Commander Paton's paper, here slightly condensed, was presented at the Fourth International Symposium on Vessel Traffic Services held in Bremen from 28 to 30 April 1981. The author is Hydrographic Adviser to the Department of Trade, but the views expressed here should not be taken to represent those of the Department. Commander Paton has also for some years been Chairman of IMCO's Working Group on routing matters.Apart from some wartime measures, modern ship routing really dates from the early sixties, when the Institutes of Navigation in Britain, France and Germany set up a joint Working Group on traffic separation. The principal result of their labours was the Dover Strait traffic separation scheme, jointly submitted to IMCO by the British, French and German Governments and implemented in 1967. This was followed by various proposals for the North Sea, Baltic and elsewhere, considerable impetus being given by the Torrey Canyon disaster off the Scilly Isles in 1967.
It was quite clear in the Glasgow studies that the free use of the motor car to the city centre would be consistent neither with the financial resources that were available for the construction of new roads, nor with the nature of the centre itself. We therefore allowed for restriction on car usage throughout the study. We have recommended that travel by car to the city centre should be regulated through the control of parking by the city. This method is capable of fairly immediate application.Further it could work in tandem with more sophisticated pricing mechanisms when and if these become available. A second point which we should like to stress is the close inter-relation between the renewal and redevelopment of the city and the urban roads programme. This inter-relation calls for close co-operation between a wide variety of disciplines from the earliest stages of the scheme. One very important aspect of this co-operation is the need to examine in some depth land uses adjacent to the motorway. On the question of system planning, we believe that above a certain size of city, and particularly if there is a strong commercial centre, it is difficult to postulate an urban motorway system which will not require a road surrounding the centre both to serve it and to act as the focus of the motorway system. Whether or not this i s known as an inner ring is irrelevant to the problem. The next point concerns the depth of design studies, where we believe that a plan should be specific and should deal with the lines of the roads in some detail, despite the uncertainties inherent in a long term road programme. M r CullenWe believe the decision to develop a system of primary roads to motorway standards on alignments separate from existing arterial roads has proved to be the right one. In the only two instances where high capacity routes have been proposed along the line of an existing arterial road there have been increasing difficulties at every stage as the plans have been developed. 87.The staging of the construction of the motorway system and the building of individual contracts so as to cause the least feasible disturbance should be considered at the earliest stages in preliminary design. The possibility of minimizing the cost of the first part of a staged interchange should also be considered at the early design stage.88. It is of interest that the first target stage for the motorway system, 1975, produces assigned traffic volumes on the motorways then built generally similar to those which they will ultimately carry. This tends to support the decision to build the full cross section as each stage of the system is built. It is also interesting that the traffic assignment to the 1975 system shows relief to existing roads well away from the new motorways.89. We believe that the geometric design standards adopted for urban motorways, especially near the central area, should be flexible. Probably the most practical way of achieving this flexibility is to have three values for each design standard: a normal minimum, a desi...
TfdS paper was selected for presemtatlonby the OTC Program Committee followingreview of informationcontainedin an absIract submittedby the auihor(s). Contenis of the P*er, w prosonted,have not bee" reviewed by the Offshore TechnologyConference and am subject to mrrectlon by the author(s).The material, = presented, does not necessarilyref!eã ny positionof the OffshoreTechnologyConference or Its officers.Permissionto copy1srestrictedto an abstractof not more than 3W words. mustrations maY WJlbe u@ed. me abstract should contain$msplcuous acknow!edgmantof where and by whom the papar Is presented. ABSTRACTFive years of operating experience with a floating production system mooring are described. Irr-service chain diameter measurements and cathodic protection levels are described.Detaiied examination of removed components shows that wire ropes in a permanent mooring system degrade differently from those on a mobile unit and that careful consideration should be given to minimisirrg installation damage. Break testing of 84mm ground wires after five years service reveals a loss of strength of only 0.1% to 0.2% per year. Strength reductions of 1.5% to 2% per year are noted for the winch wires. In this case, the fairleader sections of the winch wires have suffered less damage than the winch sections. Chain breaking strength data is presented showing that used f02mm Grade 3 chain from the mooring consistently sustained loads some 13% higher than the catalogue breaking strength of new chain. References,nomenclature, Iables and figures al end of paperBecause of the large number of lines, the 100 year return environmental design basis and the high factors of safety, the Af-fOOl mooring system is arguably one of the most robust currently in operation in the North Sea. This paper brings together the original design assumptions for the mooring components, the subsea inspection data, and the results from the testing of removed components. Operational HistoryMooring system performance has generally been good. In particular, the vessel excursion and line tensions are lower than predicted. However, although no line failures have resulted from overstressing, fatigue damage, or corrosion, the AHOOfhas lost a mooring line on two separate occasions.On both occasions, approval was gained from the Certifying Authority to resume and continue production operations with revised operational criteria appropriate to an eleven line system. On neither occasion was the revised operational criteria exceeded.The first incident was due to failure of the bolted connection at the bottom bearing mounting on the line 1 fairleader. The fairleader then detached from the column foundation structure and parted the winch wire.Extensive investigations were conducted to determine the cause of failure, and to assure the integrity of all other components involved. It was concluded that the failure was due to the original bolts being of inadequate section and ductility. The integrity of the mooring system was restored to design levels by correcting these defects.The...
Validation is an important part of computer‐based numerical modelling and can be very difficult to achieve. Comparisons with results from practical trials are often used; in this research, photogrammetry has proved to be an excellent method of creating a benchmark model from experimental results against which the computer generated numerical model can be compared. The wind tunnel experimental environment is challenging with practical limitations imposed by space and airflow capabilities. There are few documented cases where stereo‐photogrammetry has been used in wind tunnel sail modelling and the results from this research have shown it has played a prominent role in validating an innovative method of modelling fluid–structure interaction. This paper presents the photogrammetric work undertaken to validate a fluid–structure interaction (FSI) solution by measuring the shape of a close reaching asymmetric spinnaker in a wind tunnel at The University of Nottingham. There is particular focus on the data capture in the wind tunnel and the photogrammetric analysis.
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