3 resultados para concordia terremoto container negozi commercio

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One of the major challenges encountered in earthquake geotechnical physical modelling is to determine the effects induced by the artificial boundaries of the soil container on the dynamic response of the soil deposit. Over the past years, the use of absorbing material for minimising boundaries effects has become an increasing alternative solution, yet little systematic research has been carried out to quantify the dynamic performance of the absorbing material and the amount of energy dissipated by it. This paper aims to examine the effects induced by the absorbing material on the dynamic response of the soil, and estimate the amount of energy reduced by the absorbing boundaries. The absorbent material consisted of panels made of commercially available foams, which were placed on both inner sides of end-walls of the soil container. These walls are perpendicular to the shaking direction. Three types of foam with different mechanical properties were used in this study. The results were obtained from tests carried out using a shaking table and Redhill 110 sand for the soil deposit. It was found that a considerably amount of energy was dissipated, in particular within the frequency range close to the resonance of the soil deposit. This feature suggests that the presence of foams provides a significant influence to the dynamic response of the soil. The energy absorbed by the boundaries was also quantified from integrals of the Power Spectral Density of the accelerations. It was found that the absorbed energy ranged between a minimum of 41% to a maximum of 92% of the input levels, depending mainly on the foam used in the test. The effects provided by the acceleration levels and depth at which the energy was evaluated were practically negligible. Finally, practical guidelines for the selection of the absorbing material are provided.

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This paper adapts Freeman’s measures of degree, closeness and betweenness centrality and applies them to assessing: port centrality in relation to direct connectivity; accessibility to all ports in the network (direct and indirect routes) and; as an intermediary between other ports. An additional parameter added to the formulae ensures that the relative importance of available shipping capacity and foreland market coverage are also accounted for. Validation of this adapted measure is provided by the results obtained from an empirical application. These reveal that foreland market coverage exerts a particularly strong influence on a port’s demand and closeness centrality

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This paper begins by defining the meaning of the term `maritime policy'. Since devolution in the UK, the opening of the new Scottish parliament in 1998 and the creation of the Scottish Executive, little effort has been made to establish a distinct maritime policy for Scotland. As was evident prior to devolution, the primary emphasis from any maritime policy perspective has continued to be a focus on lifeline island ferry services. This ignores significant developments in several other key maritime transport sectors, and this paper provides examples of areas that require some form of policy response, including intra-European short sea shipping, UK coastal shipping, urban/river transport and global container shipping. Long-standing institutional bias against maritime transport coupled with subsidy devoted almost entirely to land transport systems has resulted in a quite distorted marketplace. This suggests that a maritime policy is now imperative if maritime transport is to play a more significant role in the overall transport system. Further discussion centres on the need to consider, from a Scottish policy perspective, the role of various state-sponsored maritime service providers and how these bodies might fit better within evolving policy. The conclusion is that formulation of a maritime policy by the Scottish Executive is overdue and that a degree of restructuring of transport responsibilities within the Executive, combined with adequate resource allocation towards the maritime industry, will be necessary in order that market distortions can be overcome, so enabling Scotland to fully exploit the competitive and environmental advantages that maritime transport can provide.