scholarly journals Development of a sand boil testing laboratory and preliminary results

2021 ◽  
Author(s):  
Isaac Stephens ◽  
Bryant Robbins ◽  
Andrew Keffer

To document the purpose, use, and preliminary results of a full-scale sand boil generator developed at the Geotechnical and Structures Laboratory.

2015 ◽  
pp. 107-113 ◽  
Author(s):  
P. Konopacki ◽  
R. Hołownicki ◽  
R. Sabat ◽  
S. Kurpaska ◽  
H. Latała ◽  
...  

1997 ◽  
Author(s):  
Howard P. Grant ◽  
Olin J. Stephens

At Mystic Seaport Museum a project was begun in 1992 to determine sail coefficients for schooners for sailing technology research and historical vessel research. Since computational fluid dynamics techniques and wind tunnel techniques have not yet been developed to the point where sail coefficients can be developed accurately, the experimental approach was adopted. Full-scale sailing tests of schooner Brilliant were performed at Mystic, Connecticut. Tow-tank tests of a 1/9 model were completed at Davidson Laboratory, Hoboken, New Jersey. Three previous experimental programs for sloops were reviewed, notably Gimcrack (Davidson, 1936), Bay Bea (Kerwin, 1974), and Standfast (Gerritsma, 1975). One goal of the Brilliant program was to reduce uncertainty in sail coefficient measurement. The uncertainty in previous programs illustrates the inherent difficulties. Despite the uncertainty the results were extremely useful and provided a benchmark for further improvements in sail coefficient programs. Procedures used are described. Preliminary results indicate that the uncertainty is reduced to about 10%. The topics covered are: (1) a description by Olin Stephens of previously unpublished details of the equipment and methods used to take data on the sloop Gimcrack, as applied by Davidson reported in his landmark 1936 paper, and some thoughts on the way the information gained from early studies was used; (2) extension of the Gimcrack sail coefficients to the heel plane; (3) a review by Howard Grant of the measurements in the schooner Brilliant program, including correction for ship/wind interference, use of cross checks including chase boat true wind solutions and internal consistency techniques (Ockam, 1992), and unique time-correlations to handle non-steadiness; (3) a hindsight view of program shortcomings, which included the omission of measurements at several heights above the deck of wind and sail shape that would have been helpful to CFD studies of sail aerodynamics.


1979 ◽  
Vol 31 (06) ◽  
pp. 669-675 ◽  
Author(s):  
S.G. Shryock ◽  
R.G. Dunlap ◽  
R.S. Millhone

MRS Advances ◽  
2019 ◽  
Vol 5 (5-6) ◽  
pp. 265-274
Author(s):  
Elena Kalinina ◽  
Doug Ammerman ◽  
Carissa Grey ◽  
Gregg Flores ◽  
Sylvia Saltzstein ◽  
...  

ABSTRACTCan Spent Nuclear Fuel withstand the shocks and vibrations experienced during normal conditions of transport? This question was the motivation for the multi-modal transportation test (MMTT) (Summer 2017), 1/3-scale cask 30 cm drop test (December 2018), and full-scale assembly 30 cm drop tests (June 2019). The full-scale ENSA ENUN 32P cask with 3 surrogate 17x17 PWR assemblies was used in the MMTT. The 1/3-scale cask was a mockup of this cask. The 30 cm drop tests provided the accelerations on the 1/3-scale dummy assemblies. These data were used to design full-scale assembly drop tests with the goal to quantify the strain fuel rods experience inside a cask when dropped from a height of 30 cm. The drop tests were first done with the dummy and then with the surrogate assembly. This paper presents the preliminary results of the tests.


1981 ◽  
Vol 2 ◽  
pp. 67-67 ◽  
Author(s):  
Roger L. Hooke

Mercury is used to force a block of ice, measuring 0.20 ⨯ 0.45 m in area and 0.20 m in height, over an irregular bed. Normal and shear stresses on the bed can be varied up to 15 and 3 ⨯ 105 Pa respectively, so the apparatus permits a full-scale simulation of sliding of a 150 m thick glacier over irregularities a few tens of millimeters in height.Preliminary results of an experiment in which ice slid over a bed consisting of two streamlined bumps, roughly 15 mm in height, suggest that sliding velocity is independent of normal pressure in the absence of cavitation. This is consistent with existing theoretical models of glacier sliding (Weertman 1964, Kamb 1970, Lliboutry 1979), but is not consistent with the experimental results of Budd and others (1979). Further studies are needed to determine the reasons for this disagreement.


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