Magnetic structure of two- and three-dimensional supramolecular compounds

Supramolecular chiral networks of oxalato-bridged transition metals show either two- or three-dimensional structural features. The magnetic structures of such compounds have been investigated by means of elastic neutron powder diffraction.

Laboratory investigation of flow structure and resistance of high- and low-angle dunes

A prominent control on the flow over subaqueous dunes is the slope of the downstream leeside. While previous work has focused on steep (~30°), asymmetric dunes with permanent flow separation, little is known about dunes with lower lee-slope angles for which flow separation is absent or intermittent. Here, we present a laboratory investigation where we systematically varied the dune lee-slope, holding other geometric parameters and flow hydraulics constant, to explore effects on the turbulent flow field and flow resistance. Three sets of fixed dunes (lee-slopes of 10°, 20° and 30°) were separately installed in a 15 m long and 1 m wide flume and subjected to 0.20 m deep flow. Measurements consisted of high-frequency, vertical profiles collected with a Laser Doppler Velocimeter (LDV). We show that the temporal and spatial occurrence of flow separation decreases with dune lee-slope. Velocity gradients in the dune leeside depict a free shear layer downstream of the 30° dunes and a weaker shear layer closer to the bed for the 20° and 10° dunes. The decrease in velocity gradients leads to lower magnitude of turbulence production for gentle lee-slopes. Aperiodic, strong ejection events dominate the shear layer, but decrease in strength and frequency for low-angle dunes. Flow resistance of dunes decreases with lee-slope; the transition being non-linear. Over the 10°, 20° and 30° dunes, shear stress is 8%, 33% and 90 % greater than a flat bed, respectively. Our results demonstrate that dune lee-slope plays an important, but often ignored role in flow resistance.

Index properties, consolidation characteristics and sediment rebound of ODP Sites 167-1020 and 167-1021 sediments

Drilling during Leg 167 at the California margin was scheduled to recover continuous sedimentary sections. Multiple advanced piston core (APC) holes drilled at different depth offsets provided core overlap in successive APCs. Correlation of high-resolution laboratory physical properties data from adjacent APC holes was used to compile composite depth sections for each site. The composite depth sections were used to confirm continuous recovery and enable high-resolution sampling. The meters composite depth (mcd) scale differs from the shipboard meters below seafloor (mbsf) scale because of (1) core expansion following recovery (MacKillop et al., 1995, doi:10.2973/odp.proc.sr.138.118.1995), (2) coring gaps, and (3) stretching/compression of sediment during coring (Lyle, Koizumi, Richter, et al., 1997, doi:10.2973/odp.proc.ir.167.1997). Moran (1997, doi:10.2973/odp.proc.sr.154.132.1997) calculated that sediment expansion accounted for 90%-95% of the Leg 154 depth offset between shipboard mbsf and the mcd scales. Terzaghi's one-dimensional theory of consolidation (Terzaghi, 1943) describes the response of sediments to stress loading and release. Mechanical loading in marine environments is provided by the buoyant weight of the overlying sediments. The load increases with depth below seabed, resulting in sediment volume reduction as water is "squeezed" out of the voids in the sediment. Stress release during core recovery results in expansion of the sediment and volume increase as water returns to the sediment. The sediment expansion or rebound defines the elastic properties of the sediment. In this study we examine the elastic deformation properties of sediments recovered from Sites 1020 and 1021. These results are used to (1) correct the laboratory index properties measurements to in situ values and (2) determine the contribution of sediment rebound to the depth offset between the mbsf and mcd scales.

Value added trade and structure of high-technology exports in China

This study focuses on the technological intensity of China's exports. It first introduces the method of decomposing gross exports by using the Asian international input–output tables. The empirical results indicate that the technological intensity of Chinese exports has been significantly overestimated due to its high dependency on import content, especially in high-technology exports, an area highly dominated by the electronic and electrical equipment sector. Furthermore, a significant portion of value added embodied in China's high-technology exports comes from services and high-technology manufacturers in neighboring economies, such as Japan, South Korea, and Taiwan.

Dynamic Effects On Culverts for High Speed Trains

Culverts are very common in recent railway lines. Wild life corridors and drainage conducts often fall in this category of partially buried structures. Their dynamic behavior has received far less attention than other structures such as bridges but its large number makes that study an interesting challenge from the point of view of safety and savings. In this paper a complete study of a culvert, including on-site measurements as well as numerical modelling, will be presented. The structure belongs to the high speed railway line linking Segovia and Valladolid, in Spain. The line was opened to traffic in 2004. Its dimensions (3x3m) are the most frequent along the line. Other factors such as reduced overburden (0.6m) and an almost right angle with the track axis make it an interesting example to extract generalized conclusions. On site measurements have been performed in the structure recording the dynamic response at selected points of the structure during the passage of high speed trains at speeds ranging between 200 and 300km/h. The measurements by themselves provide a good insight into the main features of the dynamic behaviour of the structure. A 3D finite element model of the structure, representing its key features was also studied as it allows further understanding of the dynamic response to the train loads . In the paper the discrepancies between predicted and measured vibration levels will be analyzed and some advices on numerical modelling will be proposed

3D Soil Images Structure Quantification using Relative Entropy

Soil voids manifest the cumulative effect of local pedogenic processes and ultimately influence soil behavior - especially as it pertains to aeration and hydrophysical properties. Because of the relatively weak attenuation of X-rays by air, compared with liquids or solids, non-disruptive CT scanning has become a very attractive tool for generating three-dimensional imagery of soil voids. One of the main steps involved in this analysis is the thresholding required to transform the original (greyscale) images into the type of binary representation (e.g., pores in white, solids in black) needed for fractal analysis or simulation with Lattice?Boltzmann models (Baveye et al., 2010). The objective of the current work is to apply an innovative approach to quantifying soil voids and pore networks in original X-ray CT imagery using Relative Entropy (Bird et al., 2006; Tarquis et al., 2008). These will be illustrated using typical imagery representing contrasting soil structures. Particular attention will be given to the need to consider the full 3D context of the CT imagery, as well as scaling issues, in the application and interpretation of this index.

Numerical analysis of axisymmetric shells by one-dimensional continuum elements suitable for high frequency excitations

Axisymmetric shells are analyzed by means of one-dimensional continuum elements by using the analogy between the bending of shells and the bending of beams on elastic foundation. The mathematical model is formulated in the frequency domain. Because the solution of the governing equations of vibration of beams are exact, the spatial discretization only depends on geometrical or material considerations. For some kind of situations, for example, for high frequency excitations, this approach may be more convenient than other conventional ones such as the finite element method.

Comparison of dynamic effects of high-speed traffic load on ballasted track using a simplified two-dimensional and full three-dimensional model.

The vertical dynamic actions transmitted by railway vehicles to the ballasted track infrastructure is evaluated taking into account models with different degree of detail. In particular, we have studied this matter from a two-dimensional (2D) finite element model to a fully coupled three-dimensional (3D) multi-body finite element model. The vehicle and track are coupled via a non-linear Hertz contact mechanism. The method of Lagrange multipliers is used for the contact constraint enforcement between wheel and rail. Distributed elevation irregularities are generated based on power spectral density (PSD) distributions which are taken into account for the interaction. The numerical simulations are performed in the time domain, using a direct integration method for solving the transient problem due to the contact nonlinearities. The results obtained include contact forces, forces transmitted to the infrastructure (sleeper) by railpads and envelopes of relevant results for several track irregularities and speed ranges. The main contribution of this work is to identify and discuss coincidences and differences between discrete 2D models and continuum 3D models, as wheel as assessing the validity of evaluating the dynamic loading on the track with simplified 2D models

The Dynamics of High-Speed Railway Bridges: A Review of Design Issues and New Research for Lateral Dynamics

The dynamic effects of high-speed trains on viaducts are important issues for the design of the structures, as well as for the consideration of safe running conditions for the trains. In this work we start by reviewing the relevance of some basic design aspects. The significance of impact factor envelopes for moving loads is considered first. Resonance which may be achieved for high-speed trains requires dynamic analysis, for which some key aspects are discussed. The relevance of performing a longitudinal distribution of axle loads, the number of modes taken in analysis, and the consideration of vehicle-structure interaction are discussed with representative examples. The lateral dynamic effects of running trains on bridges is of importance for laterally compliant viaducts, such as some very tall structures erected in new high-speed lines. The relevance of this study is mainly for the safety of the traffic, considering both internal actions such as the hunting motion as well as external actions such as wind or earthquakes [1]. These studies require three-dimensional dynamic coupled vehicle-bridge models, and consideration of wheel to rail contact, a phenomenon which is complex and costly to model in detail. We describe here a fully nonlinear coupled model, described in absolute coordinates and incorporated into a commercial finite element framework [2]. The wheel-rail contact has been considered using a FastSim algorithm which provides a compromise between accuracy and computational cost, and captures the main nonlinear response of the contact interface. Two applications are presented, firstly to a vehicle subject to a strong wind gust traversing a bridge, showing the relevance of the nonlinear wheel-rail contact model as well as the dynamic interaction between bridge and vehicle. The second application is to a real HS viaduct with a long continuous deck and tall piers and high lateral compliance [3]. The results show the safety of the traffic as well as the importance of considering features such as track alignment irregularities.

Development of a 3-Dimensional Mathematical Collision Risk Model Based on Recorded Aircraft Trajectories to Estimate the Safety Level in High Density En-Route Airspaces

Como en todos los medios de transporte, la seguridad en los viajes en avión es de primordial importancia. Con los aumentos de tráfico aéreo previstos en Europa para la próxima década, es evidente que el riesgo de accidentes necesita ser evaluado y monitorizado cuidadosamente de forma continúa. La Tesis presente tiene como objetivo el desarrollo de un modelo de riesgo de colisión exhaustivo como método para evaluar el nivel de seguridad en ruta del espacio aéreo europeo, considerando todos los factores de influencia. La mayor limitación en el desarrollo de metodologías y herramientas de monitorización adecuadas para evaluar el nivel de seguridad en espacios de ruta europeos, donde los controladores aéreos monitorizan el tráfico aéreo mediante la vigilancia radar y proporcionan instrucciones tácticas a las aeronaves, reside en la estimación del riesgo operacional. Hoy en día, la estimación del riesgo operacional está basada normalmente en reportes de incidentes proporcionados por el proveedor de servicios de navegación aérea (ANSP). Esta Tesis propone un nuevo e innovador enfoque para evaluar el nivel de seguridad basado exclusivamente en el procesamiento y análisis trazas radar. La metodología propuesta ha sido diseñada para complementar la información recogida en las bases de datos de accidentes e incidentes, mediante la provisión de información robusta de los factores de tráfico aéreo y métricas de seguridad inferidas del análisis automático en profundidad de todos los eventos de proximidad. La metodología 3-D CRM se ha implementado en un prototipo desarrollado en MATLAB © para analizar automáticamente las trazas radar y planes de vuelo registrados por los Sistemas de Procesamiento de Datos Radar (RDP) e identificar y analizar todos los eventos de proximidad (conflictos, conflictos potenciales y colisiones potenciales) en un periodo de tiempo y volumen del espacio aéreo. Actualmente, el prototipo 3-D CRM está siendo adaptado e integrado en la herramienta de monitorización de prestaciones de Aena (PERSEO) para complementar las bases de accidentes e incidentes ATM y mejorar la monitorización y proporcionar evidencias de los niveles de seguridad. ABSTRACT As with all forms of transport, the safety of air travel is of paramount importance. With the projected increases in European air traffic in the next decade and beyond, it is clear that the risk of accidents needs to be assessed and carefully monitored on a continuing basis. The present thesis is aimed at the development of a comprehensive collision risk model as a method of assessing the European en-route risk, due to all causes and across all dimensions within the airspace. The major constraint in developing appropriate monitoring methodologies and tools to assess the level of safety in en-route airspaces where controllers monitor air traffic by means of radar surveillance and provide aircraft with tactical instructions lies in the estimation of the operational risk. The operational risk estimate normally relies on incident reports provided by the air navigation service providers (ANSPs). This thesis proposes a new and innovative approach to assessing aircraft safety level based exclusively upon the process and analysis of radar tracks. The proposed methodology has been designed to complement the information collected in the accident and incident databases, thereby providing robust information on air traffic factors and safety metrics inferred from the in depth assessment of proximate events. The 3-D CRM methodology is implemented in a prototype tool in MATLAB © in order to automatically analyze recorded aircraft tracks and flight plan data from the Radar Data Processing systems (RDP) and identify and analyze all proximate events (conflicts, potential conflicts and potential collisions) within a time span and a given volume of airspace. Currently, the 3D-CRM prototype is been adapted and integrated in AENA’S Performance Monitoring Tool (PERSEO) to complement the information provided by the ATM accident and incident databases and to enhance monitoring and providing evidence of levels of safety.

Morphological Functions to Quantify Three-Dimensional Tomograms of Macropore Structure in a Vineyard Soil with Two Different Management Regimes

Soil tomography and morphological functions built over Minkowski functionals were used to describe the impact on pore structure of two soil management practices in a Mediterranean vineyard. Soil structure controls important physical and biological processes in soil–plant–microbial systems. Those processes are dominated by the geometry of soil pore structure, and a correct model of this geometry is critical for understanding them. Soil tomography has been shown to provide rich three-dimensional digital information on soil pore geometry. Recently, mathematical morphological techniques have been proposed as powerful tools to analyze and quantify the geometrical features of porous media. Minkowski functionals and morphological functions built over Minkowski functionals provide computationally efficient means to measure four fundamental geometrical features of three-dimensional geometrical objects, that is, volume, boundary surface, mean boundary surface curvature, and connectivity. We used the threshold and the dilation and erosion of three-dimensional images to generate morphological functions and explore the evolution of Minkowski functionals as the threshold and as the degree of dilation and erosion changes. We analyzed the three-dimensional geometry of soil pore space with X-ray computed tomography (CT) of intact soil columns from a Spanish Mediterranean vineyard by using two different management practices (conventional tillage versus permanent cover crop of resident vegetation). Our results suggested that morphological functions built over Minkowski functionals provide promising tools to characterize soil macropore structure and that the evolution of morphological features with dilation and erosion is more informative as an indicator of structure than moving threshold for both soil managements studied.

Storage stability of SBS/sulfur modified bitumens at high temperature: influence of bitumen composition and structure

Polymer modified bitumens, PMBs, are usually prepared at high temperature and subsequently stored for a period of time, also at high temperature. The stability of PMBs, in these conditions, has a decisive influence in order to obtain the adequate performances for practical applications. In this article the attention is focused in the analysis of the factors that determine the stability of styrene–butadiene–styrene copolymer (SBS)/sulfur modified bitumens when the mixtures are maintained at high temperature. Bitumens from different crude oil sources were used to prepare SBS/sulfur modified bitumens. Changes in the values of viscosity, softening point, as well as in the morphology of PMB samples, stored at 160 °C, were related to the bitumen chemical composition and to the amount of asphaltene micelles present in the neat bitumen used in their preparation El trabajo se centra en el estudio de la influencia de la estructura /composición del betún sobre la compatibilidad del sistema betún/SBS. Cuatro betunes provenientes de dos crudos distintos se seleccionaron y sus mezclas se utilizaron para preparar betunes modificados con contenidos de SBS del 3% en peso

Optimum high temperature strength of two-dimensional nanocomposites

High-temperature nanoindentation was used to reveal nano-layer size effects on the hardness of two-dimensional metallic nanocomposites. We report the existence of a critical layer thickness at which strength achieves optimal thermal stability. Transmission electron microscopy and theoretical bicrystal calculations show that this optimum arises due to a transition from thermally activated glide within the layers to dislocation transmission across the layers. We demonstrate experimentally that the atomic-scale properties of the interfaces profoundly affect this critical transition. The strong implications are that interfaces can be tuned to achieve an optimum in high temperature strength in layered nanocomposite structures.

High reynolds numbers turbulent boundary layers

Esta tesis estudia las similitudes y diferencias entre los flujos turbulentos de pared de tipo externo e interno, en régimen incompresible, y a números de Reynolds moderada¬mente altos. Para ello consideramos tanto simulaciones numéricas como experimentos de capas límites con gradiente de presiones nulo y de flujos de canal, ambos a números de Reynolds en el rango δ+ ~ 500 - 2000. Estos flujos de cortadura son objeto de numerosas investigaciones debido a la gran importancia que tienen tanto a nivel tecnológico como a nivel de física fundamental. No obstante, todavía existen muchos interrogantes sobre aspectos básicos tales como la universalidad de los perfiles medios y de fluctuación de las velocidades o de la presión, tanto en la zona cercana a la pared como en la zona logarítmica, el escalado y el efecto del número de Reynolds, o las diferencias entre los flujos internos y externos en la zona exterior. En éste estudio hemos utilizado simulaciones numéricas ya existentes de canales y capas límites a números de Reynolds δ+ ~ 2000 y δ+ ~ 700, respectivamente. Para poder comparar ambos flujos a igual número de Reynolds hemos realizado una nueva simulación directa de capa límite en el rango δ+ ~ 1000-2000. Los resultados de la misma son presentados y analizados en detalle. Los datos sin postprocesar y las estadísticas ya postprocesadas están públicamente disponibles en nuestro sitio web.162 El análisis de las estadísticas usando un único punto confirma la existencia de perfiles logarítmicos para las fluctuaciones de la velocidad transversal w'2+ y de la presión p'2+ en ambos tipos de flujos, pero no para la velocidad normal v'2+ o la velocidad longitudinal u'2+. Para aceptar o rechazar la existencia de un rango logarítmico en u'2+ se requieren números de Reynolds más altos que los considerados en éste trabajo. Una de las conse¬cuencias más importantes de poseer tales perfiles es que el valor máximo de la intensidad, que se alcanza cerca de la pared, depende explícitamente del número de Reynolds. Esto ha sido confirmado tras analizar un gran número de datos experimentales y numéricos, cor¬roborando que el máximo de u'2+, p/2+, y w'2+ aumenta proporcionalmente con el log(δ+). Por otro lado, éste máximo es más intenso en los flujos externos que en los internos. La máxima diferencia ocurre en torno a y/δ ~ 0.3-0.5, siendo esta altura prácticamente independiente del número de Reynolds considerado. Estas diferencias se originan como consecuencia del carácter intermitente de las capas límites, que es inexistente en los flujos internos. La estructura de las fluctuaciones de velocidad y de presión, junto con la de los esfuer¬zos de Reynolds, se han investigado por medio de correlaciones espaciales tridimensionales considerando dos puntos de medida. Hemos obtenido que el tamaño de las mismas es gen¬eralmente mayor en canales que en capas límites, especialmente en el caso de la correlación longitudinal Cuu en la dirección del flujo. Para esta correlación se demuestra que las es¬tructuras débilmente correladas presentan longitudes de hasta 0(75), en el caso de capas límites, y de hasta 0(185) en el caso de canales. Estas longitudes se obtienen respecti-vamente en la zona logarítmica y en la zona exterior. Las longitudes correspondientes en la dirección transversal son significativamente menores en ambos flujos, 0(5 — 25). La organización espacial de las correlaciones es compatible con la de una pareja de rollos casi paralelos con dimensiones que escalan en unidades exteriores. Esta organización se mantiene al menos hasta y ~ 0.65, altura a la cual las capas límites comienzan a organi¬zarse en rollos transversales. Este comportamiento es sin embargo más débil en canales, pudiéndose observar parcialmente a partir de y ~ 0.85. Para estudiar si estas estructuras están onduladas a lo largo de la dirección transver¬sal, hemos calculado las correlaciones condicionadas a eventos intensos de la velocidad transversal w'. Estas correlaciones revelan que la ondulación de la velocidad longitudinal aumenta conforme nos alejamos de la pared, sugiriendo que las estructuras están más alineadas en la zona cercana a la pared que en la zona lejana a ella. El por qué de esta ondulación se encuentra posiblemente en la configuración a lo largo de diagonales que presenta w'. Estas estructuras no sólo están onduladas, sino que también están inclinadas respecto a la pared con ángulos que dependen de la variable considerada, de la altura, y de el contorno de correlación seleccionado. Por encima de la zona tampón e independien¬temente del número de Reynolds y tipo de flujo, Cuu presenta una inclinación máxima de unos 10°, las correlaciones Cvv y Cm son esencialmente verticales, y Cww está inclinada a unos 35°. Summary This thesis studies the similitudes and differences between external and internal in¬compressible wall-bounded turbulent flows at moderately-high Reynolds numbers. We consider numerical and experimental zero-pressure-gradient boundary layers and chan¬nels in the range of δ+ ~ 500 — 2000. These shear flows are subjects of intensive research because of their technological importance and fundamental physical interest. However, there are still open questions regarding basic aspects such as the universality of the mean and fluctuating velocity and pressure profiles at the near-wall and logarithmic regions, their scaling and the effect of the Reynolds numbers, or the differences between internal and external flows at the outer layer, to name but a few. For this study, we made use of available direct numerical simulations of channel and boundary layers reaching δ+ ~ 2000 and δ+ ~ 700, respectively. To fill the gap in the Reynolds number, a new boundary layer simulation in the range δ+ ~ 1000-2000 is presented and discussed. The original raw data and the post-processed statistics are publicly available on our website.162 The analysis of the one-point statistic confirms the existence of logarithmic profiles for the spanwise w'2+ and pressure p'2+ fluctuations for both type of flows, but not for the wall-normal v'2+ or the streamwise u'2+ velocities. To accept or reject the existence of a logarithmic range in u'2+ requires higher Reynolds numbers than the ones considered in this work. An important consequence of having such profiles is that the maximum value of the intensities, reached near the wall, depends on the Reynolds number. This was confirmed after surveying a wide number of experimental and numerical datasets, corrob¬orating that the maximum of ul2+, p'2+, and w'2+ increases proportionally to log(δ+). On the other hand, that maximum is more intense in external flows than in internal ones, differing the most around y/δ ~ 0.3-0.5, and essentially independent of the Reynolds number. We discuss that those differences are originated as a consequence of the inter¬mittent character of boundary layers that is absent in internal flows. The structure of the velocity and pressure fluctuations, together with those of the Reynolds shear stress, were investigated using three-dimensional two-point spatial correlations. We find that the correlations extend over longer distances in channels than in boundary layers, especially in the case of the streamwise correlation Cuu in the flow direc-tion. For weakly correlated structures, the maximum streamwise length of Cuu is O(78) for boundary layers and O(188) for channels, attained at the logarithmic and outer regions respectively. The corresponding lengths for the transverse velocities and for the pressure are shorter, 0(8 — 28), and of the same order for both flows. The spatial organization of the velocity correlations is shown to be consistent with a pair of quasi-streamwise rollers that scales in outer units. That organization is observed until y ~ 0.68, from which boundary layers start to organize into spanwise rollers. This effect is weaker in channels, and it appears at y ~ 0.88. We present correlations conditioned to intense events of the transversal velocity, w', to study if these structures meander along the spanwise direction. The results indicate that the streamwise velocity streaks increase their meandering proportionally to the distance to the wall, suggesting that the structures are more aligned close to the wall than far from it. The reason behind this meandering is probably due to the characteristic organization along diagonals of w'. These structures not only meander along the spanwise direction, but they are also inclined to the wall at angles that depend on the distance from the wall, on the variable being considered, and on the correlation level used to define them. Above the buffer layer and independent of the Reynolds numbers and type of flow, the maximum inclination of Cuu is about 10°, Cvv and Cpp are roughly vertical, and Cww is inclined by 35°.