#bollard curve height

[mahameruputra14]

Bollard Curve

Bollard curve merupakan solusi inovatif untuk melindungi dermaga dan memudahkan penambatan kapal. Keunggulannya dalam hal perlindungan dermaga, kemudahan penggunaan, estetika, dan ramah lingkungan menjadikan bollard curve pilihan ideal untuk berbagai apli

Marine Bollard Curve – Bollard Type Curve – Harbour Bollard – Tambatan Tali Kapal Tipe Curve Di Indonesia. Sebagai penulis yang tinggal di kota pelabuhan, saya sering melihat deretan kapal-kapal besar bersandar di dermaga. Gesekan antara kapal dan dermaga, meskipun terlihat sepele, dapat menyebabkan kerusakan pada kedua struktur tersebut. Untungnya, ada solusi untuk mengatasi masalah…

[criquette-was-here]

Vervainwort Canal Items

Yet another embankment set!

I've decided to release this, though the wide use of this set is questionable. There are two main issues that should be considered before opting for download:

this set doesn't work with tall banks (like most banks in TS2?)

this set isn't compatible with unedited banks at all, so it requires 'ModifyNeighborhoodTerrain on/off' terrain cheat editing.

The second issue is based on the fact, that any bank slope of any 'out of the box' TS2 neighborhood terrain is 2 neighborhood tiles wide. That's because of how SC4 terrain conversion works.

Embankment pieces of this set are compatible only with 1 tile wide slopes, so you gonna need to level the bottom for 1 tile to narrow the slope, or level the bank itself, depending on the way you see it.

Considering all that, Mac users may not benefit from this release unless they have a chance to edit their neighborhood terrain by exporting it to Windows based games, make edits and swap the edited terrain geometry of their neighbourhoods in their game again.

What's inside:

Canal Lock

Double Canal Lock (Vervainwort Gate Lock)

Transversal Boat Ramp (with crane)

Lateral Boat Ramp Left

Lateral Boat Ramp Right

Old Stone embankment mooring piece with white bollards

Old Canal Dock Crane

Grey stone embankment pieces:

Straight piece, no fence

Straight piece with fence

Rounded end piece left, no fence

Rounded end piece right, no fence

Rounded end piece left, with fence

Rounded end piece right, with fence

Straight piece with metal ladder, no fence

Straight piece with stone stairs, with fence

Square inner corner with fence

Square inner corner, no fence

Rounded inner corner with fence

Rounded inner corner, no fence

Outer Curved piece (10 degrees), with fence

Outer Curved piece (20 degrees), with fence

Optional outer corner piece

Water flora:

Duckweed, land based, centred grab

Duckweed, land based, offset grab

Duckweed, water based

Water lilies, land based, centred grab

Water lilies, land based, offset grab

Water lilies, water based

Bonus:

Transversal Stone Stairs

Lateral Stone Stairs

There are two master items: Canal Lock and Old Stone embankment mooring. The rest of embankment pieces (including dock crane) are repositoried to them. Transversal and lateral stone stairs are repositoried to Stone Bridge from Rural Charm T&RDR.

As for the water flora, ‘center grab’ files are master ones.

Requirements:

Humpbacked Stone Bridge from Rural Charm T&RDR (not for entire set, only for small stone stairs)

How to use:

Just place everything into your 'Downloads' Folder. Most of items will appear under 'Misc' submenu. Canal locks, old mooring and water flora will appear under 'landmark' submenu. As I've mentioned before, all these items require use of 'modifyneighborhoodterrain on/off' cheat. The grabbing point of the locks is situated at the side, so to plop it down, you need to orientate it at the bank moving it around till the height and the positioning on the canal will be somewhat acceptable.

Water flora has 3 versions each. One is water based and can be placed only over water surface, two other are land based, meaning you need to place it on the shore, close to the water level. One of land based version has an offset grabbing point, so it is possible to place it further or closer to the shore line by rotating it. Dock Crane also has an offset to make it possible to place it on the embankment.

How to use:

Just place everything into your 'Downloads' Folder. Most of items will appear under 'Misc' submenu.

Canal locks, old mooring and water flora will appear under 'landmark' submenu.

As I've mentioned before, all these items require use of 'modifyneighborhoodterrain on/off' cheat. The grabbing point of the locks is situated at the side, so to plop it down, you need to orientate it at the bank moving it around till the height and the positioning on the canal will be somewhat acceptable.

Water flora has 3 versions each. One is water based and can be placed only over water surface, two other are land based, meaning you need to place it on the shore, close to the water level. One of land based version has an offset grabbing point, so it is possible to place it further or closer to the shore line by rotating it. Dock Crane also has an offset to make it possible to place it on the embankment.

If you have any problems or questions, feel free to PM me! DOWNLOAD (SFS) P.s.: Don’t forget to grab those great boats (as seen on the cover) by @limonaire if you don’t have it yet! Enjoy! Update 5/III/18: Missing Lateral and Transversal Stone Stairs added

[jennax-seceng]

Security Everywhere - Hidden Design

Recently, I watched "How cities use hidden designs to thwart terrorism - Cheddar Explores." This reminded me of our discussion on physical security (literally) and how we can get into the attacker's mindset and truly make them unconformtable while citizens are more comfortable within their own neighbourhood.

Old techniques included:

Ring of Steel (London after the RSI Attack)

This included roads lined with concrete blocks, many police checkpoints, closed caption TV and strict speed limits within the 'ring.'

Increased use of Bollards in high pedestrian areas (E.g. NYC)

Increased chokepoints and chokepoints

Methods to improve security implicitly

Create more free space

Reduce obstruction (like chokepoints)

Create more areas which allow long-distance vision

Varied heights of buildings

Winding roads/Speed Bumps

Huge Signs

Examples of their implementation

Washington monument had a wall installed to prevent trucks and vehicles (2005)

Decreased use of garbage cans in train stations

Glass Panels around the Eiffel Tower

More curves and turns to reduce high-speed

Creation of a park-like area with benches bike-racks and trees to replace bollards

ARSON sign outside of Emrites Stadium

Things to take away

Similarly, online security is prone to ransomware attacks, viruses, and leaks of private data. We are continuously warned not to press on anything dangerous, not to open links, not to install random software but how can we make this process more user friendly?

We can take away from Urban landscape planning! Increase the easy of internet users while making it uncomfortable and incredible difficult for attackers to infultrate. A good example of this can already be found in numerous websites. These include:

Providing a hash of the software's code to ensure nothing has been changed

Warnings which inform users of cookies, data, privacy concerns

Facebook's new privacy settings, paving the way for many more companies

However, there are still many, many websites which we just carelessly give information away to without a second thought. Data of entire governments is being stolen and held at hostage. Why is it that we don't look at these problems at the same serious level as ensuring our pysiccal security? What else can we do?

[intrustautomation]

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[remodler-blog]

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Many thanks Ariel! That’s me donning the jorts. I guess I have boyish good looks. And I also call them jorts. And also accusing claimed husband of thieving my do the job jorts lately. Haha. My Young children blame him for everything, so I had been just pursuing match, so they might see how dumb it really is guilty dad.

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[gohvar]

It’s all very well taking the boat out for afternoon excursions to a quiet cove for a swim, but we have plans to go further afield, and we’d like to be safe! To that end, we’ve been studying for our RYA Day Skipper certification, taking the theory part of the course online. Now, distance learning is all very well, but at some point you need to get some practical instruction and experience in different weather situations. So, last week we kitted out the Seawagon for a 6 day trip, and set off for Šibenik. Our destination was NCP Charter, a local RYA training centre, and we were signed up for the motor version of the course.

Setting out from Vrboska

The route from Vrboska to Šibenik is pretty straightforward, following the south coast of Brač and Šolta, before curving north and into the Sv Ante channel. But given the size of the southerly waves that morning, we opted to turn through the Splitska Vrata (Gates of Split) and go along Šolta’s northern shore. Quite a few sailing boats seemed to have the same idea, and we found ourselves with company going every which way, but mostly heading up and down between the coast and the islands.

Hvar channel

Brač

Passing ship

Mind the rock!

Coast

Pt Jadrija lighthouse

Sv Nikola Fort

Passing traffic

Arriving Šibenik

Our first stay in an actual marina was an experience. Marina Mandalina presents itself as a luxury yacht marina, and oh boy are there some large and very shiny boats lined up outside the reception! The tender came out to greet us and show us to our berth much further along, as we really don’t need much in the way of depth. We were, I noticed, the smallest boat on the dock, as the charters are all sized to sleep more folks. NCP Charter were lovely and helpful as always, made us comfortable and handed us our first homework – the course book to read before tomorrow! And so it begins…

Evening at Marina Mandalina

Day 1 and we meet with our instructor, Eddy, a delightful Belgian with a wealth of experience and a gentle teaching manner. It feels more like he’s simply guiding us as we work things out. He learns the capabilities of our boat, while we learn about mooring in different ways. And we decide that after lunch, we’ll navigate up the Krka river to Skradin and spend the night there. It’s a beautiful trip between high rocky walls, with bridges overhead that we’ve never seen from this angle before! Arriving in Skradin, we discover there’s a regatta and the marina is fully booked. Luckily, they can squeeze us in next to the restaurant – ah, the benefits of being small with no keel! Homework tonight is to plot our return back down the Krka. Thankfully, it’s quite peaceful in the marina, despite all the boats!

Departing Šibenik

Mussel farm

Rocky walls

Folded rocks

Speed limit 6

Under the motorway

Arriving in Skradin

Skradin town dock

Restaurant Arka

Lifebelt

Navigation homework

Skradin swans

Day 2 and it’s another gorgeous sunny day as we head back down the river and out to the open sea through the Sv Ante channel. Lunch is in the beautiful little town of Zlarin, on the island of the same name. It’s shady and peaceful, somewhere I’d like to come back to, and spend more time. We’re heading out to anchor around Znajan for a sunset picnic, having first plotted our night course home. Absolutely glorious colours as the sun goes down, then a very concentrated couple of hours following our notes as we look carefully for guiding lights. Glass of wine needed before bed!

Skradin local

Down the Krka

Zlarin harbour

Old harbour

Fishing boats

Seagull on a roof

Shady street

Street ornament

Rusty bollard

Znajan bay

Glorious colours

Pink sky at night, sailor’s delight?

Day 3 starts with review of our night sail, and what we learned. Well, for a start, how difficult it is to see anything after dark, and how important to read your chart carefully! Great experience, and clearly more practice needed! In the afternoon, we’re off towards the nearby island of Prvić while occasionally circling back to pick up our man/fender overboard and learning more ways to moor.

Day 4 and we’re back in our classroom at the pizzeria (it has bigger tables than the boat). Tides and currents are hardly a big issue in the Adriatic, but we have to know about them anyway. For lunch, we choose to take the boat over to the town harbour at Šibenik for more docking practice. It’s a tricky one, as the waves are higher, and we’re parking right next to another boat. For the rest of the day, it’s even more mooring – with the wind, against the wind, alongside, and finally… reversing into place. Now that’s not easy in our boat as she will always go left in reverse because of propwalk. Eddy disallows use of our bow-thruster as “cheating”, and shows us other ways to compensate. This is advanced stuff, and we feel quite accomplished by the end of it!

Peaceful marina

Larger neighbours

Šibenik

Cathedral heads

And so we are now the proud holders of RYA Day Skipper certificates. It was a pretty concentrated week, and many, many thanks to our wonderful instructor, Eddy Coenen who guided us through it. Thanks also to Vedran Mandura of NCP Charter in Šibenik for arranging everything, and looking after us so well. We highly recommend the effectiveness and professionalism of this RYA Training Centre. And, of course, it’s a beautiful place to sail (or motor).

New skippers with Eddy & Vedran

Find out more…

NCP Charter: RYA Sailing School

Improving our boating skills: all tied up around Šibenik It's all very well taking the boat out for afternoon excursions to a quiet cove for a swim, but we have plans to go further afield, and we'd like to be safe!

[wristwatchjournal]

Introducing – IWC Portugieser Yacht Club Chronograph Edition “Orlebar Brown” (Live Pics & Price)

Partnerships with designers are a strong trend in the watchmaking industry today, a move designed to give watches a fresher, more contemporary face and appeal to fashion-conscious men. IWC partners with British apparel brand Orlebar Brown for a special edition of the Portugieser Yacht Chronograph decked out in smart navy blue with red and white accents and a new strap. Let’s have a look at this new reference IW390704.

Preliminary note: the watch photographed here is a prototype. The final version is worn on a slightly different strap, which has curved ends between the lugs, for better integration with the case.

Orlebar Brown

Orlebar Brown, the British men’s clothing brand founded in 2007, started life selling stylish swim shorts and now specialises in resort and leisurewear wear. The difference between Orlebar Brown swim shorts and regular swim shorts are that Orlebar Brown shorts are crafted like traditional men’s trousers and come with a zipper and adjustable side fasteners. Now an international success story, the brand has expanded its lines to offer beach, sport, resort and coast wear. The nautical spirit of the Portugieser is notched up in this special edition, at home on the decking of a sailing yacht or the decking of a swimming pool. In addition to this watch collaboration, IWC and Orlebar Brown have also designed a “Capsule Collection” of resort wear to celebrate the partnership.

Portugieser Yacht Chronograph

Earlier this year, IWC launched its third-generation Portugieser Yacht Chronograph with a larger case size, the relocation of the date window, design upgrades on the dial and a new metal bracelet. The IWC x Orlebar Brown special edition is based on the recently revamped Ref. 3907. The Yacht Club line of chronographs was introduced into the Portugieser family in 2010 and are fitted with a sophisticated flyback chronograph movement developed from head to toe by the brand in Schaffhausen. What distinguishes this chronograph from many others on the market is its display; instead of two individual counters for elapsed hours and minutes, these are placed in a single sub-dial at 12 o’clock while the second sub-dial at 6 o’clock is for the running seconds.

The revamped IWC Portugieser Yacht Club IW3907, launched earlier this year, and worn on steel bracelet.

The IWC Portugieser Yacht Club “Orlebar Brown”, with different dial and strap.

The Yacht Club line is the sportiest line in the Portugieser family and was designed to capture the nautical spirit of the original 1939 Portugieser – a downsized nautical chronometer.  The Yacht Club offers 60m water-resistance and has pushers shaped like bollards but displays the hallmark traits of the Portugieser family with its large round case, the railroad minutes track, the elegant leaf-shaped hands and the applied Arabic numerals.

Orlebar Brown touches

The stainless steel case has a diameter of 44.6mm and a height of 14.1mm with a rounded bezel and a polished finish throughout. Although there have been Portugieser Yacht Chronographs with blue dials in the past, this model has a dark navy blue dial with contrasting colours for the two vertically aligned counters. The top counter, with the combined 12-hour and 60-minute elapsed times of the chronograph, features the same dark blue colour as the dial and the number 12 and the area between 60 and 10 are picked out in bright red.

The small seconds counter, which also houses the date window, is white with blue markings. The flange with the quarter-second scale for shorter time measurements is white with blue markings and indicated by the red central chronograph seconds hand. The characteristic railway minute track of the Portugieser family is white and printed against the blue dial with luminescent hour markers followed by the applied Arabic numerals. The leaf-shaped hands are rhodium-plated and also treated with luminescence. The overall effect is one of a crisp, smart dial with vivid contrasts.

Another distinguishing feature of the collaboration with British designed Orlebar Brown is the new navy blue rubber strap with a textile inlay on the surface that is woven to look like rope. The strap is secured by a co-branded side-fastener that resemble what’s found on the brand’s swimsuits.

In-house movement

The movement below deck is IWC’s 89361 automatic manufacture calibre with a robust 68-hour power reserve, a workhorse movement for IWC that has powered many chronographs in the last decade. The movement can be seen through the sapphire crystal caseback with its openworked rotor and the steel frame is engraved with the name of the watch and the words Edition Orlebar Brown.

Price and availability

The Portugieser Yacht Club Chronograph Edition Orlebar Brown IW390704 will be available from 15 July 2020 in IWC boutiques, authorised retailers and from the brand’s e-boutique here. The retail price is EUR 12,200 or USD 12,500.

For more information, please visit iwc.com as well as the Orlebar Brown capsule collection here.

Technical specifications – IWC Portugieser Yacht Club Chronograph Edition “Orlebar Brown”

Case: 44.6mmm diameter x 14.4mm height – stainless steel case, polished – sapphire crystal front and back with anti-reflective coating both sides – 60m water-resistant

Dial: navy blue with white and red accents – sub-dial at 12 o’clock for 60-min and 12h elapsed times – sub-dial at 6 o’clock for small seconds and date window – applied Arabic numerals – luminescent hour markers and on hour and minute hands, red chronograph seconds hand

Movement: IWC in-house calibre 83691 – automatic flyback chronograph, integrated architecture with column wheel – 28,800vph/4Hz – 68h power reserve – hours, minutes, small hacking seconds, date, flyback chronograph

Strap: navy blue rubber strap with textile inlay – co-branded side-fastener steel buckle

Availability: Mid-July 2020, from retailers, boutiques and e-boutique

Price: EUR 12,200 USD 12,500

The post Introducing – IWC Portugieser Yacht Club Chronograph Edition “Orlebar Brown” (Live Pics & Price) appeared first on Wristwatch Journal.

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[skrskrskr]

Let's improve Berkeley’s great bike network with some Dutch-style woonerfs

What's a woonerf? At a high level it is a street that values pedestrians more than cars. Why does Berkeley need woonerfs? After half of a year joyfully biking through the city, I’ve discovered a few areas where the network needs some repurposing.

To start though, let's talk about what works in Berkeley. Part of what makes the city so great for bicyclists is inherent to its suburban sprawl. A majority of the streets in the city have bike markings like sharrows (shared arrows), and many more could have them sprayed down today. Low traffic levels there mean that less experienced riders, like families with young ones, needn't worry about safety. Especially on the newly paved ones.

Those streets, the streets with low traffic volumes and sharrows, are Class 4 bikeways, meaning that bicyclists are designated to use the same roadway as cars and trucks. But Class 4, that means there are 4 classes? Yes! Although there’s a bit of discrepancy on what the classes are, or if there's only 3 classes, or even their order.

Generally this is how it goes: Class 1 includes separate bike paths. Paths that go through parks, designated bike/multi-use paths, etc. Class 2 includes cycle tracks. Bike paths on the sidewalk or protected by a lane of parked cars. Class 3 are your typical bike lanes, you know, green lanes, a graphic of a bicyclist. And finally, we know this one, Class 4 include the roads with designations for bicyclists to ride on (sharrows).

It is good to remember that, like various alcohols, these classes aren’t inherently better than one another. There’s no reason to be creating separate cycle tracks on your typical local road, as is there's no reason to be pouring Grey Goose into a mix-drink. That's why we're fine with the Class 4 accomodations on those local Berkeley streets.

Like many good networks, Berkeley's bike network ranges through each of the four classes above. On top of that, I've noticed while biking through, flourishes of transportation accommodations that can’t necessarily be tied down to a specific classifications. These additions are often great, but there are some that, while introduced with good intentions, end up feeling less than ideal. Take this street for example:

This isn't an uncommon scene within Berkeley: a residential local road with a few speed bumps.

Most people hate speed bumps, but drivers do especially. They see a nice comfortable road to drive down, and then a huge annoying hump that will scrape up their car. What they don't realize though is that they'd sped up and were speeding well above the speed limit. Those wide roads, especially those without any curves, create an environment that drivers feel safe going faster. Unfortunately, the mortality rate drops significantly between 25mph and 35mph, so that extra speed can be very deadly, and thus the city installs speed bumps.

The bumps will encourage a percentage of recurring traffic to find an alternate route, one without bumps, but they do nothing for drivers unfamiliar with the area. By the time they see any sort ofsign, new drivers will have turned down the road. And for bicyclists and pedestrians, the bumps are less annoying, but the uneven ground can still prove dangerous.

So while the bumps are doing what they were designed to do: slow drivers down and keep the neighborhood safe. The problem is that they do so in a way that isn't just annoying, but obviously annoying. It is a design that feels unfair.

But we don't want accidents, especially fatal ones, so how do we slow drivers down? Well, as I mentioned before, drivers like wide open straightaways, so let's look at the opposite: curves! And what would you know, Berkeley actually has its fair share of these too. Like this one:

Wow! Of course drivers are going to slow down when there's another vehicle coming straight at them. Even the possibility and poor visibility is enough to slow down traffic. Bicyclists and pedestrians however won't have to slow down from their already lower speeds. The best part about the curved streets though is that they don't feel unfairly designed against drivers. Drivers will feel more uncomfortable but they won't be able to find a particular thing to blame it on.

Unfortunately, even if the parcels and Right of Way allowed for it, it would be much too expensive to curve every roadway.

So what do we do? Well the Dutch have a great solution, because of course they do (the Dutch are masters of tranportation). It revolves around the width of road we can use. Look at that photo above again, and look at how much space the cars actually need. The Dutch saw this and decided that it was too much wasted space. Cars need around 6 feet, not 12 in each direction. Not to mention the 8 feet for parking or another 4 for a shoulder. The unnecessary space, they decided, could be literally anything. A park? Sure! A coffee stand? Absolutely! Parking? Yea, why not. And the best part, they could do all three, and snake the roadway around them all.

This is, as the title suggests, a woonerf, which translates literally to "living yard" or "residential ground". While our current American streets and culture gives too much space to cars, woonerfs try to balance things more evenly.

They are more applicable to smaller streets in denser cities, but their principles can still be applied to the suburban Berkeley. There's actually some areas that I've already seen the ideology applied. Here, on Stuart St, by some cooperative homes where older members of society walkabout, we see some semblance.

And at street level:

Wow, now look at those curb extensions and that textured crossing. Drivers won't fly through there. And for good reason, as the older community there likely isn't as agile as the general public, and we don't want them to feel trapped in their homes. That extended curb and textured crossing call attention to the area, and by increasing visibility and reducing the overall distance to cross, hopefully making the residents feel safer walking around their community.

There is still a big difference between Stuart St and dutch woonerfs though, so I wanted to explore how far we could go with the concept. I've created some mockups to compare.

Now I want to restate our goals. This is a residential street, so it will still see the occasional trip from residents, emergency vehicles, delivery trucks, etc. We can't simply close it off with some bollards at both ends. Overall we do want to shift the priority away from cars and towards pedestrians and bicyclists. Woonerfs make fantastic links in bike networks, and being close to the bike boulevard connection of Milvia and Russell, Stuart St would be a great link to have. Finally to make things easier I'm going to assume that parallel streets could easily carry any sort of relocated traffic.

All that being said, let's take a look at what a Stuart St focused on pedestrian safety like if it were built out to better support bicyclists and the older pedestrians nearby.

And when we take a closer look at street level:

So what's been done? Well, most drastically, I've reduced the road to a single, shared travel lane, suggested only by the different color/texture of the pavement. This is to make drivers feel as uncomfortable as possible so they grow aware of their surroundings and slow down. Since this travelway is flush with the curb, when cars do meet on Stuart St, there's enough room to pull to the side to let someone pass. Again, cars are quite narrow and they don't need feet of padding if the speeds are low. By giving cars the bare minimum, they will have to treat the other forms with higher respect.

With that newfound space I've provided an attractive public space. Benches, a playground, and general space that simply isn't deathly, black pavement will encourage kids and adults to come to the street to play, meet, and relax. That is a vital characteristic of the woonerf, the "living" aspect which attracts users to the space. What good is a place safe from cars if it's not attractive enough to see use?

At this point some would make a ruckus about parking, and yes, while this space is trying to shift focus towards pedestrians and bicyclists, there is still a need for vehicle parking, especially near an older community. Fortunately the woonerf design incorporates so much flexible space that we can easily assign some of it to parking. In fact, the ideology is so forgiving that I've barely moved any of the existing parking. There's plenty of spots for people to park to visit their grandparents or just hang out in the area.

For pedestrians and bicyclists in the area, the new design is much safer and inviting. This would only affect Berkeley's bike network on a micro level, but if more streets were evaluated in a similar way and woonerfs were integrated on a macro level and figuring out how to operate the network as a whole is another piece.