Academic literature on the topic 'Third Tunnel Project'
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Journal articles on the topic "Third Tunnel Project"
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Greening, W. J. Trevor. "GPS Surveys and Boston's Central Artery/Third Harbor Tunnel Project." Journal of Surveying Engineering 114, no. 4 (November 1988): 165–71. http://dx.doi.org/10.1061/(asce)0733-9453(1988)114:4(165).
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Valenti, Robert, Alex Brudno, Michael Bertoulin, and Ian Davis. "Fort Point Channel: Concrete Immersed-Tube and Ventilation Building Design." Transportation Research Record: Journal of the Transportation Research Board 1541, no. 1 (January 1996): 147–52. http://dx.doi.org/10.1177/0361198196154100119.
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The Central Artery/Third Harbor Tunnel Project in Boston, Massachusetts, is one of the largest highway projects over undertaken in the country. It requires the replacement of the existing elevated artery, I-93, with an underground tunnel extending through downtown Boston and an extension of the Massachusetts Turnpike Authority (MTA) I-90 from its existing termination at the I-93 interchange to Boston's Logan International Airport. The I-90 extension tunnels east under the existing South Station intercity and commuter railroad tracks, under historic Fort Point Channel while crossing above the 1915 twin subway tunnels, and continues through industrial South Boston with ramps surfacing in a new South Boston interchange, the heart of tremendous growth in Boston. From there the tunnel connects to the recently completed Ted Williams Tunnel harbor crossing to East Boston and Logan International Airport. The unique design challenges and solutions relating to the Fort Point Channel crossing, particularly the use of in-the-wet construction with concrete immersed-tube tunnels and the design interface to the ventilation structures, are presented. Structures required for the I-90 extension are concrete immersed tubes and jacked tunnels, as well as more conventional cut-and-cover tunnels, bridges, surface roads, and ancillary buildings. The geometric and physical restraints of the alignment initially required the placement of the ventilation building, which serves the tunnels, on a cut-and-cover tunnel transition section between the jacked tunnels and the concrete immersed tubes. Ultimately, placement of the ventilation building on the immersed tubes created a substantial cost and schedule benefit.
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Ivor, Štefan, Martin Staš, and Jiří Schneider. "Excavation of the Ejpovice Tunnels." Solid State Phenomena 249 (April 2016): 315–19. http://dx.doi.org/10.4028/www.scientific.net/ssp.249.315.
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In the year 2013 the modernization of a railway track between the cities Rokycany and Plzeň had began. This project, which is part of the third Czech Railway Transit Corridor includes partly reconstruction of the existing track and partly construction of a completely new track. Because of this, in the part between Ejpovice and Plzeň, new structures like bridges, culverts as well as tunnels have to be done. Two tunnel tubes under the hills Homolka and Chlum will be excavated by S-799 Herrenknecht tunneling machine and after its completion they will be the longest railway tunnels in the Czech Republic. The complete length will be 4150 meters. Tunnel lining segments are made of fiber-reinforced concrete.
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Shaffiee Haghshenas, Sina, Sami Shaffiee Haghshenas, Milad Barmal, and Niloofar Farzan. "Utilization of Soft Computing for Risk Assessment of a Tunneling Project Using Geological Units." Civil Engineering Journal 2, no. 7 (July 30, 2016): 358–64. http://dx.doi.org/10.28991/cej-2016-00000040.
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Soft computing is one of the most efficient tools for analysing risk taking in civil engineering projects. Therefore, in this paper, using Fuzzy C-means (FCM) technique as one of the most efficient and important classification methods in the area of soft computing, risk in the tunnelling project was evaluated and analysed. For this reason, considering three mechanical and physical parameters influencing the design and execution of the tunnelling project including overburden (H), internal friction angle (Phi) and cohesion (C), geological units were classified along the project's route. The present study has been conducted on the third section of Ghomrud tunnel as one of the greatest tunnelling projects in the centre of Iran. Results obtained from the evaluation of geological units along the tunnelling project's route after the validation of drilling rate index’s results show the appropriate evaluation of the project’s risk through fuzzy clustering technique.
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Wang, Hai Liang, Xian Bin Xue, Zhen Huang Zhang, and Jun Tao Wang. "Change Rule of Blasting Vibration Peak Velocity in Brick-Concrete Building." Advanced Materials Research 718-720 (July 2013): 1878–81. http://dx.doi.org/10.4028/www.scientific.net/amr.718-720.1878.
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In this paper, the background is Qingdao Cross-harbor Tunnel Guide Line Project. The research on blasting vibration peak velocity was carried out by monitoring a 6-layer brick-concrete building. According the research, we discover that vibration peak velocity in the vertical direction reaches a maximum on the roof of the building. In the horizontal radial and tangential horizontal direction, the maximum appears at the 1st or 2nd floor. Third, within certain distance from blasting center, the value of horizontal vibration peak velocity is larger than vertical vibration peak velocity.
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Decaix, Jean, Anthony Gaspoz, Vlad Hasmatuchi, Matthieu Dreyer, Christophe Nicolet, Steve Crettenand, and Cécile Münch-Alligné. "Enhanced Operational Flexibility of a Small Run-of-River Hydropower Plant." Water 13, no. 14 (July 8, 2021): 1897. http://dx.doi.org/10.3390/w13141897.
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Over the last two decades, the public policies for promoting new renewable energies allowed the growth of such energies around the world. Due to their success, the policies are changing, forcing the producers to adapt their strategy. For instance, in Switzerland, the feed-in tariff system has been modified in 2018 to promote an electricity production from renewable energies that matches the demand. For small hydraulic power plants owners, such a change requires to increase the flexibility of their fleet. The SmallFLEX project, led by HES-SO Valais, aims at demonstrating on the pilot site of Gletsch-Oberwald owned by Forces Motrices Valaisannes SA, the possibilities to increase the flexibility of the power plant and to provide new services. The paper focuses on the methodology followed to warranty the use of the settling basin, the forebay tank, and the third upper part of the headrace tunnel as a new smart storage volume. By combining laboratory tests, numerical simulations, and on-site measurements, the new range of operating conditions has been defined. These data can be used to foresee economic gains. The methodology and the outputs of the project can be useful for performing such a study on other power plants.
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Villeneuve, Eric, Christophe Volat, and Sebastian Ghinet. "Numerical and Experimental Investigation of the Design of a Piezoelectric De-Icing System for Small Rotorcraft Part 3/3: Numerical Model and Experimental Validation of Vibration-Based De-Icing of a Flat Plate Structure." Aerospace 7, no. 5 (May 2, 2020): 54. http://dx.doi.org/10.3390/aerospace7050054.
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The objective of this research project is divided in four parts: (1) to design a piezoelectric actuator-based de-icing system integrated to a flat plate experimental setup and develop a numerical model of the system with experimental validation, (2) use the experimental setup to investigate actuator activation with frequency sweeps and transient vibration analysis, (3) add an ice layer to the numerical model and predict numerically stresses at ice breaking with experimental validation, and (4) bring the concept to a blade structure for wind tunnel testing. This paper presents the third part of the investigation in which an ice layer is added to the numerical model. Five accelerometers are installed on the flat plate to measure acceleration. Validation of the vibration amplitude predicted by the model is performed experimentally and the stresses calculated by the numerical model at cracking and delamination of the ice layer are determined. A stress limit criteria is then defined from those values for both normal stress at cracking and shear stress at delamination. As a proof of concept, the numerical model is then used to find resonant modes susceptible to generating cracking or delamination of the ice layer within the voltage limit of the piezoelectric actuators. The model also predicts a voltage range within which the ice breaking occurs. The experimental setup is used to validate positively the prediction of the numerical model.
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Villeneuve, Eric, Christophe Volat, and Sebastian Ghinet. "Numerical and Experimental Investigation of the Design of a Piezoelectric De-Icing System for Small Rotorcraft Part 1/3: Development of a Flat Plate Numerical Model with Experimental Validation." Aerospace 7, no. 5 (May 22, 2020): 62. http://dx.doi.org/10.3390/aerospace7050062.
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The objective of this research project is divided in four parts: (1) to design a piezoelectric actuator-based de-icing system integrated to a flat plate experimental setup and develop a numerical model of the system with experimental validation, (2) use the experimental setup to investigate actuator activation with frequency sweeps and transient vibration analysis, (3) add ice layer to the numerical model and predict numerically stresses for different ice breaking with experimental validation, and (4) bring the concept to a blade structure for wind tunnel testing. This paper presents the first objective of this study. First, preliminary numerical analysis was performed to gain basic guidelines for the integration of piezoelectric actuators in a simple flat plate experimental setup for vibration-based de-icing investigation. The results of these simulations allowed to optimize the positioning of the actuators on the structure and the optimal phasing of the actuators for mode activation. A numerical model of the final setup was elaborated with the piezoelectric actuators optimally positioned on the plate and meshed with piezoelectric elements. A frequency analysis was performed to predict resonant frequencies and mode shapes, and multiple direct steady-state dynamic analyses were performed to predict displacements of the flat plate when excited with the actuators. In those steady-state dynamic analysis, electrical boundary conditions were applied to the actuators to excite the vibration of the plate. The setup was fabricated faithful to the numerical model at the laboratory with piezoelectric actuator patches bonded to a steel flat plate and large solid blocks used to mimic perfect clamped boundary condition. The experimental setup was brought at the National Research Council Canada (NRC) for testing with a laser vibrometer to validate the numerical results. The experimental results validated the model when the plate is optimally excited with an average of error of 20% and a maximal error obtained of 43%. However, when the plate was not efficiently excited for a mode, the prediction of the numerical data was less accurate. This was not a concern since the numerical model was developed to design and predict optimal excitation of structures for de-icing purpose. This study allowed to develop a numerical model of a simple flat plate and understand optimal phasing of the actuators. The experimental setup designed is used in the next phase of the project to study transient vibration and frequency sweeps. The numerical model is used in the third phase of the project by adding ice layers for investigation of vibration-based de-icing, with the final objective of developing and integrating a piezoelectric actuator de-icing system to a rotorcraft blade structure.
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Song, ZhanPing, GuiLin Shi, JunBao Wang, HaiMin Wei, Tao Wang, and GuanNan Zhou. "RESEARCH ON MANAGEMENT AND APPLICATION OF TUNNEL ENGINEERING BASED ON BIM TECHNOLOGY." JOURNAL OF CIVIL ENGINEERING AND MANAGEMENT 25, no. 8 (September 25, 2019): 785–97. http://dx.doi.org/10.3846/jcem.2019.11056.
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The emergence of BIM technology has provided powerful technical means for realizing informatization and digitization in the field of engineering construction, which remarkably promotes the transformation and advance of production and management modes in engineering construction. Presently, the application and development of BIM technology in the field of engineering construction has become increasingly mature, yet in the field of tunnel engineering, the application of BIM technology is still in its infancy. Under such a circumstance, this paper first puts forward the basic hardware and software configuration requirements for BIM technology in tunnel engineering, and elaborates the basic structure of the BIM technology implementation team from eight respects. Second, this paper elaborates the general principles and the basic process of BIM technology application in tunnel engineering. Third, the paper proposes the initial construction scheme of the tunnel engineering collaborative management platform based on BIM technology, and analyzes the feasibility of platform development deeply. Last, the BIM technology is applied to two projects including Tunnel 1 in Yinxi Railway Huanxian County and Tianjin Metro Line 6, which provides auxiliary technical means for solving practical engineering problems, and provides some reference for subsequent application researches of BIM-like technologies in tunnel engineering.
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Sabri, Omar K., Ola Lædre, and Amund Bruland. "WHY CONFLICTS OCCUR IN ROADS AND TUNNELS PROJECTS IN NORWAY." JOURNAL OF CIVIL ENGINEERING AND MANAGEMENT 25, no. 3 (March 13, 2019): 252–64. http://dx.doi.org/10.3846/jcem.2019.8566.
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Conflicts within the Norwegian construction industry have reached unacceptable levels. The grievance of these disputes, whether it is the number of conflicts or the expense involved in these conflicts, is under discussion. This article examines the reasons for these conflicts in a comprehensive and inclusive manner. Twenty-five respondents with expertise and understanding of most conflicts in the Norwegian construction industry were interviewed. Results from a questionnaire sent to 1799 contractors have also been included in this study. Sixteen reasons for disputes were identified out of which four comprised the root causes. Tender specification and contract understanding came in first followed by “final settlement-payment related”, corroborating previous findings. The third and fourth root causes of conflicts were “low priced contracts” and “changes in projects” respectively. Our findings point to design deficiencies and defective contract plans as significant causes of conflicts, confirming the view of construction experts. The third root cause of conflicts might explicate some aspects of the first and second major causes of disputes. It is also important to mention that though this is the general view, one can also see how every group involved in this study interpret major causes of conflicts. Our findings also point to “communication between clients and contractor”, “carried out quantities” and “client restriction to time extension” as among the chief causes of conflicts, confirming the view of construction experts. Client understanding of contractors’ anxiety and quest for sound contracting process are aspects that Norwegian clients are currently engaging in, for the sake of conflict reduction and prevention in future construction projects.
Books on the topic "Third Tunnel Project"
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Luberoff, David. Mega-project: A political history of Boston's multibillion dollar artery/tunnel project. Cambridge, Mass: Taubman Center for State and Local Government, John F. Kennedy School of Government, Harvard University, 1996.
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Luberoff, David. Mega-project: A political history of Boston's multibillion dollar artery/tunnel project. Cambridge, Mass: Taubman Center for State and Local Government, John F. Kennedy School of Government, Harvard University, 1994.
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Massachusetts. General Court. House of Representatives. Post Audit and Oversight Bureau. CA/T Project update. Boston, Mass: The Bureau, 1994.
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Cerasoli, Robert A. Central Artery/Tunnel Project: Management issues and recommendations, 1993-2000. Boston, MA]: Commonwealth of Massachusetts, Office of the Inspector General, 2000.
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Massachusetts. General Court. House of Representatives. Post Audit and Oversight Bureau. Financing the CA/T: "no free lunches". Boston, Mass: The Bureau, 1995.
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Cerasoli, Robert A. Statutorily mandated reviews of Central Artery/Tunnel Project building construction contracts, 1994-1996. [Boston, MA]: Commonwealth of Massachusetts, Office of the Inspector General, 1996.
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Cerasoli, Robert A. Statutorily mandated reviews of Central Artery/Tunnel Project building construction contracts, 1997-1999. [Boston, MA]: Commonwealth of Massachusetts, Office of the Inspector General, 1999.
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Massachusetts. Office of the Inspector General. Bechtel/Parsons Brinckerhoff's management of a design contract for the Central Artery/Tunnel Project. [Boston, Mass.]: Commonwealth of Massachusetts, Office of the Inspector General, 1994.
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Massachusetts. Office of the Inspector General. Hazards ahead: The operations control center complex for the Central Artery/Tunnel Project. [Boston]: The Commonwealth of Massachusetts, Office of the Inspector General, 1993.
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Cerasoli, Robert A. Value engineering change proposals: A review of a Central Artery/Tunnel Project cost control program. Boston, MA: Commonwealth of Massachusetts, Office of the Inspector General, 1996.
Find full textBook chapters on the topic "Third Tunnel Project"
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Hayward, Gil. "The British Tunny Machine." In Colossus. Oxford University Press, 2006. http://dx.doi.org/10.1093/oso/9780192840554.003.0034.
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Early in 1944 I returned to the UK from top-secret work in the Middle East. Two days after my arrival I received instructions to report to Tommy Flowers at Dollis Hill. I had joined DH in 1934 at the age of 16, straight from school, and had left in 1940 to carry out intelligence work overseas. Flowers introduced me to my new colleagues, Doc Coombs, Bill Chandler, and Sid Broadhurst, the last of whom I had met in 1938, during a course of training for the rank of probationary inspector—I had enjoyed his lectures on automatic telephony. The introductions over, an awkward silence fell. Here was an army captain in the intelligence corps who knew nothing about their project and who was still being vetted by the security services. This would preclude their discussing anything of a secret nature in my presence, probably for another two weeks, until my security clearance came through. On the third day of this ridiculous state of affairs, Broadhurst could stand it no longer. After lunch he said, to no one in particular, ‘Let’s tell him.’ The others agreed, and in less than an hour I had a fairly detailed outline of what our project was. By the end of the afternoon I was deeply immersed in the design of the wiring and layout of the rotary switches that would simulate the 12 wheels of the German Tunny machine. Broadhurst saved two precious weeks by taking the bull by the horns as he did. As it was, it was a near-run thing to get the equipment in operation by D-day. Our Tunny would be deciphering the encrypted teleprinter traffic after the cryptanalysts had determined the wheel patterns and wheel settings. The tedious hand-work required to produce the decrypts, once the settings were known, had not been able to keep pace once Colossus went into operation. This situation called for a copy of the Lorenz machine to produce decrypts. The Lorenz, one of which I was able to examine after the end of hostilities, was a beautifully made piece of mechanism, but it lacked the flexibility that our electromechanical copy possessed.
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Robinson, Marin S., Fredricka L. Stoller, Molly Constanza-Robinson, and James K. Jones. "Writing the Results Section." In Write Like a Chemist. Oxford University Press, 2008. http://dx.doi.org/10.1093/oso/9780195367423.003.0010.
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This chapter focuses on the Results section of the journal article. The Results section makes use of both text and graphics to highlight the essential findings of a study and to tell the story of scientific discovery. In this chapter we focus on writing the text; we refer you to chapter 16 for information on formatting graphics. After reading this chapter, you should be able to do the following: ■ Distinguish between the description and interpretation of data ■ Organize and present your results in a clear, logical manner ■ Refer appropriately to a figure or graph in the text ■ Use appropriate tense, voice, and word choice ■ Prepare a properly formatted figure and table As you work through the chapter, you will write a Results section for your own paper. The Writing on Your Own tasks throughout the chapter will guide you step by step as you do the following: 4A Read the literature and review your results 4B Organize your results 4C Prepare figures and/or tables 4D Tell the story of scientific discovery 4E Practice peer review 4F Fine-tune your Results section The purpose of a Results section (the third section in the standard IMRD format) is to present the most essential data collected during a research project. A well-written Results section guides the reader’s attention back and forth between text and graphics while highlighting important features of the data and telling the story of scientific discovery. Months (possibly years) of accumulated knowledge and wisdom, and countless pages of data, are distilled into only a few pages; hence, only the essential threads of the story are included in the Results section. In many journal articles, the Results section is actually a combined Results and Discussion (R&D) section. Combined R&D sections are preferred by many scientists who want to present and discuss results in an unbroken chain of thought. The combination is often more concise because less time is spent reminding the reader which results are being discussed. Combined R&D sections are not all alike; rather, they fall on a continuum with fully separated R&D sections at one end and fully integrated R&D sections at the other.
Conference papers on the topic "Third Tunnel Project"
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Maswoswe, Justice J. G. "QA/QC for Jet Grouting in Deep Boston Blue Clay: Central Artery/Tunnel Project." In Third International Conference on Grouting and Ground Treatment. Reston, VA: American Society of Civil Engineers, 2003. http://dx.doi.org/10.1061/40663(2003)102.
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Plourde, B. D., J. P. Abraham, G. S. Mowry, and W. J. Minkowycz. "Wind-Tunnel Tests of Vertical-Axis Wind Turbine Blades." In ASME 2011 5th International Conference on Energy Sustainability. ASMEDC, 2011. http://dx.doi.org/10.1115/es2011-54604.
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An ongoing research project is investigating the potential of locating vertical-axis wind turbines (WT) on remote, off-grid cellular communication towers. The goal of the WT is to provide local power generation to meet the electrical needs of the tower. While vertical-axis devices are less efficient than their more traditional horizontal-axis counterparts, they provide a number of practical advantages which make them a suitable choice for the present situation. First, the direction of their axis is aligned with the existing tower and its rotation does not interfere with the tower structure. Second, vertical-axis devices are much less susceptible to the direction of wind and they do not require control-systems to ensure they are oriented correctly. Third, vertical-axis turbines have very low start-up wind speeds so that they generate power over a wide range of speeds. Fourth, since vertical-axis turbines rotate at a slower speed compared with horizontal counterparts, they impart a lessened vibration load to the tower. These facts, collectively, make the vertical-axis turbine suitable for the proposed application. The design process involved a detailed initial design of the turbine blade using computational methods. Next, a trio of designs was evaluated experimentally in a large, low-speed wind tunnel. The wind tunnel is operated by the University of Minnesota’s St. Anthony Falls Fluid Laboratory. The tunnel possesses two testing sections. The larger section was sufficient to test a full-size turbine blade. Accounting was taken of the blockage effect following the tests. The experiments were completed on (1) a solid-wing design (unvented), (2) a slotted-wing design (vented), and (3) a capped-and-slotted design (capped). Conditions spanned a wide range of wind speeds (4.5–11.5 m/s). The turbines were connected to electronics which simulated a range of electrical loads. The tested range was selected to span the expected range of resistances which will be found in practice. It was discovered that over a range of these wind speeds and electrical resistances, slots located on the wings result in a slight improvement in power generation. On the other hand, the slotted-and-capped design provided very large increases in performance (approximately 200–300% compared with the unvented version). This large improvement has justified commercialization of the product for use in powering remote, off-grid cellular communication towers.
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Vyas, Sandeep H. "EWPL CP System: A Case Study." In ASME 2013 India Oil and Gas Pipeline Conference. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/iogpc2013-9808.
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Reliance Gas Transportation Infrastructure Limited (RGTIL) is operating its prestigious East-West Gas pipeline (EWPL), since 2008–2009; project comprising of 48” dia. 1375 km long trunk pipeline, with 11 nos of compressor stations and several spur lines of different diameters varying from 10” to 30”. Cathodic Protection (CP) system for buried pipeline, piping and structures is critical for ensuring protection against external corrosion due to environmental interaction. For successful implementation of CP system from day one of pipeline laying; planning and considerations starts at conceptual stage of project itself, then proper planning, design and implementation to follow. Other than considerable length and diameter of pipeline; uniqueness for EWPL CP requirements are in form of 3 nos. Micro-tunnel crossings, 11 nos of Compressor stations (CS) with underground piping, more than 100 cased crossings, several HDD, third-party pipelines, AC & DC Railway traction crossings and pipeline passing through different geography from East to West. Paper discusses the implementation of CP system for EWPL; highlighting critical points for execution of the job in each phase from Engineering till commissioning and O&M, CS CP system, CP for pipe within Micro-tunnelling, several interference and mitigation actions, post-commissioning surveys etc.
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Rehder, Hans-Ju¨rgen. "Investigation of Trailing Edge Cooling Concepts in a High Pressure Turbine Cascade: Aerodynamic Experiments and Loss Analysis." In ASME Turbo Expo 2009: Power for Land, Sea, and Air. ASMEDC, 2009. http://dx.doi.org/10.1115/gt2009-59303.
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As part of a European research project, the aerodynamic and thermodynamic performance of a high pressure turbine cascade with different trailing edge cooling configurations was investigated in the wind tunnel for linear cascades at DLR in Go¨ttingen. A transonic rotor profile with a relative thick trailing edge was chosen for the experiments. Three trailing edge cooling configurations were applied, first central trailing edge ejection, second a trailing edge shape with a pressure side cut-back and slot equipped with a diffuser rib array, and third pressure side film cooling through a row of cylindrical holes. For comparison aerodynamic investigations on a reference cascade with solid blades (no cooling holes or slots) were performed. The experiments covered the subsonic, transonic and supersonic exit Mach number range of the cascade while varying cooling mass flow ratios up to 2%. This paper analyzes the effect of coolant ejection on the airfoil losses. Emphasis was given on separating the different loss contributions due to shocks, pressure and suction side boundary layer, trailing edge and mixing of the coolant flow. Employed measurement techniques are schlieren visualization, blade surface pressure measurements and traverses by pneumatic probes in the cascade exit flow field and around the trailing edge. The results show that central trailing edge ejection significantly reduces the mixing losses and therefore decreases the overall loss. Higher loss levels are obtained when applying the configurations with pressure side blowing. In particular the cut-back geometry reveals strong mixing losses due to the low momentum coolant fluid which is decelerated by the diffuser rib array inside the slot. The influence of coolant flow rate on the trailing edge loss is tremendous, too. Shock and boundary layer losses are major contributions to the overall loss but are less affected by the coolant. Finally a parameter variation changing the temperature ratio of coolant to main flow was performed, resulting in increasing losses with decreasing coolant temperature.
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Reed, Shad A., Bret P. Van Poppel, and A. O¨zer Arnas. "An Undergraduate Fluid Mechanics Course for Future Army Officers." In ASME/JSME 2003 4th Joint Fluids Summer Engineering Conference. ASMEDC, 2003. http://dx.doi.org/10.1115/fedsm2003-45422.
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The mission of the United States Military Academy (USMA) is “To educate, train, and inspire the Corps of Cadets so that each graduate is a commissioned leader of character committed to the values of Duty, Honor, Country; professional growth throughout a career as an officer in the United States Army; and a lifetime of selfless service to the nation.” [1] The academic program at the USMA is designed to meet the intellectual demands of this mission statement. One very unique aspect of this academic program is the requirement that each cadet take a minimum of five engineering courses regardless of his or her major or field of study. Because of this requirement, nearly one-third of every graduating class take Fluid Mechanics. The Fluid Mechanics course taught in the USMA’s Department of Civil and Mechanical Engineering differs from others throughout the country for two primary reasons: 1) Within every class there is a mixture of cadets majoring in engineering and those who are in other majors, such as languages, history, and political science, 2) Each cadet will be commissioned as a Second Lieutenant in the United States Army immediately upon graduation, [2] and [3]. In this course cadets learn about fluid mechanics and apply the principles to solve problems, with emphasis placed upon those topics of interest to the Army and Army systems that they will encounter as future officers. The course objectives are accomplished through four principal methods. The first is through engaging, interactive classroom instruction. Cadets learn about the principles of fluid statics, conservation laws, dimensional analysis, and external flow; specialized topics, such as compressible flow and open channel flow have also been integrated. The second method is through hands-on laboratory exercises. Pipe friction, wind tunnels, and smoke tunnels are examples of laboratories in which cadets take experimental measurements, analyze data, and reinforce concepts from the classroom. The third method occurs in the “Design of an Experiment” exercise. In groups, cadets design their own experiment—based upon an Army parachutist—that will predict the coefficient of drag of a parachute system. The fourth method is a hands-on design project that culminates in a competition. In teams, cadets build a water turbine to lift a weight on a pulley from ground level to a designated height. Competition categories include the torque competition, in which maximum lifted weight determines the winner and the power competition judged by minimum time to lift a designated weight. This project, implemented within the curriculum prior to formal instruction on the design process, requires cadets to develop their own design process through analysis, experimentation, and trial and error.
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Platanitis, George, and Remon Pop-Iliev. "Early Introduction of Robust Design Into the Engineering Curriculum." In ASME 2010 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/detc2010-28221.
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Normally, there is very little opportunity for first-year engineering students to practice robust design techniques given the relatively simple nature of their projects, and they are not exposed to any robust design activity and Design of Experiments (DOE) methodologies until their third year. How can junior engineering students gain a sense of the robustness of their designs? Will the resulting product still be acceptably functional if used in non-ideal environments? The purpose of this paper is to introduce a potential assignment to supplement this need at the first-year level. Introduced as a bonus assignment in Fall 2009, students were charged with the task of designing an aircraft wing by choosing parameter setting combinations that would provide the maximum Lift-to-Drag ratio, simulating results theoretically that would be obtained in a wind-tunnel experiment, while including random noise. All necessary facts and equations were given, leaving students with the task of running calculations and employing Taguchi methods to select an optimal set of parameters. While few students chose to undertake the assignment, those that did it found the application interesting and useful. Example results for this robust design assignment, including final parameter selections for the optimal wing design, are presented in this paper, along with factors where students have shown weaknesses.
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Stern, Fred, Marian Muste, Tao Xing, and Donald Yarbrough. "Hands-On Student Experience With Complementary CFD Educational Interface and EFD and Uncertainty Analysis for Introductory Fluid Mechanics." In ASME 2004 Heat Transfer/Fluids Engineering Summer Conference. ASMEDC, 2004. http://dx.doi.org/10.1115/ht-fed2004-56832.
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Development, implementation, and evaluation are described of hands-on student experience with complementary CFD educational interface and EFD and uncertainty analysis (UA) for introductory fluid mechanics course and laboratory at The University of Iowa, as part of a three-year National Science Foundation sponsored Course, Curriculum and Laboratory Improvement - Educational Materials Development project. The CFD educational interface is developed in collaboration with faculty partners from Iowa State, Cornell and Howard universities along with industrial partner FLUENT Inc. and designed to teach CFD methodology and procedures through interactive implementation that automates the “CFD process” following a step-by-step approach. Predefined active options for students’ exercises use a hierarchical system both for introductory and advanced levels and encourages individual investigation and learning. Ideally, transition for students would be easy from advanced level to using FLUENT or other industrial CFD code directly. Generalizations of CFD templates for pipe, nozzle, and airfoil flows facilitate their use at different universities with different applications, conditions, and exercise notes. Complementary EFD laboratories are also developed. Classroom and pre-lab lectures and laboratories teach students EFD methodology and UA procedures following a step-by-step approach, which mirrors the “real-life” EFD process. Students use tabletop and modern facilities such as pipe stands and wind tunnels and modern measurement systems, including pressure transducers, pitot probes, load cells, and computer data acquisition systems (Labview) and data reduction. Students implement EFD UA and use EFD data for validation of CFD and AFD results. Students analyze and relate EFD results to fluid physics and classroom lectures. The laboratories constitute 1 credit hour of a four credit hour 1 semester course and include tabletop kinematic viscosity experiment focusing on UA procedures and pipe and airfoil experiments focusing on complementary EFD and CFD for the same geometries and conditions. The evaluation and research plan (created in collaboration with a third party program evaluation center at the University of Iowa), focuses on exact descriptions of the implementations, especially as experienced by the students. Also discussed are conclusions and future work.