Naval Dockyards Society

This chapter investigates the quality of travel time measurements made by probe vehicles and illustrates the kinds of measurement errors that may be evident in the data. It discusses the properties of travel time data, draws implications for vehicle movement simulation logic and analyses the statistical properties of travel time estimates obtained on the basis of travel time data. At the information gathering stage, the quality of probe-based Advanced Traveller Information Systems (ATIS) service may suffer due to measurement errors as well as due to sparse observation of the network at least in the initial stages of deployment. Data on the sequence of start and end times of signal cycles and phases on a continuous clock are generally not available in an ATIS and Advanced Management Information Systems. The 'all-encompassing' property of probe travel time data on signalized arterials is the presence of dependence in the data.

Pierre Bouvier : Cher Maurice, merci d’avoir bien voulu participer à ce numéro consacré aux « mémoires coloniales ». Pourrais-tu reconstituer le contexte et les circonstances qui t’ont conduit à t’intéresser de manière extensive à cette population de Nouvelle-Guinée : les Baruyas ? Tes travaux y font référence de manière incontournable, et par là même, peux-tu faire réémérger ta « mémoire coloniale » ? Maurice Godelier : Je suis arrivé en 1967 en Nouvelle-Guinée, sur le terrain fin 1966. Deux...

The Zoummeroff Collection, accessible on Crimincorpus at collectionzoummeroff.org, contains over 6,000 images including archival records, rare prints, engravings, unpublished manuscripts, letters, posters, laments, and photographs. These documents date from the 16th to the 20th century and are supplemented by one hundred video interviews relating to the history of criminal justice.The Zoummeroff Collection is the most important publically-accessible French private collection relating to the h...

Abstract This paper presents key issues and lessons learned from the design, fabrication, weld qualification, fatigue testing and determination of defect acceptance criteria for the Matterhorn field export SCRs, the first reeled SCRs installed to a TLP in the Gulf of Mexico. The Matterhorn TLP, located in 2850ft water depth in Mississippi Canyon 243, exports oil and gas via 8-inch and 10-inch SCRs, operated by ChevronTexaco and Total. The design of these SCRs was one of the first to consider The Cold-Core Eddy Current (or submerged current) in the Gulf of Mexico and the design of the SCRs and other catenary risers was strongly influenced by its introduction. Reeled installation of the SCRs also affected the design, fabrication and fatigue testing process, particularly the pipe welding and matching process and the fatigue test and fracture mechanics analysis strategy. Both SCR designs were shown to be robust by early consideration of sensitivity to a wide range of design inputs. Designing to several such sensitivities was found to be a very valuable input to achieving robust SCR designs when managing change to base case assumptions in as-built SCRs and components. Being among the first to consider the Cold Core Eddycurrent in the Gulf of Mexico and the first reeled SCR to a GoM TLP, lessons learned have significant relevance to future SCR projects. Introduction The Matterhorn field consists of a SeaStar mini-TLP in 2,850ft of water in Block 243 of the Mississippi Canyon area of the Gulf of Mexico. The riser system consists of an array of top-tensioned production risers combined with steel catenary risers (SCRs) for gas and oil export with an additional flexible riser and steel tube umbilical riser to an injection well. The 10" gas export SCR is operated by Total and the 8" oil export SCR is operated by ChevronTexaco. Figure 1 illustrates the SeaStar TLP steel catenary riser and subsea layout. SCR Design and Construction Process The design, procurement and installation process for deepwater SCRs is a combination of interrelated tasks in several disciplines the interface between which is a critical prequesite to achieving a feasible, optimized and consistent SCR design. The maintenance of the interface between these disciplines and functions is an essential part of the SCR design process which requires effective interface management throughout the project. Figure 2 presents a flowchart of the SCR design and construction project process which illustrates the interfaces between the key SCR project stages:DesignProcurement of pipe and ancillary devicesWeld qualification and testingCoating and constructionInstallationOperation Also illustrated by this flowchart is the interrelationship between these processes and the important feedback loops that exist back to the design stage of the project. Although most inputs to design are typically defined by the project Design Basis, design is also influenced by key assumptions made at the design stage. Key elements of this feedback to design are provided by the pipe procurement (pipe weight), flexjoint procurement (flexjoint stiffness), pipe matcing (stress concentration factors), fatigue testing (design S-N curve).and installation (fatigue damage) stages of the project.

Utilising the DVB-T specification fully will allow broadcasters choose from different modulation formats including QPSK for transmission of MPEG-2 signals over difficult media. Very rugged signals with excellent power and echo performance can be selected with DVB-T modems for contribution circuits. This paper details preliminary results of the transmission of a 6 Mbit/sec MPEG-2 signal from a mobile vehicle to a main station on an upper adjacent channel to existing PAL I broadcasts. It shows that it is possible to use DVB-T signals for contributions from mobile transmitters without signal degradation.

ABSTRACTThe shipboard integrated machinery control system (SHIN‐MACS) has been under development since 1977. It has moved from an idea, through a paper study, a wooden mock‐up, a demonstrator console, to an advanced development model, and will first be operational in the Canadian patrol frigate (CPF) in 1988. The development of this integrated control system, particularly the latter part, has not been without its problems. However, through redesign and evaluation, the system is now real‐time capable and should provide a marked improvement over traditional control systems, particularly in the area of operator interaction with the plant.The integrated machinery control system (IMCS) for the Canadian Patrol Frigate Program is the same design as the IMCS that is being retrofitted into the DDH‐280 class of destroyers under the Tribal Class Update and Modernization Program (TRUMP). The IMCS is a microprocessor based distributed control system which provides automatic control and monitoring of the ship's machinery and systems. The system will have the most technologically advanced man‐machine interface yet to be seen in a warship. The IMCS communicates with all of its components over a triple redundant data bus using redundant digital propulsion controllers. It also has an equipment health monitoring capability designed to assist in the reduction of life cycle cost of the machinery.The IMCS in the CPF has a significant growth potential. The IMCS is a software based system, and thus lends itself readily to modifications and adaptation to other vessels. This technology will impact on the operation of a modern warship by catering to reduced manning; it will also provide assistance in the implementation of on‐condition based maintenance through the gathering of data electronically. The Canadian patrol frigate IMCS will be the first fully digital machinery control system to utilize data bus technology for all control and monitoring functions.

ABSTRACT The recovery of offshore gas as LNG, by heat exchange on an LNG carrier with liquid nitrogen, was studied in the context of a North Sea Gas source and a Swedish market. The technical suitability of each component of this Cold-Box Shuttle system was examined in detail .and the capital and operating costs were estimated. It was concluded that the system is technically robust and flexible and that, for the case studied, gas could be landed at a competitive cost. INTRODUCTION The Cold-Box Shuttle (CBS) (Ref .l and 2) is the name given to a system for the recovery of gas from offshore fields. It may be applied to either an oil field producing associated gas or to a gas field. The concept which arose during a broad study of the recovery of offshore associated gas, has now been applied to the delivery of North Sea gas to a market in Western Sweden. Liquid Nitrogen (LIN), produced onshore, is loaded into an LNG carrier. This ship, upon whose deck is mounted a gas processing plant, travels offshore and moors at a single point mooring (SPM) located adjacent to a production platform (Figure 1). Offshore gas is transferred through an above-water hose, to the on ship plant, in which it is liquefied by heat exchange with LIN and mechanical refrigeration, and loaded into the ship's storage tanks. When the LNG carrier is fully loaded, it returns to shore, discharges its cargo of LNG and reloads with LIN (Figure 2). The cycle is then repeated. The system uses only proven components and technology. Several offshore fields may be served and the LNG product delivered to any suitable onshore terminal. By producing the LNG on the ship, the fixed offshore investment in the SPM and its associated pipeline is relatively small and additional, expensive and permanent offshore structures and services are unnecessary. In anticipation of the arriva1 of natural gas in Sweden many studies of gas supply, transportation and distribution are being made, An additional source of gas, delivered as LNG, would supplement the pipeline supply and provide a means of satisfying 'the substantial variations in demand which appear likely over the year. Offshore, marine, process and cryogenic engineers from AGA AB, John Brown Subsea and Kockums AB undertook this study under a Project Manager from Swedyards Corporation. THE STUDY It was assumed that 100 MMSCFD of offshore gas is available. Several sources of North Sea gas of a suitable size were identified. Typical gas compositions used in the study are given in Figure 3. The case studied has limits which are, on the one hand, the outlet from a gas/oil separation plant on an established offshore platform and, on the other hand, the point at which pipeline quality gas is fed into an existing main gas pipeline onshore. The components of the system are:–A sea-bed pipeline and export riser–An SPM with mooring and gas-loading equipment–An LNG carrier with a gas processing and liquefaction plant on its deck–An onshore LNG terminal with LIN production and storage facilities.

Abstract This paper describes the background information which led to the development of a technique specifically designed to test the flammability performance of coatings applied to metal substrates. Design parameters for the new test are discussed and the prototype apparatus is described in detail. The mode of operation is explained and some results are tabulated for a range of typical coating materials. Conclusions based on the behaviour of the coatings tested are drawn in the text. These conclusions are, however, biased towards the Naval environment and application, and may not be universally applicable. The main implications of this work so far are that it is possible to improve the performance of existing fire retardant paint systems by: (1) ensuring that only the minimum thickness is applied to non‐flammable substrates; (2) that adequate time is allowed for solvent elimination before deliberate exposure to risk; (3) using a white coating if possible; (4) increasing the durability of the coating to reduce the need for cosmetic overcoating, (i.e. re‐coating purely to improve appearance), e.g. by using a thermosetting resinous binder in place of the conventionally used alkyd resin.