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Auswahl der wissenschaftlichen Literatur zum Thema „Shilpo saili“
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Dissertationen zum Thema "Shilpo saili"
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Bhattacharjee, Chandrima. „Jeebananander upanyaser bishay bhabna o shilpo saili জীবনানন্দের উপন্যাসের বিষয়ভাবনা ও শিল্পশৈল্য“. Thesis, University of North Bengal, 2012. http://hdl.handle.net/123456789/1673.
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Vidoni, Tullio. „Medieval seamanship under sail“. Thesis, University of British Columbia, 1987. http://hdl.handle.net/2429/26936.
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Voyages of discovery could not be entertained until the advent of three-masted ships. Single-sailed ships were effective for voyages of short duration, undertaken with favourable winds. Ships with two masts could make long coastal voyages in the summer. Both these types had more or less severe limitations to sailing to windward. To sail any ship successfully in this mode it is necessary to be able to balance the sail plan accurately. This method of keeping course could not reach its full development until more than two sails were available for manipulation. Rudders
never were adequate to hold ships to windward courses.
Ships with three or more masts could be sailed in all weather with very little dependence on the power of the rudder and the freedom from this limitation made it possible to build ships large enough to carry sizable crews, their stores and spare gear over ocean crossings.Arts, Faculty of
History, Department of
Graduate
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Levin, Joshua Aaron. „Western Empire: the deep water wreck of a mid-nineteenth century wooden sailing ship“. Texas A&M University, 2003. http://hdl.handle.net/1969.1/3928.
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This study of Western Empire is split into two distinct parts: (1) historical research of the
life of the vessel, relying on primary documents; and (2) analysis of the deep water
survey data. The first part concentrates on the historical documents that constitute the
history of Western Empire. The second part begins with a review of the tools and
procedures used in performing the deep water survey. An analysis of the information
that can be taken from such a study will follow, and it concludes with suggestions for
remotely operated vehicle operators when performing an on-the-fly survey of
shipwrecks in deep water. The official ship logs, crew agreements, and contemporary
newspaper articles are used to recreate the life of Western Empire and shed light on a
period in which wooden sailing ships were being displaced by iron ships and steam
power.
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Křížová, Barbora. „Design plachetnice“. Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2013. http://www.nusl.cz/ntk/nusl-230497.
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The topic of this master‘s thesis is design and analysis of a sailing boat in accordance with ergonomic and technological requirements. The goal is to create a sailing boat, which will be modern, visually interesting and which and which will take future development of both design and technology into account.
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Arbour, Claire Marie. „"I'm not afraid of storms for I'm learning to sail my ship" building resilience and therapeutic community with the Tall Ship Semester for Girls : a project based upon an independent investigation /“. Click here for text online. Smith College School for Social Work website, 2007. http://hdl.handle.net/10090/964.
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Thesis (M.S.W.)--Smith College School for Social Work, Northampton, Mass., 2007Thesis submitted in partial fulfillment for the degree of Master of Social Work. Includes bibliographical references (leaves 107-109).
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Novotný, Lukáš. „Centrum volnočasových aktivit Brno-Brněnská přehrada“. Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2012. http://www.nusl.cz/ntk/nusl-225603.
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The proposed leisure center building Rowing Club bellows is located in southern part of the Brněnské přehrady between section Rakovec and Kozí horka. The building stands on existing club Lodní sporty Brno in the parcel čp. 1236. The idea of building is a ship sailing on the mainland, whose sails it look like waves. Student accommodation is designed to the second, third and fourth floor. Restaurant and administrative facilities connected to the terrace is designed in the basement. In the first underground floors are designed locker rooms, athletic facilities, kitchen and in the second underground floors is designed rowing pools and rowing boatyards connected to the ground. On the eastern side is a wooden rack tribune. Roads and pavements around the building are designed with simplicity and function.
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VIGNA, VERONICA. „Modelling energy efficiency of complex ship propulsion systems, considering sludge recycling, exhaust gas recovery and Flettner rotors“. Doctoral thesis, Università degli studi di Genova, 2022. http://hdl.handle.net/11567/1093175.
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Energy efficiency has become increasingly important during the recent years due to the negative effects of the anthropogenic activities on the environment; in the maritime field IMO is leading a steep slope down policy on Greenhouse gas emission reduction by enacting stricter rules at a fast pace. In addition to the environmental and legal aspects, a key driver for increasing energy efficiency is operational cost savings due to fuel consumption reduction.
In this framework, the thesis focuses on the improvement of the energy efficiency of the ship propulsion plant by analysing different kind of innovative technologies.
Modelling and simulation techniques and appropriate key parameter indicators have been extensively used to provide a suitable metric for bench-marking the different solutions.
The reason behind the choice to analyse different technologies is because a well defined solution does not exist. Different ship types and different operational conditions may trigger different options.
The first way investigated to improve energy efficiency was by means of an innovative technology to transform sludge into new recycled marine fuel oil through a pyrolysis process carried out in a small reactor onboard. A passenger ship was chosen as a case study due to the advantageous large amounts of waste oil involved and the space availability. The feasibility study and the analysis of fuel consumption reduction and EEOI criticalities are reported: the results showed an easy integration of the system inside the incinerator and a reduction of time and costs; about the environmental aspect, the EEOI formula is not suitable for this innovative technologies and the attempt made to calculate it was unsatisfactory. The results are interesting but not good enough to justify the necessary expenditure investment, also in lieu of the noncalculable impact on the efficiency index.
The second investigated solution to further improve the ship efficiency was an innovative flexible propulsion and power system with recovery technologies, studied in collaboration with an Italian shipping company. In the propulsion plant there are dual fuel engines coupled with waste heat recovery systems, innovative hybrid turbocharger and electric power shaft motor/generators. In addition to the description of the propulsion plant and its various modes of use, different configurations are analysed in terms of efficiency and costs and the plant was tested with and without the various recovery systems and with natural gas and HFO, referring to the routes currently travelled by the model ship (a Ro-Ro ferry). The results are expressed as a function of the ship speed: for a given speed and a chosen plant configuration (which recovery systems to consider), the best plant mode of use, among the main three described, is chosen, which means the one associated with the minimum fuel expense. The results showed that the Normal Navigation scenario is the one associated with the lowest fuel costs and highest plant efficiency, for all considered recovery systems. Moreover, they all allow considerable cost savings; in particular, the hybrid turbocharger is the more interesting because the low initial investment is paid off by considerable annual savings. On the other hand, the calculation of the EEDI for each plant configuration shows that only by combining WHRS and hybrid turbocharger together it is possible to respect the IMO limit.
After the analysis of said hybrid propulsion system, there was a need to go further to try to integrate renewable sources on board. Therefore the research moved to the wind assisted propulsion, which is gaining in popularity due to the expected benefit in emission reduction. A study was performed about the proper integration between the conventional diesel engine with controllable pitch propeller propulsion plant and the wind assisted plant with Flettner rotor. A mathematical model describing the behaviour of the rotor in terms of propulsive thrust and power is proposed; the rotor model was then integrated into a diesel propulsion model in order to evaluate the ship net fuel consumption for a given wind condition. The integrated propulsion model was written in parametric form. The methodology is intended to support the ship designer during the choice of the best possible propulsion diesel engine for a given rotor-propeller configuration, in addition it can be used to optimize the fuel consumption during the ship operation. A 3000 tons Ro-Ro/Pax ferry has been selected as case study; the results showed that a bigger rotor is always beneficial, that the best directions of incoming wind are from side to astern while the worst case is head wind, that the stronger the wind, the wider the range of suitable angle and that wind angle has a greater influence on the fuel consumption than the wind speed. With the optimized propulsion plant, remarkable double digit power savings can be observed in the whole range of ship speeds, while a 20% of fuel saving was achieved at the design ship speed.
The three developed numerical models allow to reduce the environmental impact of the ship and these simulators can be used as a tool to design or operate ships able to meet the present and future energy efficiency requirements. Decarbonisation and environmentally friendly innovations are the real challenges of our century. Therefore, the future of research is strongly linked to the improvement of the energy efficiency and the reduction of environmental impact.
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Atkinson, GM. „Aerodynamic analysis of segment rigid sails and estimation of propulsive power from sail array on large powered ship“. Thesis, 2020. https://eprints.utas.edu.au/34808/1/Atkinson_whole_thesis_ex_pub_mat.pdf.
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Although not in widespread use today, rigid sails installed on ocean-going powered ships could potentially lead to reductions in fuel oil consumption and polluting airborne emissions including greenhouse gases (GHG). Despite their potential though, there is limited literature available regarding the aerodynamic analysis of rigid sails, the use of rigid sails arranged as an array and the modelling of the fuel consumption reductions that might be possible. This research project therefore studied the airflow around a rigid sail and rigid sail array using a virtual wind tunnel and a Computational Fluid Dynamics (CFD) software application. A new rigid sail design designated as a segment rigid sail (SRS) was also created. This formed the basis for constructing 3D computer models that were subsequently used as the baseline for the analysis of power from an SRS array.
Additionally a 3D computer model of a concept ship specially designed to be fitted with rigid sails was created and airflow around the 3D ship model (Eco Ship) was also observed. Furthermore a methodology for creating a rigid sail power profile was created, and a model for estimating the potential propulsive power a sail array could provide and the associated reduction in fuel oil consumption developed. A review of various aspects related to the installation and operation of rigid sails on powered ships was also undertaken and this took into account engineering, operational and economic considerations.
This project found that a single SRS with a sail area of 102 m\(^2\) and an aspect ratio (AR) of 1.6 could potentially provide up to 171.6 kW of propulsive power on a ship operating at 12 knots with the apparent wind speed being 35 knots. It was also determined that an SRS array with 14 sails and a total sail area of 1400 m\(^2\) could provide approximately 47% of main engine power (P\(_{ME}\)) for an Eco Ship if the vessel was operating at a low speed and strong winds were present. Using typical operational profiles for a bulker, propulsive power from the sail array (P\(_{SA}\)) was found to provide between 1.7% to 7.7% of main engine (M/E) power on voyages lasting several days during which wind conditions and the ships speed varied.
Analysis conducted during the project also indicated that there was scope to improve the performance of multiple sails arranged in an array by adjusting their spacing, orientation and rotation either together as an array, or potentially adjusting the position of each sail individually via an automated control system.
Bücher zum Thema "Shilpo saili"
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Shibasashi: Wasurerareta kodai no saigi. Fukuoka-shi: Ashi Shobō, 1990.
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Whitecaps sets his sails. Nashville, Tenn: Broadman & Holman, 1999.
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1940-, Sugiyama Shigetsugu, Hrsg. Kodai Izumo Taisha no saigi to shinden. Tōkyō: Gakuseisha, 2005.
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Priebe, Paul D. Modern commercial sailing ship fundamentals. Centreville, Md: Cornell Maritime Press, 1986.
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Sakurai, Yoshirō. Saigi to chūshaku: Chūsei ni okeru kodai shinwa. Tōkyō: Yoshikawa Kōbunkan, 1993.
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Constitution: All sails up and flying. Denver, Colo: Outskirts Press, Inc., 2009.
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Eriksen, Olof A. Constitution: All sails up and flying. Denver, Colo: Outskirts Press, Inc., 2009.
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Eriksen, Olof A. Constitution: All sails up and flying. Denver, Colo: Outskirts Press, Inc., 2009.
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9
Bennett, Jenny. Sailing rigs: An illustrated guide. London: Chatham, 2005.
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Shinwa to saigi: Yasukuni kara Daijōsai e. Tōkyō: Nihon Kirisuto Kyōdan Shuppankyoku, 1988.
Den vollen Inhalt der Quelle findenBuchteile zum Thema "Shilpo saili"
1
Kan, Jinyu, Lizheng Wang, Jialun Liu, Xuming Wang und Bing Han. „Numerical Investigation of an Inland 64 TEU Container Vessel in Restricted Waters“. In Lecture Notes in Civil Engineering, 516–28. Singapore: Springer Nature Singapore, 2023. http://dx.doi.org/10.1007/978-981-19-6138-0_45.
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AbstractCompared with sea-going ships, inland vessels mostly sail in restricted waters, which may cause resistance and ship motions to change greatly. To ensure the safety of navigation, it is of great importance to study the hydrodynamic performance of inland vessels navigating in restricted waters. A 64 Twenty-feet Equivalent Unit (TEU) container vessel is numerically simulated at different speeds and water depth draft ratios (water depth/draft = 2, 2.5, 3, 4, 5, 16). The numerical methods are firstly verified and then applied to systematic simulations. The resistance components, ship motions, and details of flow fields are calculated and analyzed. Generally, the total, frictional and residual resistance coefficients increase with a decrease of water depth as expected. However, at relatively low speeds (Fr = 0.1129 and 0.1135) of h/T = 2, 2.5, 3, the resistance components change conversely that they decrease as the water depth gets shallower. This special phenomenon may be caused by the design of the ship hull or the use of the turbulence model that may not be appropriate. The residual resistance has the same trend as the total resistance and the lines are nearly parallel, which shows that the residual resistance is dominant in the component of total resistance. The ship squat phenomenon happens but is not severe in the shallowest condition (h/T = 2). With the water depth decreasing, the wave amplitude becomes larger and the wave crests near the ship bow and stern also increase, while the troughs change slightly at different water depths.
2
Hancock, James F. „The Portuguese build an empire.“ In Spices, scents and silk: catalysts of world trade, 222–34. Wallingford: CABI, 2021. http://dx.doi.org/10.1079/9781789249743.0017.
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Abstract Albuquerque's victory in Malacca gave Portugal a major foothold in the Far Eastern pepper trade, but the Portuguese were never able to fully dominate it. The chapter summarizes the struggles of Portugal's building of its empire. It also discusses the cartaz system, where the Portuguese claimed suzerainty over the Indian Ocean and no one else was allowed to sail unless they purchased a safe conduct pass. The cartaz obliged Asian ships to call at a Portuguese-controlled port and pay customs duties before proceeding on their voyage. Ships without this document were considered fair game and their goods could be confiscated. It was, pure and simple, a protection racket. The cartaz system, plus customs duties and outright piracy, provided most of the funds defraying the costs of the Portuguese navy and its garrisons. The chapter also outlines the importance of Indian cotton in the Spice Trade and the routes of spices into Europe. Further, the chapter provides highlights of the Portuguese profits on spices. Portuguese imports of pepper held strong over most the sixteenth century. The total weight of the spice cargoes averaged 40,000 to 50,000 quintals (1 quintal = 130 pounds or 59 kilograms) annually in the first half of the century and 60,000 to 70,000 quintals later on. Records have been left of one cargo in 1518 that totalled almost 5 million pounds (2.27 million kilograms), of which 4.7 million pounds (2.13 million kilograms) was pepper, 12,000 pounds (5443 kilograms) cloves, 3000 pounds (1360 kilograms) cinnamon and 2000 pounds (907 kilograms) mace (Krondl, 2007). Most of the pepper and other spices were purchased in Malabar on the open market. Portuguese profits on the pepper trade could run as high as 500%. Lastly, the chapter briefly discusses how other European countries looked for alternative routes to the spices.
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Lavery, Charne. „“Spoken Nowhere but on the Water”: Amitav Ghosh’s Sea of Poppies and Lost-and-Found Languages of the Indian Ocean World“. In Maritime Mobilities in Anglophone Literature and Culture, 235–47. Cham: Springer International Publishing, 2023. http://dx.doi.org/10.1007/978-3-030-91275-8_12.
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AbstractAmitav Ghosh’s fictional oeuvre makes a major contribution to contemporary sea fiction, particularly that written from a non-Eurocentric perspective. His Ibis trilogy, for instance, paints a vivid picture of historical oceanic mobility in the form of ship journeys and littoral interconnections, centered on and in the Indian Ocean world. This chapter explores one aspect of that mobility, a language “spoken only on the water,” a roving dialect that Ghosh both painstakingly and playfully recreates in the first novel of the trilogy, Sea of Poppies. Laskari is a dialect that was spoken among lascar sailors born of, and borne on, the Indian Ocean. This essay examines the ways in which two dominant areas of Ghosh’s experimentation and interest—language and the sea—intersect in Sea of Poppies, through a focus on laskari as a lingua franca of work. It argues that the intersection can be approached in three ways: through the lens of Ghosh’s production of Indian Ocean space, as a language of South-South mobility; through the lens of sailor speech as a vernacular associated particularly with the craft of sail, participating in a tradition of sea fiction that harks back to Conrad and Melville; and, briefly, through the lens of postcolonial ecology, as a language that has been lost and only partially recovered.
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P. Caraher, Sean, Garth V. Hobson und Max F. Platzer. „Aerodynamic Analysis and Design of High-Performance Sails“. In Modern Ship Engineering, Design and Operations [Working Title]. IntechOpen, 2021. http://dx.doi.org/10.5772/intechopen.99045.
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High-performance sails, such as the ones used on the America Cup boats, require sails whose aerodynamic characteristics approach those of rigid wings, yet permit a reduction in sail area in high wind and sea conditions. To this end, two-cloth sails are coming into use. These sails are constructed out of an articulated forebody that is a truncated ellipse, the aft of which has sail tracks, or rollers, along the edges to accommodate the twin sails. As the sails on either side need to be of the same length, due to the requirement to sail on different tacks, the two cloth sections need to be of equal length. The requirement then is to have their clews separated and able to slide over each other. More importantly, the transition between the rigid mast section and sails needs to be as aerodynamically smooth as possible in order to reduce drag and hence maximize the lift to drag ratio of the airfoil section that is made up of the mast and twin sails. A computational analysis using ANSYS CFX is presented in this chapter which shows that the aerodynamic characteristics of this type of two-cloth sail are almost as good as those of two-element rigid wing sections. Optimum sail trim configurations are analyzed in order to maximize the thrust production. Applications may soon extend beyond competitive sailing purposes for use on sailing ships equipped with hydrokinetic turbines to produce hydrogen via electrolysis (energy ships). Additionally, high performance sails can be used onboard cargo ships to reduce overall fuel consumption.
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Jiang, Baoshen, Lianzhong Huang, Ranqi Ma und Kai Wang. „Wind Energy Conservation of Global Trade Routes Based on Oil Tankers“. In Advances in Transdisciplinary Engineering. IOS Press, 2023. http://dx.doi.org/10.3233/atde230567.
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Sail-assisted Ship is an effective way to use wind energy to improve the green level of ships. The distribution characteristics of offshore wind resources are very important for sail-assisted ships, but there is still no effective energy-saving evaluation method to evaluate its utilization rate. This paper calculates the energy saving effect on the main trade routes based on wind resource analysis. Taking the large oil tanker with wing sail as the research object, the ocean wind resources in the sea area of the world’s main trade routes are analysed by spatiotemporal interpolation method. Wind resource information on trade routes was obtained, a model was built based on wind field probability matrix and thrust load matrix during full load sailing, and the wing sail energy saving effect was calculated. Based on this model, the annual energy saving effect of large oil tankers on main routes was analysed. Finally, combined with the actual sailing condition of the ship, the energy saving evaluation method of the sail aid ship on the typical route is proposed .The conclusion shows that if the popularization and application of sail aid technology can improve the energy efficiency of ships, it is of great significance to the green level of shipping industry.
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Lawrence, T. E. „Book XI“. In The Odyssey of Homer, 152–68. Oxford University PressNew York, NY, 1991. http://dx.doi.org/10.1093/oso/9780195068184.003.0011.
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Abstract A length we were at the shore where lay the ship. Promptly we launched her into the divine sea, stepped the mast, made sail and went: not forgetting the sheep, though our hearts were very low and big tears rained down from our eyes. Behind the dark-prowed vessel came a favourable wind, our welcomed way-fellow, whom we owed to Circe, the kind-spoken yet awesome Goddess: so when each man had done his duty by the ship we could sit and watch the wind and the helmsman lead us forward, daylong going steadily across the deep, our sails cracking full, till sundown and its darkness covered the sea’s illimitable ways.
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Leeming, David Adams. „Odysseus“. In Mythology, 206–8. Oxford University PressNew York, NY, 1998. http://dx.doi.org/10.1093/oso/9780195121537.003.0098.
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Abstract At length we were at the shore where lay the ship. Promptly we launched her into the divine sea, stepped the mast, made sail and went: not forgetting the sheep, though our hearts were very low and big tears rained down from our eyes. Behind the darkprowed vessel came a favourable wind, our welcomed way-fellow, whom we owed to Circe, the kind-spoken yet awe some Goddess: so when each man had done his duty by the ship we could sit and watch the wind and the helmsman lead us forward, day-long going steadily across the deep, our sails cracking full, till sundown and its dark ness covered the sea’s illimitable ways.
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„The Eastland Sets Sail“. In Ships and Shipwrecks, 61–66. Michigan State University Press, 2021. http://dx.doi.org/10.14321/j.ctv1zqdw3c.11.
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Carbonell, Eliseu. „Lateen sails versus fibreglass boats:“. In Ships, Saints and Sealore, 95–104. Archaeopress Publishing Ltd, 2014. http://dx.doi.org/10.2307/j.ctvqc6j9n.13.
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Plank, Geoffrey. „Combat at Sea“. In Atlantic Wars, 59–80. Oxford University Press, 2020. http://dx.doi.org/10.1093/oso/9780190860455.003.0004.
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Chapter 3 examines combat at sea. Boarding a ship on open water was difficult, and so naval planners and officers experimented to find other means of combat. They developed a variety of incendiary weapons and introduced battle lines and signaling devices to coordinate artillery fire. Beginning in the early sixteenth century, after guns were mounted on the decks of sailing ships, ship captains strove to evade hostile fire and direct the destruction of opposing vessels from a distance. Boarding declined in the sixteenth century, but seamen continued to fight on deck to defend their ships because ships under sail could still be seized from the inside by people already on board, including crew members, captives, and guests. Throughout the early modern era, piracy, mutinies, and insurrections on slaving vessels continued to challenge the authority and interests of ship captains and the evolving norms of naval combat.
Konferenzberichte zum Thema "Shilpo saili"
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Chen, Zhengqiao, Wei Cai und Qingsong Zeng. „A Numerical Study on the Thrust and Interaction of a Three-Sail Wind-Assisted Propulsion System“. In ASME 2022 41st International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2022. http://dx.doi.org/10.1115/omae2022-80679.
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Abstract Wind-assisted propulsion is deemed to be a potential way to effectively reduce CO2 emissions in ship navigation. Some studies are discussing the characteristics of different sail types and their thrust performance, but a systematic investigation on the features of a multiple-sail system is insufficient, especially the effects of sail geometry and position on lift and drag. In this study, three arc-shaped sails are selected, and the geometric and spacing parameters are chosen as variables. The Computational Fluid Dynamics (CFD) method is applied to perform the simulations. The 2D overset mesh technique is applied to allow convenient mesh rotations. One sail alone is first investigated to find the best attack angle, and three sails with consistent attack angles and even mast distance are studied afterward. Finally, the Design of Experiment (DOE) is implemented to evaluate the significance level of the variables. Based on the results, it shows that the sails interaction can provide both positive and negative effects on the thrust performance. The distance between Sail 1 and Sail 2, the attack angle of Sail 1 and Sail 2 are significant factors impacting the thrust of the three-sail propulsion system. The mechanism of the interaction effects on the lift is also addressed. This study helps to find the predominant parameters affecting sail thrust performance and contributes to an intelligent manipulation of a multiple-sail propulsion system.
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Lasher, William C., Terrence D. Musho, Kent C. McKee und Walter Rybka. „An Aerodynamic Analysis of the U.S. Brig Niagara“. In SNAME 18th Chesapeake Sailing Yacht Symposium. SNAME, 2007. http://dx.doi.org/10.5957/csys-2007-014.
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A CFD-based model has been developed for predicting the aerodynamic forces on the rig and sails of the U.S. Brig Niagara. Wind tunnel tests and full-scale experiments were performed to validate the model. The model was then used to predict both the optimum sail trim for various points of sail, as well as the heel angle for different wind speeds. The results show that the optimum bracing (or trim) angle for square sails when sailing off the wind differs significantly from conventional wisdom. The stability analysis shows that the maximum heeling moment occurs when the apparent wind is approximately 80° from the bow, and that with a typical heavy weather sail configuration Niagara would be at risk of capsize in about 40 knots of wind. These results are useful for learning about square rig sailing as well as providing guidance to the Niagara’s officers regarding survivability of the ship.
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Grant, Howard, Walter Stubner, Walter Alwang, Charles Henry, John Baird und Paul Spens. „Schooner Brilliant Sail Coefficients and Speed Polars“. In SNAME 15th Chesapeake Sailing Yacht Symposium. SNAME, 2001. http://dx.doi.org/10.5957/csys-2001-011.
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The sail coefficients for a schooner rig, as a function of wind angle and heel angle, are presented, based on an experimental program, for historic vessel research, at Mystic Seaport, using the 61'6" schooner Brilliant. The coefficients were determined by full-scale sailing tests and 9- scale model tow-tank tests. Sail coefficients CR and Cttare defined as the drive force and horizontal side force , due to the sails, rigging, and hull above the waterline, per unit of sail area, per unit of wind pressure. These coefficients can be used to study performance of historic schoonerrigged vessels, predict performance of new designs, and compare performance of schooners and sloops. Sail coefficients for sloops have long been available. A velocity prediction program for the schooner was also developed. The predicted and actual ship speeds agree, with standard deviation of0.028 in the ratio. Upwind sail coefficients for the schooner are found to be lower than for historic sloops, and display the expected droop with heel. The schooner velocity made good upwind is largest with the sail plan of four lowers plus fisherman staysail. The schooner and sloop both point higher as wind increases. The sloop outpoints the schooner at all wind speeds, by about 10°. On a beam reach or broad reach, schooner speed is largest with the sail plan of big jib, golliwobbler, and mainsail. This sail plan also produces the largest downwind velocity made good. The polars suggest that the schooner has the advantage over the sloop on a beam reach.
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Kjellberg, Martin, Frederik Gerhardt und Sofia Werner. „Sailing in Waves: A Numerical Method for Analysis of Seakeeping Performance and Dynamic Behavior of a Wind Powered Ship“. In SNAME 24th Chesapeake Sailing Yacht Symposium. SNAME, 2022. http://dx.doi.org/10.5957/csys-2022-013.
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Before the background of the International Maritime Organization’s 2050 emission reduction targets, the largest sailing ship in the world is currently being developed in Sweden This wind powered car carrier, called Oceanbird, will have four 80-metre-high wing sails targeting CO2 savings in the order of 90%. The prediction and analysis of the seakeeping performance of such a ship is of importance, not only in terms of sailing dynamics, but also when it comes to the structural design of the rig. To this end, a numerical method for predicting a ship’s motions and loads in its rigid wing sails is described in this paper and a demonstration of how the method can be used to obtain such loads is presented. The numerical method is based on an unsteady 3D fully nonlinear potential flow hydrodynamic model coupled with a hybrid 2D RANS/3D lifting-line aerodynamic model. Simulations in a seaway with short-crested irregular waves and corresponding wind conditions are conducted, resulting in time histories of the aerodynamic and inertial forces acting on the rig. Possible applications of the method include fatigue analysis of the wing sails, where the accumulated fatigue damage over the lifespan of the rig structure depends on the sum of aerodynamic forces and motion induced inertial forces. Other potential applications include sail dynamics, parametric roll, sheeting strategies and appendage configuration studies.
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Gully, Benjamin H., Michael E. Webber, Carolyn C. Seepersad und Richard C. Thompson. „Integrating Renewable Energy Technologies to Reduce Large Ship Fuel Consumption“. In ASME 2010 4th International Conference on Energy Sustainability. ASMEDC, 2010. http://dx.doi.org/10.1115/es2010-90294.
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Fuel costs, which are the single most important driver of marginal costs for marine transportation, account for almost 50% of total voyage costs for typical configurations and operational modes. Hence, there has developed a desire among operators and manufacturers of all classes of ships to embrace innovative ways to reduce the demand for fuels. The luxury yacht segment presents an attractive market for investigating and assessing the impacts of fuel-saving technologies because the large ships benefit from the fuel savings, have more flexible performance requirements and have owners who are more likely to embrace the required premiums for experimental technologies. This report analyzes the effects of fitting such a yacht with a sail system, a solar panel system, and an energy storage system (ESS). Integrating a sail system to reduce propulsion loads provides significant benefit with respect to fuel economy. In contrast, the total amount of power provided by the solar panel system provides very little benefit, even when extensive deck paneling is used and panels are fit to rigid wing sails. Utilizing an ESS in the same manner as with a terrestrial hybrid vehicle to manipulate load distribution provides insignificant benefit for fuel consumption reduction, but seems to present opportunities for emissions reduction, which has played an increasingly important role in marine environmental concerns.
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Li, Dongqin, Guohuan Li, Jingjing Dai und Peng Li. „A New Type of Collapsible Wing Sail and its Aerodynamic Performance“. In ASME 2017 36th International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/omae2017-61084.
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In recent years, research on energy saving and emission reduction has been given much attention and the rise in the usage of renewable energy technologies has been remarkable. Through the use of wind energy, the goals of energy saving and emission reduction could be realized for ocean-going ships. Sail assisted technology is undoubtedly safe and reliable, but also is suitable for the current ship transportation. In order to ensure the safety of the ship and promote the full usage of clean energy at sea, a new type of ship propulsion-assisted wing sail was proposed innovatively. Focusing on the automatic and flexible structural features of the wing sail, this new type of collapsible wing sail is designed to increase the propulsion efficiency by enlarging the wing sail area in the transverse and vertical directions when the wind conditions get available. In the meanwhile, it can be folded up automatically in the poor weather condition and reduce the wind area in the transverse section and improve the sailing safety for ship. This new wing sail is composed of three parts: the main wing, the front wing and the back wing. Based on the technology of Computational Fluid Dynamics (CFD), the sail parameters such as gaps and rotation angles between different wings were investigated and the best setup parameters with excellent aerodynamic performance were fixed. Through the numerical simulation methods, the results of lift coefficients and drag coefficients for the new wing sail under different attack angles were obtained and also compared with the traditional arc-shaped rigid sail and variable-camber sail which was innovatively proposed by Qiao Li in 2015. From the viewpoint of the sailing performance of the vessel, our results demonstrate that this new type of wing sail has good aerodynamic performance and can reduce fuel costs for commercial vessels.
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Giovannetti, Laura Marimon, U. Dhome, K. Malmek, A. Persson und C. Wielgosz. „Multi-Wing Sails Interaction Effects“. In SNAME 24th Chesapeake Sailing Yacht Symposium. SNAME, 2022. http://dx.doi.org/10.5957/csys-2022-006.
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The effects of multiple wings interacting and the change in efficiency due to those effects as well as optimal sheeting angles are becoming an important area of study with the advent of wind-propelled ships for goods transport. This research presents a first analysis of wind tunnel tests carried out at the University of Southampton R.J. Mitchell wind tunnel where three wings are subject to turbulent flow with Reynolds number in excess of 1 million. A range of possible variations of ship heading and apparent wind angles are tested taking into consideration the blockage effects and the geometrical characteristics of the working section. The forces and moments are captured on each individual wing as well as in the overall wind tunnel balance with 6-components dynamometers. Furthermore, pressure sensors and PIV data are recorded during the tests to provide the experimental campaign with results that can validate both qualitatively and quantitatively the numerical tools developed to aid the design stage of wind propelled vessels.
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Dryden, R. „Sail Modules for Wind Assistance“. In Ship Design & Operation for Environmental Sustainability. RINA, 2010. http://dx.doi.org/10.3940/rina.es.2010.14.
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Clodic, Gaël, Aurélien Babarit und Jean-Christophe Gilloteaux. „Wind Propulsion Options for Energy Ships“. In ASME 2018 1st International Offshore Wind Technical Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/iowtc2018-1056.
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A new concept has emerged for far offshore wind energy conversion. It is the wind energy ship (1). It consists of a ship propelled by wind sails towing a water turbine. The water turbine produces electricity. The electricity is converted into a fuel (hydrogen for example). When the tanks are full, the ship sails to a terminal where the fuel is unloaded. Then, it can start a new charging cycle. An energy ship consists in several sub-systems: wind propulsion subsystem, hull, water turbine, energy storage. The focus of this paper is on the wind propulsion subsystem because of the many options available. Indeed, it has been proposed to implement rigid sails (2, 3), kite wings (4, 5), airfoils (1, 7) or Flettner rotors (6). Applying systems engineering, key requirements for the wind propulsion have been identified for the energy ship application. They are presented in the paper. Next, the advantages and drawbacks of each technology are discussed and most promising options are highlighted.
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Vroegrijk, Erik A. J. „Application of the Discrete Element Method (DEM) on Ship-Ice Interaction“. In SNAME 10th International Conference and Exhibition on Performance of Ships and Structures in Ice. SNAME, 2012. http://dx.doi.org/10.5957/icetech-2012-120.
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Sailing through ice requires modifications to the standard ship form in terms of structural strength and hull lines. For ships that sail through light ice or brash ice channels, assisted where necessary by an icebreaker, the challenge lies in striking a balance between optimizing the hull for open water and ice conditions, bearing in mind the commercial potential of the vessel. This paper shows how the addition of DEM to CFD could contribute in the future to the optimization of hull forms of lighter ice classed ships.