.nasa.gov/mission/flybys/enceladus20100518/

More information on the Titan flyby, dubbed "T68," is available at: http://saturn.jpl.nasa.gov/mission/flybys/titan20100520/

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