Dynamic states in rotating Rayleigh-Bénard convection systems

A new geometry-independent state - a traveling-wave wall state - is proposed as the mechanism whereby which the experimentally observed wall-localized states in rotating Rayleigh-Bénard convection systems preempt the bulk state at large rotation rates. Its properties are calculated for the illustrative case of free-slip top and bottom boundary conditions. At small rotation rates, this new wall state is found to disappear. A detailed study of the dynamics of the wall state and the bulk state in the transition region where this disappearance occurs is conducted using a Swift-Hohenberg model system. The Swift-Hohenberg model, with appropriate reflection-symmetry- breaking boundary conditions, is also shown to exhibit traveling-wave wall states, further demonstrating that traveling-wave wall states are a generic feature of nonequilibrium pattern-forming systems. A numerical code for the Swift-Hohenberg model in an annular geometry was written and used to investigate the dynamics of rotating Rayleigh-Bénard convection systems.

Design of a timber Howe truss highway bridge

The span of the bridge was assumed as 100 feet. The type of bridge used is the timber Howe Truss. The height of truss was taken as 20 feet between center lines of top and bottom chords. The width was taken as 18 feet center to center of trusses. The truss was divided up into five panels 20 feet long.

It was designed according to the "General Specifications for Steel Highway Bridges" by Ketchum. For the live load for the floor and its supports, a load of 80 pounds per square foot of total floor surface or a 15 ton traction engine with axles 10 feet centers and 6 feet gage, two thirds of load to be carried by rear axles.

For the truss a load of 75 pounds per square foot of floor surface.

For the wind load the bottom lateral bracing is to be designed to resist a lateral wind load of 300 pounds per foot of span; 150 pounds of this to be treated as a moving load.

The top lateral bracing is to be designed to resist a lateral wind force of 150 pounds per foot of span.

The timber to be used in the bridge is to be Douglas fir.

The unit stresses used for timber are those of the American Railway Engineering Association.