Auswahl der wissenschaftlichen Literatur zum Thema „France Shipbuilding“
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Zeitschriftenartikel zum Thema "France Shipbuilding"
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Bourque, Reynald. „Industrial Policy and the Crisis in Shipbuilding in France and Canada“. International Review of Administrative Sciences 62, Nr. 2 (Juni 1996): 239–54. http://dx.doi.org/10.1177/002085239606200205.
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Cazenave de la Roche, Arnaud, und Fabrizio Ciacchella. „The Mortella II Wreck, a Genoese Merchantman Sunk in 1527 in Corsica (Saint-Florent, France): A Preliminary Assessment of the Site, Hull Structures and Artefacts“. Heritage 6, Nr. 2 (25.01.2023): 1028–68. http://dx.doi.org/10.3390/heritage6020058.
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This article presents the results of a preliminary archaeological operation carried out in 2021 on the Mortella II wreck. It was designed as a continuation and complement to the excavation of the Mortella III wreck that was performed between 2010 and 2019 and to which it is historically linked: both ships were Genoese merchantmen sailing together, which sunk in 1527 in the context of the 7th Italian War between France and Spain. The paper takes up the main outcomes of the lines of research on shipbuilding and artefacts (anchors and artillery). It discusses their characteristics, comparing them to other wrecks of similar Mediterranean origin. In this way, this work seeks to contribute to the knowledge of Mediterranean shipbuilding and the material culture of the Renaissance, which is currently little known.
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Said, Stephanie, und Euan McNeill. „The Excavation, Recovery and Analysis of an Early 19th-Century Shipwreck from the Solent, Hampshire“. Hampshire Studies 76, Nr. 1 (01.11.2021): 147–64. http://dx.doi.org/10.24202/hs2021009.
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The remains of a 19th-century barge were found in the Solent whilst undertaking pre-construction geophysical survey works as part of the Interconnexion France-Angleterre 2 cable route (IFA2) project. Investigations culminated in the excavation, recording and recovery of the remains of the wreck. Although no documentation or records of its loss have been found at the time of writing, the remains highlight the importance of vernacular shipbuilding techniques that were applied by independent shipbuilders scattered along this stretch of coastline.
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Taylor, Trevor. „Defence industries in international relations“. Review of International Studies 16, Nr. 1 (Januar 1990): 59–73. http://dx.doi.org/10.1017/s0260210500112641.
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While the threat and use of force remain elements or even possibilities in world affairs, the political importance of the defence industries will be substantial. Defence industries must be viewed as significant because of the contribution that they make to allowing states to deter attack and to use force. But they also have an economic and technological significance. In the UK, France and the US, defence equipment represents about 10 per cent of total manufacturing output. Equipment orders from home and abroad provide employment for around 500,000 people in the UK, at least 300,000 in France, and over two million in the US. The US Department of Defence, the Pentagon, employs 134,000 people just to procure equipment worth about $130 billion involving 15 million contracts a year. Defence equipment is big business and is particularly important today in the aerospace, electronics and shipbuilding sectors. Between a quarter and a third of professional technologists and scientists in Britain, France and the US work in the defence sector.
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Tu, Shimin. „The Impact of Infrastructure on International Trade from Ancient Times to the Present“. Highlights in Business, Economics and Management 23 (29.12.2023): 686–93. http://dx.doi.org/10.54097/az970c80.
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This paper focuses on the changes in French infrastructure from the 17th century to the 21st century. How is the improvement and development of infrastructure, and its impact on France's international trade? In this paper, there are many comparisons of different periods which helped to get the research result, and some instances are demonstrated by specific references. The port, shipbuilding industry, and railway transportation are described in the paper in detail. In addition, by comparing the changes in the development of infrastructure, this paper describes how France conducts foreign trade through these infrastructures, showing the indispensable role of infrastructure in France's economic development. In the last part of the article, a comparison of other factors that may affect France's international trade is made, and a conclusion is drawn. After researching such changes in France, the final result is that although these infrastructure projects do promote the economic development of France, it does not seem to be the most important factor affecting France's foreign trade.
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Savchenko, Oleg, und Valery Polovinkin. „Brief analysis of foreign experience in arrangement of purchasing weapons and military equipment“. Transactions of the Krylov State Research Centre 4, Nr. 398 (15.11.2021): 161–81. http://dx.doi.org/10.24937/2542-2324-2021-4-398-161-181.
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for weapons, military and special-purpose equipment, supplies and services to support military forces of five states, which are world leaders in the military field: USA, UK, France, Germany and China. A special emphasis is made on shipbuilding. Materials and methods. The review is based on modern strategic documents and legislative acts regulating the procurement activities of major state military agencies. Main results. A detailed consideration is given to specific procurement systems operating in foreign countries, similar features and differences are identified, national specifics are mentioned. Recommendations are given regarding lessons to be learned by Russian military departments. Conclusions. Based on the foreign experience it is found advisable to combine centralized purchasing of major military products and equipment and decentralized procurement of some general-purpose items.
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Reid, Donald. „The Third Republic as Manager: Labor Policy in the Naval Shipyards, 1892–1920“. International Review of Social History 30, Nr. 2 (August 1985): 183–206. http://dx.doi.org/10.1017/s0020859000111563.
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Recently there has been great interest in the re-organization of work and its effects on labor relations during the last decades of the nineteenth century and the first decades of the twentieth century, particularly in the metal-working and machine industries. Studies of this issue have generally been framed in terms of technological advances in the steel industry in the second half of the nineteenth century, the exigencies of the market during and after the Great Depression of the late nineteenth century, and the efforts of skilled labor to defend its position on the shopfloor. In France and elsewhere the importance of national and international arms sales before 1914 made the armaments industry one of the main arenas of these developments. Until mid-century the defense industry and the business of defense had been under state control in France. Largely for economic reasons, however, the Third Republic turned over increasing amounts of defense contracting, especially in shipbuilding, to private industry. The Etablissements Schneider at Le Creusot, the Compagnie des Aciéries de la Marine at Saint-Chamond and other large private firms established themselves as profitable arms manufacturers. National and foreign government contracts for weaponry encouraged these companies to make large capital investments, to rationalize work to permit greater managerial control, and to develop authoritarian paternalist systems of labor management.
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Grumel, François. „La France et la marine yougoslave (1918-1935)“. Revue Historique des Armées 240, Nr. 3 (2005): 123–36. http://dx.doi.org/10.3406/rharm.2005.5745.
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France and the Yougoslav Navy ; 1918-1935 ; After contributing significantly to the establishment of the Kingdom of the South Slavs, Croats and Slovenes in 1918-19 and to drawing its frontiers, France then tied the country into a geo-political system, alongside Poland, Romania and Czechoslovakia, designed to constitute a counterweight to any future fresh German drive into southeastern Europe. However, though the French presence was very marked in the new Yugoslav army and air force, it encountered strong resistance in the navy arising from the fact that the officers of the Yugoslav marine were all veterans of the former Austro-Hungarian navy, which had recruited chiefly among the Croats of Dalmatia. They had therefore fought in 1914-18 ‘on the other side’, and impeded French efforts, notably in the field of orders for armaments -and therefore in the sense of achieving standardised weaponry throughout the Little Entente. French diplomacy also had a responsibility for this impasse because — when faced by the growing antagonism between fascist Italy and a Yugoslavia led by the Serbian Karageordjovic dynasty - it refused to side with its client-State. France avoided as far as possible any naval deployments into the Adriatic (which Rome considered as an ‘Italian lake’), preferring to maintain comunications via the Greek port of Salonika and through Macedonia. This state of affairs created the opportunity for Britain to enter the market for Yugoslav shipbuilding contracts in the early 1930s -reflecting British interest in a fleet that was small but had the potential to offset Italy’s threat to the Mediterranean and the route to India via Suez, after the 1930 London naval limitations treaty. French naval influence was only salvaged in 1934 when the Serbian military ‘establishment’ finally extended its grip to the only Yugoslav armed service that had previously escaped it. France was thus able to prevail in securing naval orders over its German and especially its British competitors. However this happy turn of events was unique to the Yugoslav navy : in the other two Yugoslav armed services, French influence was by now on the wane. And alongside this, furthermore, Milan Stojadinovic, Yugoslavia’s prime minister from June 1935 to February 1939, steadily re-aligned his country closer to Nazi Germany and fascist Italy.
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Chikhachev, Aleksei. „“The 21st century will be maritime”: Maritimization of French defense policy“. Vestnik of Saint Petersburg University. International relations 16, Nr. 3 (2023): 275–93. http://dx.doi.org/10.21638/spbu06.2023.305.
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This article examines one of the structural processes observed in defense policy of modern France — the “maritimization”, or, in other words, the growing attention of the government to naval issues. It is noted that since 2017, a number of signs for it have accumulated — from various statements on maritime security in strategic documents to the start of new submarines and aircraft carrier projects. Following practical geopolitics (as a part of critical geopolitics), the article reveals the main reasons, specifics and limitations for such process. France have been induced to strengthen the fleet by the deterioration of security in several regions and threats to maritime communications, the need to ensure stability of its own “blue” economy, and by climate and biodiversity considerations as well. In practical terms, the maritimization have implied an increased budget spending on the Navy, the adoption of a new shipbuilding program “Mercator”, the signing of export agreements and the participation in multilateral exercises and projects (mainly through the EU and NATO). Nevertheless, the author comes to the conclusion that the maritime turn of French defense policy is not so obvious, since it is not planned to the detriment of other types of armed forces. It assumes qualitative, but not quantitative improvement of the fleet and does not look like a unique trend against the background of other powers. With all its benefits, the Navy still does not acquire any special status: on the contrary, the current doctrine provides for an equal importance of all components of military forces at the same time. Thus, it seems that the cooperation with the allies will be a key strategic orientation for France: even if its own capabilities are expected to stay limited, it remains a considerable part of the combined sea power of the West.
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Cazenave de la Roche, Arnaud, Fabrizio Ciacchella, Fabien Langenegger, Max Guérout, Marco Milanese und Ana Crespo Solana. „Review of the research programme on the Mortella III wreck (2010-2020, Corsica, France): A contribution to the knowledge of the Mediterranean naval architecture and material culture of the Renaissance.“ Open Research Europe 2 (18.05.2022): 6. http://dx.doi.org/10.12688/openreseurope.13942.2.
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The Mortella wrecks are the remains of two navi, Genoese seagoing merchant ships, sunk in 1527 in the Bay of Saint-Florent (Upper-Corsica, France) during the Seventh Italian War. A programme of archaeological excavations and historical research has been held on one of them, Mortella III, between 2010 and 2020. It has involved a multidisciplinary team around a European research project called ModernShip (Horizon 2020), whose objective is to shed light on Mediterranean shipbuilding during the Renaissance, a field still little known to this day. At the end of these 10 years, the aim of the present article is to conclude this research programme with the presentation of a scientific review that complements a recently published monograph on the Mortella III wreck. This study presents the latest results on the ship's architecture obtained during the excavation of the wreck in 2019, including a study of the wood of the framework. Finally, this article broadens our understanding of the nave presenting the results of a collaborative line of research on material culture with three studies in close connection with the ship architecture: artillery, anchors and ceramics.
Dissertationen zum Thema "France Shipbuilding"
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Delaney, Monique. „"Le Canada est un païs de bois" : forest resources and shipbuilding in New France, 1660-1760“. Thesis, McGill University, 2003. http://digitool.Library.McGill.CA:80/R/?func=dbin-jump-full&object_id=84504.
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The colonial contribution to the French naval shipbuilding industry in the seventeenth and eighteenth centuries, explored within the context of the forest from which the resources for the industry were taken, was a remarkably successful venture that came to an end with the onset of war. In the past, the end of the French naval shipbuilding industry in New France has been attributed to the action or inaction of France that resulted in the inefficient use of forest resources. Issues of interest in, organization or support of colonial efforts by France, however, were nevertheless, limited by the immutable realities of the colonial forest environment. This thesis argues that the success of the industry, considered within the appropriate context, is a consequence of colonial persistence in the face of constraints imposed by the colonial forest environment---despite these other significant issues.The official correspondence, written by colonial officials in New France, record colonial efforts to supply France with timber and detail the development of a naval shipbuilding industry in the colony. These documents provide source material for a case study that demonstrates the constraints imposed by the colonial forests on the experience of colonists, timber suppliers and shipbuilders. The colonial forest was not the same as the forests in France. A simple transfer of knowledge and practice from one forest to another was insufficient to deal with the differences in climate, forest age, tree species and the extent to which human activity affected the different forests. These differences challenged the way in which colonists could use forest resources for their own needs, for export to France and for naval construction. To consider this use of resources, without considering the differences between the available materials in the colony and those available in France, is to look at the story removed from the setting in which it took place. The unique forest in the colony was the setting in which colonial shipbuilding took place. Any study of the development of this industry, or any other industry that relied on forest resources, must give consideration to the constraints and realities of that forest.
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Pavlidis, Laurent. „Construction navale traditionnelle et mutations d'une production littorale en Provence (Fin XVIIIe - début XXe siècles)“. Thesis, Aix-Marseille, 2012. http://www.theses.fr/2012AIXM3092.
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Au XIXe siècle, la construction navale traditionnelle constitue une importante branche de l'économie maritime provençale. Elle est surtout l'affaire d'entreprises privées et n'est pas un simple prolongement des pratiques du passé. Marquée par des caractères originaux, elle est le fruit de ses capacités à évoluer en s'adaptant aux demandes des marchés. La hiérarchie des chantiers privés change au fil du siècle. Si Marseille reste le foyer majeur, les productions traditionnelles de La Ciotat et de La Seyne marquent le pas, celles de Toulon, Arles et Antibes stagnent ; à Saint-Tropez elles connaissent un réel essor, avec la livraison de grosses unités, tandis qu'à Martigues elles dominent le marché des bâtiments de petit cabotage. Cette évolution s'accompagne d'une modification des modèles construits. Pour les navires de fort tonnage, les types méditerranéens polacre, pinque, barque et brigantin laissent rapidement la place aux formes atlantiques brick, brig-goélette et trois-mâts. Seule la bombarde, purement méridionale, résiste jusque dans les années 1830 alors que l'emblématique tartane, trop souvent confondue avec le bateau, ne représente plus qu'une petite part de la production. Sur ces chantiers, les ouvriers – dont la diversité et la mobilité sont difficiles à atteindre travaillent dans des espaces dont les infrastructures modestes se rationalisent pour peu que l'administration des Ponts et Chaussées, nouvelle gestionnaire des terrains, puisse ou veuille répondre aux demandes des constructeursDuring the 19th century, traditional shipbuilding was an important branch of the Provencal maritime economy. It is mostly the business of private companies and is no longer only an extension of practices from the past. Marked by original characters, it is the fruit of its capacities of evolving whilst adapting itself to the market's demands. The hierarchy of the private construction sites changes throughout the century. If Marseille stays the major outbreak, the traditional productions of La Ciotat and of La Seyne mark time, the ones in Toulon, Arles and Antibes stagnate; in Saint-Tropez they know a true development, with the delivery of large units, whilst in Martigues they dominate the market of small coasting trade ships. This evolution is accompanied by a modification of the constructed models. For large vessels, the Mediterranean types, polacre, pink, bark and brigantine quickly leave place to the Atlantic shapes brig, brig-schooner and three-masted vessel - only the Bomb-vessel, purely Mediterranean, resists until the 1830's, while the iconic tartan too often confused with the boat, represents only a small part of the production. On these construction sites, the workers – whose diversity and mobility are difficult to reach - work in spaces with modest infrastructures which rationalize themselves, for little that the administration of Roads and bridges, new land manager, would be able or willing to meet the demands of manufacturers
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Le, Bot Pierre. „La première marine de Louis XV : une expérience fondatrice (1715-1745)“. Electronic Thesis or Diss., Sorbonne université, 2021. http://www.theses.fr/2021SORUL054.
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Après avoir été la première d’Europe, la marine de Louis XIV a commencé à s’effondrer à partir de 1707, et elle n’était déjà plus que l’ombre d’elle-même lorsque Louis XV a succédé à son arrière-grand-père en 1715. Secrétaire d’État de la Marine de 1723 à 1749, le comte de Maurepas est traditionnellement considéré comme le bâtisseur d’une nouvelle marine, qui aurait fait ses preuves au cours de la guerre de Succession d’Autriche, après une longue période de paix avec la Grande-Bretagne. Les archives du Conseil de Marine révèlent pourtant que c’est dès 1719, que cette reconstruction a été entreprise. Avec le soutien du Régent, les membres de ce conseil dirigé par le comte de Toulouse, Amiral de France, ont alors entrepris de se doter d’un instrument naval puissant, qu’ils destinaient à la guerre d’escadre. Pendant quelques années, d’importants efforts ont été faits pour mettre en chantier un grand nombre de nouveaux vaisseaux, avant que ce projet ne soit abandonné en 1725, suite à une forte réduction des dépenses. Il s’avère donc que le rôle de Maurepas a surtout consisté à entretenir, tant bien que mal, une marine restée inachevée. Il s’est également efforcé, il est vrai, de la préparer à la guerre de course qu’il entendait mener en cas de nouveau conflit contre la Grande-Bretagne. Le fait est cependant que les opérations qui ont suivi l’entrée en guerre de la France en 1744 ont très vite révélé, non seulement les limites de cette stratégie, mais aussi l’impuissance et les fragilités de la première marine de Louis XV, dont Maurepas prononcera lui-même l’acte de décès dans ses « Réflexions sur le commerce et sur la marine » de 1745After being the first in Europe, Louis XIV’s navy began to collapse from 1707, and it was already half-ruined when Louis XV succeeded its great grandfather in 1715. Having been Secretary of State for the Navy from 1723 to 1749, the Comte de Maurepas is traditionally regarded as the founder of a new navy, which would have proved its worth during the War of the Austrian Succession, after a long period of peace with Great Britain. However, the archives of the Navy Council reveal that it was as early as 1719 that this reconstruction was undertaken. With the support of the Regent, the members of this board headed by the Comte de Toulouse, Admiral of France, planned to create the naval instrument they needed for a guerre d’escadre. For a few years, great efforts were made to build a large number of new ships, before this program was abandoned in 1725, following a drastic budget reduction. It turns out, therefore, that Maurepas’s role was mainly to maintain, as best he could, a navy that remained unfinished. Admittedly, he also tried to prepare it for the guerre de course he intended to fight in the event of a new war with Great Britain. The fact is, however, that the naval operations which followed the outbreak of war in 1744 quickly revealed not only the limits of this strategy, but also the inability and the weaknesses of Louis XV's first navy, of which Maurepas himself performs the autopsy in his « Reflec- tions on Trade and Navy » of 1745
Bücher zum Thema "France Shipbuilding"
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Schuster, Leslie A. A workforce divided: Community, labor, and the state in Saint-Nazaire's shipbuilding industry, 1880-1910. Westport, CT: Greenwood Press, 2003.
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Bellec, François. Arsenaux de marine en France. Issy-les-Moulineaux: Chasse-marée, 2008.
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Lefaudeux, François. Haro sur DCN. Reims: AEGEUS-éditions du bicorne, 2006.
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Plouviez, David. La Marine française et ses réseaux économiques au XVIIIe siècle. Paris: Indes savantes, 2014.
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Acerra, Martine. Rochefort et la construction navale française, 1661-1815. Paris: Libr. de l'Inde, 1993.
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Toufaire, Pierre. Un ingénieur de la Marine au temps des Lumières: Les carnets de Pierre Toufaire, 1777-1794. Rennes: Presses universitaires de Rennes, 2011.
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Boudriot, Jean. The seventy-four gun ship: A practical treatise on the art of naval architecture. Annapolis, Md: Naval Institute Press, 1986.
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Mack, William P. Christopher and the quasi war with France: A novel of the sea. Charleston, S.C: Nautical and Aviation Pub. Co. of America, 2002.
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Hughes, Verdier, Hrsg. Quand les arsenaux gagnent la haute mer. Paris: Albin Michel, 2008.
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Boulaire, Alain. La France maritime au temps de Louis XV et Louis XVI. Paris: Layeur, 2001.
Den vollen Inhalt der Quelle findenBuchteile zum Thema "France Shipbuilding"
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Gauthier-Bérubé, Marijo. „Assessing Shipbuilding Variation in Late Seventeenth-Century France:“. In Agency and Archaeology of the French Maritime Empire, 14–36. Berghahn Books, 2023. http://dx.doi.org/10.2307/jj.6879755.6.
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Fry, Joseph A. „Victory and the Death of the Partnership, 1863–1865“. In Lincoln, Seward, and US Foreign Relations in the Civil War Era, 114–53. University Press of Kentucky, 2019. http://dx.doi.org/10.5810/kentucky/9780813177120.003.0005.
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This chapter examines US foreign policy challenges over the final two years of the war. Those challenges included the repercussions arising from US efforts to restrict neutral trade with the South, Confederate shipbuilding efforts in Great Britain and France, Confederate attempts to provoke an Anglo-American crisis by attacking the United States from Canada, and Napoleon III’s military and political intervention in Mexico and attempt to install a European monarch in the Western Hemisphere. By continuing their policy of belligerent warnings and timely conciliation, Lincoln and Seward successfully resolved all of these issues. Finally, this chapter includes coverage of the military and imperial dimensions of Lincoln’s policies toward Native Americans.
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Fitzgerald, Robert. „Ownership, Organization, and Management: British Business and the Branded Consumer Goods Industries“. In Management And Business In Britain And France, 31–51. Oxford University PressOxford, 1995. http://dx.doi.org/10.1093/oso/9780198289401.003.0002.
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Abstract The failings of British management have been the target of prolonged adverse criticism, and this respectable and in many ways justifiable practice has recently been bolstered by the powerful assault of an authoritative source. It would be a revisionist, and undoubtedly foolhardy, historian who could dismiss the existence of some link between Britain ‘s relative economic decline, the loss of competitiveness, and the inadequate decisions and capabilities of business leaders, managers, and firms. Chandler ‘s Scale and Scope: The Dynamics of Industrial Capitalism has a more ambitious objective than this acknowledgement of managerial weakness as one contributory factor amongst many. In relating national economic success to a particular form of capitalist enterprise and organizational structure, specifically the multidivisional corporation, it places the principal blame for British failure on the nature and composition of its industrial management. In order to illustrate the force of his thesis, Chandler directly criticizes a group of British industries which, as counterpoints to descriptions of decline in textiles, steel, shipbuilding, and engineering, have been distinguished as examples of sectoral competitive achieve ment.1 In his criticism of the failings of British management, specifically the continuance of business dynasties into an era when other forms of ownership and control were supposedly more appropriate, he is joined by Lazonick.2
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Gauthier-Bérubé, Marijo. „1. Assessing Shipbuilding Variation in Late Seventeenth Century France: A Case for Shipwright A“. In Agency and Archaeology of the French Maritime Empire, 14–36. Berghahn Books, 2023. http://dx.doi.org/10.1515/9781805392309-004.
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Todd, R. Larry. „In Nebel und Nacht: Hamburg to Berlin1809–1819“. In Mendelssohn, 27–51. Oxford University PressNew York, NY, 2003. http://dx.doi.org/10.1093/oso/9780195110432.003.0002.
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Abstract When bankers Joseph and Abraham Mendelssohn established Gebrüder Mendelssohn & Co. in 1805, Hamburg was a thriving center of commerce and shipbuilding with a population of some one hundred thou- sand. It had belonged to the old Hanseatic League and, as a “free city,” was relatively immune to the affairs of neighboring regions. A few de- cades before the brothers opened their firm, Salomon Heine was pursuing the same profession in Hamburg. At his death in 1844 he left a vast fortune of some forty-one million francs; his silver holdings prompted Heinrich Heine to cavil about “that magically powerful metal of which the uncle often has too much and the nephew too little.”
Konferenzberichte zum Thema "France Shipbuilding"
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Chau, T. T. „A Metallurgical Concept for Numerical Simulation of Arc Welding“. In ASME 2005 Pressure Vessels and Piping Conference. ASMEDC, 2005. http://dx.doi.org/10.1115/pvp2005-71654.
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Issued from two successive RD studies in 1991–1995 for shipbuilding in France, a simplified method of numerical simulation of arc welding has been developed and validated on samples in full scale executed inside the shipyard. The metallurgical concept of the methodology is based on two main characteristic diagrams of iron-carbon steel: metallurgical phase transformation diagram and thermal dilatation diagram. In this paper, the simplified methodology is described with on its basic assumptions.
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Keefe, Douglas J., und Joseph Kozak. „Tidal Energy in Nova Scotia, Canada: The Fundy Ocean Research Center for Energy (FORCE) Perspective“. In ASME 2011 30th International Conference on Ocean, Offshore and Arctic Engineering. ASMEDC, 2011. http://dx.doi.org/10.1115/omae2011-49246.
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Ocean energy developments are appearing around the world including Scotland, Ireland, Wales, England, Australia, New Zealand, Japan, Korea, Norway, France Portugal, Spain, India, the United States, Canada and others. North America’s first tidal energy demonstration facility is in the Minas Passage of the Bay of Fundy, near Parrsboro, Nova Scotia, Canada. The Fundy Ocean Research Center for Energy (FORCE) is a non-profit institute that owns and operates the facility that offers developers, regulators, scientists and academics the opportunity to study the performance and interaction of instream tidal energy converters (usually referred to as TISECs but called “turbines” in this paper.) with one of the world’s most aggressive tidal regimes. FORCE provides a shared observation facility, submarine cables, grid connection, and environmental monitoring at its pre-approved test site. The site is well suited to testing, with water depths up to 45 meters at low tide, a sediment -free bedrock sea floor, straight flowing currents, and water speeds up to 5 meters per second (approximately 10 knots). FORCE will install 10.896km of double armored, 34.5kV submarine cable — one for each of its four berths. Electricity from the berths will be conditioned at FORCE’s own substation and delivered to the Provincial power grid by a 10 km overhead transmission line. There are four berth holders at present: Alstom Hydro Canada using Clean Current Power Systems Technology (Canada); Minas Basin Pulp and Power Co. Ltd. with technology partner Marine Current Turbines (UK); Nova Scotia Power Inc. with technology partner OpenHydro (Ireland) and Atlantis Resources Corporation, in partnership with Lockheed Martin and Irving Shipbuilding. In November 2009, NSPI with technology partner OpenHydro deployed the first commercial scale turbine at the FORCE site. The 1MW rated turbine was secured by a 400-tonne subsea gravity base fabricated in Nova Scotia. The intent of this paper is to provide an overview of FORCE to the international marine energy community during OMAE 2011 taking place in Rotterdam, Netherlands.
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Feng, Zhengkun, Henri Champliaud, Louis Mathieu und Michel Sabourin. „Modeling and Simulation of Optimal Blank Design and Hot Pressing Process for Manufacturing Large Francis Turbines Blades From Very Thick Plates“. In ASME 2013 Pressure Vessels and Piping Conference. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/pvp2013-97214.
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Hot pressing process is widely used in automotive, shipbuilding, energy production and civil engineering. However, the trial and error technique that is intensive time and energy consuming is still used. Particularly, the design of Francis turbines of hydropower plants is not standard, but variable from site to site due to hydraulic conditions and cost of energy. As a result, the blade hydraulic profile of each Francis turbine is different. The blades, one of the key components of Francis turbine runners, are produced in small batches and the setup of the dedicated punch and die increases significantly the unit production costs. In this paper, the blade unfolding process for optimal blank design will be firstly presented, and then a hot pressing process for very thick plates is proposed. The pressing process of high strength steel at hot temperature is characterized by thermo-mechanical behaviors, three-dimensional unsteady deformation, high nonlinearity, continuous local forming. The analyses of residual stress distribution and applied forces are carried out.