This study provides a comprehensive performance analysis of Wave-Adaptive Modular Vessels (WAM-V) using simulations and testing data. WAM-Vs are a new class of marine technology that build upon the advantages of lightweight, low-draft, catamaran construction. Independent suspensions above the hulls isolate the passengers and equipment from the harsh sea environment. Enhanced understanding of the relationship between suspension and vehicle performance is critical for future missions of interest to the U.S. Navy. Throughout this study, the dynamic properties of three different WAM-Vs were evaluated. A multi-body dynamics simulation was developed for the 100-ft WAM-V 'Proteus' based on an automotive 4-post shaker rig. The model was used to characterize the sensitivities of different suspension parameters and as a platform for future models. A 12-ft unmanned surface vessel (USV) was instrumented and sea trials were conducted in the San Francisco Bay. A dynamic 4-post simulation was created for the USV using displacement inputs calculated from acceleration data via a custom integration scheme. The data was used to validate the models by comparing the model outputs to sensor data from the USV. A vertical hydrodynamics testing rig was developed to investigate the interaction between the pontoons and the water surface to improve the understanding of how hydrodynamic forces affect suspension performance. A model was created to accurately simulate the hydrodynamic forces that result from vertical pontoon motion. The model was then scaled to fit a 33-ft WAM-V prototype. The 33-ft WAM-V was instrumented and sea trials were conducted in Norfolk, VA. The WAM-V's suspension was upgraded based on the testing results. A 2-post rig was also built for evaluating the 33-ft WAM-V's dynamics. Two dynamic models were made for the 33-ft WAM-V to evaluate different suspension designs. The results from this study have numerous impacts on the naval community and on the development of WAM-Vs. The methodology for testing and evaluation will allow for future WAM-V designs to be compared under controlled circumstances. The performance of WAM-Vs can then be compared against conventional platforms to determine their suitability for future missions. Simulation development will enable future WAM-Vs to be evaluated prior to undergoing sea trials. The hydrodynamic models become a powerful design tool that can be easily scaled and combined with the 4-post models. By providing the simulations and test data to future vessel designers, the designers will be able to intelligently evaluate numerous iterations early in the design phase, improving performance and safety. / Ph. D.

Tse Yiu Hung. / "Architecture Department, Chinese University of Hong Kong, Master of Architecture Programme 2001-2002, design report." / Includes bibliographical references (leaves 70). / Thesis Introduction --- p.p.1 / Researches on Floating Community in Hong Kong --- p.p.2 -26 / Preliminary Design and Ideas --- p.p.27 - 33 / Design Proposal --- p.p.34 - 40 / Design Development --- p.p.41 - 53 / Final Design --- p.p.54 - 58 / Precedent Studies --- p.p.59 - 64 / Chapter - --- House Boats in North America / Chapter - --- Venice / Chapter - --- Studies on the Floating Accommodation / Special Studies(Floating Communities and Structures) --- p.p.65 - 69 / Chapter - --- Floating Structures / Chapter - --- Chinese Raft House in Indonesia / Chapter - --- Off-shore Platforms / Bibliography --- p.p.70

The aim of the thesis is design of a recreational boat. Every design decision will be based on user-centered approach. The goal is to come up with the design that will be highly functional and will induce the feeling of a contentment. Goal is also to incorporate electric propulsion as a part of ever growing effort to end addiction to fossil fuels and minimize ecological impact of a product.

Den första april 2015 trädde en författning i kraft som innefattar ett förbud mot utsläpp av toalettavfall från fritidsbåtar inom Sveriges sjöterritorium. Redan före denna författning var det obligatoriskt för fritidsbåtshamnar att ha mottagningsanordningar för avfall, inklusive latrin, från fritidsbåtar. Många hamnar och båtklubbar har därför sugtömningsstationer för att kunna ta emot latrin. Detta avfall förs sedan till avloppsreningsverk för behandling på samma sätt som hushållsavlopp. Hur båtlatrinet hanteras vid insamlingen skiljer sig dock mycket åt inom Sverige. Vissa sugtömningsstationer är kopplade direkt till det kommunala avloppsnätet, om placeringen tillåter det, medan andra har blivit nekade detta. En anledning till detta är osäkerheten beträffande latrinets volym och innehåll och därmed osäkerhet i dess påverkan på avloppsreningsprocessen. För att fylla dessa kunskapsluckor och undersöka latrinets påverkan på ekosystemet vid direktutsläpp utfördes denna studie som den första av sitt slag i Sverige. Studien innefattar provtagningar och volymsberäkningar och är en del av ett LOVA-projekt som ett samarbetsprojekt mellan Norrtälje kommun, Vaxholms stad, Värmdö kommun, Transportstyrelsen och Ecoloop AB. Inom studien utfördes under hösten 2016 provtagningar på latrin från fyra sugtömningsstationer i de deltagande kommunerna. Provtagningen visade på höga koncentrationer av näringsämnen, syreförbrukande ämnen och metaller jämfört med hushållsavlopp. Analys av ett urval kemikalier samt bakterier utfördes för att påvisa eventuell användning av sanitetsvätskor vilka används i båttoaletter för att förhindra dålig lukt ombord. På grund av motstridiga resultat och osäkerhet i använd analysmetod kan användning av sanitetsvätskor inte påvisas och vidare analys bör utföras. Hos de flesta avloppsreningsverk finns det möjlighet att tillföra båtlatrinet successivt och därmed späda ut det. Utspädningen förhindrar att det koncentrerade båtlatrinet hämmar de biologiska processerna utförda av mikroorganismer på avloppsreningsverken. Då båtlatrinet har en sammansättning som avviker från hushållsvatten kan det även hota ett avloppsreningsverks eventuella Revaq-certifiering som garanterar att slammet har en kvalitet som möjliggör återföring till skogs- och jordbruk. Att samla in latrin kan alltså ge upphov till att avloppsreningsverken inte klarar av sina åtaganden med avseende på reningskrav, men problemen om avloppet släpps ut till naturen kan vara ännu allvarligare. Stockholms skärgård ligger i Östersjön vilket är ett av världens mest påverkade hav med eutrofiering som ett av de största hoten. Utsläpp av båtlatrin bidrar till ökad eutrofiering då det är väldigt näringsrikt. Enligt en enkätundersökning utförd inom studien innehåller en medelstor septiktank 34 l båtlatrin. Detta motsvarar exempelvis ungefär 2,5 g fosfor och 50 g kväve. Beräkningar utgående från enkätundersökningen visade även att det idag samlas in ungefär 350 m3 latrin per år in i de deltagande kommunerna. Införandet av utsläppsförbudet motiverades från miljö- och hälsosynpunkt då det skulle minska tillförseln av näringsämnen och smittsamma bakterier till miljön. Båtlatrinets höga innehåll av näringsämnen och metaller kan bidra till miljöproblem vid utsläpp. Dess påverkan på miljön i relation till andra källor kan dock inte påvisas i denna studie. Hälsoaspekten är desto påtagligare då båtlatrinet innehåller en hög mängd bakterier. / The first of April 2015 a constitution came into force which comprises a prohibition of discharge of sewage from leisure boats in Swedish territorial waters. It was mandatory for leisure boat marinas already before this constitution to have waste reception facilities for waste, including sewage, from leisure boats. As a result of this many marinas and leisure boat clubs have pump out stations in order to receive sewage. This waste is then transferred to sewage treatment plants for treatment as household sewage. How the boat sewage is handled at the collection differs within Sweden. Some pump out stations are connected directly to the municipal sewer system, if the placing permits, while some have been denied to connect. One of the reasons for this difference is uncertainty about volume and content of the boat sewage and hence uncertainty in the effects it has on the sewage treatment process. This study was performed in order to fill these knowledge gaps and to investigate the impact of discharge on the ecosystem, as the first of its kind in Sweden. The study includes sampling and volume calculations and is part of a LOVA-project as a cooperation project between Norrtälje, Vaxholm and Värmdö municipalities, the Swedish Transportation Agency and Ecoloop AB. During the autumn 2016 four pump out stations within the participating municipalities were sampled as a part of the study. The analysis of boat sewage showed high concentrations of nutrients, oxygen consuming substances, and metals in comparison with household sewage. Analyzes of a selection of chemicals and bacteria were performed in order to demonstrate the possible use of sanitary fluids, which are used in toilets to prevent odors. Because of conflicting results and uncertainty in the analysis method used no detection of the use of sanitary liquids could be done and further analysis should be carried out. It is possible in most sewage treatment plants to add the boat sewage gradually and in that way dilute it. The dilution prevents the concentrated boat sewage to inhibit the biological processes performed by microorganisms in sewage treatment plants. The boat sewage can be a threat to the Revaq-certification of some sewage treatment plants. Revaq-certification guarantees that the sludge is of a quality that allows recycling to forestry and agriculture. Collection of boat sewage can cause sewage treatment plants to not meet their commitments in terms of treatment requirements, but the problems with discharge can be even more serious. Stockholm archipelago is located in the Baltic Sea which is one of the most affected seas with eutrophication as one of the greatest threats. Discharge of boat sewage contributes to eutrophication since it is very nutritious. According to a survey conducted within this study an average boat septic tank contains 34 l sewage. This is equivalent to for example 2.5 g phosphorus and 50 g nitrogen. Calculations based on the survey also shows that the total volume of boat sewage collected in pump out stations in the participating municipalities is 350 m3 per year. The introduction of the prohibition of discharge was motivated from an environmental and health point of view since it would reduce the supply of nutrients and infectious bacteria to the environment. The high content of nutrients and metals in the boat sewage would contribute to environmental problems when discharged. The impact on the environment in relation to other sources could not be shown in this study. The health aspect, on the other hand, is unmistakable since the boat sewage contains a high amount of bacteria.

The thesis identifies and discusses some fundamental changes that took place during the middle neolithic period in Sweden, with the introduction of the Boat Axe Culture. The possibility of intrepreting the Corded Ware Cultures by way of networks, identified through the regional designes of battle axes, are proposed. With the aid of a reconsideration of the typology of the Swedish boat axes, ethnographic examples of gift-exchanges, and a theoretical reappraisal of the implications of archaeological praxis for prehistorc life-worlds, new possibillities for interpreting the changing role of such prestige items as the boat-axes are presented. A new chronological scheme is also presented for the Swedish boat axes, with a tripartite division of the latter middle neolithic into MN BI-III. The value of the boat axe is further considered to be explicable only in terms of a prestige item, dependent on a system of exchange for its continual valuation. Central to this discussion is the relationship between value and exchange. Several regions within the Swedish Boat Axe Culture are identified, and the boat axes in two of these regions in the southern part of the Mälar valley are thoroughly examined. It is shown that during the cours of the Boat Axe period, the emphasis gradually changed from a regional to an intra-regional focus concerning the development of types and special designes of the boat axes. Identified similarities and dissimilarities of contemporary boat axes within and between regions are explained as a result of a parallel change in gift exchanges, from a regional focus to an intra-regional focus. An hierarchical ordering of the latter middle neolithic soceity is also identified, where only a portion of the boat-axes were selected as burial gifts. This development is chartered onto the broader neolithic development in Sweden, with special focus on the role of prestige items such as battle axes. A fundamental change is identified as taking place during the Boat Axe period, when the full implications of a prestige economy were implemented and the major strategies for power settled on the inter-regional level.

In recreational boating, docking is one of the most stressful and accident prone situations. Due to the loss of maneuverability at low speeds, it is a procedure that requires experience. There are mainly two problems when it comes to autonomous docking of a boat, these are identifying a berth’s position as well as keeping the boat on its intended path and correcting any deviations. Autonomous docking in recreational boating is still quite uncommon, with companies still exploring different solutions. This thesis proposes a Model Predictive Control (MPC) system combined with Pulsed Coherent Radar technology, equipped on an under-actuated boat model, to achieve autonomous docking. A major part of this thesis was to evaluate the amount and placement of radar sensors, as well as determining whether these are suitable in a water environment. In order to test this, the sensors were placed alongside the hull of the boat. It was found that the placement of sensors had a bigger impact than the amount when it came to correctly detecting the position of a berth. Once the placement of sensors and the berth position algorithmhad been done, a closed-loop MPC was used. This controller got constant feedback of the boat’s position relative the berth, in order to calculate the thruster control inputs for the next time step. The developed autonomous docking system was then implemented on the boat which was tested in a swimming pool. The optimal radar configuration combined withMPC, made it possible to successfully dock a boat autonomously without any modification to the berth. / För fritidsbåtlivet är tilläggning en av demest stressfulla och olycksbenägna situationerna. På grund av förlust av manövrering vid låga hastigheter är det en procedur som kräver erfarenhet. Det finns främst två problem när det kommer till autonom tilläggning, det är att identifiera positionen av en brygga såväl som att hålla båten på den avsedda kursen och rätta till små avvikelser. Autonom tilläggning för fritidsbåtlivet är fortfarande rätt ovanligt och företag utforskar fortfarande olika lösningar. Denna avhandling föreslår ett Modellprediktivt Reglersystem (MPC) kombinerat med Pulserad Koherent Radarteknik som är utrustad på en underaktuerad båtmodell för att uppnå autonom tilläggning. En stor del av avhandlingen var att utvärdera antalet och placeringen av radarsensorer, såväl som att fastställa om dessa är lämpliga att användas i en vattenmiljö. För att undersöka detta placerades sensorerna längs med båtens skrov. Det konstaterades att placeringen av sensorer hade en större påverkan än mängden när det kom till att läsa av positionen av bryggan korrekt. När placeringen av sensorer och bryggpositionsalgoritmen var klar användes MPC med återkoppling. Denna regulator fick konstant återkoppling av båtens position relativt bryggan för att räkna ut styrsignal till motorerna för nästa tidssteg. Den utvecklade autonoma tilläggningen var sedan implementerad på båten som testades i en pool. Den optimala radarplaceringen kombinerat med MPC gjorde det möjligt att med framgång kunna lägga till båten autonomt utan modifiering av bryggan.

Sjöfartsverket är idag huvudansvarigt för all sjöräddning i Sverige där lotsbåten är ett av de fartyg som deltar. Det nuvarande systemet för bärgning anses dock ha vissa brister beträffande räddning av personer som i vattnet är medvetslösa eller svårt skadade. Syftet med studien var att efter en inledande kartläggning av olika system för bärgning av medvetslösa eller svårt skadade personer, undersöka vad besättningsmän från Sjöfartsverkets lotsbåtar anser om systemen samt svårigheterna vid bärgning. I intervjuerna framkom det att dagens system varken är byggt för övning eller för räddning av någon som är medvetslös eller svårt skadad. Resultatet visar även att rådande väderförhållanden samt tiden är avgörande faktorer för en lyckad räddning. Majoriteten av besättningsmännen anser att ett system placerat i aktern tillsammans med det nuvarande systemet är den kombination av system som skulle kunna göra räddningsarbetet ombord på lotsbåtarna både enklare och effektivare. / The Swedish Maritime Administration is today the authority with the main responsibility inSweden regarding search and rescue where the pilot boat is one of the vessels involved.However, the current system of salvage is considered to have some deficiencies regarding therescue of persons from the water whom are unconscious or severely injured. The purpose of this study was that after an initial survey of the different systems for rescuing unconscious or severely injured people, examine what crew members from the Swedish Maritime Administrations pilot boats thinks about the systems and the difficulties surrounding the salvage. The interviews revealed that today's current system is not built to be practiced with orfor the rescue of someone who is unconscious or badly injured. The investigation also shows that the prevailing weather conditions and time are crucial factors for a successful rescue. The majority of the crewmembers consider that a system located in the stern with today's existing system is the combination of systems that could make the rescue work aboard the pilot boats easier and more efficient.

This paper is about an Iron Age cemetery at Tuna in Badelunda parish, Västmanland. Tuna is a complex burial ground that contains a total of 66 graves that consists of 68 individuals. The grave field was used during a period of roughly 700 years from around the year 300 AD until the year 1050 AD. Three types of grave constructions are identified in Tuna, 53 cremation graves, eight boat graves and five chamber graves. This paper will investigate the placements of the grave constructions on the cemetery to study if they are divided by sex, age and grave type. The paper will also analyse and discuss the sex/gender assessments of individuals from Tuna, both the osteological assessments of sex and/or gender assessments are based on? The usual presumptions from earlier research about Tuna are that it was a cemetery mainly for females, but the report about Tuna in Badelunda indicates a diffrent conclusion.

Coastal erosion is caused by a deficit in the sediment balance along coastal shorelines. Within the intertidal waterway of Jacksonville, Florida, the primary processes acting on the shoreline are tidal currents and waves generated by winds and passing vessels. This study focuses on the analysis of vessel-generated waves and their possible effects on different shoreline types. The experiment conducted herein examines variations in turbidity related to passing boats at a specifically selected site location, at which different tidal stages expose three different shoreline types, a non-vegetated scarp, a vegetated scarp and a vegetated area with no scarp in the breaking zone. Statistical analyses were used to quantify relationships between turbidity and wave height within these three different shoreline types. It was determined that both wave heights and the type of shoreline can affect local turbidity levels. Shorelines that contained vegetation experienced significantly less turbidity, than shorelines with no vegetation. Based on the findings here, some preventative measures are suggested to reduce the erosion of intracoastal shorelines into the channel. This would most likely entail boating restrictions or some protective measures to shelter the intracoastal banks.

The first image depicted of sail are in Egypt and dated to the late fourth millennium BC. Around the third millennium BC the introduction of sail began in the eastern Mediterranean.Some researchers do not believe that sail have existed in Scandinavia until about 8th century AD. The reason for this is because of the lack of archaeological evidence. The question that may be asked is whether it is reasonable that it took about 3000-3500 years for the sail to getto Scandinavia from the eastern Mediterranean? The purpose of this essay is to examine and describe which indications that are available to support the occurrence of the sail in Scandinavia during the Bronze Age. Indications will be studied in trade contacts, rock art boats, and boat constructions.The study is relevant to gain a greater understanding of the Scandinavia´s movements on the open water, trade contacts and boat construction during the Bronze Age.The result reveals that Scandinavia probably had an indirect contact with areas that used sails. Indications for contact with areas in Europe are shown by imports and exports of amber,metals, artefacts and similarities between rock carvings depicting ships. Some of Scandinavia´s rock art boats seem to show attributes such as mast and sails, but it is difficult to get an understanding by looking at the pictures only. One idea is that a change is required in the keel of the boats for sailing. The result reveals that an alternative to keel may have been double steering oars. From an experimental archaeological survey of Bengtsson & Bengtsson (2011), it seems that Scandinavian Bronze Age boats have managed to get sailed. / Den första avbilden av segel finns i Egypten och dateras till ca år 4000 f.Kr. Runt ca år 3000f.Kr. uppkommer segel i östra Medelhavsområdet, Persiska viken och möjligen Indien. I Skandinavien anser en del forskare att segel inte har existerat förrän ca 700 år e.Kr., då inga arkeologiska bevis för mast eller segel förekommer. Frågan som kan ställas är om det är rimligt att seglet har tagit omkring 3000-3500 år att nå Skandinavien från östra Medelhavsområdet? Syftet med studien är att undersöka och redogöra för vilka indikationer som finns för att seglet kan ha förekommit i Skandinavien under bronsåldern. Frågeställningarna har varit: Var Skandinavien i kontakt med områden som nyttjade segel eller hade kunskap om dem under bronsåldern? Vilka belägg finns för att kontakter med områden i Europa harförekommit? Kan hällbilderna från bronsåldern i Skandinavien tolkas ha mast och segel? Vad krävs i en båtkonstruktion för att den skall kunna segla? Har skandinaviska bronsåldersbåtar haft en båtkonstruktion som klarat av segling? Teorin som antagits i föreliggande uppsats har varit Bengtsson & Bengtssons (2011) som antar att segel kan ha uppkommit tidigare i Skandinavien, möjligtvis redan under bronsåldern. Studien utfördes genom en litteraturöversikt och metoden var empirisk och komperativ då forskares åsikter, antaganden och resultat från deras undersökningar jämfördes och presenterades utifrån frågeställningarnai analysen. En avgränsning har funnits genom att undersökningen främst berört områden därmast och segel kan tolkas ha förekommit samt på platser där tidigare forskning behandlat Skandinaviens hällristningar. Ytterligare avgränsning har funnits genom att en ingåendebeskrivning av hur båtkonstruktionen hos bronsåldersbåtarna såg ut, ej har angivits i detalj, utan i stället har de funktioner som ansetts viktiga för en möjlig introduktion av segel i Skandinavien främst undersökts. Resultatet visar utifrån analysen och diskussionen kring frågeställningarna att indikationerframkommer för att möjligheten finns för att segel förekom i Skandinavien under bronsåldern.