This thesis analyses the victualling system that distributed provisions to the Royal Navy fleet in the Baltic between 1808 and 1812, asking how it was done and with what success, measuring its performances over time. It covers the operational and strategic consequences of an improving logistical service, but also enables significant judgements to be made on the 18th century state, its performance under pressure of war, the public-private relationship, and the links between supply and diplomacy. The transportation of provisions to the Baltic posed serious problems for naval administrators, politicians, and admirals alike. This thesis shows that in practice, naval supply was conducted very effectively; operations in the Baltic were not harmed for want of provisions. The state used the resources of the private sector, particularly the market for shipping, to serve its interests. In the Baltic itself, means were found to secure provisions locally, even from countries in conflict with Britain. Sweden – forced into an unwanted war with Britain by Napoleon – was happy to supply the British though it required much discretion and diplomatic intrigue to avoid the ears of the French spies. Wide scale governmental reform, particularly the Commission for Naval Revision which reported from 1809, brought enhanced timeliness and efficiency to the victualling service. By 1810 a fleet lying in the Baltic was as well supplied as one lying off Deptford, significantly widening operational capabilities. The successful British blockade in the Baltic could not have been achieved twenty years earlier. It is argued that administrative developments created a strategic watershed, after which naval power could be more fully mobilised than ever before.

Roberto da Sanseverino went on a pilgrimage to the Holy Land in 1458. He travelled from Venice to Jaffa on a galley and made his return, from Acre to Ancona, on a three-masted sailing ship. During both voyages he kept very accurate logs of distances, courses and wind directions. He described the sails employed for different modes of sailing and other activities pertaining to the safe operation of the vessels. These logs are contained in Sanseverino's diary of his pilgrimage and are an essential part of an original manuscript kept at the University of Bologna. This diary is the first documentation, and the only one known to exist up to this time, which presents a complete description of the methods employed by medieval shipmasters to navigate and handle their ships overlong voyages. The accuracy and reliability of the numeric data and of the other facts contained in the logs are such that, among other unusual findings, they make it possible to deter-mine the length of the Venetian sea mile, the angles of tack of medieval ships to windward and the speeds attainable under various conditions of sailing. Other original descriptions encompass the handling of ships in anchorages and some of the technical considerations that were essential to ensure ship seaworthiness under different conditions of cargo. Further reflections on all these data make it possible to arrive at certain conclusions about the economic constraints of sea ventures in different seasons of the year. / Arts, Faculty of / History, Department of / Graduate

Warship Feasibility Studies are highly complex projects. The thesis attempts to highlight the relevant factors inherent within industry and academia and then derives a methodology for managing early stage warship design. The initial data were gathered at the VT shipyard by interviewing key personnel. The collected data are then analysed using the MS Visio flowchart package to create input/output diagrams for all existing areas of work. Identifying explicit and implicit links allows the existing areas of work to be linked and inherent areas to be identified. The resulting connection diagrams are then analysed and compared with existing literature. The analysis results in the creation of several loops depicting the data flow during the assessment phase. Two case studies are carried out to further refine the developed interface model. This model is further improved by carrying out in-depth investigations into previously neglected design factors. A series of algorithms are developed that can be used to determine balanced designs for corvettes and fast attack craft. These algorithms are used to identify factors and events that need extra attention during the design process. Different tools for managing the dataflow across the identified interfaces are researched and a set of control mechanisms is described in more detail. One mechanism, Margins, is further investigated using the developed algorithms in combination with knowledge obtained at VT to determine suitable margin ranges and applications. The results from the interface analysis and interface management studies are combined to derive a management methodology, consisting of a project schedule, a set of functional flowcharts and an accompanying guidance manual. This methodology is tested and validated on a design study. The results from the validation are used to determine any required changes to the methodology. The developed methodology is found to provide an effective tool for managers and designers during the early stages of warship design in a defence environment.

No description available.

Au XIXe siècle, la construction navale traditionnelle constitue une importante branche de l'économie maritime provençale. Elle est surtout l'affaire d'entreprises privées et n'est pas un simple prolongement des pratiques du passé. Marquée par des caractères originaux, elle est le fruit de ses capacités à évoluer en s'adaptant aux demandes des marchés. La hiérarchie des chantiers privés change au fil du siècle. Si Marseille reste le foyer majeur, les productions traditionnelles de La Ciotat et de La Seyne marquent le pas, celles de Toulon, Arles et Antibes stagnent ; à Saint-Tropez elles connaissent un réel essor, avec la livraison de grosses unités, tandis qu'à Martigues elles dominent le marché des bâtiments de petit cabotage. Cette évolution s'accompagne d'une modification des modèles construits. Pour les navires de fort tonnage, les types méditerranéens polacre, pinque, barque et brigantin laissent rapidement la place aux formes atlantiques brick, brig-goélette et trois-mâts. Seule la bombarde, purement méridionale, résiste jusque dans les années 1830 alors que l'emblématique tartane, trop souvent confondue avec le bateau, ne représente plus qu'une petite part de la production. Sur ces chantiers, les ouvriers – dont la diversité et la mobilité sont difficiles à atteindre travaillent dans des espaces dont les infrastructures modestes se rationalisent pour peu que l'administration des Ponts et Chaussées, nouvelle gestionnaire des terrains, puisse ou veuille répondre aux demandes des constructeurs. / During the 19th century, traditional shipbuilding was an important branch of the Provencal maritime economy. It is mostly the business of private companies and is no longer only an extension of practices from the past. Marked by original characters, it is the fruit of its capacities of evolving whilst adapting itself to the market's demands. The hierarchy of the private construction sites changes throughout the century. If Marseille stays the major outbreak, the traditional productions of La Ciotat and of La Seyne mark time, the ones in Toulon, Arles and Antibes stagnate; in Saint-Tropez they know a true development, with the delivery of large units, whilst in Martigues they dominate the market of small coasting trade ships. This evolution is accompanied by a modification of the constructed models. For large vessels, the Mediterranean types, polacre, pink, bark and brigantine quickly leave place to the Atlantic shapes brig, brig-schooner and three-masted vessel - only the Bomb-vessel, purely Mediterranean, resists until the 1830's, while the iconic tartan too often confused with the boat, represents only a small part of the production. On these construction sites, the workers – whose diversity and mobility are difficult to reach - work in spaces with modest infrastructures which rationalize themselves, for little that the administration of Roads and bridges, new land manager, would be able or willing to meet the demands of manufacturers.

Today, there are more Egyptian obelisks outside of Egypt than there are left where they were made. The obelisks are certainly beautiful, but what lies beneath are uncountable hours, days and years of work. Work which made the obelisks end up where they are today. From quarrying these enormous pieces of stone by smashing rock against rock, to building ships without equal for their transportation. It is hard to understand the amount of resources, manpower and organization that went into creating these tall monuments. Therefore, this study will attempt to examine each step in transporting the obelisks, from the quarry to their destination. Where theories collide, the study will weigh them against each other critically to give a fuller account of the transportation of the obelisks of Egypt. This study will begin by presenting a background, or basis, which will be further built upon as it progresses. The first chapter is mainly focused around the circumstance of transportation, along with giving a basic description of obelisks as individual objects. The next step lies in studying the general shipbuilding techniques used in ancient Egypt. This in turn will help in understanding the obelisk ships and the loading and unloading of these vessels. The obelisk ships and their loading will be the focal point of this study. The mainstay of the sources used for this study comes from earlier theories. The primary sources of this study will mainly consist of textual remains along with depictions. / Idag finns det fler obelisker utanför Egypten än vad det finns kvar innanför dess gränser. Obeliskerna är helt klart vackra, men vad som ligger under ytan är oräkneliga timmar, dagar och år av arbete. Arbete som gjorde att obeliskerna hamnade på den plats de är idag. Från att bryta dessa enorma stenblock genom att slå sten mot sten, till att bygga skepp utan dess like för deras transport. Det är svårt att förstå den enorma mängd resurser, arbetskraft och ren vilja som krävdes för att skapa dessa höga monument. Av denna anledning kommer den här studien att försöka närma sig varje steg i transporten av obelisker, från stenbrottet till deras destination. Där teorier kolliderar, kommer denna studie att väga dem mot varandra kritiskt för att ge en mer komplett inblick i transporten av antika Egyptiska obelisker. Denna studie kommer att börja med att presentera en bakgrund, eller bas, som kommer att byggas vidare på under arbetets gång. Studiens första del fokuserar  på omständigheterna för transporten, samt med att ge en grundläggande beskrivning av obelisker som individuella objekt. Det nästkommande steget ligger i att studera de tekniker som användes för skeppsbygge i det antika Egypten. Detta kommer i sin tur underlätta för förståelsen av obeliskskepp och avlastning samt pålastning av dessa farkoster. Obeliskskeppen och deras lastning kommer att utgöra huvuddelen i denna studie. Huvuddelen av källorna som använts för denna studie kommer från tidigare teorier. Primärkällorna som använts består till största del av textuella lämningar samt avbildningar.

Welding is a common industrial practice that has the potential to emit air pollutants. Emission factors are useful indicators to help in the understanding of the extent of pollution from a process and managing them to reduce or minimize health impacts. The objective of this thesis is to determine emission factors applicable to the gas metal arc welding (GMAW), under varying current and voltage conditions. The most used base metals and an electrode for the shipbuilding industry were considered. A weld fume chamber was used to achieve the project goals along with standard sampling and analytical procedures. Three test runs were performed for each sampling scenario to ensure repeatability. The EPA EF average for MS experiments with the ER70S-6 electrode is 5.2 g/kg, and for SS experiments with the ER316L-Si electrode is 3.2 g/kg, while the average results for this study were 6.81 g/kg and 3.28 g/kg respectively.

Wave-structure interactions play an important role on the design and maintenance of coastal and offshore constructions. Computational Fluid Dynamics (CFD) is a convenient tool for analyzing wave-structure interactions in costal and offshore engineering. The potential model and the viscous model are traditional mathematical models for wave-structure interactions, which have disadvantages in computational robustness, when they are applied individually. Therefore, recently, more and more multi-model methods are used for coupling the viscous model and the potential model together. So far, in the existing multi-model methods, the surface-piercing structure only exists in the viscous domain so that the viscous domain should be large enough. In order to improve the computational efficiency, some multi-model methods are developed, where the structure is considered in both viscous domain and Euler domain. Firstly, by function-decomposition method, an Euler-viscous hybrid model is proposed. Comparing with the other function-decomposition hybrid models, a surface-piercing structure exists in both a large Euler domain and a small viscous domain. By this, the reflection, diffraction, and radiation waves from the structure can be considered in both two computational domains. Therefore, the computational efficiency can be enhanced remarkably. To couple the Euler model and the viscous model, complementary RANS equations are deduced, with complementary turbulence models. Corresponding boundary conditions are also developed for coupling. A relaxed scheme is proposed for damping the viscous effects and keeping free surface consistent. For wave interactions with moving structures, the transition of total forces acting on the structure from the viscous domain to the Euler domain is used to guarantee the same motion of structures in two domains. Secondly, the function-decomposition Euler-viscous hybrid model is extended by domain-decomposition method. Then, function-decomposition method and domain-decomposition method are coupled together. The wave generation and propagation is solved in a potential domain. By this, the computational efficiency for wave-structure interactions in a large real wave tank can be improved. Computational robustness of Euler-viscous hybrid model for surface-piercing wave-structure interactions are studied by some cases. It is found that the size of the viscous domain, the length of transition zone, and mesh resolution can affect computational precision. Computational efficiency is mainly affected by the size of the viscous domain. For extended Euler-viscous hybrid model, the distance before reaching the inlet boundary of the Euler domain plays a crucial role on computational accuracy and efficiency. Validations are done by comparing numerical results based on hybrid models, conventional RANS model and experimental results. It is shown that hybrid models own the same computational accuracy as the conventional RANS model. Furthermore, the computational accuracy can be improved remarkably. In some cases, more than 85% CPU time can be saved. The hybrid models are applied to simulate wave interactions with a structure subjected to seabed effects. By comparing with numerical simulations based on the conventional RANS model, it is indicated that hybrid models can be also used on complex computational domain. Some properties of wave interactions with a floating structure subjected to a submerged structure are found by numerical simulations.

Submitted by Maike Costa (maiksebas@gmail.com) on 2016-02-26T12:55:58Z No. of bitstreams: 1 arquivototal.pdf: 1797550 bytes, checksum: 87a9b96470713e858674432625a21b90 (MD5) / Approved for entry into archive by Maria Suzana Diniz (msuzanad@hotmail.com) on 2016-02-26T12:59:45Z (GMT) No. of bitstreams: 1 arquivototal.pdf: 1797550 bytes, checksum: 87a9b96470713e858674432625a21b90 (MD5) / Approved for entry into archive by Maria Suzana Diniz (msuzanad@hotmail.com) on 2016-02-26T13:00:34Z (GMT) No. of bitstreams: 1 arquivototal.pdf: 1797550 bytes, checksum: 87a9b96470713e858674432625a21b90 (MD5) / Made available in DSpace on 2016-03-01T10:22:48Z (GMT). No. of bitstreams: 1 arquivototal.pdf: 1797550 bytes, checksum: 87a9b96470713e858674432625a21b90 (MD5) Previous issue date: 2015-02-27 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior - CAPES / Cooperation refers to the active involvement of workers with the goals of the company. As well, it is a dynamic phenomenon that settles from a complex web of ties or relationships. The literature on the subject suggests that cooperation between employees and employers is based on a combination of economic, political, ideological and psychological elements. The understanding of this phenomenon brings up a discussion about some central themes related to the worker process such as the practices of personnel management, labor relations, mechanisms of control and power relations. Concerning to this research, these themes were used as a support for the analysis of links that make up the cooperation among the working class considered. It also points out the consequences of those themes for the subjectivity of these workers, their resistance strategies and trade union activities. According to the case study technique, this approach focus on the experiences of the workers of a large company, shipbuilding and offshore industry, located in the Suape Complex in Pernambuco. The instruments used for data collection were documentary research, personal and group interviews with workers and trade unionists, respectively. Besides, the material includes informal conversations with an Auditor of the Public Ministry of Labour, responsible for the Port’s labour inspection. The data studies (from the technique of content analysis) and the interpretation of the results demonstrated the absence of people’s management practices able to engage and enhance the worker's capacities, the presence of a management model marked by coercion and authoritarianism, the hostility to trade union action and the threat of resignation as a tool of intimidation. Together, that situation configures the pattern of the involvement. Therefore, it shows the levels of workers' cooperation at the company. Overall, the results of the investigation demonstrate that cooperation is marked by coercive practices as far as the worker's agreement is related to menaces of unemployment. The relationships of explicit domination and exploitation are typical of a managerial culture covered with an extreme accuracy and authoritarianism. It also corresponds to traditional patterns of labor relations in Brazil. However, these traces of domination live together with the critical and resistance potential of the working class. This research allowed the understanding that cooperation is based both on authoritarian pressure imposed by the company as in the forms of adaptation and resistance developed by workers. / A cooperação – descrita em termos do envolvimento ativo dos trabalhadores com os objetivos da empresa – é um fenômeno dinâmico que se estabelece em termos de uma complexa teia de vínculos ou relações. A literatura sobre o tema sugere que a cooperação entre empregados e empregadores se forja a partir de uma combinação de vínculos econômicos, políticos, ideológicos e psicológicos. A compreensão deste fenômeno suscita uma discussão acerca de alguns temas centrais concernentes ao processo de trabalho tais como: as práticas de gestão de pessoas, as relações de trabalho, os mecanismos de controle, as relações de poder. Na pesquisa aqui tratada, esses temas foram utilizados como suporte para a análise dos vínculos que conformam a cooperação no trabalho de um segmento operário e os reflexos sobre a subjetividade desses trabalhadores, as formas de resistência e a atuação sindical. Fundamentada na técnica do estudo de caso, essa abordagem centrou-se nas experiências vividas pelos operários de uma empresa de grande porte, pertencente ao setor da construção naval e offshore, localizada no Complexo Suape em Pernambuco. Para a coleta de dados, os instrumentos adotados foram pesquisa documental e entrevistas semi-estruturadas com alguns atores-chave: trabalhadores, dirigentes sindicais e representantes do Ministério Público do Trabalho responsáveis pela inspeção do trabalho portuário. A técnica da análise de conteúdos aplicada aos dados da pesquisa e a problematização de seus resultados permitiram observar a ausência de práticas de gestão de pessoas capazes de envolver e valorizar o trabalhador, a presença de um modelo de gestão coercitivo e autoritário, a hostilidade à ação sindical e a ameaça de demissão como instrumento de intimidação. Tais elementos estão entre as evidências que modelam o padrão de envolvimento e, portanto, de cooperação dos trabalhadores na empresa. De modo geral, os resultados dessa investigação demonstram que a cooperação está assentada no envolvimento coercitivo do trabalhador e em relações de dominação e exploração nitidamente explícitas. Assim, notam-se características típicas de uma cultura gerencial revestida por um extremo rigor e autoritarismo, que também correspondem aos tradicionais padrões de relações de trabalho vigentes no Brasil. Todavia, percebe-se que essa dominação não oblitera a capacidade crítica dos trabalhadores porque há possibilidades de opor resistência. Averiguou-se, portanto, que a cooperação se assenta tanto na pressão autoritária imposta pela empresa quanto nas formas de adaptação e resistência desenvolvidas pelos trabalhadores.

Dissertação(mestrado) - Universidade Federal do Rio Grande, Programa de Pós-Graduação em Engenharia Oceânica, Escola de Engenharia, 2007. / Submitted by Lilian M. Silva (lilianmadeirasilva@hotmail.com) on 2013-04-23T19:16:00Z No. of bitstreams: 1 O Uso de Realidade Virtual na Manufatura da. Indústria de Construção NavalOffshore.pdf: 2702453 bytes, checksum: dc2232f7ab0d49a5db8469a61c5cb20e (MD5) / Approved for entry into archive by Bruna Vieira(bruninha_vieira@ibest.com.br) on 2013-06-10T19:07:07Z (GMT) No. of bitstreams: 1 O Uso de Realidade Virtual na Manufatura da. Indústria de Construção NavalOffshore.pdf: 2702453 bytes, checksum: dc2232f7ab0d49a5db8469a61c5cb20e (MD5) / Made available in DSpace on 2013-06-10T19:07:07Z (GMT). No. of bitstreams: 1 O Uso de Realidade Virtual na Manufatura da. Indústria de Construção NavalOffshore.pdf: 2702453 bytes, checksum: dc2232f7ab0d49a5db8469a61c5cb20e (MD5) Previous issue date: 2007 / Este trabalho propõe uma metodologia para visualização distribuída de plantas de manufatura. A metodologia considera o uso de um conjunto de ferramentas capazes de propiciar a visualização imersiva de cenários virtuais. Projetos CAD, modelos e simulações são obtidos através de ferramentas de manufatura digital utilizadas na indústria e podem ser visualizados neste experimento em um dispositivo tipo CAVE. A proposta é validada em um estudo de caso associado à Indústria Naval/Offshore. Inicialmente o estudo apresenta os conceitos sobre os Sistemas de Construção Naval e Offshore no cenário mundial e os Sistemas de Manufatura Digital utilizados para esses fins. Após, o trabalho focaliza a utilização da Realidade Virtual em processos industriais identificando os objetivos e desafios da implantação de uma metodologia para visualização imersiva distribuída. Por fim, são apresentados testes e resultados obtidos com a utilização da metodologia de solução proposta, validados através de um estudo de caso realizado na Indústria Naval/Offshore. / This study proposes a methodology for immersive distributed visualization of Manufacturing Plants. A set of tools that make possible the immersive visualization of virtual sceneries for plant simulation are applied. CAD projects, models and simulations used in industry can be viewed in this experiment in device CAVE. The proposed ideas are then validated on a case study associated with Shipbuilding and Offshore Industries. Initially the study present the concepts about Shipbuilding and Offshore Systems in the world scenery and Digital Manufacturing Systems that can be used. After this discussion, this study focus on industrial application of virtual reality for then to identify the objectives and challenges of the implantation of one methodology for immersive distributed visualization. Finally Tests and Results are presented for the proposed methodology solution that will be validated through the study of a real case associated with Shipbuilding and Offshore Industries.