Relevant bibliographies by topics / Weighing of trucks

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  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers

Academic literature on the topic 'Weighing of trucks'

Author: Grafiati
Published: 4 June 2021
Last updated: 9 February 2022

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Journal articles on the topic "Weighing of trucks"

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Sugara, Alpha Rabbi, Ahmad Taqwa, and Abdul Rakhman. "Implementasi Internet of Things Pada Alat Penimbangan Muatan Truk Berbasis RFID." Jurasik (Jurnal Riset Sistem Informasi dan Teknik Informatika) 4, no. 1 (July 17, 2019): 142. http://dx.doi.org/10.30645/jurasik.v4i1.127.

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In the world of transportation, weigh bridges have important funding for freight transport fleets, one of which is trucks. The higher the distribution of goods that occur, the more trucks that exceed the maximum load circulate on the highway.. Control of truck load control at weigh bridges is still not optimal because it is still recording cargo manually. As a result, traffic jams and illegal collections often occur around weigh stations. From the above problems, a tool that can automatically load RFID-based trucks using a load cell sensor is made, the process of paying truck loads that exceeds the maximum load using E-Money and the weighing data of trucks will be sent directly to government stakeholders using the Internet method of Things (IoT) in order to make it easier for officers at weigh stations to do work. This weighing device uses a Raspberry pi microcontroller as a sensor controller and RFID as a truck detector.
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Benekohal, Rahim F., Yoassry M. El-Zohairy, and Stanley Wang. "Truck Travel Time Around Weigh Stations: Effects of Weigh in Motion and Automatic Vehicle Identification Systems." Transportation Research Record: Journal of the Transportation Research Board 1716, no. 1 (January 2000): 135–43. http://dx.doi.org/10.3141/1716-16.

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Weigh in motion (WIM) technology may provide an efficient and cost-effective complement to static weighing. An evaluation of the effectiveness of an automated bypass system around a weigh station in Illinois is presented. The system combines the use of automatic vehicle identification (AVI), high-speed weigh in motion (HSWIM), and low-speed weigh in motion (LSWIM) technologies to facilitate preclearance for trucks at the weigh station. The preinstallation conditions were compared with post-installation conditions of WIM/AVI so that the effects and benefits of the system could be evaluated. During preinstallation, average delay was 4.9 min/truck, and 7 percent of trucks had delays of more than 10 min. The station was intermittently closed to prevent the truck queue from backing up onto the Interstate highway, allowing 15 to 51 percent of trucks to bypass the station without being weighed. In postinstallation, the delay for trucks equipped with transponder and allowed to bypass on the freeway was reduced by 4.17 min. The delay for trucks equipped with transponders and allowed to bypass inside the weigh station was reduced by 2.02 min. The delay for trucks that reported to the weigh station decreased by 1.25 min. On the other hand, less than 1 percent of trucks that have been observed in after-study were able to bypass on the freeway. With greater numbers of trucks being checked, fewer trucks on the road may exceed the allowable weight limits. Consequently, electronic screening minimizes road deterioration and risks to public safety and levels the playing field for illegally operating carriers and carriers who operate in compliance with the law.
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Rufolo, Anthony M., Lois Bronfman, and Eric Kuhner. "Effect of Oregon’s Axle-Weight-Distance Tax Incentive." Transportation Research Record: Journal of the Transportation Research Board 1732, no. 1 (January 2000): 63–69. http://dx.doi.org/10.3141/1732-08.

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Oregon’s weight-mile tax was amended in 1990 to provide for a lower tax rate for trucks weighing more than 36 320 kg (80,000 lb) to which axles were added. The additional axles within a weight class reduce the amount of road damage. The tax break was largely based on equity considerations, since trucks within a weight class tend to do less road damage if they have more axles. However, the tax reductions also created an economic incentive to add axles and thus reduce road damage. Whether the tax break actually led to an increase in the number of axles within weight classes and a reduction in the amount of road damage is investigated. Statistical data indicate that a small increase occurred in the number of axles in most weight classes and a large increase occurred in mileage by the heaviest trucks with the most axles. These increases reduced the damage per ton shipped on trucks subject to the axle incentive, but to determine if this was due to the weight-mile tax is not possible. A series of structured interviews supplemented the statistical analysis and indicates that the tax incentive is not a major determinant of truck configuration. One reason for this is that regulatory constraints, particularly weight limits, limit the effectiveness of the tax incentives.
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Dmitriyev, M. S., M. L. Khasanova, and A. V. Raznoshinskaya. "Substantiation of Hydraulic System for Weighing Freights Transported with Dump Trucks." Procedia Engineering 206 (2017): 1604–10. http://dx.doi.org/10.1016/j.proeng.2017.10.685.

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Vargas-Sobrado, Ana, Luis Rodríguez-Solano, José Aguiar-Moya, Henry Hernández-Vega, and Luis Loría-Salazar. "Truck Weights on Municipal and National Roads without Weight Enforcement." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 2 (February 2019): 275–84. http://dx.doi.org/10.1177/0361198119828283.

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One of the main causes of premature deterioration in pavement structures is overweight heavy vehicles. To characterize these vehicles, real loads of motor vehicles of more than four tons should be monitored, especially vehicles classified as C2 (2-axles, single units), C3 (3-axles, single units), T3-S2 (5-axles, single trailer) and T3-S3 (6-axles, single trailer) type, as they represent 99.5% of the Costa Rican truck fleet. This study includes six temporal weighing surveys on municipal roads and seven weighing surveys on national roads, comprising the weight of 525 and 554 trucks, respectively. On municipal roads, C2 vehicles with bulk and wagon body types are predominant (67% of surveyed vehicles), whereas on national routes T3-S2 vehicles predominate (42%). Likewise, it was determined that most of exceeding data correspond to vehicles transporting pit material, construction materials, and merchandise on both types of roads. Compared with municipal roads (8%), the percentage of overweight vehicles is more than twice that on national roads (18%) where weight regulations are not enforced. To estimate updated and realistic load data that can be included in pavement design manuals and guides, the same results are provided in parameters such as truck factors and load spectra.
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Algohi, B., B. Bakht, H. Khalid, A. Mufti, and J. Regehr. "Some observations on BWIM data collected in Manitoba." Canadian Journal of Civil Engineering 47, no. 1 (January 2020): 88–95. http://dx.doi.org/10.1139/cjce-2018-0389.

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Three highway bridges in the Canadian province of Manitoba are being monitored continuously not only for their long-term performance but also for bridge weighing-in-motion (BWIM). Data collected for the BWIM study has led to some observations that have far-reaching consequences about the design and evaluation loads for highway bridges. This paper presents the well-known concept of equivalent base length, Bm, as a useful tool for comparing trucks with different axle weight and spacing configurations as they influence load effects in all bridges. It is discussed that the statistics of gross vehicle weights (GVWs), W, collected over a one-month period is not significantly different from that for the GVW data collected over a longer period. A rational method concludes that the value of W for the CL-W Truck, the design live load specified by the Canadian Highway Bridge Design Code, is 555 kN for Manitoba. The observed truck data in Manitoba presented on the W–Bm space is found to be similar to that collected in the Canadian province of Ontario more than four decades ago. It was also found that the multi-presence factors, accounting for the presence of side-by-side trucks in two-lane bridges, specified in North American bridge design and evaluation codes are somewhat conservative.
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Krosch, S., G. C. Wright, S. Ashcroft, and P. Shanahan. "An accurate and mobile weigh bin for peanuts." Australian Journal of Experimental Agriculture 42, no. 4 (2002): 491. http://dx.doi.org/10.1071/ea00167.

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The design of a mobile weigh bin for use in field trials is described. The bin is designed for accurate weighing of peanut yield (pods) from large-scale (1 t) on-farm trials. It can be used with most commercially available peanut threshers and unloads pods quickly into transport trucks, resulting in minimal delay to a farmer's harvesting program.
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Brändli, Urs-Beat, Christoph Fischer, and Paolo Camin. "Stand der Walderschliessung mit Lastwagenstrassen in der Schweiz." Schweizerische Zeitschrift fur Forstwesen 167, no. 3 (March 1, 2016): 143–51. http://dx.doi.org/10.3188/szf.2016.0143.

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Status of the forest transportation system in Switzerland with regard to roads for trucks Questions concerning the best possible forest transportation system have once again grown in significance as a result of technological developments and the current situation in the forestry and timber industry. For more than 30 years, the Swiss National Forest Inventory (NFI) has periodically recorded the condition of and changes to the forest road network. NFI4 first incorporated attributes for trafficability according to types of truck in 2013/2014, thus making possible to conduct differentiated analyses of the status of the forest transportation system. Between 1985 and 1995, 280 kilometres of new forest roads were laid every year, while only 26 kilometres of road were laid per year from 2006 to 2013 (12 km in protection forests, 14 km in other forests). In contrast, road redevelopment (reengineering) has increased, with 30 kilometres of road currently being redeveloped every year. 84% of the forest roads included in the NFI can be accessed by four-axle trucks weighing 28 to 32 tonnes in total, while 72% are suitable for five- and six-axle truck sets with a total weight of 40 to 44 tonnes. There are considerably fewer of these roads in protection forests than in other forests. The road density in Switzerland for 28- to 32-tonne trucks totals on average 22 metres/hectare, though this varies widely from region to region (ranging from 2 to 57 metres/hectare in production regions and from 0 to 84 metres/hectare in forested areas). Based on harvesting methods currently applied at local level and the corresponding optimum and maximum transport distances, 46% of useable forested areas in Switzerland is good, 29% is moderately good, and 25% is poor or undeveloped. The percentage of poor or undeveloped forests is highest in the Alps (44%) and the south side of the Alps (53%). In the Alpine foothills the percentage of poor or undeveloped forests is 13%, in the Jura Mountains 5% and on the Plateau 2%. A current study of the Swiss Federal Institute WSL is striving to determine the potential scale of the need for transportation systems in the future upon application of the best harvesting methods.
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Xiong, Haocheng, and Yinning Zhang. "Feasibility Study for Using Piezoelectric-Based Weigh-In-Motion (WIM) System on Public Roadway." Applied Sciences 9, no. 15 (July 31, 2019): 3098. http://dx.doi.org/10.3390/app9153098.

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Weigh-in-Motion system has been the primary selection of U.S. government agencies as the weighing enforcement for decades to protect the road pavement. In recent years, the number of trucks has increased by about 40% and in 2017, they travel 25% more annually than in 2016. The lack of the budget has slowed down the expansion of weighing enforcement to catch up with the growing workload of vehicle weighing. Unsupervised pavement section suffers more pavement damage and increased repairing cost. In this work, a piezoelectric material based WIM system (P-WIM) is developed. Such a system consists of several piezoelectric material disks that are capable of generating characteristic voltage output from passing vehicles. The axle loading of the vehicle can be determined by analyzing the voltage generated from the P-WIM. Compared to traditional WIM system, P-WIM requires nearly zero maintenance and costs 80% less on capital investment and less labor and effort to integrate. To evaluate the feasibility of this technology to serve as weighing enforcement on public roadways, prototype P-WIMs are fabricated and installed at a weigh station. The vehicle loading information provided by the weigh station is used to determine the force transmission percentage of the installed P-WIMs, which is an important parameter to determine the vehicles’ axle loading by generated voltage.
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OBrien, Eugene J., Longwei Zhang, Hua Zhao, and Donya Hajializadeh. "Probabilistic bridge weigh-in-motion." Canadian Journal of Civil Engineering 45, no. 8 (August 2018): 667–75. http://dx.doi.org/10.1139/cjce-2017-0508.

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Conventional bridge weigh-in-motion (BWIM) uses a bridge influence line to find the axle weights of passing vehicles that minimize the sum of squares of differences between theoretical and measured responses. An alternative approach, probabilistic bridge weigh-in-motion (pBWIM), is proposed here. The pBWIM approach uses a probabilistic influence line and seeks to find the most probable axle weights, given the measurements. The inferred axle weights are those with the greatest probability amongst all possible combinations of values. The measurement sensors used in pBWIM are similar to BWIM, containing free-of-axle detector sensors to calculate axle spacings and vehicle speed and weighing sensors to record deformations of the bridge. The pBWIM concept is tested here using a numerical model and a bridge in Slovenia. In a simulation, 200 randomly generated 2-axle trucks pass over a 6 m long simply supported beam. The bending moment at mid-span is used to find the axle weights. In the field tests, 77 pre-weighed trucks traveled over an integral slab bridge and the strain response in the soffit at mid-span was recorded. Results show that pBWIM has good potential to improve the accuracy of BWIM.
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Dissertations / Theses on the topic "Weighing of trucks"

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Novotný, Michal. "Vliv uložení nákladu na bezpečnost jízdy nákladního vozidla." Master's thesis, Vysoké učení technické v Brně. Ústav soudního inženýrství, 2010. http://www.nusl.cz/ntk/nusl-232467.

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The objection of this dissertation is to examine effects of stowed cargo on safety driving of a vehicle. Based on general experience of weighing trucks and monitoring of cargo fixture, my attempt was to summarize related legislative conditions of the operation of trucks in terms of payload, weighing and stowing of cargo. In the first part I worked on consistent methodology of stowing and fastening of cargo on trucks. I've included various methods of loading cargo and different ways of fastening and their calculations. The main body of the second part is a practical methodology of inspectional weighing of trucks on the road. In this section I took into account the current method and procedure of inspectional weighing and measuring of trucks. During my trial weighing of different types of trucks I proved that the key factor for safe seating and lashing of load on a vehicle is determining center of gravity of the vehicle. I solve this problem in detail in the last part of my work.
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Shetty, Mithun Karunakar. "Development of a lead spring u-bolt load transducer : part of an onboard weighing system for off-highway log trucks." Thesis, 2006. http://hdl.handle.net/2429/18149.

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This thesis was motivated by the current concern of brake failure in off-highway log trucks descending steep grades. In order to utilise a guideline being developed for the prediction of safe maximum grades for descent under a range of truck payloads, it is necessary to measure axle weights during loading. A background review found that there are no commercially available on-board weighing systems that can be retrofitted to the drive axles of an off-highway tractor. Therefore, an investigation into the development of an on-board weighing system for the off-highway log trucks was initiated. This research was divided into two stages: preliminary strain measurement with a loaded off-highway tractor, and finite element modelling of a U-bolt from the tractor’s leaf spring suspension. A preliminary measurement test was carried out to identify potential suspension components that could act as load transducers for measuring axle weight. The preliminary results showed that incremental strain at two locations on the U-bolt varied linearly with payload, for an incremental load of 22.5 kN. Finite element modelling of the U-bolt was carried out to predict the maximum incremental strain occurring on the U-bolt surface. The model was calibrated with the measured data and a sensitivity analysis was done on key modelling parameters to determine the most suitable level of leaf spring block length, preload and U-bolt-to-Ieaf spring friction coefficient. Incremental strain on the top of the curved portion of the U-bolt was found to be relatively consistent and close to the maximum level of incremental strain and is recommended as a preferred position for strain gauging.
Forestry, Faculty of
Graduate
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Books on the topic "Weighing of trucks"

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Newton, W. H. Trials of three on-board axle weighing systems for heavy goods vehicles. Crowthorne, Berks: Transport and Road Research Laboratory, Vehicles Group, Vehicles and Environment Division, 1987.

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Newton, W. H. Trials of three on-board axle weighing systems for heavy goods vehicles. Crowthorne, Berkshire: Vehicles and Environment Division, Vehicles Group, Transport and Road Research Laboratory, 1987.

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Newton, W. H. Trials of three on-board axle weighing systems for heavy goods vehicles. Crowthorne, Berkshire: Vehicles and Environment Division, Vehicles Group, Transport and Road Research Laboratory, 1987.

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Glover, M. H. Performance of two-plate enforement weighers. Crowthorne, Berkshire: Transport and Road Research Laboratory, 1989.

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Glover, M. H. Performance of two-plate enforement weighers. Crowthorne, Berkshire: Transport and Road Research Laboratory, 1989.

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European Conference on Weigh-in-Motion of Road Vehicles (2nd 1998 Lisbon). Second European conference on weigh-in-motion of road vehicles, Lisbon 14th-16th September, 1998. Luxembourg: Office for Official Publications of the European Commission, 1998.

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European Conference on Weigh-in-Motion of Road Vehicles (2nd 1998 Lisbon, Portugal). Post-proceedings of the second European Conference on Weigh-in-Motion of Road Vehicles: Lisbon, 14th-16th September, 1998. Edited by O'Brien Eugene J. 1958-, Jacob Bernard, European Cooperation in the Field of Scientific and Technical Research (Organization). Management Committee., and European Commission. Brussels, Luxembourg: Office for Official Publications of the European Commission, 1998.

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Whitford, Robert K. State of Alaska truck weight monitoring plan using weigh-in-motion devices, (including analysis and proposed site locations): Final report, project #76095. [Juneau]: The Division, 1999.

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Qu, Tongbin. Traffic-load forecasting using weigh-in-motion data. [Austin, TX]: Center for Transportation Research, Bureau of Engineering Research, University of Texas at Austin, 1997.

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Tex.) International Conference on Weigh-in-Motion (6th 2012 Dallas. International Conference on Weigh-in-Motion: ICWIM 6. London: ISTE, 2012.

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Book chapters on the topic "Weighing of trucks"

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"Weighing-in-motion of truck axle weights through a bridge." In Advances in Bridge Maintenance, Safety Management, and Life-Cycle Performance, Set of Book & CD-ROM, 1021–22. CRC Press, 2015. http://dx.doi.org/10.1201/b18175-422.

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Mahmoudabadi, Abbas, and Arezoo Abolghasem. "A Cluster-Based Method for Evaluation of Truck's Weighing Control Stations." In MATLAB - A Ubiquitous Tool for the Practical Engineer. InTech, 2011. http://dx.doi.org/10.5772/24110.

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"at the bottom flange and six on the web. Eight gages were installed at the approximate locations of the maximum positive and maximum negative moments. At each location four gages were installed; one at the top flange, one at the bottom flange and two equally spaced on the web. Finally, four gages were installed on two cross-bracing diaphragms between girders 5 and 6 one at about mid-span and the other over the support. The gages at each cross-bracing were located one on a chord member and the other on a diagonal. The weldable strain gages used are constantan alloy gages with backing and encapsulation of polyimide film. The gages are bonded to stainless steel carriers, 0.005 in. thick, and have exposed copper coated integral solder tabs to which wire cables were soldered directly. The cables were connected to three switch and balance units (10 channels each unit) thus providing a method of sequentially reading the strain gage information on a single strain indicator. As mentioned earlier the bridge was tested during construction; hence strain measurements were taken due to the weight of the wet concrete before and after three placements. After the deck slab has reached its design strength, and before placing the bituminous wearing surface, strain measurements were taken due to truck loads positioned at sixteen different positions on the bridge deck. Eight 3-axel trucks weighting about 60 kips each were used. The overall length of each truck is 24'-8" and the overall width is 8' 6". The aforementioned sixteen positions of the trucks consist of the following, In twelve positions the trucks were forming a line about 200 ft long at mid-span A between pier 3 and pier A,." In Composite Steel Structures, 48. CRC Press, 1987. http://dx.doi.org/10.1201/9781482286359-9.

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Conference papers on the topic "Weighing of trucks"

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Hagenbuch, LeRoy G. "Development of Unique Load Sensors for On-Board Truck Weighing Systems." In 38th Annual Earthmoving Industry Conference. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 1987. http://dx.doi.org/10.4271/870817.

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Zhang, L. B., T. Y. Shi, and Jiayou Zhang. "Application of an optical fibre sensor for weighing the truck load." In Wuhan 91, edited by Brian Culshaw and Yanbiao Liao. SPIE, 1991. http://dx.doi.org/10.1117/12.50044.

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Zhang, Ruijun, and Bichao Gong. "Application of RSA Encryption Algorithm Based on Binary Tree in Truck Scale Weighing System." In 2011 International Conference on Internet Technology and Applications (iTAP). IEEE, 2011. http://dx.doi.org/10.1109/itap.2011.6006183.

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Yenilmez, Ece, Ali Yasar, and Polat Sendur. "Topology Optimization of an Anti Roll Bar of a Heavy Commercial Truck for Vehicle Dynamics and Durability." In ASME 2018 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/imece2018-87862.

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Meeting the stringent requirements on fuel economy and emissions is still a challenge for automotive original equipment manufacturers (OEMs). In this study, we consider the light weighting opportunities of a heavy commercial truck by evaluating the various requirements of its anti-roll bar. First, an MSC.ADAMS model of the truck is analyzed under some standard vehicle dynamics maneuvers and a target for the anti-roll bar is set. A topology optimization study is then performed using Solid Isotropic Material with Penalization (SIMP) method to determine its dimensions and material to meet this target. For this purpose, a finite element (FE) model of the anti-roll bar is developed in order to determine its torsional stiffness using MSC.Nastran commercial software. The advantages and disadvantages of various optimization results are discussed. Finally, fatigue performance of the anti-roll bar is assessed under the road load data coming from various road simulations. The results prove that the simulation tools and optimization methods offer great capabilities to meet challenging requirements of automotive industry.
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Li, Gailing, Zhijie Zhou, Changhua Hu, Guanyu Hu, and Wei He. "Research on the Safety Assessment of Heavy Trucks in Transit Based on the Information Entropy-based Weighting and Bi-level Belief Rule Base." In 2019 CAA Symposium on Fault Detection, Supervision and Safety for Technical Processes (SAFEPROCESS). IEEE, 2019. http://dx.doi.org/10.1109/safeprocess45799.2019.9213432.

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Venero, Nicholas J., Tom Ody, Raymond N. Burke, and David J. Miles. "In-Field Production of a New Metallic Composite Pipeline." In 2010 8th International Pipeline Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/ipc2010-31096.

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The composite pipe system, known as XPipe™, is a steel strip laminate technology which uses high-performance adhesives to manufacture a metallic composite pipe. It offers a new method of low cost pipeline construction suitable for onshore gas and oil pipelines in a variety of configurations. The pipe is based on a thin wall liner that provides the fluid containment, the material of which will vary according to service requirements. Fusion bonded epoxy (FBE) coated martensitic ultra-high strength steel strips are then pre-formed and helically wound around the liner to form a laminated high strength reinforcing layer providing the pipe’s hoop strength. These are bonded using an adhesive. Unlike conventional linepipe that is manufactured in a pipe mill away from the construction site, this lightweight composite pipe can be produced at the construction facility using a portable manufacturing line. All components of the manufacturing process fit within standard ISO containers, each weighing between 5 and 15 tonnes. This allows for easy transportation via truck, and handling or shipping. This paper describes the Factory Acceptance Test (FAT) and subsequent Site Integration Test (SIT) of the containerised pipe manufacturing facility. The FAT was performed in factory conditions in Rome, NY (December 2008) and demonstrated acceptable operation of the complete pipe production line. For the SIT, a site in Houston, TX was chosen which would be broadly representative of in-field conditions. The SIT was performed between April and June 2009 and demonstrated acceptable in-field operation of the pipe production system. The paper also describes the results of full-scale testing performed on pipe produced during the SIT and FAT, including burst, tension and cyclic pressure testing pipe sections.
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McKinnon, Colin, David J. Miles, and Raymond N. Burke. "Code Compliance of a New Metallic Composite Pipeline." In 2010 8th International Pipeline Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/ipc2010-31254.

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The composite pipe system, known as XPipe™, is a steel strip laminate technology which uses high-performance adhesives to manufacture a metallic composite pipe. It offers a new method of low cost pipeline construction suitable for onshore gas and oil pipelines in a variety of configurations. The pipe is based on a thin wall liner that provides the fluid containment, the material of which will vary according to service requirements. Fusion bonded epoxy (FBE) coated martensitic ultra-high strength steel strips are then pre-formed and helically wound around the liner to form a laminated high strength reinforcing layer providing the pipe’s hoop strength. These are bonded using an adhesive. Unlike conventional linepipe that is manufactured in a pipe mill away from the construction site, this lightweight composite pipe can be produced at the construction facility using a portable manufacturing line. All components of the manufacturing process fit within standard ISO containers, each weighing between 5 and 15 tonnes. This allows for easy transportation via truck, and handling or shipping. Existing regulations and codes make no specific reference to metal composite pipes. They are mainly written for steel pipe lines with some mention of plastic pipe. The paper presents a comprehensive review of the following US onshore design codes (ASME B31.4/B31.8) and relevant regulations (CFR (DOT) 49 P192 / P195) in order to establish the applicability of these codes for use on XPipe. The paper describes how XPipe meets the code and regulation requirements with regard to safety, design, material, construction, inspection, testing, operation and maintenance. The paper will identify any areas where XPipe does not meet code and regulation requirements and describe the testing and /or design changes that have been made in order to meet the code requirements. The paper will focus on the how the XPipe can meet the practical requirements of these codes. The paper will describe how the qualification testing is being performed in accordance with DNV-RP-A203 Qualification Procedures for New Technology. The qualification testing focuses on how the XPipe meets or exceeds pipeline safety margins with regard to typical failure modes such as yield, burst, facture, fatigue, collapse, etc. This is a continuous process and is being updated after each step using the available knowledge on the status of the qualification.
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Varma, D. S. Mohan, and S. Sujatha. "Minimal Kinematic Model for Inverse Dynamic Analysis of Gait." In ASME 2014 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/imece2014-39942.

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The objective of this work is to develop an inverse dynamics model that uses minimal kinematic inputs to estimate the ground reaction force (GRF). The human body is modeled with 14 rigid segments and a circular ankle-foot-roll-over shape (AFROS) for the foot-ground interaction. The input kinematic data and body segment parameter estimates are obtained from literature. Optimization is used to ensure that the kinematic data satisfy the constraint that the swing leg clears the ground in the single support (SS) phase. For the SS phase, using the segment angles as the generalized degrees of freedom (DOF), the kinematic component of the GRF is expressed analytically as the summation of weighted kinematics of individual segments. The weighting functions are constants that are functions of the segment masses and center of mass distances. Using this form of the equation for GRF, it is seen that the kinematics of the upper body segments do not contribute to the vertical component GRFy in SS phase enabling the reduction of a 16-DOF 14-segment model to a 10-DOF 7-segment model. It is seen that the model can be further reduced to a 3-DOF model for GRFy estimation in the SS phase of gait. The horizontal component GRFx is computed assuming that the net GRF vector passes through the center of mass (CoM). The GRF in double support phase is assumed to change linearly from one foot to the other. The sagittal plane internal joint forces and moments acting at the ankle, knee and hip are computed using the 3-DOF model and the 10-DOF model and compared with the results from literature. An AFROS and measurements of the stance shank and thigh rotations in the sagittal plane, and of the lower trunk (or pelvis) in the frontal plane provide sufficient kinematics in an inverse dynamics model to estimate the GRF and joint reaction forces and moments. Such a model has the potential to simplify gait analysis.
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