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The maximum vertical temperature gradient was recorded in June, while the maximum lateral gradient was recorded in December.
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Empirical formulas were proposed to predict the maximum vertical and lateral temperature gradients, in addition to the daily maximum and minimum mean temperatures of the bridge.
In high-temperature season like summer, the maximum vertical acceleration on subgrade surfaces is larger because of the lower modulus of sub-track asphalt layer.
As shown in Fig. 7, the maximum vertical displacement of rail increased linearly along with the rise of temperature variation.
Our findings demonstrate that landscape-scale estimation of minimum and maximum near-ground surface temperature is feasible through the combination of downscaled conventional climate datasets, vertical temperature profile interpolation methods, and field calibration data.
As the temperature variation and temperature distribution along the beams of types 1 and 3 are quite similar, the differences of the maximum vertical displacement of rail and irregularity amplitude between the two are minor.
When it was built, in 1931, the bridge had a maximum vertical clearance of a hundred and fifty-one feet.
Furthermore, while the maximum potential intensity of tropical cyclones may increase by 10 to 20 percent with a doubling of the concentration of carbon dioxide in the atmosphere, factors such as increased cooling due to ocean spray and changes in the vertical temperature variation may offset these effects.
c The maximum vertical acceleration.
b Maximum vertical impact force.
The maximum vertical offset was 0.3 m.
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