Adding an implementation phase to the framework for flood policy evolution: insights from South Africa

South African flood risk management policy changed radically after the end of apartheid (1994), with the Disaster Management Act 2002 promoting a modern proactive approach. However our policy document research and two case studies show an implementation deficit. The pre-existing ‘crises and catalysts’ theoretical framework we used for analysing flood policy evolution needs more attention to implementation issues, and the learning involved. Future flood policy change in South Africa or elsewhere should ensure that the process of learning is purposefully embedded within the structures, procedures and practices that are promoted to facilitate policy implementation, rather than being left to chance

Self-stabilised fractality of sea-coasts through damped erosion

Erosion of rocky coasts spontaneously creates irregular seashores. But the geometrical irregularity, in turn, damps the sea-waves, decreasing the average wave amplitude. There may then exist a mutual self-stabilisation of the waves amplitude together with the irregular morphology of the coast. A simple model of such stabilisation is studied. It leads, through a complex dynamics of the earth-sea interface, to the appearance of a stationary fractal seacoast with dimension close to 4/3. Fractal geometry plays here the role of a morphological attractor directly related to percolation geometry.Comment: 4 pages, 5 figure

Does cervical lordosis change after spinal manipulation for non-specific neck pain? A prospective cohort study

Background The association between cervical lordosis (sagittal alignment) and neck pain is controversial. Further, it is unclear whether spinal manipulative therapy can change cervical lordosis. This study aimed to determine whether cervical lordosis changes after a course of spinal manipulation for non-specific neck pain. Methods Posterior tangents of C2 and C6 were drawn on the lateral cervical fluoroscopic images of 29 patients with subacute/chronic non-specific neck pain and 30 healthy volunteers matched for age and gender, recruited August 2011 to April 2013. The resultant angle was measured using ‘Image J’ digital geometric software. The intra-observer repeatability (measurement error and reliability) and intra-subject repeatability (minimum detectable change (MDC) over 4 weeks) were determined in healthy volunteers. A comparison of cervical lordosis was made between patients and healthy volunteers at baseline. Change in lordosis between baseline and 4-week follow-up was determined in patients receiving spinal manipulation. Results Intra-observer measurement error for cervical lordosis was acceptable (SEM 3.6°) and reliability was substantial ICC 0.98, 95 % CI 0.962–0991). The intra-subject MDC however, was large (13.5°). There was no significant difference between lordotic angles in patients and healthy volunteers (p = 0.16). The mean cervical lordotic increase over 4 weeks in patients was 2.1° (9.2) which was not significant (p = 0.12). Conclusions This study found no difference in cervical lordosis (sagittal alignment) between patients with mild non-specific neck pain and matched healthy volunteers. Furthermore, there was no significant change in cervical lordosis in patients after 4 weeks of cervical spinal manipulation

Aeroservoelastic Testing of a Sidewall Mounted Free Flying Wind-Tunnel Model

A team comprised of the Air Force Research Laboratory (AFRL), Northrop Grumman, Lockheed Martin, and the NASA Langley Research Center conducted three j wind-tunnel tests in the Transonic Dynamics Tunnel to demonstrate active control technologies relevant to large, exible vehicles. In the rst of these three tests, a semispan, aeroelastically scaled, wind-tunnel model of a ying wing SensorCraft vehi- cle was mounted to a force balance to demonstrate gust load alleviation. In the second and third tests, the same wing was mated to a new, multi-degree-of-freedom, sidewall mount. This mount allowed the half-span model to translate vertically and pitch at the wing root, allowing better simulation of the full span vehicle's rigid-body modes. Gust Load Alleviation (GLA) and Body Freedom Flutter (BFF) suppression were successfully demonstrated. The rigid body degrees-of-freedom required that the model be own in the wind tunnel using an active control system. This risky mode of testing necessitated that a model arrestment system be integrated into the new mount. The safe and successful completion of these free-flying tests required the development and integration of custom hardware and software. This paper describes the many systems, software, and procedures that were developed as part of this effort

Aeroservoelastic Testing of Free Flying Wind Tunnel Models Part 1: A Sidewall Supported Semispan Model Tested for Gust Load Alleviation and Flutter Suppression

of a two part document. Part 2 is titled: "Aeroservoelastic Testing of Free Flying Wind Tunnel Models, Part 2: A Centerline Supported Fullspan Model Tested for Gust Load Alleviation." A team comprised of the Air Force Research Laboratory (AFRL), Northrop Grumman, Lockheed Martin, and the NASA Langley Research Center conducted three aeroservoelastic wind tunnel tests in the Transonic Dynamics Tunnel to demonstrate active control technologies relevant to large, flexible vehicles. In the first of these three tests, a semispan, aeroelastically scaled, wind tunnel model of a flying wing SensorCraft vehicle was mounted to a force balance to demonstrate gust load alleviation. In the second and third tests, the same wing was mated to a new, multi-degree of freedom, sidewall mount. This mount allowed the half-span model to translate vertically and pitch at the wing root, allowing better simulation of the full span vehicle's rigid body modes. Gust load alleviation (GLA) and Body freedom flutter (BFF) suppression were successfully demonstrated. The rigid body degrees-of-freedom required that the model be flown in the wind tunnel using an active control system. This risky mode of testing necessitated that a model arrestment system be integrated into the new mount. The safe and successful completion of these free flying tests required the development and integration of custom hardware and software. This paper describes the many systems, software, and procedures that were developed as part of this effort

Aeroservoelastic Testing of Free Flying Wind Tunnel Models Part 2: A Centerline Supported Fullspan Model Tested for Gust Load Alleviation

This is part 2 of a two part document. Part 1 is titled: "Aeroservoelastic Testing of Free Flying Wind Tunnel Models Part 1: A Sidewall Supported Semispan Model Tested for Gust Load Alleviation and Flutter Suppression." A team comprised of the Air Force Research Laboratory (AFRL), Boeing, and the NASA Langley Research Center conducted three aeroservoelastic wind tunnel tests in the Transonic Dynamics Tunnel to demonstrate active control technologies relevant to large, flexible vehicles. In the first of these three tests, a full-span, aeroelastically scaled, wind tunnel model of a joined wing SensorCraft vehicle was mounted to a force balance to acquire a basic aerodynamic data set. In the second and third tests, the same wind tunnel model was mated to a new, two degree of freedom, beam mount. This mount allowed the full-span model to translate vertically and pitch. Trimmed flight at10 percent static margin and gust load alleviation were successfully demonstrated. The rigid body degrees of freedom required that the model be flown in the wind tunnel using an active control system. This risky mode of testing necessitated that a model arrestment system be integrated into the new mount. The safe and successful completion of these free-flying tests required the development and integration of custom hardware and software. This paper describes the many systems, software, and procedures that were developed as part of this effort. The balance and free flying wind tunnel tests will be summarized. The design of the trim and gust load alleviation control laws along with the associated results will also be discussed