No abstract
The United States Coast Guard has embarked on the most ambitious modernization and recapitalization project in the service's history. The Deepwater Capabilities Replacement Project, which is simply referred to as Deepwater, is unique in that it comprises the acquisition of an entire integrated “System‐of‐Systems”—surface, air, C4ISR (command, control, communications, computers, intelligence, surveillance & reconnaissance), and logistics facilities. This “System of Systems” approach will enable the Coast Guard to acquire the optimal mix of fully supported assets, to effectively and efficiently perform all of its Deepwater missions well into the next century.
Papers, said that in 1953 he had had the privilege, in association with Mr Robinson, then of the Military Engineering Experimental Establishment, of presenting a Papere which dealt with the application of soil stabilization to construction of airfield pavements.233. In that Paper they had concluded there was a strong case for the use of stabilized soil for constructing airfields because considerable savings could be effected in cost and very high rates of construction could be achieved. Of the various forms of stabilization then available, they had suggested that under British conditions soil-cement had the greatest potentialities.234. It was therefore particularly pleasing to be able to introduce three very interesting Papers which described the design and construction of pavements by the soil-cement process a t three different airfields-one a large modern military airfield designed to carry heavy military aircraft, the second a municipal airport at Southend, and the third an airfield used by one of the leading aircraft manufacturers for test-flying.235. He thought that his first comment about the Papers was that in all three highly satisfactory forms of construction had been achieved, and there seemed no doubt that the stabilized soil was proving sufficiently strong to carry the aircraft loads for which the pavements had been designed. That was a tremendous achievement when it was recalled that it was only a comparatively few years since soil-cement in Britain had been confined to housing-estate roads and doubts had been fieely expressed about its ability to cope with severer loading conditions. He felt that the three Papers being presented once and for all disposed of any doubts on that question.236. The incentive which attracted the interest of road and airfield engineers in soil stabilization was, of course, the considerable savings in costs of construction; without that the justification for using the process would be much reduced. For that reason he regretted that Mr Martin had not quoted costs for construction of the heavy-duty military airfield; he was sure they all hoped that he would be able to add something when he replied to the discussion. The data on costs provided by Messrs Hill and Williams for construction of the pavements a t Southend were very impressive; for an inclusive rate of 26s/sq. yd it had proved possible not only to construct the pavements using a high-grade bituminous surfacing but to provide a drainage system and lighting installation. He had just been informed by Mr Hill that for two-layer construction and the bituminous surfacing the cost was 16s/sq. yd, and for the three-layer soil-cement construction with the l+in. bituminous surfacing 18s 3d/sq. yd. That information would undoubtedly be of use to all interested in the provision of municipal airports.The data presented by Messrs Barrie and Cottington for Somerford airfield showed that the cost of constructing the runway, including earth moving and the provision of a high-grade surfacing, had been 19s 9fd/sq. yd; bearing in mind ...
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