Letteratura scientifica selezionata sul tema "The Tall Ships' Races"
Cita una fonte nei formati APA, MLA, Chicago, Harvard e in molti altri stili
Consulta la lista di attuali articoli, libri, tesi, atti di convegni e altre fonti scientifiche attinenti al tema "The Tall Ships' Races".
Accanto a ogni fonte nell'elenco di riferimenti c'è un pulsante "Aggiungi alla bibliografia". Premilo e genereremo automaticamente la citazione bibliografica dell'opera scelta nello stile citazionale di cui hai bisogno: APA, MLA, Harvard, Chicago, Vancouver ecc.
Puoi anche scaricare il testo completo della pubblicazione scientifica nel formato .pdf e leggere online l'abstract (il sommario) dell'opera se è presente nei metadati.
Articoli di riviste sul tema "The Tall Ships' Races"
1
Łapko, Aleksandra, Roma Strulak-Wójcikiewicz, Marek Landowski e Radosław Wieczorek. "Management of Waste Collection from Yachts and Tall Ships from the Perspective of Sustainable Water Tourism". Sustainability 11, n. 1 (26 dicembre 2018): 121. http://dx.doi.org/10.3390/su11010121.
Testo completoAbstract (sommario):
This article deals with the issue of waste collection from yachts and tall ships that is important from the perspective of sustainable tourism. There are, of course, procedures that regulate the passing of waste by vessels, which also apply to tourist vessels. However, the authors made an attempt to analyze the process of waste collection carried out under non-standard conditions, i.e., during a mass event held at the port of the Tall Ships Races final, which took place in 2017 in Szczecin. Many yachts and tall ships participated in the event, and in addition, due to the multiplicity of attractions, the event area was very popular among tourists and visitors (over one and a half million people in three days). Due to the safety of the participants, and the need to maintain high aesthetic standards, the procedures for collecting waste from vessels had to be modified. In addition to the preparation of a flowchart on which the existing procedural modifications were presented, based on the source data received from the waste collection company, quantitative and structural analyses of the waste were carried out. The conducted research showed that the waste collection required the coordination of the activities of many entities. This article also draws attention to operational problems that occurred during waste collection from vessels during the Tall Ships Races final. Statistical analysis allowed for the determination of the days where the vessels disposed the most solid and liquid waste, and how the structure of the amount of collected waste was shaped. The Tall Ships Races is the most popular and the biggest event of this type in the world—gathering the largest number of tall ships. They are carried out annually, and their route leads through various ports; however, the regatta final is the culminating point that attracts the largest number of tourists. For this reason, many cities are trying to become its organizers. In 2018, the finals took place in the Dutch port of Harlingen, and in 2019, the Danish port of Aarhus will be responsible for its organization. Two years later, in 2021, the Tall Ships Races regatta final will be hosted by Szczecin again. The results of the research conducted in this article may be helpful for appropriate preparation by subsequent ports for waste collection, which may contribute to the safety of the participants taking part in the event.
2
David. "Tall ships". Nature 387, n. 6629 (maggio 1997): 136. http://dx.doi.org/10.1038/387136a0.
Testo completo
3
Oldham, James V., e Freda Morrill Abrams. "Tall Ships of Newburyport". Antioch Review 48, n. 1 (1990): 112. http://dx.doi.org/10.2307/4612164.
Testo completo
4
Elbourn, Tony. "Sailing in Tall Ships". British Journal of Visual Impairment 6, n. 3 (ottobre 1988): 119–22. http://dx.doi.org/10.1177/026461968800600317.
Testo completo
5
Lake, Lorraine. "Tonsillitis on the tall ships". Nursing Standard 9, n. 44 (26 luglio 1995): 18–20. http://dx.doi.org/10.7748/ns.9.44.18.s38.
Testo completo
6
STEN, CHRISTOPHER. "Melville, Poland, and Tall Ships". Leviathan: A Journal of Melville Studies 10, n. 1 (marzo 2008): 105–7. http://dx.doi.org/10.1111/j.1750-1849.2008.01246.x.
Testo completo
7
Allison, Pete. "Tall Ships Today: Their Remarkable Story". Journal of Outdoor and Environmental Education 18, n. 1 (ottobre 2015): 55–56. http://dx.doi.org/10.1007/bf03400980.
Testo completo
8
Faussett, David. "Tall Ships, Tall Stories: Travel Liars and the Case ofKrinke Kesmes". Dutch Crossing 19, n. 1 (giugno 1995): 58–70. http://dx.doi.org/10.1080/03096564.1995.11784041.
Testo completo
9
Fischer, Lewis R., e Ray Brighton. "Tall Ships of the Piscataqua, 1830-1877". Journal of the Early Republic 14, n. 3 (1994): 421. http://dx.doi.org/10.2307/3124537.
Testo completo
10
Zeldovich, Lina. "New Sails for Old Ships". Mechanical Engineering 142, n. 02 (1 febbraio 2020): 44–49. http://dx.doi.org/10.1115/1.2020-feb3.
Testo completoAbstract (sommario):
Abstract The world’s 100,000 cargo ships produce about as much carbon emissions as Germany. One of the ways to reduce those emissions (and slash fuel costs) is to borrow a technology from the past and harness wind power. By harnessing advanced simulation tools, engineers have developed promising fuel-saving technologies that do not necessarily resemble the tall masted ships of the past. This article shows how Europe is leading the way.
Tesi sul tema "The Tall Ships' Races"
1
Pijoan, Vives Montserrat. "Sailing Through Life. Experiencing Difference Within Mutuality on Tall Ships". Doctoral thesis, Universitat de Barcelona, 2020. http://hdl.handle.net/10803/670734.
Testo completoAbstract (sommario):
This study sets out to understand the experiences of young people as they
undergo Sail Training aboard tall ships (i.e., traditional rigged sailing ships propelled exclusively by wind). It goes beyond current literature on the educational value of Sail Training by focusing on how youngsters actually experience sailing as a way of life. Many young people sense a tension between what they are expected to do, for themselves or their families, and what it feels like to live with everyday decisions. To find harmony in one’s path of life, just like in sailing a ship, one must deal with these contrary forces. On board a tall ship, a manifold of lines is continually generating harmony by way of the tension imparted from the ropes to the sails, from the sails to the whole boat, and from any part of the boat to its crew members. Dwelling on board arises from within this tug of contrary forces. It is a creative dwelling since movement is a constant to which every element in the oceanic medium adjusts itself.
In the introduction, I establish the theoretical basis of the study in the maritime environment, in which sailing was practised long before the science of the West attempted to put the ocean under control as it had already done with the territorialisation of the land. To follow the history of the maritime environment and its inhabitants reveals a complex set of skills not only for building the boat as a craft, but also for staying afloat once at sea. Sailing on tall ships offers opportunities to become involved in this process in which, as in every society in past times, experts instruct novices in the course of working together.
In the first chapter, tall ships are presented as large sailing vessels that, like earlier craft, need permanent maintenance to remain seaworthy. To keep them so, some friendship races and regattas are organised by Sail Training International, with host ports using the fleet to hold heritage events. These events help to raise the funds to enable young people to participate. Chapter two describes how youngsters without previous experience of sailing, and amateurs including myself, enter this environment
as crew members. In the process of becoming familiar with this environment, they get their sea legs. Chapter three shows how the craft, as a shelter affording movement and perception, is both a home in which to stay afloat on the waves and a calming of the wind that, thanks to the sails, provides the required energy to glide the hull over the water. Chapter four describes the organisation on board, with its system of watches or work shifts. This seems simpler than life on land because one does not have to worry about anything other than the established routine. However, since one follows the same daily routines, an awareness of environmental changes emerges with the perception of non-human phenomena like wind, dolphins, waves, clouds and so on.
Crew members become sensitised to the ocean environment, to the others and to themselves when responsibilities on board are shared day and night. Attention at sea is existential, it is a matter of life and death, whereas on land it remains contingent on particular interests. At sea, the watch system leads to the development of a meshwork of relationships, described here as a taskship, a creative and trustworthy bonding which lasts for the duration of the voyage. The mutuality on board, discussed in chapter five, allows crew members to develop a sense of who they are while in the company of others. Thus the taskship is constitutive of dwelling on board. Optimal sailing is evidence of the quality of the relationships on board and vice versa, the quality of the relationships on board is shown through the best set of sails to get underway. Finally, in chapter six, it is shown that the wisdom and skills obtained in this ocean-sky world make the difference between an experience that is intentionally transformative for the young person undergoing it and a sailing experience that opens up to an understanding of life.Aquesta tesi pretén entendre les formes d'habitar el mar a partir de les experiències de navegació d'altura en grans velers. A partir d’un extens treball de camp a bord de grans velers, s’hi detalla les particularitats d’aquest l'entorn, que són de flexibilitat, equitat i intimitat; com es gestiona l'organització social a bord en grups de guàrdies, a la vegada que a partir de les habilitats marineres, es construeix el vaixell com un lloc per viure i en permanent construcció. Aquest lloc habitat, es construeix com un refugi (‘shelter’) que al mar ofereix les condicions necessàries per sobreviure. El fet que ofereixi la protecció necessària sense ser una construcció físicament sòlida per a habitar el mar, fa que el mar es percebi de forma diferent a com percebem l’habitar la terra ferma. Al mar, una nova manera de percebre ‘hàptica’, requereix l'adaptació contínua dels membres de la tripulació al moviment i ritmes del mar. Gestionar aquest equilibri comporta uns tres dies de malestar i vòmits, i es diu que quan un ja té ‘cames de mar’, ja no es mareja més. Un cop obtingudes les cames de mar, el vaixell, viscut com una extensió del propi cos, ofereix a tots els participants sense previ coneixement d'aquest entorn, la possibilitat de conèixer i desenvolupar les habilitats marineres necessàries per a la navegació. A través d’aquestes habilitats s'estableix una relació amb els materials i les formes que es van conformant en l’embarcació (anomenat ‘taskship’ o línies de treball a bord), totes elles fruit de la participació i resposta de cadascun dels components humans i no humans d'aquest entorn. Per tant, la relació que s'estableix amb l'entorn és d'aprenentatge a través de processos concentració (i no pas de cognició) sobre l'experiència viscuda. A bord, el compromís moral preval al compromís per obligació, ja que, de no ser així, difícilment es podria forçar la participació de tots els tripulants en la construcció contínua del propi vaixell. Aquest compromís moral facilita l'equitat, amb la qual cada membre resulta rellevant en aquest entorn hostil, on d'un moment a l'altre tot pot canviar, i on el treball continu així ho exigeix. Una bona navegació reflecteix la qualitat de relacions a bord i de correspondències amb l'entorn, amb el vaixell i entre els participants. Finalment, aquest anàlisi reflecteix el concepte de lloc com un lloc amb profund moviment de relacions, més que un espai físicament localitzat. Aquest lloc és compartit i viscut amb gran atenció, i per aquest motiu roman en la memòria de tots els participants com un saber adaptar-se a allò que ha d’esdevenir, tot esperant sempre que es donin les millors correspondències per l’òptima qualitat de les relacions i de la navegació. És a dir, a través del flux en la navegació tradicional i la seva xarxa de correspondències, els participants en aquestes experiències entendran la vida principalment com un conjunt de relacions en moviment.
2
Dennett, Adam. "An investigation of work, life and community on-board cruise ships : a hospitality perspective". Thesis, University of Huddersfield, 2013. http://eprints.hud.ac.uk/id/eprint/18093/.
Testo completoAbstract (sommario):
This research provides a sociological understanding of front line hospitality staff, focusing particularly on waiters and pursers that are employed on cruise ships. Its purpose is to evaluate the complexities and richness of their work and social experiences as they negotiate, create and justify their identities and community formations in the unique and under-researched environment of a cruise ship. Conceptually, the research investigates the inevitable and inextricable links between identity, work and community to explore their perceptions of themselves, others and their world. To comprehend some of the complexity of work and life, the study uses a combination of quantitative and qualitative methods through online questionnaires and interviews. The methods used are both guided and to some extent restricted because of the lack of co-operation from the firms involved towards carrying out research on cruise ship workers. An online questionnaire, able to reach a mobile and transient population, is exploratory and descriptive in focus offering a preliminary opportunity to highlight key indicators of relationships and patterns in a field where there has been little research. To further develop understanding, data was gathered from twenty semi structured interviews and was analysed thematically and metaphorically. The broader thematic analysis identified how space, time and the system of the ship had an impact upon one‟s occupation and relationships, while the deeper metaphor analysis was able to creatively gather an “insider‟s” view of the participant‟s work, community and cruise ship environment. What is clear, from this study, is that all participants created a ship-based identity, which was different from how they perceived themselves on land. Being an environment that is unique, workers have to adapt, adopt and sacrifice - their previous identity has to be reshaped to meet the criteria of the place and system of the ship. Waiters were significantly more likely to define themselves and their world based upon their occupational perceptions and relationship with management, while pursers reflected upon their social and personal opportunities as a tool for self definition. The outcomes of the research present an exploratory, in-depth account of the working lives of hospitality workers on cruise ships. The findings will be of value and relevance to cruise ship operators when tackling social issues relating to the employment of cruise ship workers.
3
Chang, Nikki Lynn. "A Tale of Two Cities: A Study of Oil's Influence on Houston". Scholarship @ Claremont, 2015. http://scholarship.claremont.edu/scripps_theses/538.
Testo completoAbstract (sommario):
This thesis seeks to challenge the dominant narrative that oil has been a positive contributor to Houston's development as a city by exploring the real lived consequences for those who live along the Houston Ship Channel--the home of Houston's oil industry. This is done through an examination of historical processes which look at how a pro-oil sentiment has been intertwined into Houston's identity juxtaposed to the historical processes which have shaped the lives of communities near the Houston Ship Channel. This thesis then ends by delving into how it is difficult to organize around the environment in Texas because of how much influence oil has on the state politically and physically.
Libri sul tema "The Tall Ships' Races"
1
Great Britain. Department of Transport., a cura di. The Merchant Shipping Act 1894: The auxiliary barque Marques : report of court no.8073 : formal investigation. London: H.M.S.O., 1987.
Cerca il testo completo
2
1939-2006, Utne Ragnar, a cura di. Sailing the seas: Tall ships bridging the world : introducing Sail Training International to Rotary International and vice versa. Fredrikstad: Spektrum AS, 2006.
Cerca il testo completo
3
Martti, Korpijaakko, a cura di. Suurten purjelaivojen Helsinki: Juhlakirja. Helsinki, Finland: USP Helsinki, 1988.
Cerca il testo completo
4
Gary, Hill, e Stein Charles 1944-, a cura di. Tall ships. Barrytown, N.Y: Station Hill Arts, 1997.
Cerca il testo completo
5
Pat, Liberman, a cura di. Tall ships 1986. Wilmington, Del: Middle Atlantic Press, 1986.
Cerca il testo completo
6
Cowes, Beken of. A century of tall ships. London: Harrap, 1985.
Cerca il testo completo
7
Cunningham, Robert. Tall ships and master mariners. St. John's, Nfld: Breakwater Books, 1985.
Cerca il testo completo
8
Wilbur, C. Keith. Tall ships of the world. Philadelphia: Chelsea House, 1997.
Cerca il testo completo
9
Ray, Mabee, a cura di. Tall ships and master mariners. Newfoundland: Breakwater, 1985.
Cerca il testo completo
10
Cunningham, R. J. Tall ships and master mariners. [Sulhamstead]: Tops'l Books, 1985.
Cerca il testo completoCapitoli di libri sul tema "The Tall Ships' Races"
1
Kumar, Vikash, Anjali Chauhan, Avinash Kumar Shinde, Ramesh L. Kunkerkar, Deepak Sharma e Bikram Kishore Das. "Mutation breeding in rice for sustainable crop production and food security in India." In Mutation breeding, genetic diversity and crop adaptation to climate change, 83–99. Wallingford: CABI, 2021. http://dx.doi.org/10.1079/9781789249095.0009.
Testo completoAbstract (sommario):
Abstract With the inevitable risk posed by global climate change affecting crop yield and the ever-increasing demands of agricultural produce, crop improvement techniques need to be more precise in developing smart crop varieties. The rice crop, a staple food for the majority of the world population, has a significant role to play in alleviating the global hunger problem. With the world population burgeoning at an unprecedented rate, limited fertile land resources, climate change, emerging new races of pests and diseases and consumer preferences for quality attributes, it is imperative to increase crop diversity, and this requires better selection efficiency addressing the challenges of future rice production. Mutation breeding is a fundamental and very successful tool helping to increase crop diversity and allowing plant breeders to exercise their skill in developing desirable crop varieties. The induction of mutations has been used to enhance yield, improve nutritional quality and widen the adaptability of the world's most important crops such as wheat, rice, pulses, millets and oilseeds. India is considered to be one of the primary centres of origin of crop species with the concomitant very high genetic diversity in traditional landraces for different agronomic traits of economic importance. Plant architecture, such as plant height, branching habit (tiller number), leaf shape and patterns, floral and grain traits and quality traits such as aroma, amylose content and cooking quality are of tremendous importance for rice improvement programmes. Traditional landraces of rice have premium grain quality, fetching a premium price, but their cultivation is being marginalized due to their tall stature, proneness to lodging, late maturity and poor yield. Mutation breeding technology has been successfully implemented in rice improvement programmes, which have resulted in the improvement of aromatic rice varieties, such as 'Pusa Basmati 1', 'Dubraj and Jawaphool'. Two high-yielding mutant rice varieties, TCDM-1 ('Trombay Chhattisgarh Dubraj Mutant-1') and TKR Kolam ('Trombay Karjat Rice Kolam'), have been released for cultivation in Chhattisgarh and the Konkan region of Maharashtra. Both these varieties possess dwarf plant stature (110 cm), medium maturity (130 days), premium grain quality and resistance to major pests and diseases. Improvement of other traditional rice varieties is underway which will bring these varieties back into cultivation and help in improving the tribal and marginal farmers' economy.
2
"Characteristics of Nordic Music (1933)". In Grainger on Music, a cura di Malcolm Gillies, Bruce Clunies Ross, Bronwen Arthur e David Pear, 258–66. Oxford University PressOxford, 1999. http://dx.doi.org/10.1093/oso/9780198166658.003.0032.
Testo completoAbstract (sommario):
Abstract In talking to you of the characteristics of Nordic Music I am not using the term ‘Nordic’ scientifically, but merely in the loose sense that we speak of Latin or Germanic or Slavonic characteristics or tendencies in art. I am not concerned with the correct definition of exactly what a Nordic is; I am not concerned with the purity or impurity of the Nordic race anywhere, or even with the percentage of Nordicness in the Nordic countries. By ‘Nordic countries’ I mean those countries where we see lots of people with blue eyes, fair hair, narrow heads and faces, and tall or tallish, slight body-build. The Nordic countries are, of course, Scandinavia, Holland, Great Britain, Ireland, the United States, Canada, Australia, and several other countries. Long before I had heard or read the sacred term ‘Nordic’ I had discovered for myself that these countries had certain striking musical characteristics in common, and to these characteristics I am now applying the term ‘Nordic’ as a convenient label. In some of these partially-Nordic countries the Nordicness of the composers seems to be higher than that of the population at large. In England probably only about half of the total population is blond, the other half being more or less brunette. On British ships we often see that most of the stewards are dark or fairly dark while the actual sailors and the officers are almost invariably blond. Likewise in music-the spiritual leaders are blonder than the rank and file. English orchestras seem full of brunette types, and at least two of England’s most famous conductors (Sir Henry Wood and Sir Thomas Beecham) are extremely dark. But I have never yet met an outstanding English composer who was not a pronounced Nordic. This is true of the following English composers: Elgar, Delius, Cyril Scott, Balfour Gardiner, Roger Quilter, Holst, Granville Bantock, Bax, Vaughan Williams, Peter Warlock.
3
Beeson, Michael J. "Computerizing Mathematics: Logic and Computation". In The Universal Turing Machine: A Half-Century Survey, 191–226. Oxford University PressOxford, 1990. http://dx.doi.org/10.1093/oso/9780198537748.003.0007.
Testo completoAbstract (sommario):
Abstract The two central aspects of mathematics are logic and computation. Mathematics has been used to compute the orbits of the planets and spaceships, to explain the ice ages, and to design tall buildings and majestic ships. The calculus, whose very name emphasizes calculation, was created in part to solve the problem of the calculation of longitude at sea, whose application to navigation was an important commercial problem of the era. Applied mathematics and engineering rely upon the computational aspect of mathematics.
4
Giusti, Elena. "The techne that Races: Phoenician–Punic technosomata in Homer and Plautus". In Body Technologies in the Greco-Roman World, 197–216. Liverpool University Press, 2023. http://dx.doi.org/10.3828/liverpool/9781802078602.003.0014.
Testo completoAbstract (sommario):
Chapter 11 by Elena Giusti is concerned with the Phoenicians. From their representation as skilled craftsmen up to their virtual identification with ships, Phoenicians have been defined by techne since their very first appearance in the corpus of Western literature. But their simultaneous inhabiting of a perceived ethnical alterity in relation to the Greek body also meant that wonder for their technological development would easily turn into suspicion in Greek texts, already transforming the ‘Daedalian Sidonians’ of the Iliad (Il. 23.743) into the Odyssey’s ‘devious Phoenicians’ (Od. 15.419). As this chapter aims to showcase, a reading of Phoenicians and Carthaginians as technosômata is inextricable from their role as subalterns in Greek and especially Latin texts, to the point that techne contributes significantly to the attribution of race to their bodies.
5
"Stories of pipers and tales of tall ships: History and geography through storytelling". In Storytelling across the Primary Curriculum, 76–93. Routledge, 2013. http://dx.doi.org/10.4324/9780203155370-13.
Testo completo
6
Emanuel, Kerry. "The Tempest". In Divine Wind, 49–53. Oxford University PressNew York, NY, 2005. http://dx.doi.org/10.1093/oso/9780195149418.003.0009.
Testo completoAbstract (sommario):
Abstract Hurricanes often entrain seeds, insects, and small birds into their immense circulations, carrying them far from their native habitats to distant lands, where they may take root and colonize. Here is the story of how one hurricane blew a ship off course, depositing its human cargo on an isolated tropical island where they founded a colony that persists to this day. This story almost certainly served as the inspiration for William Shakespeare’s last play. On June 2, 1609, a fleet of seven tall ships, two with pinnaces in tow, sailed from the English port of Plymouth, bound for America. With their cargo of nearly six hundred passengers, they had been sent by the Virginia Company of London to fortify the Jamestown settlement. The lead ship, the three-hundred-ton Sea Venture, was the largest in the fleet and carried Sir Thomas Gates, the newly appointed governor of the colony, and Sir George Somers, admiral of the Virginia Company. The first few days of the voyage were uneventful, but as the fleet drew near the Azores, a hurricane scattered the ships. They continued on toward the west, lost to the sight of each other. All but one of the original ships made it to Jamestown; the Sea Venture never arrived and was presumed lost. What actually happened aboard the Sea Venture is described in vivid detail in a letter sent back to England by William Strachey, who had been appointed secretary to the deputy governor of Virginia.
7
"Nordic Characteristics in Music ( 1921)". In Grainger on Music, a cura di Malcolm Gillies, Bruce Clunies Ross, Bronwen Arthur e David Pear, 131–40. Oxford University PressOxford, 1999. http://dx.doi.org/10.1093/oso/9780198166658.003.0017.
Testo completoAbstract (sommario):
Abstract I sincerely hope that many of you here1 do not know the meaning of the term ‘Nordic’. Only a little over a year ago I did not know its meaning myself and it would [be] humiliating to me to think that every one of you should know what I was so wholly ignorant of. I read of it first in that fascinating and provocative book of Madison Grant, The Passing of the Great Race, and since then I have read it used in several other books on racial study to define one [of] the three chief races of which the population of Europe is made up. These three are: ( r) Mediterraneans, a small race with long narrow heads, dark hair and dark eyes, (2) Alpines, a stocky race, medium height or short, with broad round heads, dark hair and eyes, and (3) Nordics, tall, narrow long heads, fair hair ranging from flaxen to brown and fair eyes ranging from light blue to hazel, grey and green.
8
Barrett, Anthony A., e J. C. Yardley. "The Private Caligula". In The Emperor Caligula in the Ancient Sources, 117—C5S11. Oxford University PressOxford, 2023. http://dx.doi.org/10.1093/oso/9780198854562.003.0006.
Testo completoAbstract (sommario):
Abstract Descriptions of Caligula’s appearance survive in the ancient sources. It seems that he was tall, with skinny legs. He was balding, about which he was sensitive, with deep-set eyes. He was also supposedly ugly, although his portraits on official coins show an unremarkable profile. He enjoyed dressing up in exotic clothing, often in the guise of gods or goddesses. He was an insomniac and very highly strung, but there are no serious grounds for concluding that he was mad in the clinical sense, being capable of rational decisions right to the very end. He was very sensitive about his status and took exception to familiar forms of his name, and to references to his youth. He seems to have been intellectually well-endowed, and was supposedly an effective orator. He enjoyed the usual popular entertainments of the day, the stage, the gladiatorial shows, and the chariot races. Caligula seems to have had a cruel sense of humour, and many of his outrageous statements may be misrepresentations of his dark witticisms. An excellent illustration of this is provided by Philo’s account of the meeting of an Alexandrian deputation with the emperor in ad 40.
9
John Jane, M. "The last voyage of the worshipfull M. Thomas Candish, esquire, intended for the South sea, the Philippinas, and the coast of China, with 3 tall ships and two barks." In The Voyages and Works of John Davis the Navigator, 93–128. Routledge, 2017. http://dx.doi.org/10.4324/9781315551579-12.
Testo completo
10
"The First Voyage made to East India (now Knight), for the Merchants of London, Anno 1600, with Foure Tall Ships, (to wit) The Hector, the Ascension, and Susan, and A Victualler Called the Guest". In The Voyages of Sir James Lancaster, Kt., to the East Indies, 57–107. Hakluyt Society, 2017. http://dx.doi.org/10.4324/9781315551524-4.
Testo completoAtti di convegni sul tema "The Tall Ships' Races"
1
Masuyama, Yutaka, Kensaku Nomoto e Akira Sakurai. "Numerical Simulation of Maneuvering of "Naniwa-maru," A Full-scale Reconstruction of Sailing Trader of Japanese Heritage". In SNAME 16th Chesapeake Sailing Yacht Symposium. SNAME, 2003. http://dx.doi.org/10.5957/csys-2003-015.
Testo completoAbstract (sommario):
Numerical simulation of maneuvering of “Naniwa-maru" was performed to clarify the maneuver characteristics in particular with wearing operation. "Naniwa-maru" belongs to a type called Higaki-kaisen, and the Higaki-kaisen is a type of the more generic class of vessels named "Bezai-ship". Bezai-ship are typical Japanese sailing traders in the 18th to the mid- 19th century which have different appearance and construction from those of Western tall ships. The present paper shows the numerical simulation of her wearing operation, and the results compared with the measured data. The equations of motion dealt with coupled ship motions of surge, sway, roll and yaw with co-ordinate system using horizontal body axes. The numerical simulation indicates ship response according to the measured time history of rudder angle, and shows the ship trajectory and the sailing state parameters such as heading angle, leeway angle, heel angle and velocity. The calculated results indicated the ship performance very well.
2
Oettle, Johannes, e Stefan Krüger. "A 4 Degree of Freedom Velocity / Power Prediction Program for Wind (Assisted) Vessels". In ASME 2023 42nd International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2023. http://dx.doi.org/10.1115/omae2023-101675.
Testo completoAbstract (sommario):
Abstract This paper presents a velocity prediction program (VPP) respectively a power prediction program (PPP) for ships driven or assisted by wind propulsion systems named “E4-SAIL”. The program balances the forces acting on the ship in the four degrees of freedom (4DOF) surge, sway, roll and yaw. Therefore, environmental forces caused by wind, current and seastate can be considered. The VPP/PPP is embedded within the design environment “E4”, so the pediction can be refined directly within the design process whenever more information on the ship is known. Thanks to the integration into the design environment, the calculation of the transversal forces acting on the hull and the forces due to the seastate takes into account the shape of the hull instead of using only an amount of ship parameters. Because the VPP/PPP is intended for use in the early design stage, the calculations have to run very fast, so that the effect of several changes in hullform and floating position can easily be checked during the design process. The individual force components are presented and an exemplary calculation for a tall ship is shown.
3
Mackay, M., e R. Walker. "A Six Degree-of-Freedom Dynamic Test Facility: Concept and Feasibility". In SNAME 22nd American Towing Tank Conference. SNAME, 1989. http://dx.doi.org/10.5957/attc-1989-022.
Testo completoAbstract (sommario):
This paper outlines the requirements, concept and feasibility of a six degree-of-freedom test rig for dynamic experiments with captive models. The specifications are driven by the requirements of submarine testing, although the rig must also be fully capable of testing surface ship models. Large amplitude motions and rates are required in order to obtain the nonlinear stability derivatives. The test rig was designed for operation on the carriage of the 200 meter towing tank at the Institute of Marine Dynamics, St. John's. It will accept submarine models up to 6 meters long, using a sting mount at the tail of the model to alleviate support interference, but modelling the propulsion system will generally require an alternative mounting arrangement. The principal actuators are hydraulically-driven ballscrew jacks, Under the control of a microcomputer. In addition to testing with harmonic motions, there is a capability for measuring forces and momenta for an arbitrary trajectory of the model, subject only to kinematic limitations.
4
Maes, Marc A., Markus Dann e Michael Havbro Faber. "Hierarchical Bayes Analysis of Rare Events Using High-Dispersion Poisson Mixtures". In ASME 2008 27th International Conference on Offshore Mechanics and Arctic Engineering. ASMEDC, 2008. http://dx.doi.org/10.1115/omae2008-57197.
Testo completoAbstract (sommario):
Modeling the occurrence of rare events such as multiyear ice or iceberg encounters, ship collisions, and several types of accidental events is often challenging because considerable dispersion is found to be associated with discrete count data. This may be due to fluctuations in the processes generating the events, or they may arise because of a complicated mixture of causal events or there may be other unexplained discontinuities. In such cases, the traditional use of the Poisson distribution is inadequate, especially when the event frequency is subsequently used to formulate design criteria based on extreme values. In this paper, the use of discrete Poisson mixtures is suggested as opposed to the simple Poisson process and continuous Poisson mixtures. One objective is to ensure that the uncertainty regarding event occurrence is well represented in both the central and tail parts of count data. The analysis of discrete Poisson mixtures involves the estimation of the number k of mixture components, the k Poisson occurrence rates, and the k weights of the mixture. Until recently such an analysis was considered daunting at best. However, the analysis can be re-cast as an equivalent Hierarchical Bayes (HB) net using an auxiliary variable vector Z of variable dimension. A Markov Chain Monte Carlo analysis can then be used to obtain the posterior distributions of the dimensionality of the mixture, the mixture weights and the occurrence rates themselves. Also, posterior distributions can be found for iceberg collision risks and iceberg scour rates. The approach is illustrated for an iceberg risk estimation.
5
Sezer-Uzol, Nilay, Anirudh Modi, Lyle N. Long e Paul E. Plassmann. "Visualizing Computational Simulation Results Using Virtual Reality Technology". In ASME/JSME 2003 4th Joint Fluids Summer Engineering Conference. ASMEDC, 2003. http://dx.doi.org/10.1115/fedsm2003-45196.
Testo completoAbstract (sommario):
The visualization of computational simulations of complex physical problems using virtual reality technology is demonstrated in this study. A general-purpose computational steering system (POSSE) which can be coupled to any C/C++ simulation code, has been developed and tested with a 3-D parallel Navier-Stokes flow solver (PUMA2) [1]. In addition, the visualizations can be displayed using virtual reality facilities (such as CAVEs and RAVEs) to better understand the 3-D nature of the flowfields. The simulations can be run on parallel computers such as Beowulf clusters, while the visualization is performed on other computers, through a client-server approach. A key advantage of our system is its scalability. Visualization primitives are generated on the parallel computer. This is essential for large-scale simulations, since it is often not possible to post-process the entire flowfield on a single computer due to memory and speed constraints. Example applications of time-dependent and three-dimensional computational flow simulations performed at Penn-State are presented to show the usefulness of POSSE and virtual reality systems. The examples include CFD predictions for unsteady simulations of a helicopter rotor, unsteady ship airwake simulations, helicopter tail fan-in-fin flow simulations and simulations of time-accurate flow and noise due to a landing gear.
6
Amromin, Eduard, e Svetlana Kovinskaya. "Selection of Gas-Based Drag Reduction Technology". In ASME 2006 2nd Joint U.S.-European Fluids Engineering Summer Meeting Collocated With the 14th International Conference on Nuclear Engineering. ASMEDC, 2006. http://dx.doi.org/10.1115/fedsm2006-98354.
Testo completoAbstract (sommario):
Drag reduction in water has been a goal of numerous efforts based on different technologies. The gas-based drag reduction technologies include supercavitation, partial cavitation and microbubble ejection. The objective of this study is to clarify the vehicle speed and size ranges for the technology effective application. The provided analysis is based on both our results and publications by other authors. Cavitation can reduce drag because a surface under the cavity is practically free of friction. Usually, there is also a significant drag penalty to create a cavity. For supercavitation, this drag becomes smaller than friction reduction only for extremely low cavitation numbers (less than 0.06). Ventilation would be necessary to maintain such cavitation numbers at speed around 100 knots, but there is no confident basis for any forecast: Model test data on air supply to supercavities are affected by flow blockage and a reasonable scaling law for air flux was not found yet. For partial cavitation, there are the possibilities to have no drag penalty and to achieve a total drag reduction in moderate ranges of cavitation number. The penalty-free partially cavitating flow can exist with suppression of cavity pulsation by a pressure gradient downstream of cavity tail. A 25%–30% drag reduction by partial cavitation was measured in model tests with our specially designed hydrofoil (in a water tunnel at the University of Minnesota) and in sea with a 100-ton boat. The friction reduction is proportional to areas covered by cavities. The attainable cavity lengths and covered areas depend on the vehicle speed. Requesting moderate air supply rates at design conditions, partial cavitation looks as the most promising and widely applicable drag reduction technology. Oppositely to supercavitation, microbubble drag reduction decreases with flow speed (the best results were obtained at 4.7m/s) and its effect critically depends on the surface orientation. An opportunity to apply this technology may exist for slow flat-bottom ships.
7
Gastopoulos, Thomai, Patricia McGinn e Joseph Lawton. "Development and Testing of a Gas Turbine Engine Combustion Air Inlet Protection Shroud for the USMC Amphibious Combat Vehicle". In ASME Turbo Expo 2018: Turbomachinery Technical Conference and Exposition. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/gt2018-76945.
Testo completoAbstract (sommario):
The Marine Corps Systems Command is evaluating alternative propulsion systems to achieve high water speed for the future USMC Amphibious Combat Vehicle (ACV). A gas turbine engine is one of the propulsion systems evaluated. The primary risk of operating a gas turbine engine in the ACV is power loss due to the ingestion of marine contaminants such as saltwater mist in the air, saltwater spray generated from the vehicle operation, green water wash caused by the operation of the vehicle in the surf zone or in rough seas, and hard particles such as sand present in the marine environment. The Auxiliary Ships and New Acquisition Support Branch (Code 425) of the Naval Surface Warfare Center, Philadelphia Division conducted a study to assist the Marine Corps Systems Command in assessing the feasibility of using a gas turbine engine as a propulsion system on future USMC ACVs. The study was focused on developing and testing a gas turbine intake solution for the ACV that can remove saltwater from the intake airstream of the notional 3,000 horsepower ACV engine. Code 425 developed a two-part solution for the intake of the ACV. The first part of the solution is the Combustion Air Protection Shroud (CAPS) located at the entrance of the engine intake and designed to protect the ACV engine from green water wash by elevating the intake above the ACV deck. The second part of the solution is a gas turbine intake filtration system located downstream of the intake shroud and designed to remove marine contaminants that enter the intake shroud. A reduced-scale model of the CAPS was designed by Code 425 in conjunction with Gibbs & Cox and tested at the Davidson Laboratory High Speed Test Basin at the Stevens Institute of Technology to determine the optimum extension height of the CAPS to protect the engine intake. This paper covers the design and testing of the CAPS. The results showed that a 2.67 ft. tall CAPS with selectively closeable air intake louvers is sufficient to keep out saltwater from the ACV gas turbine engine.