China
Africa
Explore chapters and articles related to this topic
Transportation tests of the CENTEC-TLP concept in waves
Published in C. Guedes Soares, Developments in Renewable Energies Offshore, 2020
J. Mas-Soler, E. Uzunoglu, C.Guedes Soares, G. Bulian, A. Souto-Iglesias
In order to understand the magnitude of the added resistance in waves, the speed of 2 kn can be evaluated in an environment with 3-meter significant wave height and a 10-second peak period. The data in Figure 9 estimates the added resistance in waves to have a total value of 77 kN, while in calm water, this number is 100 kN (see Figure 7). As such, the added resistance in calm water and waves are of the same order of magnitude, corresponding to approximately 44% of the total resistance measured in waves. In these conditions, an affordable 20-ton tugboat would be sufficient to carry out the towing operation.
Introduction
Published in David S. Ricketts, Donhee Ham, Electrical Solitons, 2011
1834 (Hydrodynamics) John Scott Russell was towing a barge with a pair of horses through a narrow channel when the barge suddenly stopped. The bow wave, however, continued and Russell followed it on horseback for several miles, noticing that the wave maintained its single pulse state while propagating for large distances. This is the first noted observation of a soliton, which Russell named “The Wave of Translation.” His observations and further analysis of this wave were published in [6].
Innovative design for floating structures on Tonle Sap Lake in Cambodia
Published in Jaap Bakker, Dan M. Frangopol, Klaas van Breugel, Life-Cycle of Engineering Systems, 2017
X. Y. Xu, A. Vann, Y. J. Tang, N. Xiao
A towing is fixed at one side to connect with tugboat when there is need for any module to move alone. And the short none-concession side of the inscribed rectangle is a proper choice. In addition, the floating building is fixed at a certain site by suction anchors (Larsen 1989), the number of which depends on the form of the group building. Illusions of the moving and stationary of the module are shown in Figure 19.
Investigating the potential of using glass foam for an EMAS material to mitigate aircraft overrun accidents
Published in International Journal of Pavement Engineering, 2021
Aircraft damage within the EMAS is most likely to occur at the nose gear strut since the nose gear strut is designed for low vertical and horizontal loading in comparison to the main gear struts. Significant horizontal force is applied to the nose gear during deceleration as the aircraft decelerates within the EMAS, Figure 21. The maximum drag induced on the nose gear differs by 2.8% between the two materials. The maximum nose gear drag force in the glass foam material is 154.3 kN (34,960 lb) compared to 159.9 kN (35,950 lb) in the cementitious material. These values are used to predict possible nose gear strut damage. A conservative value for the nose gear strut strength is the allowable tow load. The maximum allowable tow load is equal to 0.15 *MCDTW (maximum certificated design taxi weight) (FAR 1970). The B737-900 maximum certificated design taxi weight is 74,600 kg (164,500 lbs). Therefore the maximum allowable towing load is 109,800 N (24,675 lbs). Both material cases result in a maximum drag force that exceeds the maximum towing load. Therefore, further analysis is warranted to determine the suitability of the calculated drag force compared with the actual aircraft nose gear strength. The weak glass foam material within the 0.6–0.9 strain range, Figure 17, results in greater nose tire penetration and oscillating load behaviour. The maximum vertical strut force within the glass foam arrestor bed of 218.0 kN (48,986 lb) occurs at 110.0 m (360.9 ft) from the EMAS entry. The static nose gear load for the B737-900 is 66.74 kN (14,998 lb) (Boeing 2013). Therefore, the maximum vertical strut force within the EMAS is 3.27 times greater than the static nose gear load. Assuming polytropic compression strut behaviour for these high and fast load cases within the EMAS, the strut should not be adversely affected, however should still be compared with the actual maximum design strut values. The actual maximum design strut value is not included, since it’s proprietary to the manufacturer.