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The Australian Naval Architect
THE AUSTRALIAN NAVAL ARCHITECT Volume 13 Number 2 May 2009 The Australian Naval Architect 4 THE AUSTRALIAN NAVAL ARCHITECT Journal of The Royal Institution of Naval Architects (Australian Division) Volume 13 Number 2 May 2009 Cover Photo: CONTENTS The 69 m vehicle-passenger catamaran ferry 2 From the Division President Farasan, recently delivered by Austal to Saudi Arabia (Photo courtesy Austal Ships) 2 Editorial 3 Letter to the Editor 4 News from the Sections The Australian Naval Architect is published four times per year. All correspondence and advertising should be sent 22 Coming Events to: 24 Classification Society News The Editor The Australian Naval Architect 25 General News c/o RINA PO Box No. 976 34 From the Crows Nest EPPING NSW 1710 37 What Future for Fast Ferries on Sydney AUSTRALIA email: [email protected] Harbour, Part 2 — Martin Grimm and The deadline for the next edition of The Australian Naval Ar- Garry Fry chitect (Vol. 13 No. 3, August 2009) is Friday 24 July 2009. 42 Computational Analysis of Submarine Propeller Hydrodynamics and Validation against Articles and reports published in The Australian Naval Architect reflect the views of the individuals who prepared Experimental Measurement — G. J. Seil, them and, unless indicated expressly in the text, do not neces- R. Widjaja, B. Anderson and P. A. Brandner sarily represent the views of the Institution. The Institution, 51 Education News its officers and members make no representation or warranty, expressed or implied, as to the accuracy, completeness or 56 Industry News correctness of information in articles or reports and accept no responsibility for any loss, damage or other liability 58 Vale Ernie Tuck arising from any use of this publication or the information which it contains. -
MANLY FERRIES BALGOWLAH, BARRENJOEY and BARAGOOLA
MANLY FERRIES BALGOWLAH, BARRENJOEY and BARAGOOLA Tony Prescott and Ross Willson This article originally appeared in The Log, vol. 12, no. 3 New Series (25 August 1979), pp. 78-85 It has been edited for digital publication on 27 December 2007. © The authors 2007. Drawings © Peter Nicolson 1970. Baragoola in the 1980s, in her final years as a government-operated ferry. (Tony Prescott) INTRODUCTION The popular image of the Manly ferry during the present century has very much evolved around the "class" (to use a naval term loosely) of six very similar double-ended screw steamers built for the Port Jackson Co-operative Steamship Co. Ltd. and the Port Jackson and Manly Steamship Co. Ltd. between 1905 and 1922. These six steamers were to be eclipsed in size, speed, accommodation and glamour by the Scottish-built Dee Why and Curl Curl of 1928 (The Log, May 1977) and South Steyne of 1938 (The Log, August 1983, November 1983). However, the smaller boats were to prove more economically practical in the long-term and two of them, both to be described in this article, are still in service while the Scottish boats have been withdrawn. Up to the early years of this century, the Port Jackson company operated a fleet consisting almost entirely of paddle steamers. The reason for the relatively late transition to screw propulsion lay in the necessity of using double-ended ships due to the configuration of Sydney Harbour with its many coves and the difficulties of turning in the Circular Quay terminus. Smaller double-ended ferries had been found to operate quite successfully with screw propulsion, but the Manly service had speed and heavy weather requirements which necessitated fine bows on the ships. -
The Hovercraft
Afterburner Book Reviews THE AVRO TYPE 698 VULCAN The Secrets behind its Design and Development By D W Fildes Pen & Sword Aviation, Pen & Sword Books, 47 Church Street, Barnsley, S Yorkshire S70 2AS, UK. 2012. 487pp. Illustrated. £30. ISBN 978-1-84884- 284-7. The previous Royal Aeronautical Society Chief Executive Keith Mans and I fi rst met on the fl ight deck of an Avro Vulcan B2 at RAF Oakington in 1967. It had been brought in to convince trainee multi-engine pilots that we should join No 1 Group of board to advice for model makers. It is a tremendous Above: Avro Vulcan B2. Bomber Command and Keith was suffi ciently smitten book for dipping into and for fi nding yet another Left: The fi rst prototype Avro to wax lyrical about the mighty delta. It would be ten serendipitous piece of fascinating information. I 698 Vulcan, VX770. All RAeS (NAL). years before I got to fl y the Vulcan and Keith was interviewed many of the original design teams in the right — it was a tremendous machine and one for 1970s and I propped up the bar with Roly Falk at which I have only the fondest memories. I nearly lost the 25th anniversary evening at Scampton in June a Canberra once — never a Vulcan, and the fact that 1981. But I never knew that some Avro bright spark it looked after a whole host of aircrew while being a proposed a target marker version in the 1951 Type primordial weapon of war spoke volumes for the fi rm 698 Design Brochure. -
Not a Peony Bush
Not a Peony Bush by Dorothy Murray Synopsis This is a story of my family, or rather, of some members of my family. Not that they were famous - or even infamous. Nor were they immensely wealthy, in the ranks of high society, or politically powerful. They were Just ordinary people leading ordinary lives, yet there is enough of interest in each of their life stories to warrant the recording of condensed accounts of their years on earth before these anecdotes are lost forever with the passing of the years. I have adopted the idea of the family tree as the framework for these essentially true stories and hence, even though Book 3 is an "Epilogue", the book is of necessity incomplete in the sense that the family is still vibrant and will hopefully, continue to be so for centuries to come, so that at no given point in time can "THE END" be truthfully written. The book is divided into three segments: Book 1, entitled "Some Early Branches", deals with true stories of some of my ancestors, tracing their lives and the varied circumstances which caused them to settle in Australia from such widely differing countries as America, Scotland and England. A lot of research about the times in which these great-grandparents and grandparents lived has been carried out so that 1 could tie in their personal stories gleaned from old family records and from tales recounted to me by my parents, with historical events which played some part in their lives. However, no attempt to create a historical novel as such has been made - more emphasis is placed on the personal rather than the historical. -
UK Military Hovercraft Trials Units
Appendix 1 UK Military Hovercraft Trials Units Background When Christopher Cockerell was seeking support for the development of the hovercraft principle, it was the intervention of the late Earl Mountbatten that was of signifi cant help. With his background in Amphibious Warfare, he immediately saw the potential for this new concept, so much so that it was initially classifi ed as Top Secret. Eventually, the Saunders Roe, SR.N1, was built and launched on 11 June 1959 to further evaluate the potential of the concept. This new vehicle attracted great pub- licity and interest in the UK. Military interest led to the formation of an Interservice Hovercraft Working Party in 1961 and the formation of the Interservice Hovercraft (Trials) Unit (IHTU) at HMS Ariel (later HMS Daedalus), at Lee-on-the-Solent just west of Portsmouth harbour. IHTU personnel were drawn from the Royal Navy, Royal Marines, Royal Air Force and the Army. The different Service backgrounds and training assisted both in routine maintenance and fault fi nding on these special craft. Additionally, after the traditional 3-year tour, personnel were drafted to active units and able to spread the message about the usefulness of amphibious hovercraft. Figure A1.1 shows the Unit in the NHTU days with SR.N6, BH 7 and VT 2 craft present. The Early Days In order to evaluate hovercraft military potential, to start with craft were hired from their manufacturers and operated from Lee-on-the-Solent. These evaluations served the double purpose of enabling Service personnel to gain experience of hovercraft operations and assisting manufacturers in the development of their craft. -
From 1940 to 2011
A Cumulative Index for and From 1940 to 2011 © 2010 Steamship Historical Society of America 2 This is a publication of THE STEAMSHIP HISTORICAL SOCIETY OF AMERICA, INC. 1029 Waterman Avenue, East Providence, RI 02914 This project has been compiled, designed and typed by Jillian Fulda, and funded by Brent and Relly Dibner Charitable Trust. 2010 TABLE OF CONTENTS Part Subject Page I Listing of whole numbers of issues, 3 with publication date of each II Feature Articles 6 III Authors of Feature Articles 42 IV Illustrations of Vessels 62 V Portraits 150 VI Other Illustrations (including cartoons) 153 VII Maps and Charts 173 VIII Fleet Lists 176 IX Regional News and Departments 178 X Reviews of Books and Other Publications 181 XI Obituaries 214 XII SSHSA Presidents 216 XIII Editors-in-Chief 216 (Please note that Steamboat Bill becomes PowerShips starting with issue #273.) 3 PART I -- WHOLE NUMBERS AND DATES (Under volume heading will follow issue number and date of publication.) VOLUME I 33 March 1950 63 September 1957 34 June 1950 64 December 1957 1 April 1940 35 September 1950 2 August 1940 36 December 1950 VOLUME XV 3 December 1940 4 April 1941 VOLUME VIII 65 March 1958 5 August 1941 66 June 1958 6 December 1941 37 March 1951 67 September 1958 7 April 1942 38 June 1951 68 December 1958 8 August 1942 39 September 1951 9 December 1942 40 December 1951 VOLUME XVI VOLUME II VOLUME IX 69 Spring 1959 70 Summer 1959 10 June 1943 41 March 1952 71 Fall 1959 11 August 1943 42 June 1952 72 Winter 1959 12 December 1943 43 September 1952 13 April 1944 -
Prototype of the Hovercraft
Vol-3 Issue-6 2017 IJARIIE-ISSN(O)-2395-4396 Prototype of The Hovercraft Himanshu S. Rewatkar1, Kunal L. Parate2 1 Student, Mechanical Engineering Department, G.H. Raisoni College of Engineering, Nagpur, Maharashtra, India 2 Student, Mechanical Engineering Department, G.H. Raisoni College of Engineering, Nagpur, Maharashtra, India ABSTRACT Vehicles designed to travel close to but above ground or water. These vehicles are supported in various ways. Some of them have a specially designed wing that will lift them just off the surface over which they travel when they have reached a sufficient horizontal speed (the ground effect). Hovercrafts are usually supported by fans that force air down under the vehicle to create lift, Air propellers, water propellers, or water jets usually provide forward propulsion. Air-cushion vehicles can attain higher speeds than can either ships or most land vehicles and use much less power than helicopters of the same weight. Air-cushion suspension has also been applied to other forms of transportation, in particular trains, such as the French Aero train and the British hover train. Hovercraft is a transportation vehicle that rides slightly above the earth’s surface. The air is continuously forced under the vehicle by a fan, generating the cushion that greatly reduces friction between the moving vehicle and surface. The air is delivered through ducts and injected at the periphery of the vehicle in a downward and inward direction. This type of vehicle can equally ride over ice, water, marsh, or relatively level land. Keyword: -Vehicle, Hovercraft, surface, water surface, land 1. INTRODUCTION A hovercraft, also known as an air-cushion vehicle or ACV, is a craft capable of travelling over land, water, mud or ice and other surfaces both at speed and when stationary. -
This Is a Publication Of
A Cumulative Index for and From 1940 to 2011 © 2010 Steamship Historical Society of America 2 This is a publication of THE STEAMSHIP HISTORICAL SOCIETY OF AMERICA, INC. 1029 Waterman Avenue, East Providence, RI 02914 This project has been compiled, designed and typed by Jillian Fulda, and funded by Brent and Relly Dibner Charitable Trust. 2010 TABLE OF CONTENTS Part Subject Page I Listing of whole numbers of issues, 3 with publication date of each II Feature Articles 6 III Authors of Feature Articles 42 IV Illustrations of Vessels 62 V Portraits 151 VI Other Illustrations (including cartoons) 154 VII Maps and Charts 175 VIII Fleet Lists 178 IX Regional News and Departments 180 X Reviews of Books and Other Publications 183 XI Obituaries 217 XII SSHSA Presidents 219 XIII Editors-in-Chief 219 (Please note that Steamboat Bill becomes PowerShips starting with issue #273.) 3 PART I -- WHOLE NUMBERS AND DATES (Under volume heading will follow issue number and date of publication.) VOLUME I 33 March 1950 63 September 1957 34 June 1950 64 December 1957 1 April 1940 35 September 1950 2 August 1940 36 December 1950 VOLUME XV 3 December 1940 4 April 1941 VOLUME VIII 65 March 1958 5 August 1941 66 June 1958 6 December 1941 37 March 1951 67 September 1958 7 April 1942 38 June 1951 68 December 1958 8 August 1942 39 September 1951 9 December 1942 40 December 1951 VOLUME XVI VOLUME II VOLUME IX 69 Spring 1959 70 Summer 1959 10 June 1943 41 March 1952 71 Fall 1959 11 August 1943 42 June 1952 72 Winter 1959 12 December 1943 43 September 1952 13 April 1944 -
High-Speed Marine Craft: One Hundred Knots at Sea Peter J
Cambridge University Press 978-1-107-09041-5 - High-Speed Marine Craft: One Hundred Knots at Sea Peter J. Mantle Frontmatter More information HIGH-SPEED MARINE CRAFT This book details the efforts to build a large naval vessel capable of traveling at 100 knots. It is the first book to summarize this extensive work from historical and technical perspectives. It explores the unique principles and challenges in the design of high-speed marine craft. This volume explores different hull form concepts, requiring an under- standing of the four forces affecting the lift and the drag of the craft. The four forces covered are hydrostatic (buoyancy), hydrodynamic, aerostatic, and aerodynamic. This text will appeal to naval researchers, architects, graduate students, and historians, as well as others generally interested in naval architecture and propulsion. Peter Mantle’s long career as a naval architect and aerospace engineer includes positions as a Chief Engineer and Test Pilot for the first surface effect ship (an aerodynamic air cushion craft); Technical Director and Program Manager of the US Navy 100-ton displacement surface effect ship, “SES-100B,” that set a world speed record of 91.90 knots; Director of Technology Assessment, Office of Secretary of Navy (SECNAV), and Chief of Naval Operations (OPNAV) in The Pentagon for all R&D on aircraft, ships, submarines, missile systems and classified projects; Chairman, NATO Studies on Air, Land and Sea Battles; and Chairman, US Delegation to NATO Industrial Advisory Group, on defense matters for NATO. He is the author of numerous research articles and three books: A Technical Summary of Air Cushion Craft Development, Air Cushion Craft Development,andThe Missile Defense Equation: Factors for Decision Making. -
Hovering Craft and Hydrofoil May 1968 Vol. 7 No. 8
NOVER/NG GRAFT & HYDROFOIL THE INTERNATIONAL REVIEW OF AIR CUSHION VEHICLES AND HYDROFOILS "Hovercraft first costs are high "Dozens of working GEMS compared with ferry boats and (ground effect machines) have series production aircraft in been built in everything from terms of work capacity, payload ness experimental laboratories. thing we know. We still have carried well over 100,000 pas- a design from which a number of substantially similar craft may be built; however, at the mo- Carl Weiland "Mr Desmond Norman, of Britten Norman, Isle of Wight, has stated that lack of finance is holding up the introduction "The introduction of of a regular hovercraft and hydrofoils on the Nor- passenger ferry service across the solent to the Isle of Wight. wegian coast became an "Mr Norman stressed that immediate success." hydrofoils which have been sold to eleven different coun- Erling Aanensen tries. Our first hydrofoil, the Det Stavangerske 72-seat PT20 Freccia del Sole, Dampskibsselskab, which started operating in 1956 on the Mess~na-Reggio Cala- bina-Messina line, has now travelled more than 430,000 tribution as an investment in the world expenditure will have reached nine to ten million Christopher Cockerell nt compared with foil in certain specific fields of value of the con- application. The development and building costs are high, which to judge results. The con- solidated results of your com- military use, They include land and amphibious sports machines, in some measure the endless flying-pallet riding toys, am- struggle to operate these craft phibious commuter vehicles, and as economic units at th$r sub-sonic transit trains capable present level of development. -
Hovering Craft & Hydrofoil Magazine: Hovershow 1966
uuuw british hovercraft corporation YEOVll ENGLAND MAY1966 VOL 5, NO 8 Editor : JUANITA KALERGHI HOVERING CRAFT AND HYDROFOIL is produced by Kalerghi Publzcations, 50-52 Blandford Street, London, PVI. Telephone WELbeck 8678. Printed in Great Britain by Villiers Publications, London, NW5. Annual subscrip- tion: Five Guineas UK and equivalent overseas. USA and Canada $15. There are twelve issues annually. Contents of this issue are the copyright of Kalerghi Publicatiorzs. Permission lo reproduce pictures and text can be granted only under written agreement. Extracts HOVER/NG CRAFT or comments may be made with due acknowledgemelzt to Hovering Craft and Hydrofoil. ADVERTJSING REPRESENTATIVES & HYDROFOIL GREAT BRITAIN & EUROPE: International Graplzic Press Ltd, 2 Dyers Buildings, London, ECI; JAPAN: Japan Trade Service Ltd, Masami Building, 1-30 Kandn FOUNDED OCTOBER 1961 Jimbocho, Chiyoda-ku, Tokyo, Japan; HOLLAND: 6. Arnold Teesing, Amsterdam-2, Rubensstvaat 68, Holland First Hovering Craft & tiydrofoil Monthly in the World OVERSHOW 66" marks the coming of age of a great British bilities and to bring manufacturers and prospective buyers "Hindustry. We salq,te it in this issue with a survey of hover- together. craft from infancy to maturity. Almost everyone who has con- So far as hovercraft are concerned it is already plain that tributed to the industry's success is here given his due tribute, the opportunities are rich. It was in 1962 that the Export not to flatter, but to give perspective to the story of a British Services Branch first gave its overseas officers a full briefing invention which will have a proud place in the annals of trans- on the industry's potential. -
Folland's Hovercraft Projects & Other Hovercraft
Folland's hovercraft projects & other hovercraft 23rd September 2010 - Roy Underdown Pavilion John Lewthwaite spoke about the development of the hovercraft, including a project by Hamble's aircraft manufacturer Folland to build a hovercraft named GERM. Nearly fifty years ago the Solent area was the centre of the hovercraft industry and it also had two hovercraft ferry services. The first hovercraft was designed by Christopher Cockerell and built at Saunders- Roe on the Isle of Wight in 1959, and it was known as SR-N1. It was able to cross the English Channel that year although it did not have a skirt. Later the addition of a skirt led to the eventual success of hovercraft as a practical vehicle to travel over land as well as water. In 1960 Maurice Brennan moved from Saunders-Roe to the Folland Aircraft Company at Hamble as its designer. The following year saw the first flight of Folland’s Hovercraft GERM (Ground Effect Research Machine) but the company decided not to pursue it commercially, which turn out to be a sensible decision. They also developed other associated hovercraft projects such as a Hover-barrow, Hover-stretcher and Hover dump-truck. In 1964 Hamble resident Joe Upcott, who owned the Celebrity Club in the High Street, bought a Union Dynamics hovercraft for his personal use. Other companies developed their own hovercraft during the 1960s, including Hovercraft Development, Vickers Armstrong and Britten Norman, with the biggest hovercraft carrying up to 282 passengers and 37 cars. By 1978 the Super N4 could carry 418 passengers and 60 cars at 60 knots across the Channel and this hovercraft can be seen in the Hovercraft Museum at Lee-on-the-Solent.