To save content items to your account,
please confirm that you agree to abide by our usage policies.
If this is the first time you use this feature, you will be asked to authorise Cambridge Core to connect with your account.
Find out more about saving content to .
To save content items to your Kindle, first ensure no-reply@cambridge.org
is added to your Approved Personal Document E-mail List under your Personal Document Settings
on the Manage Your Content and Devices page of your Amazon account. Then enter the ‘name’ part
of your Kindle email address below.
Find out more about saving to your Kindle.
Note you can select to save to either the @free.kindle.com or @kindle.com variations.
‘@free.kindle.com’ emails are free but can only be saved to your device when it is connected to wi-fi.
‘@kindle.com’ emails can be delivered even when you are not connected to wi-fi, but note that service fees apply.
This chapter sums up the main arguments of the book, analysing the strength of the judicial review case built on the Paris Agreement. It asks whether government plans to tackle aviation emissions with technological advances can deliver the CO2 reductions we need in time. It also seeks to answer the critical question whether Heathrow Airport will ever build a third runway.
The energy of fluid turbulence is transported, on average, to smaller and larger scales in three-dimensional and two-dimensional flows, respectively. The motion along the flat free surface of a turbulent liquid shares similarities with both classes of flows, therefore the direction of the energy cascade along it is ambiguous. We show experimentally that the process is linked to the local divergence of the surface velocity field: expansive motions, associated with flow upwelling towards the surface, transfer energy to larger scales, while compressive motions, associated with fluid plunging into the bulk, do the opposite. The net inter-scale energy flux is therefore vanishingly small, in stark contrast with homogeneous turbulence in both two- and three-dimensional systems. Moreover, we find that rare and intense compressive/expansive events are chiefly responsible for the instantaneous inter-scale fluxes, which are much stronger than their counterparts at depth.
This paper presents a multiple input multiple output (MIMO) system for sub-6 GHz using a two-port cylindrical dielectric resonator (CDR). This band is ideal for 5G applications, providing a balanced combination of coverage and capacity, as well as offering high data rates and low latency. The proposed MIMO is excited by an aperture-coupled feed structure composed of driven elements consisting of an elliptical-shaped step impedance transform line to enhance CDR coupling. Aperture coupling is used to excite the HEM11δ mode without the involvement of any hybrid mode. The purpose of the aperture coupling in the CDR antenna is to launch the HEM11δ mode, which is a magnetic dipole that provides a stable radiation pattern in the 3.2–3.7 GHz band, allowing for efficient transmission and reception of the data. Symmetrically oriented CDR and the presence of orthogonal fields provide good isolation, which can be further improved by the insertion of an asymmetric cross slot. The designed CDR-based MIMO antenna achieves excellent isolation of over 20 dB and demonstrates improved envelope correlation coefficient (ECC) values, resulting from low field correlation, across the entire frequency band of operation. Almost all the major diversity analysis was carried out for the desired sub-6 GHz band while maintaining a relatively compact size. Based on the measured results, it is confirmed that the proposed CDR-based MIMO antenna is appropriate for sub-6 GHz applications.
Heathrow Airport and the airline industry believe it is possible to build a third runway and increase passenger numbers as well as ensuring that emissions from aviation decline dramatically in line with the requirements of the Paris Agreement. However the government’s climate advisers, the Climate Change Committee, say that there should no new airport capacity in the UK until aviation decarbonises. What steps can be taken to reduce the climate impact of flying? Will it be enough to meet the UK’s obligations under the Paris Agreement? This chapter explores some of the measures and new technologies which have been suggested.
The plans to expand Heathrow Airport are colossal, involving building a tunnel through which to run the M25, rerouting major roads, relocating a waste facility, building a new terminal and demolishing almost 800 homes. But this is not the first time a third runway has been proposed. In 2010 a vocal campaign succeeded in convincing the new coalition government to scrap the plans. This chapter tells the story of the third runway which has haunted west London communities for twenty years. It explores how the Airports Commission justified support for a third runway through economic and strategic benefits. The Commission attempted to show how an increase in traffic at the airport could be compatible with the UK’s legal obligations to reduce greenhouse gas emissions.
Embed climate-focused energy awareness in every step of your educational program with this unique guide to specifying, designing, implementing, and evaluating educational energy initiatives. Discover how to design programs for different learner groups, and keep learners engaged; develop energy-focused project-based hands-on experiential teaching approaches; champion professional development; embed systems, modelling, and computational analysis within curricula; and address issues in justice and equity. This uniquely interdisciplinary approach spans engineering, the physical sciences, and the social sciences, supporting instructors in delivering programs that feed global demand for energy-related climate education, while highlighting ways to avoid the pitfalls of engineering-only energy programs. Ideal for academics involved in teaching and developing undergraduate and graduate courses in energy, academic educational program managers, and professionals in energy-related early career onboarding, this is your key to unlock an empowered energy-transition workforce.
The structural action of vaults depends on their final shape rather than on their method of construction. Intersecting semicircular barrel vaults evolved into pointed Gothic vaults which remain stable but need much less material. The vaults between the groins can be slightly domed, so they can be analysed much like fuller domes, by both membrane and slicing techniques. The ribs at the groins carry severe stresses; this is their structural purpose. The lines of thrust escape from the ribs into vaulting pockets filled with rubble, whence they pass through the walls into the buttresses. Ungewitter’s tables show how thrusts vary with vault materials and rise-to-span ratios. Vaults develop cracks of different types (as do arches); these can respond differently to unexpected loads, such as those due to fires and firefighting. Technical analyses of vaults can illuminate historical debates, about the original presence and purpose of flying buttresses, for example. Fan vaults are more demanding technically than other vaults but can still be analysed using membrane techniques to obtain profiles and lines of thrust. Henry VII Chapel at Westminster provides a case study of cracks.
Both solid spire tips and hollow spire bodies, regarded as circular cones, can be considered using simple statics (applied, as an example, to the spire at Hemingbrough). Solid spire tips are at risk from wind forces if they are too short (or too light), but they may be stabilised by hanging weights from them inside the spire. Hollow spire bodies are at risk if they are too thin-walled (or too light); they can also be analysed with membrane techniques, which show that tensile stresses start to develop in their bases at about half the wind force that would be needed to overturn them. Spires often have eight sides; however, circular cones are demonstrably good models for them that conform reasonably well with an empirical safety rule. This is so even for decorative spires like that of Freiburg, made from open stonework tracery. Because of their low centres of gravity, spires can lean at visually alarming angles before overturning; again this can be shown by simple statics or membrane techniques. This tilting (and indeed twisting) is more common in timber than in stone, because timber spires can suffer through differential shrinkage of their frameworks.
Hydrogen is a leading candidate for zero-emission propulsion in aviation, particularly when stored and utilised in its liquid form. However, key components such as composite cryogenic pressure vessels remain at low Technology Readiness Levels (TRL), requiring further investigation into their structural performance under realistic operational conditions. The present work aims to provide a validated numerical methodology for simulating the thermomechanical behaviour and the progressive damage evolution of composite cryogenic hydrogen tanks. The finite element framework incorporates ply-level failure criteria and stiffness degradation laws to capture intra-laminar damage mechanisms under combined pressure and temperature loads. The modelling approach is validated against experimental data from coupon-level open-hole tension tests and subcomponent-scale composite pipes burst tests, demonstrating strong correlation in terms of failure onset and progression.
The validated methodology is subsequently applied to a demonstrator, comprising a composite liquid hydrogen tank, subjected to three representative loading scenarios: internal pressure, cryogenic temperature and combined cryogenic-mechanical loading. Results reveal that matrix-dominated damage initiates near the cylinder – dome interfaces of the tank and propagates across the laminate, while fibre failure is not observed in the investigated load cases. This suggests that potential hydrogen leakage is the initial critical failure condition that occurs before any other important structural damage of the tank, highlighting the need for appropriate tank design. The performed study contributes to the understanding of structural integrity of composite cryogenic tanks and offers a computational basis for future design and certification efforts in hydrogen aviation systems.
The design of a hexagonal six-ridged waveguide (H6RWG) phased array antenna (PAA) element featuring a wide scan angle matched slotted horn aperture is presented for Ka-band satellite downlink in low Earth orbit non-terrestrial network applications. The proposed PAA element is evaluated against an open-ended waveguide (OEWG) PAA element and achieves a very low active reflection coefficient (ARC) of less than -18 dB and a total antenna efficiency greater than 84% over a wide bandwidth from 17.3 to 20.2 GHz with a $\pm$ 50$^\circ$ scan range. Specifically, the aperture of the H6RWG was designed to limit the variations in ARC during scanning, thereby minimizing load pulling of integrated active devices, as demonstrated with a power amplifier (PA) in a co-simulation. As a result, the power-added efficiency, output power, and linearity of the PA remained stable over the bandwidth and scan range. Compared to the OEWG PAA, the co-polarized system efficiency and equivalent isotropic radiated power are improved for most scan angles within the bandwidth, especially at high scan angles.