The British Small Craft display, installed in 1963 as part of the Science Museum’s new Sailing Ships Gallery, comprised of a sequence of twenty showcases containing models of British boats—including fishing boats such as luggers, coracles, and cobles—arranged primarily by geographical region. The brainchild of the Keeper William Thomas O’Dea, the nautical themed gallery was complete with an ocean liner deck and bridge mezzanine central display area. It contained marine engines and navigational equipment in addition to the numerous varieties of international historical ship and boat models. Many of the British Small Craft displays included accessory models and landscape settings, with human figures and painted backdrops. The majority of the models were acquired by the museum during the interwar period, with staff actively pursuing model makers and local experts on information, plans and the miniature recreation of numerous regional boat types. Under the curatorship supervision of Geoffrey Swinford Laird Clowes this culminated in the temporary ‘British Fishing Boats’ Exhibition in the summer of 1936. However the earliest models dated back even further with several originating from the Victorian South Kensington Museum collections, appearing in the International Fisheries Exhibition of 1883. With the closure and removal of the Shipping Gallery in late 2012, the aim of this project is to produce a reflective historical and cultural geographical account of these British Small Craft displays held within the Science Museum. In this process it reveals the hidden stories behind the collection and individual boat models. The research therefore considers the former British Small Craft display in terms of its geographical visual and textual presentation of national and local identity, the cultural transference of knowledge from local regional areas to a national/international stage, its evocation of coastal and river landscapes, and its techniques of landscape/seascape miniaturisation in mid twentieth century Britain.

No description available.

This thesis is concerned with the development of a computer algorithm for determining the principal dimensions of a container ship at the preliminary design stage. The algorithm was devised to aid a Naval Architect to design the most economical ship, given the ship owner's requirements. The emphasis has been on developing an algorithm which acts as an aid in the design process. There are basically four models of the computer aided ship design which can be used in stages. The first model or algorithm is based on a deterministic approach with parametric variation of principal dimensions to locate the optimum design with minimum required freight rate. The second model incorporates optimisation techniques to arrive at the optimum ship. Though the optimisation technique is very powerful in the search of an optimum both in computer time and computing cost, the parametric method is preferred where a designer has little faith in the optimisation process or as an aid to check the answer arrived at in the optimisation process. The third model of the computer aided design can be used once the optimum has been found. A new approach to carry out sensitivity analysis is introduced. This approach overcomes the deficiencies of the past approach, in the sense that sensitivity analysis is carried out for achievable variation in variables rather than an arbitrary variation. The third model of computer aided design may be used once the designer has identified the variables, the variation of which, influences the required freight rate most. The use of the third model of the ship design may be adequate in identifying the total risk of the project. Together with sensitivity analysis, the designer can evaluate the total risk involved in an investment since the third model also incorporates a simple approach to risk analysis. However three estimates are required in the third model compared to single estimates of variables in the first and the second model. The fourth model incorporates the risk analysis by Monte Carlo method of simulation. In this model the designer can assess the xvii total risk of the project by generating the risk profile of the Required Freight Rate. The designer must either subjectively or objectively input the probability distribution of each of the influencing variables before using the fourth model. The four computer aided design models form a complete suite of computer programs, which can either be used in a deterministic mode, (first and second model), or in a probabilistic mode, (third and fourth model). Compared to previous ship design algorithms developed solely to deal with deterministic phase, this thesis incorporates ideas on how to incorporate uncertainty and assess risk in capital investment in a shipping venture. The designer can either use these computer models in stages, from deterministic phase to probabilistic phase or the models can be used on their own.

This thesis presents a study on SWATH type vessels which is directed towards the collection and use for structural design of experimental data related to motions and primary dynamic loads of such vessels. This data will be of use in the validation of a mathematical model for motion and wave load predictions recently developed at the Department. Further, experimental data on slamming will also be acquired to lay a foundation for the future development of a reliable analytical model. Design loads pertinent to SWATHs comprising the extreme primary loads, lifetime cyclic loads and local panel pressures are then built upon the former findings to be of use in structural designs, especially in the determination of initial scantlings and fatigue characterisation. Examples are given throughout on the evaluation of hypothetical SWATHs operating in the North Atlantic. The underlying theoretical formulation of SWATH ship motions is presented together with a description of a newly developed motion prediction theory. This is followed by a clarification of the procedures for conducting seakeeping tests on SWATH models. Validation of the analytical motion model by the measured data of single and tandem strut SWATH models is then presented. Subsequently, practical applications of implementing motion predictions to the assessment of SWATH operatiblity in real seaways are described. Theoretical background of SWATH primary wave loads is briefly outlined. The enhancement of the motion program MARCHS to tackle the primary load on SWATHs is described. The development of experimental data on SWATH loadings by way of seakeeping techniques is presented. Correlation of this experimental data and the theoretical assessment is made to demonstrate the validity of the mathematical model so developed. Lifetime cyclic and extreme loads required in the fatigue and ultimate strength designs, respectively, are developed by applying long- and short-term wave statistics.

Prediction of the hydrodynamic forces on planing craft by strip method requires the force acting on two-dimensional sections in vertical motion on the free surface to be known. The motion of a transverse section of a prismatic hull in steady planing corresponds to a constant velocity water entry of a wedge shaped section. The force acting on the wedge section before the chines get wetted is found from a consideration of the rate of change of the section added mass. The current added mass impact theory does not give a satisfying definition of the change in added mass after chines wetting, and hence predictions of non-constant velocity water entry can not be made accurately. As a consequence, the theory is not applicable for use in prediction of the lifting force on hulls in unsteady planing or on hulls in steady planing with non-straight keel line, i.e. phenomena corresponding to non-constant water entry. Also, in unsteady planing, sections experience exit motion due to the pitch and heave response of the craft. If applying the added mass theory in exit predictions, the resulting force acts in the direction of motion, something in contradiction with intuition and common sense. The work described in this thesis has resulted in a new added mass theory for water entry and exit of transverse sections of typical planing craft. A program of numerical simulations and experiments with wedge shaped sections has been carried out, providing force data for water entry and exit of such bodies to and from the water. Analysis of these data have led to separation of the added mass and damping forces and to the development of quasi-empirical expressions applicable for both constant and non-constant velocity force predictions. Thus the new theory provides a basis for strip method for prediction of the unsteady motion forces of planing craft. Further, the new added mass theory for water entry has been applied to predict the steady planing lift force on slender body hulls, and consistency with published planing data has been found. Also, an empirical aspect ratio correction has been derived, allowing application to large aspect ratio (non-slender) planing hulls.

Today we are sitting on a huge wealth of structural reliability theory but its application in ship design and construction is far behind. Researchers and practitioners face a daunting task of dove-tailing the theoretical achievements into the established processes in the industry. The research is aimed to create a computational framework to facilitate fatigue reliability of ship structures. Modeling, transformation and optimization, the three key elements underlying the success of computational mechanics are adopted as the basic methodology through the research. The whole work is presented in a way that is most suitable for software development. The foundation of the framework is constituted of reliability methods at component level. Looking at the second-moment reliability theory from a minimum distance point of view the author derives a generic set of formulations that incorporate all major first and second order reliability methods (FORM, SORM). Practical ways to treat correlation and non- Gaussian variables are discussed in detail. Monte Carlo simulation (MCS) also accounts for significant part of the research with emphasis on variance reduction techniques in a proposed Markov chain kernel method. Existing response surface methods (RSM) are reviewed and improved with much weight given to sampling techniques and determination of the quadratic form. Time-variant problem is touched upon and methods to convert it to nested reliability problems are discussed. In the upper layer of the framework common fatigue damage models are compared. Random process simulation and rain-flow counting are used to study effect of wide-banded non-Gaussian process. At the center of this layer is spectral fatigue analysis based on SN curve and first-principle stress and hydrodynamic analysis. Pseudo-excitation is introduced to get linear equivalent stress RAO in the non-linear ship-wave system. Finally response surface method is applied to this model to calculate probability of failure and design sensitivity in the case studies of a double hull oil tanker and a bulk carrier.

This thesis focuses on the numerical simulation of yacht sails using both computational fluid dynamics (CFD) and fluid structure interaction (FSI) modelling. The modelling of yacht sails using RANS based CFD and the SST turbulence model is justified with validation against wind tunnel studies (Collie, 2005; Wilkinson, 1983). The CFD method is found to perform well, with the ability to predict flow separation, velocity and pressure profiles satisfactorily. This work is extended to look into multiple sail interaction and the impact of the mast upon performance. A FSI solution is proposed next, coupling viscous RANS based CFD and a structural code capable of modelling anistropic laminate sails (RELAX, 2009). The aim of this FSI solution is to offer the ability to investigate sails' performance and flying shapes more accurately than with current methods. The FSI solution is validated with the comparison to flying shapes of offwind sails from a bespoke wind tunnel experiment carried out at the University of Nottingham. The method predicted offwind flying shapes to a greater level of accuracy than previous methods. Finally the CFD and FSI solution described here above is showcased and used to model a full scale Volvo Open 70 racing yacht, including multiple offwind laminate sails, mast, hull, deck and twisted wind profile. The model is used to demonstrate the potential of viscous CFD and FSI to predict performance and aid in the design of high performance sails and yachts. The method predicted flying shapes and performance through a range of realistic sail trims providing valuable data for crews, naval architects and sail designers.

This research investigates the distortion on the electrical distribution system for a high voltage DC Integrated Power System (IPS). The analysis was concentrated on the power supplied to a propulsion motor driven by an inverter with simulated silicon carbide switches. Theoretically, silicon carbide switches have the advantage of being able to withstand a very large blocking voltage and carry very large forward currents. Silicon carbide switches are also very efficient due to their quick rise and fall times. Since silicon carbide switches can withstand high voltage differentials and switch faster than silicon switches, the switching effects on the electrical distribution system were investigated. The current state of silicon carbide power electronics was also investigated. This research quantifies the current and voltage distortion over various operating conditions. A system model was developed using Matlab, Simulink, and SimPowerSystems. The model consisted of a synchronous generator supplying a rectifier and inverter set driving an induction motor. This induction motor simulates the propulsion motor for a Navy ship. This model had a DC link voltage of 10 kV in order to simulate future Navy IPS systems. The current and voltage distortion were compared to MIL STD 1399 and IEEE STD 519 and 45. / Contract Number: N62271-97-G-0026

This work is an attempt to explore early British steamship innovation during the 19th century from the point of view of innovation studies. The proposed analytical framework draws on neo-Schumpeterian and evolutionary economics for understanding the patterns and factors behind the phenomenon of technical change in the capital good under analysis. The thesis aims at filling a gap in the maritime economic and technological history literature, namely the issues connected to the process through which modern (mechanically-propelled, iron-hulled, screw-driven) ocean transportation emerged. Two inter-related research questions are addressed: how and why did steamships evolve in the course of the 19th century? In other words, the present research focuses on describing the dynamics of technological evolution and on identifying the key drivers of those developments. While the thesis includes a review of the relevant literature (Part I), the main work consists of original empirical research (Parts II and III). The bulk of this work primarily rests on the compilation of two new main bodies of quantitative and qualitative evidence. First, a previously unpublished dataset on the population and characteristics of steamers is used to measure the rate and direction of technical change in steamers. Second, previously unpublished archival material is used to reconstruct the innovation processes of marine engineers and naval architects and the civil society arrangements around them. The results suggest a number of stylised facts and institutional variables that have been subject to little discussion in the extant literature. On one hand, time-series and other statistical analyses suggest a technological “take-off” of steamship performance by the mid-19th century. This turning point, which was the outcome of a complex but rapid process of structural reconfiguration (the transition from wood-paddle to iron-screw as the new “dominant design”), occurred between the late 1830s and the late 1840s particularly among cargo traders and unsubsidised packets. On the other hand, documentary evidence shows that such technological breakthroughs were preceded and supported by a specific set of institutional innovations. These included the emergence of voluntary engineering associations, technical mass media and a not-for-profit ship classification society within the British national system of innovation. The thesis argues that the process of revolutionary technological innovation leading to the economically efficient long-haul merchant steamer cannot be separated from the rise of a vibrant interactive environment promoting learning, knowledge integration and technological accumulation, which may be called a “technological public sphere”.

Thesis (Ph. D.)--Lehigh University, 2006. / Includes bibliographical references and vita.