Accurate prediction of performance is an important aspect of modern sailing yacht design and provides a competitive advantage on the racecourse and in the marketplace. Although wind tunnel testing of yacht sails is a common tool for obtaining input data for Velocity Prediction Programs, its results have not been validated against aerodynamic full-scale measurements as quality full-scale data is rare. Wind tunnel measurements are conducted at the Twisted Flow Wind Tunnel of The University of Auckland and are compared to the full-scale aerodynamic force measurements from the Berlin Sail-Force-Dynamometer. To realise this comparison wind tunnel techniques and aerodynamic force models for yacht sails are enhanced; this in turn also improves the accuracy of Velocity Prediction Programs. Force and surface pressure measurements were conducted demonstrating that the interaction of the hull/deck with the sails has a significant effect on the side force and the force perpendicular to the deck plane, and that this should be considered in aerodynamic analysis of sails and the performance prediction of yachts. The first Real-Time Velocity Prediction Program for wind tunnel testing has been developed and implemented as an additional module of FRIENDSHIP-Equilibrium. Model sails can now be trimmed based on the full-scale performance of the yacht, and at the correct heel angle, which makes the trimming process in the wind tunnel much more similar to the real life situation. Improved aerodynamic force models have been developed from realistically depowered sail trims obtained with the Real-Time Velocity Prediction Program. An empirical model that describes the force and moment changes due to depowering in detail has been developed and implemented. The standard semi-empirical trim parameter model, which expresses depowering in a more generic way, has been enhanced based on aerodynamic principles and validated against the wind tunnel results. Utilising the enhanced wind tunnel techniques and aerodynamic force models, a generally good qualitative and quantitative agreement with the full-scale data is achieved. Remaining challenges associated with full-scale and wind tunnel tests are however also highlighted and, based on this work alone, a conclusive judgement that scaling effects are negligible cannot be made. / Whole document restricted, but available by request, use the feedback form to request access. / IPENZ Craven Scholarship; The University of Auckland Yacht Research Unit Scholarship; The University of Auckland Graduate Research Fund

Accurate prediction of performance is an important aspect of modern sailing yacht design and provides a competitive advantage on the racecourse and in the marketplace. Although wind tunnel testing of yacht sails is a common tool for obtaining input data for Velocity Prediction Programs, its results have not been validated against aerodynamic full-scale measurements as quality full-scale data is rare. Wind tunnel measurements are conducted at the Twisted Flow Wind Tunnel of The University of Auckland and are compared to the full-scale aerodynamic force measurements from the Berlin Sail-Force-Dynamometer. To realise this comparison wind tunnel techniques and aerodynamic force models for yacht sails are enhanced; this in turn also improves the accuracy of Velocity Prediction Programs. Force and surface pressure measurements were conducted demonstrating that the interaction of the hull/deck with the sails has a significant effect on the side force and the force perpendicular to the deck plane, and that this should be considered in aerodynamic analysis of sails and the performance prediction of yachts. The first Real-Time Velocity Prediction Program for wind tunnel testing has been developed and implemented as an additional module of FRIENDSHIP-Equilibrium. Model sails can now be trimmed based on the full-scale performance of the yacht, and at the correct heel angle, which makes the trimming process in the wind tunnel much more similar to the real life situation. Improved aerodynamic force models have been developed from realistically depowered sail trims obtained with the Real-Time Velocity Prediction Program. An empirical model that describes the force and moment changes due to depowering in detail has been developed and implemented. The standard semi-empirical trim parameter model, which expresses depowering in a more generic way, has been enhanced based on aerodynamic principles and validated against the wind tunnel results. Utilising the enhanced wind tunnel techniques and aerodynamic force models, a generally good qualitative and quantitative agreement with the full-scale data is achieved. Remaining challenges associated with full-scale and wind tunnel tests are however also highlighted and, based on this work alone, a conclusive judgement that scaling effects are negligible cannot be made. / Whole document restricted, but available by request, use the feedback form to request access. / IPENZ Craven Scholarship; The University of Auckland Yacht Research Unit Scholarship; The University of Auckland Graduate Research Fund

Accurate prediction of performance is an important aspect of modern sailing yacht design and provides a competitive advantage on the racecourse and in the marketplace. Although wind tunnel testing of yacht sails is a common tool for obtaining input data for Velocity Prediction Programs, its results have not been validated against aerodynamic full-scale measurements as quality full-scale data is rare. Wind tunnel measurements are conducted at the Twisted Flow Wind Tunnel of The University of Auckland and are compared to the full-scale aerodynamic force measurements from the Berlin Sail-Force-Dynamometer. To realise this comparison wind tunnel techniques and aerodynamic force models for yacht sails are enhanced; this in turn also improves the accuracy of Velocity Prediction Programs. Force and surface pressure measurements were conducted demonstrating that the interaction of the hull/deck with the sails has a significant effect on the side force and the force perpendicular to the deck plane, and that this should be considered in aerodynamic analysis of sails and the performance prediction of yachts. The first Real-Time Velocity Prediction Program for wind tunnel testing has been developed and implemented as an additional module of FRIENDSHIP-Equilibrium. Model sails can now be trimmed based on the full-scale performance of the yacht, and at the correct heel angle, which makes the trimming process in the wind tunnel much more similar to the real life situation. Improved aerodynamic force models have been developed from realistically depowered sail trims obtained with the Real-Time Velocity Prediction Program. An empirical model that describes the force and moment changes due to depowering in detail has been developed and implemented. The standard semi-empirical trim parameter model, which expresses depowering in a more generic way, has been enhanced based on aerodynamic principles and validated against the wind tunnel results. Utilising the enhanced wind tunnel techniques and aerodynamic force models, a generally good qualitative and quantitative agreement with the full-scale data is achieved. Remaining challenges associated with full-scale and wind tunnel tests are however also highlighted and, based on this work alone, a conclusive judgement that scaling effects are negligible cannot be made. / Whole document restricted, but available by request, use the feedback form to request access. / IPENZ Craven Scholarship; The University of Auckland Yacht Research Unit Scholarship; The University of Auckland Graduate Research Fund

The essence of this dissertation was to explore the synergies between fashion and architecture to inform the design of a resource rich environment. / Dissertation (MArch(Prof))--University of Pretoria, 2009. / Architecture / unrestricted

Regulation of border and behind-the-border measures in the oil and gas sectors presents the ‘resource access’ challenge with immense economic ramifications for export markets, yet their status under the multilateral trading regime remains obscure. Recent developments that could reshape the trading regime and market dynamics for oil and gas have seen the call for a global energy governance gain momentum in recent years. But the complex relationships between national laws, institutional norms, and the multilateral trading regime regulating energy presents an ideological ‘conflict in applicable law’. They reveal a conflict between regulatory privileges enshrined in energy resource-focused institutions namely: OPEC as a producer-only treaty, the ECT as a sector-specific multilateral energy treaty, national energy laws on the heel of the PSNR principle as a customary international law; versus international obligations under the GATT rules relevant to energy. These regimes have the trappings of nationalism, regionalism, and institutionalism in energy regulation, thereby creating an ambiguous path to global energy governance. This research revisits the institutional and regulatory architecture of oil and gas regimes from the perspective of quota measures and trade-related investment measures (TRIMs) implemented through the instrumentality of national laws, acts of NOCs (in the oil sector) and acts of non-state undertakings (in the gas sector). It therefore charts an uncommon territory and brings a new dimension to the discipline of energy and trade, with a robust examination of how regulation of quota measures and trade-related investment in the oil sector (with export restriction issues) differs from their regulation in the gas sector (with underlying competition issues) and how their varying trade effects shape their future in international economic law. Given the inherent conflicts between the legal, policy, and regulatory design of these regimes governing energy, this research first explores and applies the principle of conflict of norms to energy governance. This paves way for a hands-on approach to examining the applications of these measures under the auspices of these regimes aimed at a ‘co-operative energy governance’ between the resource-focused regimes and the GATT rules relevant to energy on the basis of their trade effects. I argue that an understanding of ‘quota measures’ and ‘TRIMs’ in the oil sector compared to their implementations in the gas sector is compelling in making a case for a systemic energy cooperation that would serve economic interests of all affected states without diminishing the normative value of each regime in each sector.

<p>This thesis report is focused on the growth of Pt/Mg multilayers and the studies of the sputter yield amplification effect in these. The main application is to use the multilayers as X-ray mirrors reflecting an X-ray wavelength of 17 Å. This wavelength is important for astronomical applications in general, and solar imaging applications in particular.</p><p>For periodic X-ray multilayer mirrors only a certain specific wavelength of X-rays can be reflected. What wavelength that is reflected depends on the individual layer thicknesses of the materials that are constituting the multilayer. These thicknesses can be determined using modified Bragg’s law and are approximately a quarter of the wavelength.</p><p>In order to obtain the exact desired layer thickness of each individual layer it is necessary to understand the growth processes and the effects that are going on during deposition of such multilayer mirrors. It has been shown that when depositing multilayers consisting of one very light and one very heavy material, like e.g. Pt and Mg, the deposition rate of the light element is non-linear with deposition time for thin layers. This is because of backscattered energetic neutrals from the heavy target material, which affects the growing film. Furthermore, a sputter yield amplification is present for thin layers when a light element is grown on top of a heavy element, i.e. for Mg on top of Pt.</p><p>Dual DC magnetron sputtering has been used to grow the Pt/Mg multilayers, and the influence of the backscattered energetic neutrals and the sputter yield amplification effect has been studied for Ar and Kr sputtering gases at pressures ranging from 3 up to 9 mTorr. The individual layer thicknesses have been obtained from simulations of hard X-ray reflectivity measurements using the IMD program. The number of backscattered energetic neutrals and their energies at the target have been calculated using the TRIM code.</p><p>Using the results obtained it is now possible to predict and compensate for the non-linear deposition rate of Mg.</p>

This thesis report is focused on the growth of Pt/Mg multilayers and the studies of the sputter yield amplification effect in these. The main application is to use the multilayers as X-ray mirrors reflecting an X-ray wavelength of 17 Å. This wavelength is important for astronomical applications in general, and solar imaging applications in particular. For periodic X-ray multilayer mirrors only a certain specific wavelength of X-rays can be reflected. What wavelength that is reflected depends on the individual layer thicknesses of the materials that are constituting the multilayer. These thicknesses can be determined using modified Bragg’s law and are approximately a quarter of the wavelength. In order to obtain the exact desired layer thickness of each individual layer it is necessary to understand the growth processes and the effects that are going on during deposition of such multilayer mirrors. It has been shown that when depositing multilayers consisting of one very light and one very heavy material, like e.g. Pt and Mg, the deposition rate of the light element is non-linear with deposition time for thin layers. This is because of backscattered energetic neutrals from the heavy target material, which affects the growing film. Furthermore, a sputter yield amplification is present for thin layers when a light element is grown on top of a heavy element, i.e. for Mg on top of Pt. Dual DC magnetron sputtering has been used to grow the Pt/Mg multilayers, and the influence of the backscattered energetic neutrals and the sputter yield amplification effect has been studied for Ar and Kr sputtering gases at pressures ranging from 3 up to 9 mTorr. The individual layer thicknesses have been obtained from simulations of hard X-ray reflectivity measurements using the IMD program. The number of backscattered energetic neutrals and their energies at the target have been calculated using the TRIM code. Using the results obtained it is now possible to predict and compensate for the non-linear deposition rate of Mg.

A supercavitating vehicle, a next-generation underwater vehicle capable of changing the paradigm of modern marine warfare, exploits supercavitation as a means to reduce drag and achieve extremely high submerged speeds. In supercavitating flows, a low-density gaseous cavity entirely envelops the vehicle and as a result the vehicle is in contact with liquid water only at its nose and partially over the afterbody. Hence, the vehicle experiences a substantially reduced skin drag and can achieve much higher speed than conventional vehicles. The development of a controllable and maneuvering supercavitating vehicle has been confronted with various challenging problems such as the potential instability of the vehicle, the unsteady nature of cavity dynamics, the complex and non-linear nature of the interaction between vehicle and cavity. Furthermore, major questions still need to be resolved regarding the basic configuration of the vehicle itself, including its control surfaces, the control system, and the cavity dynamics. In order to answer these fundamental questions, together with many similar ones, this dissertation develops an integrated simulation-based design tool to optimize the vehicle configuration subjected to operational design requirements, while predicting the complex coupled behavior of the vehicle for each design configuration. Particularly, this research attempts to include maneuvering flight as well as various operating trim conditions directly in the vehicle configurational optimization. This integrated approach provides significant improvement in performance in the preliminary design phase and indicates that trade-offs between various performance indexes are required due to their conflicting requirements. This dissertation also investigates trim conditions and dynamic characteristics of supercavitating vehicles through a full 6 DOF model. The influence of operating conditions, and cavity models and their memory effects on trim is analyzed and discussed. Unique characteristics are identified, e.g. the cavity memory effects introduce a favorable stabilizing effect by providing restoring fins and planing forces. Furthermore, this research investigates the flight envelope of a supercavitating vehicle, which is significantly different from that of a conventional vehicle due to different hydrodynamic coefficients as well as unique operational conditions.

ABSTRACT ROBUST CONTROL CHARTS &Ccedil / etiny&uuml / rek, Aysun M. Sc., Department of Statistics Supervisor: Dr. BariS S&uuml / r&uuml / c&uuml / Co-Supervisor: Assoc. Prof. Dr. Birdal Senoglu December 2006, 82 pages Control charts are one of the most commonly used tools in statistical process control. A prominent feature of the statistical process control is the Shewhart control chart that depends on the assumption of normality. However, violations of underlying normality assumption are common in practice. For this reason, control charts for symmetric distributions for both long- and short-tailed distributions are constructed by using least squares estimators and the robust estimators -modified maximum likelihood, trim, MAD and wave. In order to evaluate the performance of the charts under the assumed distribution and investigate robustness properties, the probability of plotting outside the control limits is calculated via Monte Carlo simulation technique.

The primary research objective was to develop a methodology to support conceptual design of the Hybrid Wing Body (HWB) configuration. The absence of a horizontal tail imposes new stability and control requirements on the planform, and therefore requiring greater emphasis on control authority assessment than is typical for conceptual design. This required investigations into three primary areas of research. The first was to develop a method for designing an appropriate amount of redundancy. This was motivated widely varying numbers of trailing edge elevons in the HWB literature, and inadequate explanations for these early design decisions. The method identifies stakeholders, metrics of interest, and synthesizes these metrics using the Breguet range equation for system level comparison of control surface layouts. The second area of research was the development trim analysis methods that could accommodate redundant control surfaces, for which conventional methods performed poorly. A new measure of control authority was developed for vehicles with redundant controls. This is accomplished using concepts from the control allocation literature such as the attainable moment subset and the direct allocation method. The result is a continuous measure of remaining control authority suitable for use during HWB sizing and optimization. The final research area integrated performance and control authority to create a HWB sizing environment, and investigations into how to use it for design space exploration and vehicle optimization complete the methodology. The Monte Carlo Simulation method is used to map the design space, identify good designs for optimization, and to develop design heuristics. Finally, HWB optimization experiments were performed to discover best practices for conceptual design.