Optimal Design for Main Dimensions of a 75000t Floating Production and Storage Vessel

The basis, process and results of the demonstration of the main dimensions of a 75000t floating production and storage vessel are discussed in this paper. A simple but reliable orthogonal design method is applied in the main dimension optimization. The ideas of gradual approximation and feedback from various aspects are put into effect. During the demonstration, in order to make the model tally with the actual situation, the draft design is closely related to the computational analysis, so that the demonstration model can be verified at any time; the handling of the overall system is closely related to the research of each item, which is beneficial not only to the mastery of various regularities, but also to the balance of decisions. Finally, according to the computational results and the regularities obtained from analysis, the main dimensions are determined.     

Dynamic Analysis of a Single-Column Platform (II)

This paper describes the study of a single-column structure used as well-head platform. In order to check the reliability of computation theory and programme, model tests have been carried out. The paper introduces the conclusion of tests and the dynamic properties of single-column platform are obtained.     

Über die Geschwindigkeit der Krustenverkürzung in den Zentralalpen

Zusammenfassung Die alpine Krustenverkürzung (300–400 km oder mehr im Profil der Westschweiz, 400–500 km oder mehr im Profil der Ostschweiz) erfolgte in diskreten orogenen Phasen, welche durch Zeiten langsamerer Bewegung oder eigentlicher Remission getrennt waren. Während der wichtigsten Phase, an der Eozän-Oligozän-Wende, betrug die Relativgeschwindigkeit der nördlichen Platte und der südlichen Kleinplatte einige cm/a.

---

Crustal shortening in the Central Alps (300–400 km or more in western Switzerland, 400–500 km or more in eastern Switzerland) occurrend in discrete orogenic phases, separated by times of slower movement or of complete stop. During the most important phase, at the turn from the Eocene to the Oligocene, the rate of relative movement of the northern plate and the southern microplate was of the order of several cm/y.

---

Résumé Le raccourissement de la croûte dans les Alpes Centrales (300–400 km ou davantage en Suisse occidentale, 400–500 km ou davantage en Suisse orientale) se fit par phases orogéniques défines, séparées par des intervalles à mouvement plus lent ou même à arrêt total. Pendant la phase principale, à la fin de l'Eocène ou au début de l'Oligocène, la vitesse relative de la plaque septentrionale et de la microplaque méridionale était de l'ordre de plusieurs cm/a.

---

(300–400 , , 400–500 , ) , , . , - , /.

     

Kurzer Bericht über die sedimentpetrographische Untersuchung zweier Lotkerne der Albatross-Expedition

Ohne Zusammenfassung     

Platinum-group minerals in quaternary gold placers in the upper Chindwin area of northern Burma

In the Chindwin Basin in northern Burma, there is a system of five Pleistocene terraces in which gold placers with low concentrations of platinum-group minerals (PGM) occur. Samples were taken from four sites in the Chindwin Basin and one from near an ophiolite occurrence on the northeast side of the Chindwin Basin; they were studied under the microscope, with a scanning electron microscope, and an electron microprobe. The main minerals were Pt-Fe and Os-Ir-Ru alloys, usually in a ratio between 2 and 5. In most cases, the shape of the grains allowed a quick distinction between the two types. Sperrylite, laurite, irarsite, cooperite, tulameenite, and isomertieite occur infrequently as individual mineral grains and sometimes as inclusions in the alloy grains. Braggite, platarsite, hollingworthite, bowieite, keithconnite, cuproiridsite, malanite, stibiopalladinite, geversite, kashinite, several unnamed PGM, and Fe, Ni, and Cu sulfides were observed as inclusions, mainly in the Pt-Fe alloys and also to a lesser extent in the Os-Ir-Ru alloys. Lamellar and myrmekite-like intergrowths, oriented exsolution lamellae, and idiomorphic inclusions of sulfides in the alloys indicate a magmatic origin of the PGM. The origin of the PGM is assumed to be ophiolites in northern Burma. A continual decrease in mean grain size occurred during transport.

---

Platingruppenminerale in quartären Goldseifen im oberen Chindwingebiet in Nord-Burma

Zusammenfassung Im Gebiet des Chindwin Basin in Nordburma ist ein System von fünf pleistozänen Terrassen ausgebildet, in denen Goldseifen mit geringen Anteilen an PGM auftreten.PGM-Konzentrate von vier Vorkommen des Chindwin Basin und eine weitere Probe aus der Nähe eines Ophiolithvorkommens im Nordosten des Chindwin Basin wurden mit optischer Mikroskopie, Rasterelektronenmikroskopie und Mikrosonde untersucht.Hauptmineralien sind Pt-Fe-Legierungen und Os-Ir-Ru-Legierungen in einem Verhältnis von 2: 1 bis 5: 1. Ihre Morphologie kugeliger oder plattiger, teilweise idiomorpher Körner erlaubt in den meisten Fällen eine rasche Identifizierung der beiden Typen. Sehr selten treten als Einzelminerale, aber auch als Einschlüsse in Legierungen, Sperrylith, Laurit, Irarsit, Cooperit, Tulameenit und Isomertieit auf. Braggit, Platarsit, Hollingworthit, Bowieit, Keithconnit, Cuproiridsit, Malanit, Stibiopalladinit, Geversit, Kaschinit, einige unbekannte PGM und Fe-, Ni- und Cu-Sulfide wurden nr als Einschlüsse, hauptsächlich in Pt-Fe-Legierungen, weniger in Os-Ir-Ru-Legierungen, beobachtet.Lamellare und myrmekitische Verwachsungen, orientierte Entmischungen und idiomorphe Einschlüsse von Sulfiden in Legierungen weisen auf eine magmatische Entstehung der PGM hin. Die Herkunft der PGM wird in Ophiolithen Nordburmas vermutet. Beim Transport hat eine kontinuierliche Abnahme der mittleren Korngrösse stattgefunden.

---

---

With 8 Figures     

Ship hull drag reduction using bottom air injection

The idea of bottom air injection to reduce ship hull resistance is not new. Early patents envisioned planing hull applications. Recent planing hull tests speed realized an increase of 7–12 knots. River barges and ship fitted with an air injection system results are presented to show a 10–15% reduction in the frictional resistance. Graphs for making initial estimates for displacement hulls with bottom air injection are presented. It is clear from these results that improvements in high speed planing catamarans and full form hull resistance can be realized by using bottom air injection.