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Abstract. Considerable progress has been made on the design of the ITER electron cyclotron emission (ECE) diagnostic over the past two years. Radial and oblique views are still included in the design in order to measure distortions in the electron momentum distribution, but the oblique view has been redirected to reduce stray millimeter radiation from the electron cyclotron heating system. A major challenge has been designing the 1000 K calibration sources and remotely activated mirrors located in the ECE diagnostic shield module (DSM) in the equatorial port plug #09. These critical systems are being modeled and prototypes are being developed. Providing adequate neutron shielding in the DSM while allowing sufficient space for optical components is also a significant challenge. Four 45-meter long low-loss transmission lines transport the 70-1000 GHz ECE from the DSM to the ECE instrumentation room. Prototype transmission lines are being tested, as are the polarization splitter modules that separate O-mode and X-mode polarized ECE. A highly integrated prototype 200-300 GHz radiometer is being tested on the DIII-D tokamak in the USA. Design activities also include integration of ECE signals into the ITER plasma control system and determining the hardware and software architecture needed to control and calibrate the ECE instruments.

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has been developing active suspension technology for offroad and on-road vehicles since 1993. The UT-CEM approach employs fully controlled electromechanical (EM) actuators to control vehicle dynamics and passive springs to efficiently support vehicle static weight. The program has completed three phases (full scale proof-of-principle demonstration on a quartercar test rig; algorithm development on a four-corner test rig; and advanced EM linear actuator development) and is engaged in a full vehicle demonstration phase. Two full vehicle demonstrations are in progress: an off-road demonstration on a high mobility multiwheeled vehicle (HMMWV) and an on-road demonstration on a transit bus. HMMWV test results are indicating significant reductions in vehicle sprung mass accelerations with simultaneous increases in crosscountry speed when compared to conventional passive suspension systems. Additionally, original projections of low power requirements for suspension actuators are being confirmed. The 3,400 kg (3.75 ton) vehicle being tested utilizes a 5 kW alternator to provide suspension power. Power conditioning circuits limit the continuous deliverable power to 4 kW, which corresponds to 1.2 kW/metric ton (1.4 hp/ton). The on-vehicle demonstration presented in this paper is the fourth phase of a program designated to improve vehicle cross-2000-01-0102