Bibliografie tematiche / French Royal Navy

Letteratura scientifica selezionata sul tema "French Royal Navy"

Autore: Grafiati

Pubblicato: 25 maggio 2024

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Articoli di riviste sul tema "French Royal Navy":

Préneuf, Jean de. "1904. La Royal Navy vue par l'attaché naval français : un géant en pleine réforme". Revue Historique des Armées 241, n. 4 (2005): 122–29. http://dx.doi.org/10.3406/rharm.2005.5769.

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1904 : The Royal Navy as seen by the French naval attaché in London a titan in the process of major reform ; At the beginning of the twentieth century Great Britain was struggling to maintain its naval supremacy, the keystone of the Pax Britannica that had lasted since 1815. The Admiralty, under the impulsion of Admiral Sir John Fisher, embarked on a massive reform of the Royal Navy - a reform whose outlines were disclosed in a memorandum dated 6 December 1904. The report from the French naval attaché in London, Commander Mercier de Lostende, serves as a reminder of the principal measures in what remains a major turning point in British naval policy. His assessments offer insights into the complex relationships that the French naval officers of the period enjoyed with the Royal Navy, in the immediate aftermath of the agreements earlier in 1904 that set the seal on the Entente Cordiale

el Mouatani, M’Barek. "Renaissance de la Marine royale marocaine depuis l'indépendance jusqu'à nos jours". Revue Historique des Armées 235, n. 2 (2004): 36–44. http://dx.doi.org/10.3406/rharm.2004.5595.

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The Rebirth of the Royal Moroccan Navy from indépendance to the present Obliged to cease operating at the beginning of the XXth Century, Morocco's fighting fleet was reborn at independence under the name of the Royal Moroccan Navy. Its development has occurred in three phases : The putting of the structures in place and creation of a first naval group. Then the acquisition of modern naval combat, maritime surveillance and transport vessels consequent on the missions entailed in the recovery of the southern Saharan provinces - and also an effort to develop infrastructures and training establishments ; Finally, from 2002 the creation of a naval aviation component. Throughout these periods, the evolution of the Royal Moroccan Navy has been accompanied by active assistance from the French fleet under the aegis of military cooperation agreements.

Miller, Benjamin T., e Don K. Nakayama. "In Close Combat: Vice-Admiral Lord Horatio Nelson's Injuries in the Napoleonic Wars". American Surgeon 85, n. 11 (novembre 2019): 1304–7. http://dx.doi.org/10.1177/000313481908501141.

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Born in Norfolk, England, on September 29, 1758, Horatio Nelson was the sixth of eleven children in a working-class family. With the help of his uncle, Maurice Suckling, a captain in the Royal Navy, Nelson began his naval career as a 13-year-old midshipman on the British battleship Raisonnable. His courage and leadership in the battle marked him for promotion, and he rose quickly from midshipman to admiral, serving in the West Indies, East Indies, North America, Europe, and even the Arctic. As his rank ascended, Nelson's consistent strategy was close engagement, an approach that led to success in combat but placed him in direct danger. Thus, Britain's greatest warrior was also her most famous patient: Nelson suffered more injuries and underwent more operations than any other flag officer in Royal Navy history. His career reached a climax off Cape Trafalgar, where he not only led the Royal Navy to victory over the combined French and Spanish fleets but also met his own death.

Cole, Gareth. "ROYAL NAVY GUNNERS IN THE FRENCH REVOLUTIONARY AND NAPLOEONIC WARS". Mariner's Mirror 95, n. 3 (gennaio 2009): 284–95. http://dx.doi.org/10.1080/00253359.2009.10657104.

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Sarty, Roger. "“The Army Origin of the Royal Canadian Navy”: Canada’s Maritime Defences, 1855-1918". Northern Mariner / Le marin du nord 30, n. 4 (10 giugno 2021): 341–78. http://dx.doi.org/10.25071/2561-5467.41.

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In 1954 army historian George Stanley claimed that naval initiatives from the eighteenth century to the 1870s by the French and British armies in Canada and the local land militia were the true roots of the Royal Canadian Navy. He privately admitted that he was being intentionally provocative. The present article, however, reviews subsequent scholarship and offers new research that strengthens Stanley’s findings, and shows that the Canadian army continued to promote the organization of naval forces after the 1870s. The army, moreover, lobbied for the founding of the Royal Canadian Navy in 1910, and supported the new service in its troubled early years. En 1954, l’historien de l’armée George Stanley a affirmé que les initiatives navales entreprises du 18e siècle aux années 1870 par les armées française et britannique au Canada et par la milice terrestre locale étaient les véritables racines de la Marine royale canadienne. Par contre, il a aussi admis en privé qu’il avait été délibérément provocateur. Le présent article passe en revue les études ultérieures et propose de nouvelles recherches qui viennent renforcer les conclusions de Stanley et indiquent que l’armée canadienne a continué de promouvoir l’organisation des forces navales après les années 1870. De plus, l’armée a fait pression en faveur de la fondation de la Marine royale canadienne en 1910, puis elle a appuyé le nouveau service au cours de ses premières années tumultueuses.

Caputo, Sara. "Scotland, Scottishness, British Integration and the Royal Navy, 1793–1815". Scottish Historical Review 97, n. 1 (aprile 2018): 85–118. http://dx.doi.org/10.3366/shr.2018.0354.

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With few exceptions, existing research in British social and maritime history has never focused on the presence and role of Scotsmen in the Royal Navy of the French Wars era (1793–1815), on their identification and self-presentation within this institution, and on attitudes towards naval warfare in Scotland more generally. Situating the problem within current debates on ‘four nations’ history and the development of British identity, this article aims to fill this gap. It will consider, in turn, the Navy's institutional language and practices, individual experiences, and, chiefly employing as a case study the 1797 victory of Camperdown, achieved by the Scottish Admiral Duncan, public representations in the Scottish press. This will help to illustrate the often ambiguous relationship that Scots in the Navy—and particularly on the quarterdeck—could have with their homeland, and the powerful attraction, reinforced by the naval environment and administrative structures, which Englishness exerted on them. More broadly, it will be shown how the late Hanoverian Navy, as a markedly Anglocentric institution, acted as a key instrument of cultural, social and political assimilation of Scots into Britain, thus offering a valuable case study for an investigation of patterns of British integration.

Rand, James, e Nigel Wright. "Royal Navy Experience of Propulsion Gas Turbines and How and Why This Experience is Being Incorporated Into Future Designs". Journal of Engineering for Gas Turbines and Power 122, n. 4 (15 maggio 2000): 680–84. http://dx.doi.org/10.1115/1.1287165.

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The Royal Navy (RN) has in-service experience of both marinized industrial and aero derivative propulsion gas turbines since the late 1940s. Operating through a Memorandum of Understanding (MOU) between the British, Dutch, French, and Belgian Navies the current in-service propulsion engines are marinized versions of the Rolls Royce Tyne, Olympus, and Spey aero engines. Future gas turbine engines, for the Royal Navy, are expected to be the WR21 (24.5 MW), a 5 to 8 MW engine and a 1 to 2 MW engine in support of the All Electric Ship Project. This paper will detail why the Royal Navy chose gas turbines as prime movers for warships and how Original Equipment Manufacturers (OEM) guidance has been evaluated and developed in order to extend engine life. It will examine how the fleet of engines has historically been provisioned for and how a modular engine concept has allowed less support provisioning. The paper will detail the planned utilization of advanced cycle gas turbines with their inherent higher thermal efficiency and environmental compliance and the case for all electric propulsion utilizing high speed gas turbine alternators. It will examine the need for greater reliability/availability allowing single generator operation at sea and how by using a family of 3 engines a nearly flat Specific Fuel Consumption (SFC) down to harbour loads can be achieved. [S0742-4795(00)01203-5]

SHANKS, G. D., M. WALLER e M. SMALLMAN-RAYNOR. "Spatiotemporal patterns of pandemic influenza-related deaths in Allied naval forces during 1918". Epidemiology and Infection 141, n. 10 (16 gennaio 2013): 2205–12. http://dx.doi.org/10.1017/s0950268812003032.

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SUMMARYThis paper draws on the mortality records of the French, US and UK Royal navies to reconstruct the spatiotemporal evolution of the 1918–1919 influenza pandemic in global Allied naval forces. For a total of 7658 deaths attributed to respiratory diseases (French and US navies) and all diseases (UK Royal Navy) at 514 locations worldwide, techniques of spatial point pattern analysis were used to generate weekly maps of global mortality intensity in 1918. The map sequence for the main period of pandemic mortality, mid-August to mid-November 1918, revealed a near-simultaneous development of mutiple foci of high disease intensity in three distant locations (Europe, North America, West Africa). Given the relatively slow speed of naval ships in convoy at this time (<12 knots), our findings suggest that the pandemic influenza virus was circulating on three continents at the observed onset of the main mortality wave.

Gordienko, Dmitry O. "«The Peninsular War»: The Anglo-French confrontation in the Pyrenees during the Second Hundred Years’ War (1689–1815)". Izvestiya of Saratov University. New Series. Series: History. International Relations 21, n. 1 (25 marzo 2021): 60–66. http://dx.doi.org/10.18500/1819-4907-2021-21-1-60-66.

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The article shows the Anglo-French confrontation on the Iberian Peninsula as an important stage of the Second Hundred years’ War. The example of remote action of the British expeditionary force demonstrates the «English style» of war: the operation of army troops with the active support of the Royal Navy. The author comes to the conclusion that the Pyrenean wars of the beginning of the XIX century have a certain significance in the system of Revolutionary and Napoleonic wars.

Livermore, David M. "Globalisation of antibiotic resistance". Microbiology Australia 37, n. 4 (2016): 198. http://dx.doi.org/10.1071/ma16065.

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Travel always spreads disease. Bubonic plague reached Turkey in 1347 via the Silk Road, following an outbreak in 1330s China. By 1348, it raged in Italy, shadowing the gaiety of Boccaccio’s Decameron. By 1351, half of Europe lay in plague pits. One hundred and fifty years later, the conquistadors took smallpox to the Americas, decimating local populations. They returned – many believe – with syphilis, which ‘enjoyed’ its first European outbreak in 1495 among Charles VIII’s army, then besieging Naples. The French called it the ‘Neapolitan disease’ and carried it home. In England, it became the ‘French pox’ and in Tahiti, the ‘British disease’, imported by the Royal Navy.

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Tesi sul tema "French Royal Navy":

Jones, Victoria Grace. "Murky waters : the representation of negative and subversive actualities of the Royal Navy during the French wars 1793-1815". Thesis, University of Birmingham, 2014. http://etheses.bham.ac.uk//id/eprint/5494/.

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This thesis explores the representation of negative and subversive aspects of the Royal Navy and its seamen during the French Wars, 1793-1815, in contemporary print culture. Visual analysis, supported by archival research, is used to show that evasion and exaggeration were key in the representation of such subjects. The figure of Jack Tar (the common seaman) and the facets of his service referenced in works on paper are investigated as constructs. It is argued that such historical documents confirmed and perpetuated misconceptions informed by dominant expectations, values and concerns. Such depictions, often satirical, are indicative of broader material and ideological contexts. Issues collectively and individually salient for Britons’ and naval seamen are shown to have included those of identity, liberty, state power, subordination, morality and sacrifice. These are revealed to be central to the construction of the notorious naval tar by printmakers, audiences, writers, publishers, politicians, officers, seamen themselves and even historians. In a chronological narrative from recruitment to cessation of service, the thesis explores the experiences of this infamous naval character through his contemporary representation.

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 1745
After 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

Libri sul tema "French Royal Navy":

Jarvis, S. D. Officers who died in the service of the Royal Navy, Royal Navy Reserve, Royal Naval Volunteer Reserve, Royal Marines, Royal Naval Air Service and Royal Air Force, 1914-1919. Reading: Roberts, 1993.

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de, Bougainville Louis-Antoine. The French Royal Navy, events during the naval wars since 1740: An unpublished manuscript. Montreal: Lawrence Lande Foundation for Canadian Historical Research, 1990.

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Dull, Jonathan R. The age of the ship of the line: The British and French navies, 1650-1815. Lincoln: University of Nebraska Press, 2009.

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Hemingway-Douglass, Réanne. The Shelburne escape line: Secret rescues of allied aviators by the French underground, the British Royal Navy and London's MI-9. Anacortes, WA: Cave Art Press, 2014.

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1949-, Gardiner Robert, a cura di. Navies and the American Revolution, 1775-1783. London: Chatham Publishing in association with the National Maritime Museum, 1996.

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Richards, Brooks. Secret flotillas: The clandestine sea lines to France and French North Africa 1940-1944. London: HMSO, 1996.

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Pope, Dudley. The devil himself: The mutiny of 1800. Ithaca, NY: McBooks Press, 2003.

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Wright, G. C. Mururoa protest: The story of the voyages by HMNZ ships Otago and Canterbury to protest against the French atmospheric nuclear tests at Mururoa Atoll in 1973. [Auckland, N.Z: G. Wright, 2008.

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Mahan, A. T. The major operations of the navies in the War of American Independence. Cranbury, NJ: Scholar's Bookshelf, 2005.

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Winfield, Rif. British warships in the age of sail, 1714-1792: Design, construction, careers and fates. St. Paul, Minn: Seaforth Publishing / MBI Publishing Co., 2007.

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Capitoli di libri sul tema "French Royal Navy":

Clayton, Anthony. "Growing Respect: the Royal Navy and the Marine Nationale, 1918–39". In Anglo-French Defence Relations between the Wars, 26–48. London: Palgrave Macmillan UK, 2002. http://dx.doi.org/10.1057/9780230554481_2.

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"Ⅳ The Blue Lights during the French Revolutionary War, 1793–1802: A Change of Emphasis". In Evangelicals in the Royal Navy, 1775-1815, 105–39. Boydell and Brewer, 2008. http://dx.doi.org/10.1515/9781846156359-008.

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Chaline, Olivier. "Franco-British Naval Rivalry and the Crisis of the Monarchy, 1759–1789*". In The Crisis of the Absolute Monarchy. British Academy, 2013. http://dx.doi.org/10.5871/bacad/9780197265383.003.0011.

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Did the immense investment in the French Navy in the context of the crisis of the monarchy outstrip the financial resources of the État royal, thus being a major cause or even the principal cause of the Revolution? Financially the critical period was not the War of American Independence but the years following the return of peace. The decisions made by those in charge of the French navy to maintain its expansion, while the costs of construction were doubling and while the state-funded budget was shrinking, were heavy with troublesome consequences as the monarchy was plunged into political crisis after the summoning of the Assembly of Notables.

Czisnik, Marianne. "Nelson’s Circles: Networking in the Navy during the French Wars". In Liberty, Property and Popular Politics. Edinburgh University Press, 2016. http://dx.doi.org/10.3366/edinburgh/9781474405676.003.0014.

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This chapter examines the means by which Admiral Horatio Nelson established a wide range of contacts throughout his career and the ways in which he used the resulting social networks inhis campaigns during the French wars. Nelson was an officer in the Royal Navy, the largest organisation of its day and a huge network in its own right. Not only did Nelson operate within and rely on this network, he was also one of its major actors whose activities were of major public, and now historical, importance. Drawing on Nelson's letters published in the 1840s, the chapter analyses how efficiently this naval networking functioned to allow him to navigate personal, professional and political challenges. It shows that professionally motivated letter writing was central to Nelson's social networking, which is supported by the fact that Nelson did not become involved in other forms of networking, notably the club.

HOWLETT, ALEXANDER. "Royal Navy Trade Defence in the English Channel During the First World War". In The Channel Islands in Anglo-French Relations, 1689-1918, 234–58. Boydell & Brewer Ltd, 2024. http://dx.doi.org/10.2307/jj.5558122.18.

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Janzen, Olaf U. "The Royal Navy and the Interdiction of Aboriginal Migration to Newfoundland, 1763-1766". In War and Trade in Eighteenth-Century Newfoundland, 173–92. Liverpool University Press, 2013. http://dx.doi.org/10.5949/liverpool/9781927869024.003.0011.

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This chapter explores the efforts of both the French and British in refusing the indigenous Mi’kmaq from migrating to the Newfoundland between 1763 and 1766. It is particularly concerned with activities and procedures of the British Royal Navy in Newfoundland that reflect the Navy’s role as a projector of British power and an agent in the process that forced the Mi’kmaq to abandon their attempts and instead settle on the remote western Newfoundland. It begins by placing the migration into context, the explores the events of 1763-1766 in more detail; before concluding that the Mi’kmaq were thwarted in their efforts to pursue their priorities by the constant imperial friction between the English and the French.

Howlett, Alexander. "12. Royal Navy Trade Defence in the English Channel During the First World War". In The Channel Islands in Anglo-French Relations, 1689-1918, 234–58. Boydell and Brewer, 2024. http://dx.doi.org/10.1515/9781800109964-016.

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Janzen, Olaf U. "Showing the Flag: Hugh Palliser in Western Newfoundland, 1763-1766". In War and Trade in Eighteenth-Century Newfoundland, 155–72. Liverpool University Press, 2013. http://dx.doi.org/10.5949/liverpool/9781927869024.003.0010.

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This chapter explores the continuous struggle between the French and British empires over each others’ presence in Newfoundland. It examines the question of sovereignty and the way each nation interpreted the Treaty of Utrecht in their own favour. It is particularly concerned with settlements in the western Newfoundland and the significance of Hugh Palliser’s actions whilst Governor of Newfoundland, the increases to British warship presence in the west, and the role of the Royal Navy as an agent of both defence and diplomacy.

Hamilton, C. I. "The Personnel". In Anglo-French Naval Rivalry 1840-1870, 144–99. Oxford University PressOxford, 1993. http://dx.doi.org/10.1093/oso/9780198202615.003.0005.

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Abstract In the days of sail, a simple equation seemed largely to account for the relative standing at sea of the various nations: naval power equals the number of seamen in the population. Landsmen could be sent to sea, and very often were, but it was the men brought up from their youth as seafarers, whether on fishing vessels, merchantmen, or warships, who were thought of as best fit to man the war fleet. In the long series of wars between Britain and France, from the seventeenth century to the beginning of the nineteenth, the French government often had cause to be conscious of the great superiority in size of the British seafaring population over their own. British naval power depended only to a certain extent on the skills of admirals or financial strength: what underpinned it were the ‘nurseries of the Royal Navy’—the thriving merchant and fishing fleets.

Cole, Gareth. "3. Who has Command? The Royal Artillerymen aboard Royal Navy Warships in the French Revolutionary and Napoleonic Wars". In Naval Leadership and Management, 1650-1950, 59–76. Boydell and Brewer, 2012. http://dx.doi.org/10.1515/9781846159275-009.

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Atti di convegni sul tema "French Royal Navy":

Weller, Carl L., Alastair Broadbelt e Bernard Law. "WR-21 Design and Maintenance". In ASME 1996 International Gas Turbine and Aeroengine Congress and Exhibition. American Society of Mechanical Engineers, 1996. http://dx.doi.org/10.1115/96-gt-328.

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WR-21 is the designation for the Intercooled, Recuperated (ICR) Gas Turbine Engine System currently under development for the U.S. Navy (USN). The Royal Navy and the French Navy are also program participants. The purpose of the program is to design, develop, and qualify a fuel efficient engine for future surface ships. Since inception, a key focus of the program has been to design for maintainability. As a result, the WR-21 design incorporates a number of innovative support and maintenance features. This paper provides a description of the WR-21 engine system and its maintenance features.

Weiler, Carl L., e John Chiprich. "WR-21 Intercooled Recuperated Gas Turbine System Overview and Update". In ASME 1997 Turbo Asia Conference. American Society of Mechanical Engineers, 1997. http://dx.doi.org/10.1115/97-aa-023.

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In December 1991, the United States Navy awarded a contract to Northrop Grumman Marine Systems (then Westinghouse Electric Corporation) for the design and development of an intercooled, recuperated gas turbine engine system (ICR). The system is known by the designation WR-21. The development team includes Northrop Grumman as the prime contractor and system integrator, Rolls-Royce (RR) as the gas turbine developer, Allied Signal as developer of the recuperator cores, recuperator housing, and intercooler cores, and CAE Electronics Ltd. as the digital controller developer. After the development program began, the Royal Navy and the French Navy became interested in the ICR technology and have since become active program participants. The Navy team’s joint goal is to design, develop, and qualify a fuel efficient engine for future surface combatants. This paper provides an overview and update of the WR-21 requirements, principles of operation, system description/performance, and the development program.

Rand, James, e Nigel Wright. "Royal Navy Experience of Propulsion Gas Turbines and How and Why This Experience is Being Incorporated Into Future Designs". In ASME 1999 International Gas Turbine and Aeroengine Congress and Exhibition. American Society of Mechanical Engineers, 1999. http://dx.doi.org/10.1115/99-gt-089.

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The Royal Navy (RN) has in-service experience of both marinised industrial and aero derivative propulsion gas turbines since the late 1940’s. Operating through a Memorandum of Understanding (MOU) between the British, Dutch, French and Belgian Navies the current in-service propulsion engines are marinised versions of the Rolls Royce Tyne, Olympus and Spey aero engines. Future gas turbine engines, for the Royal Navy, are expected to be the WR21 (24.5 MW), a 5 to 8 MW engine and a 1 to 2 MW engine in support of the All Electric Ship Project. This paper will detail why the Royal Navy chose gas turbines as prime movers for warships and how Original Equipment Manufacturers (OEM) guidance has been evaluated and developed in order to extend engine life. It will examine how the fleet of engines has historically been provisioned for and how a modular engine concept has allowed less support provisioning. The paper will detail the planned utilisation of advanced cycle gas turbines with their inherent higher thermal efficiency and environmental compliance and the case for all electric propulsion utilising high speed gas turbine alternators. It will examine the need for greater reliability / availability allowing single generator operation at sea and how by using a family of 3 engines a nearly flat Specific Fuel Consumption (SFC) down to harbour loads can be achieved.

Stossier, Walt, Matt Stauffer e Glenn E. Perkins. "WR-21 Recuperator Core Test". In ASME 1997 International Gas Turbine and Aeroengine Congress and Exhibition. American Society of Mechanical Engineers, 1997. http://dx.doi.org/10.1115/97-gt-514.

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WR-21 is the designation for the Intercooled, Recuperated (ICR) Gas Turbine Engine System currently under development for the U.S. Navy (USN), with the Royal Navy (RN) and French Navy as major participants. The purpose of the program is to design, develop and qualify a fuel efficient engine system for surface ships. A key enabling technology for the ICR Engine System is the recuperator used to recover exhaust gas heat for reinsertion into the engine cycle thereby reducing specific fuel consumption. A test of a full scale, reduced capacity WR-21 recuperator core was conducted at the Naval Surface Warfare Center, Carderock Division, Ship Systems Engineering Station (NSWCCD-SSES) to determine system response to transient maneuvers typical to ship gas turbine engines. Existing Navy gas turbines located at the site were used to provide the air and gas media for the test apparatus. The test program was directed by Northrop Grumman Marine Systems, the ICR prime contractor, and Allied Signal Aerospace, the recuperator manufacturer. This paper provides a description of the core test premise, test facility, test instrumentation, test experiments and resultant test data.

English, C. R., e S. J. McCarthy. "Qualification Testing the WR21 Intercooled and Recuperated Gas Turbine". In ASME Turbo Expo 2001: Power for Land, Sea, and Air. American Society of Mechanical Engineers, 2001. http://dx.doi.org/10.1115/2001-gt-0527.

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The WR21 Intercooled and Recuperated (ICR) gas turbine has been developed to meet the future military needs for a fuel efficient, low cost of ownership, high power marine gas turbine. The engine is rated at 25.6MW (ISO) and has an outstanding pedigree derived from its two parent engines, the Rolls-Royce aero RB211 and Trent. Having completed development in February 2000, a 3000 hour endurance test is now underway and a shock test is planned to qualify the engine for entry into service in the Royal Navy, United States Navy and French Navy. The 3000 hour endurance test commenced at DCN Indret, France in January 2001 and is planned to complete April 2002. Shock testing, conducted on the unrefurbished endurance engine, will complete in late 2002. The three Navies have invested considerable time and effort in developing comprehensive running profiles that will thoroughly test the engine to the satisfaction of all parties. The first 1500 - 2000 hours will be conducted with the engine operating in the mechanical drive configuration, with the remaining running simulating the engine driving a conventional constant speed alternator.

McCarthy, Steven J., e Ian Scott. "Integration of the WR-21 Intercooled Recuperated Gas Turbine Into the Royal Navy Type 45 Destroyer". In ASME Turbo Expo 2001: Power for Land, Sea, and Air. American Society of Mechanical Engineers, 2001. http://dx.doi.org/10.1115/2001-gt-0531.

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The WR-21 gas turbine engine will be employed by the Royal Navy and potentially by the United States and French Navies in their future Integrated Full Electric Powered Surface Combatants. The WR-21 is an advanced cycle gas turbine that will not only meet the high power generator prime mover requirements of these ships but also offer an efficient cruise generator engine in one power dense package. The engine gives ship designers the freedom to procure, install and maintain one engine to power the vessel over its entire operating profile in place of the traditional two engine ‘cruise’ and ‘boost’ fit. Warship operators will also have a new freedom to configure the warship propulsion plant to return unprecedented Platform Life Cycle Cost reductions in peacetime while retaining operational capability in time of conflict. The Royal Navy is the first user of the WR-21 Intercooled and Recuperated (ICR) gas turbine engine in its Type 45 Area Defense destroyer. The vessel is a 6000 tonne monohull, fitted with an integrated electric propulsion plant comprising two WR-21 Gas Turbine Alternators (GTAs), the prime mover side of which are capable of delivering 25 MW (ISO) and the Alternator side of which is rated at 21.6 MWe (0.9 pf lagging), 4.16KVA. These GTAs in combination with a pair of diesel generators rated at around 2 MWe (0.9 pf lagging) will provide electrical power to two 20 MWe (0.9 pf lagging) 4.16 KVA electric propulsion motors and to the ship’s non propulsion consumer electrical distribution system. Any combination of generator set can provide any consumer with electrical power. This flexibility of propulsion plant configuration will demand a step change in operating culture if its ultimate benefits are to be truly harnessed. Every part of warship propulsion and gas turbine engine operating philosophy must be examined to check its relevance in the modern machinery outfit. The engines themselves must be scrutinized to ensure that they can fulfill the requirements of true ship generation machinery and are not regarded as ‘propulsion generators’. In a Warship that has only four sources of electrical power the principles of survivability and prime mover independence are fundamental.

Sanders, Robert C., e George C. Louie. "Development of the WR-21 Gas Turbine Recuperator". In ASME 1999 International Gas Turbine and Aeroengine Congress and Exhibition. American Society of Mechanical Engineers, 1999. http://dx.doi.org/10.1115/99-gt-314.

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WR-21 is an intercooled and recuperated (ICR) gas turbine engine being developed by the U. S. Navy (USN) with contributions from the Royal Navy and the French Navy. A key component of the WR-21 engine is the recuperator used to recover waste heat from engine exhaust gas. The recuperator is being designed and fabricated by AlliedSignal Aerospace Company under subcontract to Northrop Grumman Marine Services, the prime contractor for the WR-21 gas turbine engine. One of the most challenging developmental items for the WR-21 engine has proven to be the recuperator. This paper discusses the development of the recuperator, including the advanced development (AD) recuperator which failed after a few hours of operation, the limited operating unit (LOU) recuperator which has supported much of the WR-21 engine development testing and the engineering development model (EDM) recuperator which will be used for a 3000 hour engine endurance test. Included is an overview of USN technical requirements for the recuperator and a review of operating experience with the AD and LOU recuperators. Failure modes that have been experienced are discussed in detail, including root cause evaluations and design modifications. Steps taken to extend the life of the LOU recuperator are discussed. In addition, testing (both single core and full size recuperator) and analytical models that have been used to improve the design and reliability of the recuperator are addressed.

McCarthy, Steven J., e Ian Scott. "The WR-21 Intercooled Recuperated Gas Turbine Engine: Operation and Integration Into the Royal Navy Type 45 Destroyer Power System". In ASME Turbo Expo 2002: Power for Land, Sea, and Air. ASMEDC, 2002. http://dx.doi.org/10.1115/gt2002-30266.

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The WR-21 gas turbine engine will be employed by the Royal Navy and potentially by the United States and French Navies in their future Integrated Full Electric Powered Surface Combatants. The Intercooled Recuperated (ICR) advanced cycle means that in a Warship power system a single WR-21 engine sits on the throne of the realm that traditionally would have been occupied by two gas turbine engines, one for ‘cruise’ and one for ‘boost’; not forgetting that it is also doing the job of at least two diesel generators in our traditional example. This performance will provide Warship operators with an unprecedented opportunity to configure the Warship propulsion plant to return exceptional Platform Life Cycle Cost reductions in peacetime while retaining warfighting operational capability in time of conflict. The Royal Navy is the first user of the WR-21 ICR gas turbine engine in its Type 45 Air Defense destroyer, an artists impression of which is shown in Figure 1. The vessel is a 7500 tonne monohull, fitted with an integrated electric propulsion plant comprising two WR-21 Gas Turbine Alternators (GTAs), the prime mover side of which is capable of delivering 25 MW (ISO) and the Alternator side of which is rated at 21.6 MWe (0.9 pf lagging), 4.16KV. These GTAs in combination with a pair of diesel generators rated at around 2 MWe (0.9 pf lagging) will provide electrical power to two 20 MWe (0.9 pf lagging) 4.16 KV electric propulsion motors and to the ship’s non propulsion consumer electrical distribution system. Any combination of generator set can provide any consumer with electrical power. In their crudest form any generator set that forms part of the Type 45 power system may be simply regarded as Mega Watts towards the installed power total. The division of priority and delivery of power to meet the Command’s requirements will require skilful and subtle engineering of the control systems that will be used to operate the power system and precise definition of the operating philosophy and principles for the platform. In a Warship that has only four sources of electrical power the principles of survivability and prime mover independence are fundamental. The limitations of operating electrical generation machinery are established. This paper examines how the WR-21 will be capable of providing power to the Command of the Type 45 as an integral part of the Warship power system in all states of operational readiness for war.

Zunno, Antonio. "La fortezza e il suo giardino: uno sguardo dal mare". In FORTMED2020 - Defensive Architecture of the Mediterranean. Valencia: Universitat Politàcnica de València, 2020. http://dx.doi.org/10.4995/fortmed2020.2020.11368.

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The fortress and its garden: a view from the seaThe Fortress was built from 1554, on the ruins of an ancient convent, at the behest of Philip of Austria, and it was completed in about 55 years under the direction of Giulio Cesare Falco, knight of the Order of Malta and Captain General against the Turks. The maine structure, called Forte a Mare, was joined with the Opera a Corno, a mighty rampart with the function of enclosure of the intermediate island, separated from the other island in 1598 by the construction of the Angevin canal: here were arranged the lodgings of the troops and garrisons. Castello and Forte, were named by the Spaniards Isla Fortalera que abre el Puerto Grande, because of its particular position to protect the port. The complex was entrusted to the Germans in 1715, then conquered by the French Revolutionaries and, in 1815, re-annexed to the Kingdom of Naples and destined to lazaretto. A period of decline follows until the end of the 19th century when Brindisi became a first class naval base and the fort became a garrison of the Royal Navy, destined, during the Great War, to recover torpedoes and detonators The recovery of the complex, starting in the 1980s, allowed the conservation of the structures but was never included in a real valorisation program. With this intervention in progress, a first visit is expected through the visit from the walkways through a circular route from the Castle to the whole Opera in Corno: the itinerary will allow you to retrace the history of the Fortress and enjoy a unique view from the high towards the sea, also through the passage in a curtain of Mediterranean scrub that has colonized the walls over the centuries, creating a veritable hanging garden on the sea. The aim is to lead the visitor to the rediscovery a forgotten place that is closely connected to the coastal landscape, for which it is a privileged point of view also in relation to the city and the port.

Walker, John, e Alan Summerfield. "Marine Gas Turbines - Engine Health Monitoring - New Approaches". In ASME 1987 International Gas Turbine Conference and Exhibition. American Society of Mechanical Engineers, 1987. http://dx.doi.org/10.1115/87-gt-245.

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Recent developments, coupled with field experience of Engine Health Monitoring Techniques within the Royal Navy Gas Turbine Fleet have enabled a fresh initiative. The advantages of adopting a policy of Condition Based Maintenance rather than a rigid hours concept are outlined and the Engine Health Monitoring (EHM) developments and affects on overhaul facilities are explained.

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Buchanan, Riley, Daniel Elias, Darren Holden, Daniel Baldino, Martin Drum e Richard P. Hamilton. The archive hunter: The life and work of Leslie R. Marchant. The University of Notre Dame Australia, 2021. http://dx.doi.org/10.32613/reports/2021.2.

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Professor Leslie R. Marchant was a Western Australian historian of international renown. Richly educated as a child in political philosophy and critical reason, Marchant’s understandings of western political philosophies were deepened in World War Two when serving with an international crew of the merchant navy. After the war’s end, Marchant was appointed as a Protector of Aborigines in Western Australia’s Depart of Native Affairs. His passionate belief in Enlightenment ideals, including the equality of all people, was challenged by his experiences as a Protector. Leaving that role, he commenced his studies at The University of Western Australia where, in 1952, his Honours thesis made an early case that genocide had been committed in the administration of Aboriginal people in Western Australia. In the years that followed, Marchant became an early researcher of modern China and its relationship with the West, and won respect for his archival research of French maritime history in the Asia-Pacific. This work, including the publication of France Australe in 1982, was later recognised with the award of a French knighthood, the Chevalier d’Ordre National du Mèrite, and his election as a fellow to the Royal Geographical Society. In this festschrift, scholars from The University of Notre Dame Australia appraise Marchant’s work in such areas as Aboriginal history and policy, Westminster traditions, political philosophy, Australia and China and French maritime history.