Search Results (9)

Numerical simulations were generated to investigate the response of a very large floating airport to an airplane takeoff, using the set of nonlinear shallow water equations of velocity potential for water waves interacting with a floating thin plate. We have proposed two methods to reduce persistent airport vibration: reflectance reduction by decreasing the flexural rigidity in airport edge parts and amplification reduction by decreasing the still water depth partially under airport runways. First, when the flexural rigidity is uniformly decreased in an airport edge part, the reflectance of the floating body waves due to a B737 was reduced because of the multiple reflections. However, the wave reflectance for a B747 increased, depending on the conditions. A too-long edge part was not effective in reducing the wave reflectance. Conversely, when the flexural rigidity is linearly decreased in an airport edge part, the wave reflectance was reduced for both airplanes. Second, when the still water depth under an airport runway is partially reduced at the location where floating body waves are amplified, the wave heights of floating body waves tended to decrease as the still water depth in the shallower area decreased. Full article

In port and harbour areas, soft soils such as dredged soil can be solidified by mixing them with cement and other solidifiers in a pumping pipe. This method is known as pneumatic flow mixing. In this method, the soil and solidifiers are stirred and mixed using the turbulence effect of the plug flow generated in the pipe. The authors investigate the long-term durability of the treated soil on the artificial island where this method was first fully introduced. This paper summarises the results of five investigations on the island immediately after construction and 4, 10, 15, and 20 years after construction. No reduction in the unconfined compressive strength or needle penetration gradient was observed in the treated soil. Some degradation was observed at the top and bottom exposed surfaces of the treated soil, similar to that of soil subjected to other treatments. In addition to needle penetration and chemical tests, elemental mapping using an electron beam microanalysis was performed to determine the degree of degradation. The depth of degradation 20 years after construction was 18–25 mm. Although the amount of cement added in the pneumatic flow mixing method was relatively small, this value was within the range of degradation depths over time investigated in previous studies and did not represent a significant degradation. Full article

Numerical simulations were generated to investigate the response of a floating airport to airplane movement using the nonlinear shallow water equations of velocity potential for water waves interacting with a floating thin plate. First, in the 1D calculations, the airplanes were B747 and B737. At touch-and-go, when the airplane speed is closer to the water wave speed, even B737 produced large waves based on the resonance. The impacts due to both the touchdown and leaving of the airplanes generated other forward and backward waves. At landing, when the airplane speed approached the water wave speed, a forced wave was generated and amplified, with many free waves ahead. At takeoff, a wave clump, generated shortly after starting to run, propagated in front of the airplanes. Although the wave height increased from superposition with the reflected waves, the wave reflectance was reduced by lowering the flexural rigidity near the airport edge. Second, in the 2D calculations, B787 performed landing and takeoff. When the still water depth is shallower, a grid-like pattern was formed at the floating airport and appeared more remarkably in landing than in takeoff. The effective amplification occurred from a sufficient load applied when the airplane speed approached the water wave speed. Furthermore, the maximum upslope gradient beneath the airplane increased as the still water depth decreased, and it was larger in takeoff than in landing. Full article

This study investigates the engineering and mechanical properties of basalt fiber-reinforced (FRF) concrete, giving special attention to residual flexural strength and dynamic modal parameters. These properties, which have not been thoroughly investigated elsewhere, are a precursor to structural design applications for dynamic compliant structures (i.e., bridges, offshore platforms, railways, and airport pavement). Accordingly, the standard notched flexural tests have been carried out to assess the basalt fiber-reinforced concrete’s residual flexural strength with an additional 0.125%, 0.25%, 0.375%, and 0.5% of volume fraction of basalt fiber. In addition, dynamic modal tests were then conducted to determine the dynamic modulus of elasticity (MOE) and damping of the FRF concrete beams. The results indicate that concrete’s toughness and crack resistance performance are significantly improved with added fiber in basalt fiber reinforced concrete, and the optimum fiber content is 0.25%. It also exhibits the highest increment of compressive strength of 4.48% and a dynamic MOE of 13.83%. New insights reveal that although the residual flexural performance gradually improved with the addition of basalt fiber, the damping ratio had an insignificant change. Full article

The existence of high potential onshore and offshore active faults capable to trigger large earthquakes in the broader area of Thrace, Greece in correlation with the critical infrastructures constructed on the recent and Holocene sediments of Nestos river delta plain, was the motivation for this research. The goal of this study is twofold; compilation of a new geomorphological map of the study area and the assessment of the liquefaction susceptibility of the surficial geological units. Liquefaction susceptibility at regional scale is assessed by taking into account information dealing with the depositional environment and age of the surficial geological units. In our case, available geological mapping shows a deficient depiction of Pleistocene and Holocene deposits. Taking into consideration the heterogeneously behavior of active floodplains and deltas in terms of liquefaction, a detailed classification of geological units was mandatory. Using data provided by satellite and aerial imagery, and topographic maps, dated before the 1970’s when extensive modifications and land reclamation occurred in the area, we were able to trace fluvial and coastal geomorphological features like abandoned stream/meanders, estuaries, dunes, lagoons and ox-bow lakes. This geomorphological-oriented approach clearly classified the geological units according to their depositional environment and resulted in a more reliable liquefaction susceptibility map of 4 classes of susceptibility; Low, Moderate, High and Very High. The sediments classified as very high liquefaction susceptibility are related to fluvial landforms, the high to moderate liquefaction susceptibility ones in coastal and floodplain landforms, and low susceptibility in zones of marshes. The sediments classified in the highest group of liquefaction susceptibility cover 85.56 km² of the study area (16.6%). Particular attention was drawn to critical infrastructure (Kavala International Airport “Alexander the Great”) constructed on the most prone to liquefaction areas. Full article

Most existing studies are based on the hydroelastic response of oversized floating bodies under regular waves, ignoring the effect of wave conditions and incident wave angle on the vibration response of oversized floating bodies in real sea conditions. In this paper, the stability performance of a single module of a mega-floating body at an offshore airport was investigated by using STAR-CCM + numerical simulations based on a specific model, with the introduction of parameters under extreme random wind and wave combined sea conditions. By comparing and analyzing the distribution characteristics of the single module floating body under the action of regular waves and irregular waves, wind, and wave load, and by considering the wave angle along the flow direction, as well as the spreading direction and vertical displacement value under the action of mooring, the overall displacement amplitude of rigid displacement, elastic deformation displacement and considering the influence of both, and the distribution law of motion response along the length of the floating body, we summarize the influence of the wave angle on the dynamic response of an oversized floating body of an offshore airport. The results show that the maximum value of the hydro-elastic response tends to appear at the head and tail of the floating body, the rigid body vertical displacement dominates the role, the amplitude of all displacements of the floating body under the action of the cross wave is larger, and the stress area along the floating body is larger when the wave angle is between 15–30°. The floating body stress value is smaller with angles of 30–65°, and the ability to bear the load is stronger. The hydroelastic response under irregular wave conditions is more sensitive to the wave direction angle, and the elastic deformation has less influence. Full article

Dalian Jinzhou Bay International Airport (DJBIA) is an offshore artificial island airport, where the reclaimed land is prone to uneven land subsidence due to filling consolidation and construction. Monitoring and predicting the subsidence are essential to assist the subsequent subsidence control and ensure the operational safety of DJBIA. However, the accurate monitoring and prediction of reclaimed subsidence for such a wide area under construction are hard and challenging. This paper utilized the Small Baseline Subset Synthetic Aperture Radar (SBAS-InSAR) technology based on Sentinel-1 images from 2017 to 2021 to obtain the subsidence over the land reclamation area of the DJBIA, in which the results from ascending and descending orbit data were compared to verify the reliability of the results. The SBAS-InSAR results reveal that uneven subsidence is continuously occurring, especially on the runway, terminal, and building area of the airport, with the maximum subsidence rate exceeding 100 mm/year. It was found that there is a strong correlation between the subsidence rate and backfilling time. This study provides important information on the reclaimed subsidence for DJBIA and demonstrates a novel method for reclaimed subsidence monitoring and prediction by integrating the advanced InSAR technology and Terzaghi Consolidation Theory modeling. Moreover, based on the Terzaghi consolidation theory and the corresponding geological parameters of the airport, predicted subsidence curves in this area are derived. The comparison between predicted curves and the actual subsidence revealed by InSAR in 2017–2021 is highly consistent, with a similar trend and falling in a range of ±25 mm/year, which verifies that the subsidence in this area conforms to Terzaghi Consolidation Theory. Therefore, it can be predicted that in the future, the subsidence rate of the new reclamation area in this region will reach about 80 mm/year ± 25 mm/year, and the subsidence rate will gradually slow down with the accumulation of reclamation time. The subsidence rate will slow down to about 30 mm/year ± 25 mm/year after 10 years. Full article

This study presents a numerical tool for calculating storm surges from offshore, nearshore, and coastal regions using the finite-difference method, two-way grid-nesting function in time and space, and a moving boundary scheme without any numerical filter adopted. The validation of the solitary wave runup on a circular island showed the perfect matches between the model results and measurements for the free surface elevations and runup heights. After the benchmark problem validation, the 2013 Super Typhoon Haiyan event was selected to showcase the storm surge calculations with coastal inundation and flood depths in Tacloban. The catastrophic storm surges of about 8 m and wider, storm-induced inundation due to the Super Typhoon Haiyan were found in the Tacloban Airport, corresponding to the findings from the field survey. In addition, the anti-clockwise, storm-induced currents were explored inside of Cancabato Bay. Moreover, the effect of the nonlinear advection terms with the fixed and moving shoreline and the parallel efficiency were investigated. By presenting a storm surge model for calculating storm surges, inundation areas, and flood depths with the model validation and case study, this study hopes to provide a convenient and efficient numerical tool for forecasting and disaster assessment under a potential severe tropical storm with climate change. Full article

Multi-module floating system has attracted much attention in recent years as ocean space utilization becomes more demanding. This type of structural system has potential applications in the design and construction of floating piers, floating airports and Mobile Offshore Bases (MOBs) generally consists of multiple modules with narrow gaps in which hydrodynamic interactions play a non-neglected role. This study considers a numerical model consisting of several rectangular modules to study the hydrodynamics and dynamics of the multi-module floating system subjected to the waves. Based on ANSYS-AQWA, both frequency-domain and time-domain simulations are performed to analyze the complex multi-body hydrodynamic interactions by introducing artificial damping on the gap surfaces. Parametric studies are carried out to investigate the effects of the gap width, shielding effects of the multi-body system, artificial damping ratio on the gap surface, and the dependency of the hydrodynamic interaction effect on wave headings is clarified. Based on the results, it is found that the numerical analysis based on the potential flow theory with artificial damping introduced can produce accurate results for the normal wave period range. In addition, the effects of artificial damping on the dynamics and connector loads are investigated by using a simplified RMFC model. For the case of adding an artificial damping ratio of 0.2, the relative heave and pitch motions are found to be reduced by 33% and 50%, respectively. In addition, the maximum cable and fender forces are found to be reduced by 50%, compared with the case without viscosity correction. Full article