A centrally heated dark halo for our Galaxy

We construct a new family of models of our Galaxy in which dark matter and disc stars are both represented by distribution functions that are analytic functions of the action integrals of motion. The potential that is self-consistently generated by the dark matter, stars and gas is determined, and parameters in the distribution functions are adjusted until the model is compatible with observational constraints on the circular-speed curve, the vertical density profile of the stellar disc near the Sun, the kinematics of nearly 200 000 giant stars within 2 kpc of the Sun, and estimates of the optical depth to microlensing of bulge stars. We find that the data require a dark halo in which the phase-space density is approximately constant for actions |J| \lesssim 140 kpc km ^-1. In real space these haloes have core radii ~ 2 kpc.Comment: 14 pages, 11 figures, accepted for publication in MNRA

Financial Barriers to International Trade in North Dakota

International Relations/Trade,

Financial Benchmarks of North Dakota Farm Operators: 1992 Update

Agricultural Finance, Farm Management,

State-Level Tax Equity in North Dakota in 1986

Public Economics,

Supersonic aeroelastic instability results for a NASP-like wing model

An experimental study and an analytical study have been conducted to examine static divergence for hypersonic-vehicle wing models at supersonic conditions. A supersonic test in the Langley Unitary Plan Wind Tunnel facility was conducted for two wind-tunnel models. These models were nearly identical with the exception of airfoil shape. One model had a four-percent maximum thickness airfoil and the other model had an eight-percent maximum thickness airfoil. The wing models had low-aspect ratios and highly swept leading edges. The all-movable wing models were supported by a single-pivot mechanism along the wing root. For both of the wind-tunnel models, configuration changes could be made in the wing-pivot location along the wing root and in the wing-pivot pitch stiffness. Three divergence conditions were measured for the four-percent thick airfoil model in the Mach number range of 2.6 to 3.6 and one divergence condition was measured for the eight-percent thick airfoil model at a Mach number of 2.9. Analytical divergence calculations were made for comparison with experimental results and to evaluate the parametric effects of wing-pivot stiffness, wing-pivot location, and airfoil thickness variations. These analyses showed that decreasing airfoil thickness, moving the wing-pivot location upstream, or increasing the pitch-pivot stiffness have the beneficial effect of increasing the divergence dynamic pressures. The calculations predicted the trend of experimental divergence dynamic pressure with Mach number accurately; however, the calculations were approximately 25 percent conservative with respect to dynamic pressure

North Dakota Crop Production Economics in 1991

Production Economics,

Structural health monitoring of the Tamar suspension bridge

This is the peer reviewed version of the article, which has been published in final form at DOI 10.1002/stc.1481. This article may be used for non-commercial purposes in accordance with Wiley Terms and Conditions for Self-Archiving.This paper presents experiences and lessons from the structural health monitoring practice on the Tamar Bridge in Plymouth, UK, a 335-m span suspension bridge opened in 1961. After 40 years of operations, the bridge was strengthened and widened in 2001 to meet a European Union Directive to carry heavy goods vehicles up to 40 tonnes by a process in which additional stay cables and cantilever decks were added and the composite deck was replaced with a lightweight orthotropic steel deck. At that time, a structural monitoring system comprising wind, temperature, cable tension and deck level sensors was installed to monitor the bridge behaviour during and after the upgrading. In 2006 and 2009, respectively, a dynamic response monitoring system with real-time modal parameter identification and a robotic total station were added to provide a more complete picture of the bridge behaviour, and in 2006 a one-day ambient vibration survey of the bridge was carried out to characterize low-frequency vibration modes of the suspended structure. Practical aspects of the instrumentation, data processing and data management are discussed, and some key response observations are presented. The bridge is a surprisingly complex structure with a number of inter-linked load-response mechanisms evident, all of which have to be characterized as part of a long-term structural health monitoring exercise. Structural temperature leading to thermal expansion of the deck, main cables and additional stays is a major factor on global deformation, whereas vehicle loading and wind are usually secondary factors. Dynamic response levels and modal parameters show apparently complex relationships among themselves and with the quasi-static load and response. As well as the challenges of fusing and managing data from three distinct but parallel monitoring systems, there is a significant challenge in interpreting the load and response data firstly to diagnose the normal service behaviour and secondly to identify performance anomalies. Copyright © 2012 John Wiley & Sons, Ltd. Copyright © 2012 John Wiley & Sons, Ltd