Thesis (MScIng)--University of Stellenbosch, 2007. / Bibliography. Also available via the Internet.

Thesis (MScIng)--University of Stellenbosch, 2005. / Bibliography. Also available via the Internet.

Thesis (MScIng)--University of Stellenbosch, 2006. / Bibliography. Also available via the Internet.

Thesis (MScIng)--University of Stellenbosch, 2008. / Bibliography. Also available via the Internet.

Thesis (Nav.Arch and S.M.)--Massachusetts Institute of Technology, Dept. of Ocean Engineering, 1975. / Includes bibliographical references. / Nav.Arch and S.M.

Thesis (Ph. D.)--University of Wisconsin--Madison, 1967. / Typescript. Vita. eContent provider-neutral record in process. Description based on print version record. Includes bibliographical references.

Thesis: M.S., Massachusetts Institute of Technology, Department of Ocean Engineering, 1977 / Includes bibliographical references. / by Chunn-Sheng Mao. / M.S. / M.S. Massachusetts Institute of Technology, Department of Ocean Engineering

Thesis (M.B.A.)--University of Hong Kong, 1982.

Thesis (MScEng (Mechanical and Mechatronic Engineering))--University of Stellenbosch, 2006. / The main objective of this thesis was to design a hydrofoil system without a trim and ride height control system and investigate the change in resistance of a representative hull across a typical speed range as a result of the addition of the hydrofoil system, while retaining adequate stability. The secondary objectives were as follows: Find a representative hull of sailing catamarans produced in South Africa, and to establish an appropriate speed range for that hull across which it is to be tested. Test and explain the drag characteristics of this hull. Find a suitable configuration of lifting foils for this hull that would not require any form of trim or ride height control to maintain stability throughout the speed range. Test and compare the resistance characteristics with and without the assistance of lifting foils. Test and explain the effects of leeway and heel on the total hydrodynamic resistance both with and without lifting foils. A representative hull (RH1), based on a statistical analysis of sailing catamarans produced in South Africa and an existing hull design of suitable size, was designed. A speed range was then established (0 – 25 knots) based on the statistics of the original (existing) design. A scaled model (of RH1) of practical and suitable dimensions was designed and manufactured, and its characteristics determined through towing tank testing. A hydrofoil system was then designed and during testing, was adjusted until a stable configuration was found. This resulted in a canard type configuration, with the front foil at the bow and the main foil between the daggerboards. Although a stable configuration was achieved, it was noted that any significant perturbation in the trim of the boat would result in instability and some form of trim control is recommended. The main objective was achieved. The experimental results concluded that a canard configuration was found to be stable for the RH1 (foil positioning already mentioned) and the addition of the hydrofoils provided a significant improvement only above a displacement Froude number of 2, which for our full scale prototype, is equivalent to approximately 14.2 knots. This is in agreement with the results of several other research projects that investigated hydrofoil supported catamarans with semi‐displacement type demi‐hulls. Below displacement Froude number of 2, a significant increase in total hydrodynamic resistance was observed. Since the speed of sailing craft is dependent on wind speed, there will often be conditions of relatively low boat speed (below displacement Froude number of 2). So it was recommended that a prototype design would have a retractable hydrofoil system which could be engaged in suitable conditions (sufficient boat speed). The effects of leeway and heel on the total hydrodynamic resistance were determined experimentally, but it was found that these trends were affected by the resulting changes in wave interference resistance. Since wave interference depended strongly on the hull shape, it was therefore concluded that no universal trends can be determined regarding the effects of heel and leeway on the total hydrodynamic resistance. These effects were determined for RH1 and it was shown that these effects are drastically altered by the addition of the lifting foils.

Thesis (MScEng (Mechanical and Mechatronic Engineering))--University of Stellenbosch, 2005. / This work is concerned with the design and hydrodynamic aspects of a hydrofoil-assisted trimaran. A design and configuration of a trimaran is evaluated and the performance of a hydrofoil-assisted trimaran is effectively compared to the performance of a hydrofoil-assisted catamaran with similar overall displacement and same speed. The performance of the trimaran with different outrigger clearances are also evaluated and compared. The hydrodynamic aspects focuses mainly on the performance and to a lesser extend on the sea-keeping and stability of a hydrofoil-assisted trimaran. The results were determined by means of experimental testing, theoretical analysis and numerical analysis. The project was initiated as a result of the success of the hydrofoil-assisted catamarans and due to the fact that there does not exist a hydrofoil-assisted trimaran (to the author’s knowledge) where the main focus of the foils is to significantly reduce the resistance. A brief history, recent developments and associated advantages regarding trimarans are discussed. A complete theoretical model is presented to evaluate the lift and drag of the hydrofoils, as well as, the resistance of the trimaran. The data so obtained is then used to compare the reliability and feasibility of the numerical and experimental predicted values. The design of the trimaran and hydrofoil system is explained, together with the problems associated with the final design of the trimaran. The design of a trimaran is much more complicated than a catamaran due to more design variables being associated with trimarans. The selection of the trimaran configuration is done in a logical manner considering stability and hydrodynamics. However, the hydrofoil-assisted trimaran is closely adapted to the main dimensions of the comparable hydrofoil-assisted catamaran. An in-depth discussion of the testing technique used and the problems that are associated with towing tank testing will facilitate similar tests in the future. The scaling method of Froude was modified to account for the different sized hulls. The numerical methods are explained, with emphasis on accuracy, limitations, feasibility and the time required to complete a calculation. The results are presented in an order suggested by the experimental and numerical work carried out. The resistance, trim and rise/sinkage results are presented with speed for both the trimaran and catamaran with and without the addition of foils. The addition of the foils supplies results based on the amount of lift the foils carry and therefore can easily clarify the significant resistance advantage the foils offer the trimaran and the catamaran evaluated in this project. The final design and results of the evaluated trimaran are discussed. It is concluded that the catamaran with similar displacement and speed is still superior to the trimaran, with and without foils in both cases. The addition of foils to the trimaran does decrease the resistance significantly. The conclusions regarding these results are presented, together with recommendations for future work.