Bridge Height Research Articles

A Two-Stage Approach to Alveolar Clefts Repair with Combined Cortical and Cancellous Bone Grafting

Background: Achieving optimal efficacy in secondary alveolar bone grafting (SABG) poses a considerable challenge for patients with alveolar clefts post-canine eruption. This study introduces a novel technique called the "two-stage SABG" to improve the treatment outcomes for patients who have missed the optimal timing for bone grafting. Methods: Patients aged 12 and above, presenting with unilateral, complete alveolar clefts after canine eruption, were divided into two cohorts: conventional and two-stage groups. The two-stage group underwent oronasal fistula closure and mucoperiosteal sealing during the initial stage, followed by particulate cancellous bone marrow (PCBM) and mandibular cortical bone grafting in the second stage after a three-month interval. Six months after surgery, the SABG was evaluated quantitatively and qualitatively using computed tomography (CT). Results: A total of 81 patients (median age: 14 years; male/female: 49/32) were included in the conventional group, while the two-stage group consisted of 33 patients (19 years; 20/13). The two-stage group exhibited significantly superior outcomes (P < 0.01) in terms of radiographic healing rate (> 4 points) (96.97% vs. 55.56%), bone bridge height (12.17mm, IQRs=4.26mm), bone bridge width (9.09mm, IQRs=2.74mm), bone formation rate (69.73%, IQRs=22.73%), and bone resorption rate (48.85%, IQRs=22.57%). Additionally, the average three-dimensional deviations greater than 3.5mm at the affected piriform aperture margin. Conclusions: The novel two-stage SABG approach demonstrates significant benefits in the repair of alveolar clefts and pyriform foramen deformities through combined cortical and cancellous bone grafting.

Effect of bridge height on airflow and aeolian sand flux near surface along the Qinghai-Tibet Railway, China

In this work, we studied the near-surface flow field structure of railway bridges with different heights through field investigation and wind tunnel simulation experiments. Meanwhile, we simulated the distribution of sand accumulation around a bridge via CFD software based on the sand accumulation around the Basuoqu bridge in the Cuona Lake section of the Qinghai–Tibet Railway. Results show that the sand around this railway bridge is mainly from the lake sediment on the west side of the railway and the weathered detritus on the east side. The height of the railway bridge in the sandy area affects the distribution of the near-surface flow field and the variation in speed on both sides of the bridge. The wind speed trough on both sides of the 6 m high bridge is higher, and the horizontal distance between the wind speed trough and the bridge section is 1.5 times that of the 3 m high bridge. Wind speed attenuates in a certain range on the windward and leeward sides of the bridge, forming an aeolian area; under the beam body, it is affected by the narrow tube effect, forming a wind erosion area. The height of the bridge determines its sand transport capacity. Under certain wind conditions, the overhead area at the bottom of the 3 m high bridge and its two sides do not have the sand transport capacity, so sand accumulates easily. Nevertheless, the sand accumulation phenomenon gradually disappears with the increase in bridge clearance height. The objectives of this study are to reveal the formation mechanism of sand damage for railway bridges, provide theoretical support for the scientific design of railway bridges in sandy areas, and formulate reasonable railway sand prevention measures to ensure the safety of railway running, which have certain theoretical significance and practical value.

Structural damage, clogging, collapsing: Analysis of the bridge damage at the rivers Ahr, Inde and Vicht caused by the flood of 2021

AbstractDuring the flood event in 2021 within Western Europe, many bridges were severely damaged, particularly in North Rhine‐Westphalia and Rhineland‐Palatinate in Germany. Within this study, a statistical analysis of the damages caused to bridges by the flood event was carried out. First, locations and damages of bridges along the rivers Inde, Vicht and Ahr were mapped. Based on these data, statistical correlations among the damage patterns were analyzed. Approximately 25 bridges along both rivers Inde and Vicht were damaged, while over 80 bridges along the Ahr were damaged. Notably, bridges located near residential areas suffered more severe damage than those in rural areas. In addition, the presence of debris played a significant role in damaging bridges. Although the bridge design did not emerge as the crucial factor, the bridge height could be determined as a contributing factor influencing the extent of damage along all three rivers. Also, the extent of damage increased as soon as overtopping of bridges occurred. Based on these findings, recommendations for the reconstruction of the numerous destroyed bridges could be identified which agree with existing literature. Additionally, recommendations regarding the estimation of 100‐year design floods and the implementation of clogging into flood hazard maps were derived.

OVERSIZED ROAD TRANSPORT - PARTICULARITIES, REALIZATION CONDITIONS, PROBLEMS AND DEVELOPMENT PERSPECTIVES

Transport is in continuous evolution, regardless of the activity sector. Road transport faces various obstacles, and their management is a crucial part of planning and executing bulk transport operations. One of the main obstacles is the low height of bridges or power lines along the planned route. To avoid collisions with these obstacles, detailed studies of the route are carried out, identifying potential conflict points in advance. Preventive measures such as temporarily raising power lines or temporarily changing the height of bridges can be implemented to ensure the smooth passage of oversized cargo. Ground communication routes with a curved axis represent another limiting factor in oversized transport. Solutions include planning routes to minimize the number of bends or using special trailers with directional axles. These trailers allow for easier cornering and ensure that the transport can cross terrain with difficult geographical features. The necessary authorizations also represent a major obstacle. Oversized transport often involves dimensions and weights that exceed the usual limits, which is why it is mandatory to obtain authorizations issued by competent public authorities. But this stage, by way of consequence, determines the legality and admissibility of carrying out transport operations. To manage obstacles in oversized transport, a proactive approach is essential, with detailed route analyses, the implementation of appropriate preventive measures, and compliance with applicable regulations. These solutions contribute to the efficiency and safety of oversized road transport, ensuring harmonious integration in the context of the existing infrastructure.

Landslide Risks to Bridges in Valleys in North Carolina

This research delves into the intricate dynamics of landslides, emphasizing their consequences on transportation infrastructure, specifically highways and roadway bridges in North Carolina. Based on a prior investigation of bridges in Puerto Rico after Hurricane Maria, we found that bridges above water and situated in valleys can be exposed to both landslide and flooding risks. These bridges faced heightened vulnerability to combined landslides and flooding events due to their low depth on the water surface and the potential for raised flood heights due to upstream landslides. Leveraging a dataset spanning more than a century and inclusive of landslide and bridge information, we employed logistic regression (LR) and random forest (RF) models to predict landslide susceptibility in North Carolina. The study considered conditioning factors such as elevation, aspect, slope, rainfall, distance to faults, and distance to rivers, yielding LR and RF models with accuracy rates of 76.3% and 82.7%, respectively. To establish that a bridge’s location is at the bottom of a valley, data including landform, slope, and elevation difference near the bridge location were combined to delineate a bridge in a valley. The difference between bridge height and the lowest river elevation is established as an assumed flooding potential (AFP), which is then used to quantify the flooding risk. Compared to traditional flood risk values, the AFP, reported in elevation differences, is more straightforward and helps bridge engineers visualize the flood risk to a bridge. Specifically, a bridge (NCDOT ID: 740002) is found susceptible to both landslide (92%) and flooding (AFT of 6.61 m) risks and has been validated by field investigation, which is currently being retrofitted by North Carolina DOT with slope reinforcements (soil nailing and grouting). This paper is the first report evaluating the multi-hazard issue of bridges in valleys. The resulting high-fidelity risk map for North Carolina can help bridge engineers in proactive maintenance planning. Future endeavors will extend the analysis to incorporate actual flooding risk susceptibility analysis, thus enhancing our understanding of multi-hazard impacts and guiding resilient mitigation strategies for transportation infrastructure.

Coalescence of Elastic Blisters Filled with a Viscous Fluid.

Pockets of viscous fluid coalescing beneath an elastic sheet are encountered in a wide range of natural phenomena and engineering processes, spanning across scales. As the pockets merge, a bridge is formed with a height increasing as the sheet relaxes. We study the spatiotemporal dynamics of such an elastohydrodynamic coalescence process by combining experiments, lubrication theory, and numerical simulations. The bridge height exhibits an exponential growth with time, which corresponds to a self-similar solution of the bending-driven thin-film equation. We address this unique self-similarity and the self-similar shape of the bridge, both of which are corroborated in numerical simulations and experiments.

The Influence of the Variation in Arch Height of the Main Tayan Bridge on the Member Forces

The height of the bridge arch significantly impacts the strength and structural efficiency. Research on the height of the Tayan Bridge arch was conducted to determine the values and behaviour of member forces, structural weight, and deflection and to design the optimal arch height geometry. This research involved five variations of the arch height. The bridge structure was modelled using AutoCAD software. Relevant bridge loading data based on the SNI 1725-2016 standard was inputted into AutoCAD for structural design, and then the structure was modelled and analysed using SAP2000. The analysis results provided information on the bridge weight, deflection, and member forces. The analysis results were then compared with the bridge arch height, and this comparison was presented in the form of graphs. From the analysis results, it can be concluded that the bridge arch height has a positive linear relationship with the bridge weight. Tensile and compressive forces exhibit opposite behaviour. Increasing the arch height with constant value results in weight, deflection, and member force variations. Constantly expanding the arch height also does not lead to an increase in the stiffness of the bridge. Structurally, the optimal arch height is 42.134 meters.

Stability of buoyancy–thermocapillary convection in molten silicon liquid bridge between two disks with different radii under gravity

By employing a linear stability analysis based on the spectral element method, we investigated the impact of radius ratio (Γr) on the stability of buoyancy–thermocapillary convection in a molten silicon liquid bridge (Pr = 0.011). This liquid bridge was located between two coaxial disks with different radii under the influence of gravity. The aspect ratio of the liquid bridge was maintained at Γ = 1, with a volume ratio Γv = 1 and a fixed height. To explore the physical mechanisms behind convection instability, a perturbation energy analysis was adopted. The free surface shape was determined using the Young–Laplace equation, and two distinct heating strategies were employed. In a top-heated liquid bridge, the convection stability under gravity is always stronger than under zero-gravity. However, in a bottom-heated liquid bridge, the convection stability under gravity is not consistently stronger than under zero-gravity; specifically, when 0.522 < Γr < 0.673, the convection stability under gravity is weaker than under zero-gravity. Despite the small height of the liquid bridge (approximately 2 mm), the maximum relative difference of the critical Marangoni number (Mac) between gravity and zero-gravity conditions reaches as high as 227.8%. In a bottom-heated liquid bridge, oscillatory instability occurs at larger radius ratios (Γr = 0.8) compared to the zero-gravity condition. Furthermore, all instabilities for various radius ratios and heating strategies were found to be of hydrodynamic in nature.

Engineering Mechanics Methods in Stability Studies of Bridge Structures and Innovations in Future Bridge Designs

Abstract With the development of science and technology and transportation, high pier and large-span bridges are rapidly rising. Due to the increase in span diameter and pier height, nonlinear and stability problems of bridges become more and more important. In this paper, the stability of large-span steel box-girder suspension bridges is investigated using engineering mechanics methods. Based on the finite element analysis method to solve the bridge structure of the first type of stability problems and the second type of stability problems, the use of the response spectrum method for bridge seismic response. Taking “Xiling Yangtze River Bridge” as the engineering background, the seismic response is analyzed by establishing a finite element model. The axial force of the bridge tower generated by the downstream earthquake is larger than that generated by the transverse earthquake. In the transverse direction, the bending moment MZ is larger than the bending moment MY in the transverse direction, and the bending moment of the pile foundation is larger than the bending moment of the pile foundation in the longitudinal direction. The Xiling Yangtze River Bridge plays a dominant role in transverse seismicity, and its downstream seismic excitation plays a dominant role in longitudinal seismicity. However, the energy-demand ratio corresponding to the transverse moment MY is only 1.83, and the strength of the pile section needs to be further improved. For the future innovation of bridge design, a high-performance bridge structure based on UHPC is an important direction for future development.

Contribution of hydraulic modeling and hydrology to flood prevention and design of engineering structures: Case study of a bridge over the Oued Ourika – Morocco

Located downstream of the Ourika watershed near the commune of Chouiter, the bridge studied is built over the Oued Ourika at the level of the N9 (national road linking Marrakech to Ouarzazat). The flood event of November 2014, reaching a peak flow of 347 m3/s, destabilized the bridge’s overall structure. Hence, the need to rebuild a new bridge, taking into account the magnitude of these extreme events. Hydraulic modeling involves creating mathematical and computer-based representations of hydraulic systems. Its purpose is to simulate water flow behavior and map flood-prone areas. Before initiating any hydraulic simulation, it is imperative to conduct a hydrological study to provide the input data for the hydraulic model. Precipitation records, evaporation rates, soil permeability, historical peak flow data, and site topography constitute, on the one hand, the product of the hydrological study and, on the other, the inputs for the hydraulic model. The hydraulic model is based on Saint-Vant equations to solve the conservation of mass and momentum equations. The aim of this work is to determine the critical water level at the bridge for a 100-year flood in order to optimize the height of the new bridge.

Результати модифікації аутотрансплантата після вторинної кісткової пластики альвеолярного відростка у пацієнтів з вродженим незрощенням верхньої губи та піднебіння.

Purpose. This study aimed to evaluate changes in structural parameters of neoformed osseous tissue after the bone grafting alveolar process with different types of autografts. Methods. The analysis of the anthropometric indices of neoformed bone tissue was conducted by multispiral computed tomography scanning. 29 children with congenital clefts of the alveolar process aged from 8-17 years were involved in the survey. The autotransplant was used from the mandibular symphysis (I group) and tibia (²² group). Results. The overall success rate of the formed bone bridge in the I group was 66,6% and 57,9% in ²² group (p = 0,632) according to the Bergland scale of complete regeneration. The average volume of the neoformed osseous tissue constituted in children of the I group stood at 71,0% ± 10,8, in the children of the ²² group the defect filling appeared to be 68,9% ± 3,7 after 1 year. There was a statistically significant loss of bone volume in percentage equivalent between the I (1%) and II (9,9%) groups over the last 6 months (p = 0,008). During a year the density of the neoformed bone of the I group tended to get 526,1 ± 90,4 HU, in the ²² group the average density was 288,0 ± 46,3 HU, this is 1,8 times less than in the I group (p = 0,054). Conclusions. It has been determined that the reparative processes and bone bridge formation of the mandibular symphysis autotransplant occur more rapidly during the first six months following grafting. At the end of the first year, the bone bridge’s volume and height parameters were similar, but the I group’s density remained higher than that of the II group. Key words: Congenital cleft lip and palate; autograft; bone grafting of the alveolar process; bone bridge height; bone bridge density.

Differences in Nasal Shapes and the Degree of Changes Over a Decade or More: A Paired Analysis.

This study investigated age-related differences in nasal morphometry and the degree of changes within an individual over at least a 10-year period by pairing previous and recent three-dimensional reconstructed computed tomography (CT) images. Forty-eight adult Korean patients who underwent at least two CT scans of the nasal region with an interval of at least 10 years were selected. Patients were categorized into six subgroups according to sex and age (20-39 years, 40-49 years, and ≥50 years) at the time of initial imaging. Eight nasal parameters were measured on the initial and recent images, and paired comparisons between the two images were performed based on the data. The differences in the degree of change by age were also analyzed. Over an average image interval of 12 years, men exhibited an increase in the nasofrontal angle (3.2°±5.4°, P=0.041), profile nasal length (1.7±1.7 mm, P=0.002), and nasal bridge height (1.2±1.6 mm, P=0.002). Conversely, they showed a decrease in the nasofacial angle (-2.3°±2.9°, P=0.010). Women also demonstrated an increase in the nasofrontal angle (2.5°±5.2°, P=0.010), profile nasal length (1.4±1.9 mm, P<0.001), and nasal bridge height (1.3±1.6 mm, P<0.001). However, they exhibited a decrease in the nasofacial angle (-2.0°±2.1°, P<0.001), glabella angle (-9.1°±9.8°, P<0.001), and pyriform angle (-8.5°±10.1°, P<0.001). With the exception of the nasal bridge height (P=0.036) and pyriform angle (P=0.022), the degree of changes in most parameters did not show significant differences across age groups. Our findings indicate that the aging nose exhibits a greater nasal length with inferior angulation of the nasal tip, with an increase in the nasofrontal angle, profile nasal length, and nasal bridge height, along with a decrease in the nasofacial angle. The degree of most nasal morphologic changes demonstrated no significant differences by specific age group.

Regression analysis of nasal shape from juvenile to adult ages for forensic facial reconstruction

The nose is a prominent feature for facial recognition and reconstruction. To investigate the relationship of the nasal shape with the piriform aperture in Korean adults and juveniles, we performed regression analysis. By regression analysis, prediction equations for nasal shape were obtained in relation to the shape of the piriform aperture considering sex and age groups.Three-dimensional skull and face models, rendered from computed tomography images, were assessed (331 males and 334 females). Juveniles (<20 years) were divided into three age groups according to the development of the dentition. Adults were divided into three age groups of two decades each, according to their age. To measure the nasal area, nine landmarks and nine measurements were chosen, while seven landmarks and five measurements were selected to measure the piriform aperture area. Four measurements were defined to explain the direct relationship between the nasal aperture and nasal shape.First, descriptive statistical analyses were performed according to sex and age groups. Subsequently, the correlation of nasal soft tissue measurements with piriform measurements was analyzed. Last, we performed a linear regression analysis of the measurements with higher correlations, considering sex and age groups as variables. Prediction equations were used to estimate the nasal bridge length, height, protrusion, and width. Equations considering sex and age groups showed better explanation ability. Measurements related to the height of the nasal bridge presented improvement. This study may assist in the more accurate approximation of nasal shape in facial reconstruction.

Investigating the Mutual Feedback between Wind–Sand Fields and a Running Train on the Bridge–Road Transition Section of a Railway

Strong wind–sand flow exerts great potential safety hazards for high-speed train operations. In this paper, we investigate the aerodynamic characteristics of high-speed trains passing through the bridge–road transition section under a wind-blown sand environment. In particular, we adopt the sliding grid method to simulate the changes in aerodynamic pressure on the train surface when the train passes the bridge transition at different speeds and bridge heights. The variation in the aerodynamic lateral force borne by the vehicle body at various times is then obtained. The results reveal that in the wind–sand environment, when a train drives from the bridge to the embankment, the pressure values on both the windward and leeward sides of the train change abruptly, with the most obvious increase in the lateral force of the head car. Moreover, the abrupt change in pressure increases with the speed of the lateral wind–sand flow. The differential pressure force of the train on the embankment is larger where the differential pressure force on both sides of the head train is the largest. When the train is running in the opposite direction, the differential pressure force on both sides of the train decreases. Compared with the lateral wind condition, the lateral force at different positions of the train under the wind–sand condition exceeds that under the non-sand condition. The average increases in the train body are approximately 17.6% (10 m/s), 10.5% (20 m/s) and 9.5% (30 m/s), which will cause passengers to experience an obvious “shaking” phenomenon.

Probabilistic analysis of high-speed train safety on bridges under stochastic near-fault pulse-type ground motions

The safety of high-speed railway trains running on bridges during stochastic near-fault pulse-type earthquakes is of utmost importance in designing railway bridges. This paper presents an efficient and feasible approach for analyzing the train-bridge coupling system (TBCS) during random near-fault ground motions using the number theory method with dimensionality reduction (NTM-DR). The method's validity is demonstrated through Monte Carlo simulations, which calculate the probabilistic maximum of the system response and the derailment coefficient under various conditions, such as different bridge heights, seismic intensities, and train speeds. Additionally, the response sensitivity to changes in seismic randomness is discussed by comparing it with the deterministic maximum. The results show that the proposed method achieves high accuracy and efficiency in analyzing the TBCS under random near-fault earthquakes. The ratio between the probabilistic and deterministic maximum is consistently above 1.3, highlighting the significance of considering earthquake randomness.

Межгрупповая изменчивость краниометрических характеристик населения Средней Азии в 1500-летней ретроспективе (VII в. до н.э. – VIII в. н.э.)

Introduction. The paper revisits the intergroup craniometric variability in the Early Iron Age, Antiquity and Early medieval Central Asian population. Some new cranial materials are considered within the hierarchical system of the regional populations. Materials and methods. The comparison included 61 cranial samples from all historical and cultural regions of Central Asia with a total of 1100 crania. 12 standard measurements of the facial skeleton were used. First, we conducted Canonical discriminant analysis. Second, the matrix of Mahalanobis D2 distances was obtained using the resulting group coordinates in the space of the canonical vectors. Finally, the distance matrix was subjected to Multidimensional scaling and the Ward’s hierarchical cluster analysis. Results. The first three canonical variates reflect 53.4% of the total intergroup variation and differentiate samples based on bizygomatic breadth, orbit dimensions, nasal bridge height (and width to a lesser extent), horizontal profiling angles and nose protrusion angle. Upper facial height also contributes to intergroup craniometric variability but does not play a decisive role in differentiating among samples of European ancestry in the considered chronological period. Correlation coefficients between canonical variables and multidimensional scaling coordinates suggest similar relative positions of the groups in the scatterplots. Discussion. Considering the mixed nature of the Central Asian population and the difficulty of objective differentiation of morphological types, we caution against unreflective use of terms “East Mediterranean type” and “Pamir-Fergana race”. The results suggest that the Antiquity and Early medieval sedentary populations are difficult to distinguish from nomadic and semi-nomadic groups of the Wusun period. The new materials confirm the morphological similarity between Early medieval population of Sogdiana (ancient Panjakent) and Ushrusana (Kurkat dakhmaks). @ 2023. This work is licensed under a CC BY 4.0 license

CSP: A Cost-Aware Ship Proportioning Algorithm Based on Operation Process Simulation

Inland waterway dredging is daily maintenance which is undertaken to ensure the safe navigation of ships. Due to the limitations of river width, bridge height, and other conditions, dredging projects usually require different types of ships, namely dredgers, mud-carrying ships, and mud-blowing ships which work in cooperation with each other. The proportion of these three types of ships affects dredging cost and operation efficiency. Most existing algorithms calculate ship proportion according to the operating speeds of ships without considering the influence of navigation locks on waterways. In this paper, we propose a cost-aware ship proportioning (CSP) algorithm based on operation process simulation. The premise is to save dredging cost by making full use of the three types of ships. First, we establish a model to simulate the operation process of the three types of ships considering navigation locks. Furthermore, we utilize the simulation model to obtain the optimal ship proportion that has the lowest cost through loop iterations. In addition, we quantify the relationship between the opening time of navigation locks and the project cost. We evaluate the effectiveness of CSP in terms of the project cost based on real engineering data. The experiment results show that CSP significantly outperforms the baseline.

A Fast Prediction Model for Liquid Metal Transfer Modes during the Wire Arc Additive Manufacturing Process

The liquid metal transfer mode in wire arc additive manufacturing (WAAM), plays an important role in determining the build quality. In this study, a fast prediction model based on the Young-Laplace equation, momentum equation, and energy conservation, is proposed, to identify the metal transfer modes, including droplet, liquid bridge, and wire stubbing, for a given combination of process parameters. To close the proposed model, high-fidelity numerical simulations are applied, to obtain the necessary inputs required by the former. The proposed model's accuracy and effectiveness are validated by using experimental data and high-fidelity simulation results. It is proved that the model can effectively predict the transition from liquid bridge, to droplet and wire stubbing modes. In addition, its errors in dripping frequency and liquid bridge height range from 6% to 18%. Moreover, the process parameter windows about transitions of liquid transfer modes have been established based on the model, considering wire feed speed, travel speed, heat source power, and material parameters. The proposed model is expected to serve as a powerful tool for the guidance of process parameter optimization, to achieve high-quality builds.

Digital Analysis of Soft Tissue Nasal Anatomy for Individual Treatment Planning

Objective: Changing contour lines of the external nose following traumatic, aesthetic and tumour surgeries have become very trendy. The goal of this research is to study the several soft tissue landmarks, measurements (linear distances, ratios, angles) of the external nose and its nasal indicis using a computer program.Methods: Face region were taken a photographs of the two hundred adults. Analyses of linear (the lengths of nares, nasal bridge, and columella and nose height, nares width) and angular analyses (angles of nasofrontal, nasolabial and nasal tip) were computed and averaged for gender with age. As for the shape of the nose, it was categorized as subunits: nasal tip (sharp, normal, wide, protrusive and asymmetric), nasal base (normal, wide, asymmetric) nasal alae (normal, thick, thin, asymmetric), nares (normal, horizontal and asymmetric) and columella(normal, wide, short and bifid) nasal base, nares, nasal alae, columella and classified subunit as normal, protrusive, sharp, asymmetric, and wide.Results: The nose height have to 49.05 ± 3.48 mm in young male adults, 50.37 ± 2.33 mm in young female adults. Distance lengthwise the nasal bridge have to 48.60 ± 3.24 in males, 37.09 ± 5.49 females. The two mean measured nasal lengths were significantly greater in men. At the same time, angular measurements for nasolabial and interalar were higher in males. Nasal tip angle was 127.47 ± 82.9° in males, 75.8° in females. On average, young male adults had larger nasal linear distances such as nasal bridge length, nares lengths and nares widths relation of height than young female adults (p;&lt;0.01); No gender differences were observed for columella widths and to nose height ratio (p;&lt;0.01). The nasofrontal, nasal tip, nasolabial and interalar angles showed statistically significant differences among young male adults and young female adults (p;&lt;0.05). The nasolabial angle exhibitedconsiderable variability. The shape details of nares was showed large variability. Nasal base, nasal tip and nasal alae shapes were similar, nares asymmetry was more frequently compared with other features.Conclusions: The Anatolian people’s nose exhibits wide nasal tip, has a wider nasal base, and is more thicker at the alae, with wider definition of the columella. The significant gender differences of nasal shapes were found. The wide and sharp features of nasal tip were related to an important features in men, whereas asymmetric nares were dominant in young female adults. Using digitized reference details, this study helped define the best cosmetic surgery recreate the nose and increase the success of customized therapy. Also, our findings facial alteratios, facial reconstruction, personal identification, Trauma assessments may also have data banks based on age and gender.

Study on Oscillatory Mechanism of Solutocapillary Convection and Influence of Aspect Ratio on Flow Characteristics during Crystal Growth

A numerical simulation has been conducted to investigate the oscillatory mechanism of a solutocapillary convection and the influence of different aspect ratios on the flow characteristics in a liquid bridge. The SIMPLE algorithm is applied to figure out the Navier-Stokes equation and the concentration diffusion equation on the staggered grids, and the level set approach with the conservation of the mass is used to acquire the surface deformation of the liquid bridge. The flow characteristics of the oscillatory solutocapillary convection are analyzed in detail, including the distributions of the concentration, velocity, and transverse displacement of the free surface at the upper corner and intermediate height of the liquid bridge. Moreover, the effects of the aspect ratio on the flow stability and onset time of the oscillations for the concentration and velocity have also been investigated. The results show that the essence of the oscillatory solutocapillary convection is the result of the coupling oscillation of the concentration, velocity and free surface. The upper corner is the origin region of the oscillation, which has an important impact on the overall flow characteristics. Within a definite height range of the liquid bridge, the lower the height, the more stable the flow and the weaker the oscillation. There is a complex relationship between the onset time of the concentration and velocity oscillations and the aspect ratio of the liquid bridge.