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Test criterion for seat loading was 16,680N (3750lb).
To provide manufacturers with crashworthy design guidance, our study measured wheelchair seat loading during 20g/48kph frontal impact sled tests with a 50th percentile male test dummy.
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However, the International Union of Railways (UIC) assumes rail seat loads are distributed at a 45 degree angle to the neutral axis.
Seat load factors improved by more than two percentage points to 78%, even though capacity (measured by available seat kilometres) increased by a fifth.
The results were analyzed, leading to derive a mathematical expression for the rail seat load and the loading pattern of concrete slabs.
The American Railway Engineering and Maintenance-of-Way Association (ARecommendedmended Practices and Australian Standard's (AS) current flexural design methodologies consider rail seat loads to be vertically transferred to the neutral axis.
Moreover, the stress distribution angle under rail seat is found to be sensitive to crosstie support conditions, and its value follows a direct relationship with rail seat load magnitude.
The effects of the main influencing parameters including sleeper spacing, rail bending modulus, track stiffness, train speed, and wheel load on the amount of rail seat loads were investigated.
Relying upon computer simulation and sled testing seat loads associated with a 20 g/48 kph (20 g/30 mph) frontal impact and 50th percentile male occupant were estimated to develop test criteria.
The sources used to determine both seat load factors and overall weight load factors include the ICAO Traffic by Flight Stage databank and ICAO's Air Carrier statistics [19].
But the choice of the new A220 reflects a strategy to right-size planes for routes where seat load factors would be lower than A320-family aircraft.
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