The railroad tank car industry is moving toward damage-tolerance-based inspection intervals to maintain the safe and efficient transport of hazardous materials by rail. One aspect of this effort is predicting fatigue crack growth rates that result from railroad tank car service conditions. A fracture mechanics parameter, H, is proposed to relate the crack-tip driving force under a railroad tank car spectrum to the resulting crack growth rates. This approach will allow the direct application of fatigue crack growth rate data resulting from laboratory tests to models for crack growth under railroad service conditions. However, for this approach to be successful, it is essential that similitude between lab tests and the structural application is maintained, so that fatigue crack growth rates are predicted correctly. Two crack-closure-based models are used to predict the effects of various laboratory test design parameters on fatigue crack growth rates for the loaded vertical coupler force (LVCF) spectrum, which describes the vertical coupler forces for a loaded railroad tank car. Random ordered load blocks are predicted to result in growth rates approximately twice as great as those resulting from either low-high or high-low ordered blocks. Truncating even the smallest amplitudes from the spectrum was predicted to affect crack growth rates. The most significant effect predicted was that of the far-field stress level. Although changes in stress level are predicted to have only a minor affect (approximately 20%) on constant-amplitude fatigue crack growth rates, corresponding changes in stress level are predicted to affect variable-amplitude fatigue crack growth rates by up to a factor of six. These results suggest that tests designed to determine fatigue crack growth rates for the LVCF spectrum must be considered carefully, and that crack closure based models for fatigue crack growth are a valuable tool for designing such tests.
city car driving home version crack
Download Zip: https://crysypunbe.blogspot.com/?ub=2vzLhs
Definitions. For purposes of this License, an Authorized Site is a localized site (one geographical location) that is under a single administration at a single location. For a Subscriber with locations in more than one city, each city is considered to be a different site. For a Subscriber with multiple locations in the same city, each location is considered to be a different site. (If you are seeking online access for multiple sites, please contact Kathe Hooper, ASTM International, at khooper@astm.org or phone: 610-832-9634). Authorized User means only the employees, faculty, staff, and students officially affiliated with the Subscriber at the Authorized Site, and persons with legal access to the library's collections and facilities at the Authorized Site, using an IP address within the range identified in the subscription. Authorized Users may be persons remote from the Subscriber's physical location whose access is administered from the Authorized Site, but not persons at remote sites or campuses with separate administrations. For example, an employee of the Subscriber may be considered to be an Authorized User when accessing the Subscriber's network from home or while traveling to another city; however, employees of a branch campus or facility in another city are not considered to be Authorized Users. Subscriber is the person or entity which has subscribed to the ASTM journal and agreed to the terms of this limited license.
Plaintiff brought this action under the Public Liability Act of 1923 (Stats. 1923, p. 675; 2 Deering's Gen. Laws, Act 5619) to recover damages for personal injuries to himself and damages to his automobile, sustained when, while driving on Bush Street between Franklin Street and Van Ness Avenue in San Francisco, the pavement [74 Cal. App. 2d 744] collapsed and his car sunk into the depression. The action was tried before a jury, and a verdict rendered in plaintiff's favor for $3,585. From the judgment entered pursuant thereto the defendant city has appealed.
The accident happened about 10:30 in the evening of January 7, 1944. Plaintiff was driving alone in his car, and when he was about three-quarters of the way down the block from Franklin Street toward Van Ness Avenue his car began to lurch toward the left and then toward the right; and when it came to a stop the back end was resting in a large depression, the front end was a little above street level, and the car was at about a 45-degree angle. Plaintiff climbed out of the car, remained five or ten minutes, left to make a telephone call and returned to the scene, declined the services of an ambulance, and remained about an hour before going home. He had been thrown to the floor of the car by the impact and suffered from bruises and nervous shock. The size of the depression into which the car had sunk was variously estimated at from 65 to 80 feet long, 10 to 12 feet wide, and 8 to 10 feet deep. It is not disputed that the pavement collapsed into this depression while plaintiff was driving over it. The slope in grade of Bush Street from Franklin Street toward Van Ness Avenue is 5 1/2 per cent. The sewer, located in the middle of the street, is approximately 8 feet below the surface of the street and drops at a descent parallel to the street. There was one cement or concrete sewer pipe 15 inches in diameter. Between the pipe and the pavement, and supporting the latter was a sandy soil which is common to this area. There was an asphalt concrete wearing surface for the pavement of two inches thickness; its concrete base was around six inches.
[1] Defendant argues that the evidence of plaintiff is unconvincing and attempts to demonstrate from the remainder of the record that the testimony of plaintiff's witnesses that the cracks were in the pavement several days before the accident cannot be believed. However, under the familiar and well-settled rule that where the evidence is conflicting, an appellate [74 Cal. App. 2d 749] tribunal may not substitute its judgment for that of the trial court, we must hold that the jury was not as a matter of law unjustified in its implied conclusion that such cracks did exist on Bush Street for a period of four or five days prior to the accident, and the question that we have to decide is whether or not, under all the facts and circumstances of this case, the evidence is sufficient to charge the defendant city with constructive notice.
Appellant argues that even disregarding the weaknesses in respondent's evidence, it fails to show constructive notice on the part of the city because it does not show "long continued neglect." It argues that to show constructive notice a "substantial" interval of time must elapse between the first evidence of a defect and the accident. Appellant cites many cases wherein language is used to the effect that to constitute constructive notice the defect must be "long continued and patent," that there must be "long continued neglect," and that the dangerous condition must have existed for "an unreasonable length of time" or "a considerable length of time." Appellant argues that, under the rules of these cases, the 4 or 5-day period which elapsed from the time respondent's witnesses first noticed the crack until the cave-in occurred was not a sufficient length of time to hold that the city had constructive notice of the dangerous and defective condition. In this regard it relies strongly on the case of Dineen v. San Francisco, 38 Cal. App. 2d 486 [101 P.2d 736], wherein this court said: "Appellant next contends that constructive notice is sufficient under some circumstances to impose liability under the Public Liability Act. This is undoubtedly the law. (Dawson v. Tulare Union High School, 98 Cal. App. 138 [276 P. 424]; Hook v. City of Sacramento, 118 Cal. App. 547 [5 P.2d 643]; Rafferty v. City of Marysville, 207 Cal. 657 [280 P. 118].) Under these cases long-continued existence of a patent defective condition may establish constructive notice thereof. These cases go no further, however, than to hold that if the evidence shows that the dangerous condition is long continued and patent the governmental agency cannot successfully contend that it was not aware of it. In the present case it is contended that the defect is one which would have been discovered had the respondent exercised reasonable care in inspecting the seats. The cases do not support such an extension of the rule. ... There is no direct or indirect evidence from which the jury could have inferred that the condition [74 Cal. App. 2d 750] had existed for a long enough period that defendant would have had an opportunity to repair it, or that a reasonable inspection would have disclosed it."
With people changing jobs on average every four years, it pays to be close to lots of them. This is one of the biggest feature of living in a city, especially for households with multiple people: you want to be able to change jobs without forcing your family to move. This will be especially true for multigenerational households. Already making up nearly a quarter of the population, multigenerational households as well as other forms of group living are likely to grow in popularity in the future as rising productivity in the rest of the economy makes childcare and home healthcare, which are notoriously hard to automate, much more expensive to hire someone to do.
Housing production has finally caught up with job growth. While more places have upzoned to allow apartment buildings in most of the city, the bulk of the new homes are along commercial corridors. Part of it is political. For example, in California, SB50, a bill to allow mid-rise apartment buildings within walking distance of transit stations, faced massive opposition and failed as it included rezoning of single family house zones. In contrast, in 2022, a bill that rezoned commercial zones only, AB2011 gained broad support and was signed into law.Equally importantly, commercial zones have lots that are large enough to fit the 100+ unit buildings that the US multifamily construction industry is built around. As slow as zoning changes might feel, finance adapts at an even slower pace. Private development is often financed by pension funds, large corporations, and other institutional investors that need an economy of scale. A mid-rise, 6-story apartment building with 200-300 units takes up a whole block. Highrise buildings use less land, but still require more space than a typical residential house lot. For example, a single stair highrise has a floorplate of 7,000+ square feet, while a building with two stairs has floors of 10,000+ square feet. Since some side and rear yards are also needed for the windows in the back and sides of the building to face into, even for highrise a minimum lot of at least 10,000 to 15,000 square feet is needed. That\u2019s much bigger than a typical house lot, but is about the size of a gas station, convenience store, or other small commercial lot. 2ff7e9595c
Comments