Norma Din 6935 Pdf Download
Olegario Benford
En los ltimos aos a cobrado gran impulso una rama de la ingeniera conocida como Optimizacin Estructural, donde los problemas de diseo se reformulan en base a una o ms funciones objetivo, las cuales se quiere minimizar o maximixar, mientras se las sujeta a una serie de restricciones. Tcnicas de programacin matemtica suelen ser la herramienta bsica de los ingenieros que trabajan en esta rea y una gran cantidad de mtodos nmericos y heursticas se han desarrollado para enfrentar la alta no-linealidad de estos problemas, caracterizados por tener un gran nmero de mnimos locales. En esta publicacin se presenta una metodologa para el Diseo de Costo ptimo (DCO) de prticos planos de hormign armado de edificios sometidos a cargas estticas, basado en los requerimientos de la norma ACI 318-08. La metodologa propuesta no solo es aplicable a diseos existentes, sino que tambin puede utilizarse para hacer prediseos de proyectos en desarrollo y comprobar que las secciones no esten sobredimensionadas, llegando a considerarla como una alternativa tcnica y econmicamente viable para dimensionado de proyectos de edificacin.
Presumably the shot was captured prior to the beginning of the practice sessions and it may be that the Spaniard was renting the car from the works as it still carries its German registration. Not easily visible against the white background are the long fins on either side of the tail and that chap in the sports jacket certainly looks to be giving the car some thought.
During 2017 Richard Attwood raced a Porsche Cars GB-entered 928 in honour of the 40th anniversary of the model and so I thought that we should look back to 1983 when the model was still in production and AFN were running one on the circuits. Normally raced by Tony Lanfranchi, I think that we see it here during the Willhire 24 Hours at Snetterton, where in the hands of Win Percy/Andy Rouse/Tony Dron/Phil Dowsett it won from pole.
This picture and the next were taken at the 1969 BOAC 500 at Brands Hatch, although it is not clear if the shots were taken in practice (likely) or during the race and both cars bear some damage. Taking these works entries in chassis number order, this is the 908/2K (#007) of Herrmann/Stommelen which qualified and finished 6th but had a rather short career, as Elford crashed it when using it as a T-car on the Targa Florio the following month.
A 906 makes its way through a paddock, perhaps at Brands Hatch. The car is finished in the same colour scheme as the one used by Richard Shardlow in the late 1960s so may well be his #144, although by the time that this picture was taken its nose bore the scares of contact.
Ignoring a couple of marks on this print, here is a shot taken at the Daytona 24 Hours in 1979. It shows the modified Miami Auto Racing 911S of Mummery/Sheehy/Sereix which qualified 44th and finished 16th, despite being a non-runner by the end of the race due to differential failure. It was still not a bad result out of 67 starters and they managed 522 laps before retiring, which equates to fractionally under 2000 miles.
This started as an uncaptioned slide but I believe that we are looking at a 550 (#0015 or #0082) of Equipe Nationale Belge and with a bit of detective work involving the two Lancia D50s beside it I think that this view may date from May 1956. By that time the Lancia GP team had ceased to race and their cars had been taken over by Ferrari and renamed: Note that these two bear Modena temporary registrations. Yellow is certainly an unusual colour for a 550, but of course it is the Belgian national racing colour.
The ENB team (sometimes also appearing as Ecurie National Belge) had been formed from the merging of the two famous Belgian racing organisations Ecurie Francorchamps and Ecurei Belge, running cars in GP and sports car racing and even constructing their own F1 cars out of a pair of Emeryson-Maseratis, although to little effect. As to the location of this shot, despite the LHD Fiat 1100 and the Swiss-registered BP support vehicle or transporter, Ted and I agree on Silverstone and the D50s did race there in May and July that year. The weather makes it look like the former and all in all this is an evocative paddock shot, including some mechanics working on a car with a big inline engine behind the Porsche.
Why the doubt as to which 550 is shown? We know that #0015 was there but did not race after dropping a valve but the car in the picture looks to have the registration normally carried by #0082. Was the latter also there or are we looking at the registration of #82 being carried on #15? I have lost count of the number of instances that there have been of racing cars swopping registration and chassis numbers for various reasons, particularly when going from one country to another. Just to further complicate things, the car was due to run as No.16 on this occasion not 19, although competitors turning up at meetings still bearing the number from a previous event is also not unknown.
A 956 (#109) is seen during a night stop at Le Mans in 1983, where Desir Wilson joind regular drivers Lassig and Plankenhorn to take an excellent 7th from a grid 12th. The car was entered by Obermaier Racing in the distinctive BOSS suit, shirt and bow tie livery, making it the best-dressed car at LM that year! By this stage of the race the nose has already suffered some abrasion from track debris.
Some factory mechanics hitch a ride on the 904 (#091) of Koch/Fischhaber at Le Mans in 1965. A works car and finished in the usual silver, it had its bonnet less usually painted in two additional colours for identification purposes instead of the normal one. Starting from 34th -grid positions are almost irrelevant at Le Mans to all but the front runners- the car finished 5th and took a class victory too, the second Porsche home and only 23 laps behind the winning Ferari 250LM.
Another instance of hitching a ride back to the paddock, this time at Monza in 1970 after the 1000Km. Driver Kinnunen is among those on his winning 917K (#016) so that may well be co-driver Rodrigues at the wheel.
There is a lot of confusion between #009 and #019 which appears to arise from the latter being renumbered as the former, apparently during the ownership of Vasek Polak in America. As is well known, there are various reasons as to why racing car chassis numbers get reused, temporarily reallocated or even divided and sometimes these are legitimate (or at least explicable), although not always of course. In this case #009 looks to have been crashed at Le Mans in June 1970 while #019 appears to have been racing at Watkins Glen a month later, whatever happened subsequently.
As to a chassis number, how about #009? Like the car in our picture this had a light blue front lid when it was a works car and had been raced privately by Koch at Monza a few months before, although he subsequently also raced #010. It seems plausible that the orange nose could just have been added to the existing white/blue factory livery.
At the same event #110 can just be seen along with a couple of crew members and its driver Rupert Keegan, who is apparently smoking next to the fuel filling/metering device behind the open door! Keegan, British F3 Champion in 1976, generally had more success in sports prototypes than in his GP and CART careers.
This shot of Georg Loos -on the right in the red GELO team jacket- contemplating the body damage and the driver contemplating Loos provides something of a wordless caption. It was taken at Silverstone in 1977 where this team 935 (9307700908) was crewed by Stommelen/Hezemans (pictured) and came home 3rd from a grid 4th by way of compensation for the slight accident. Some of the pit crew look to be wearing red Porsche factory overalls, although all are unusually dirty.
The Martini livery has appeared on many racing cars, but only on one occasion did it appear on a 936 (#001) with black rather than white as the base colour. That was at the 1976 Nurburgring 300Km, where it finished 5th from a grid 2nd in the hands of Rolf Stommelen.
I have seen this 1962 picture of Jo Bonnier in the Scuderia SSS 718/2 (#03) captioned as having been taken in Belgium, but that is not the case. Although it wears the number from its outing in the IV Grand Prix de Bruxelles two weeks before (where it came 2nd; see Circuits Non-UK/American/Specific Post#6208), the location is actually Snetterton where it looks to have recently been unloaded from the trailer in the background by the smart-casual Bonnier.
The car was there to contest the non-championship Lombank Trophy F1 race and came home 3rd, a lap down on Clark and Hill, after starting from 8th. The obviously modest Scuderia team (at times Serenissima or SSS Republica de Venezia) contrasts with the BRM transporter behind and one of their cars under its monogrammed cover. The team was run by the Italian Count Volpi for ten years, entering a variety of cars in GP and sports car racing, building a couple of prototype road cars and even briefly supplying an engine to Bruce McLaren for F1 use.
An interesting view of what looks to be an undressed 917/30, although chassis number, date and location are as yet unknown. The rather bored-looking people include what appear to be some factory mechanics and at least we get to see some parts of the 917 that are not normally on view.
Taken before his second lap spin on some oil that also caused the elimination of two other cars, this is the 718/2 (#01) of von Trips undergoing some slight adjustment at the Monaco GP in 1959. This was the debut of the first open wheel Porsche single seater and although built to the 1.5L F2 specification introduced for 1957, it was created with an eye to the fact that from 1961 F1 was also to become a 1.5L formula. Indeed, it was the F2 entries, drawing as they did on the post-war 500cc F3 racers, that were in the vanguard of rear-engined cars in GP racing.
There were also plenty of Porsche privateers among the 65(!) starters and in the background we can see the transporter of British racer Bill Bradley. He shared his 910 with Tony Dean to take a good 12th overall after qualifying 34th.
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