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joi, 25 octombrie 2012


The Jetfoil goes ahead by the thrust force generated by the water jet propulsors powered by gas turbine engines, and flies over the water surface by the dynamic lift generated by the fully submerged forward and aft foils fixed to the hull with struts.
Flying over the water surface is called as “FOILBORNE” and that motion of the Jetfoil is quite similar that one of airplane. In order to keep the hull at a certain height above the water surface and to turn to port or starboard, attitude control is carried out with flaps fitted to the submerged foils whose movement is controlled by the AUTOMATIC CONTROLL SYSTEM (ACS) .
In short, the Jetfoil is “AIRPLANE IN THE SEA” which gets the dynamic lift from sea water instead of air. The Jetfoil can fly at relatively slower speed and with smaller wings than airplane because the water is 800 times more dense than the air.
There are 43 Jetfoils running in the world and 28 of them were manufactured by The Boeing Company in Seattle, USA. During the construction of those Jetfoils, airplane Boeing 727, 737, 757 were being manufactured under the same roof. It is quite natural that there are a lot of similarities between the Jetfoil and the airplane, because aircraft engineers designed Jetfoils and aircraft workers fabricated Jetfoils.

●Why is it called Jetfoil?The ship was named “Jetfoil” by The Boeing Company who developed this high-tech hydrofoil. When Kawasaki Shipbuilding Corpolation.(KSC) acquired the manufacturing license of the Jetfoil from The Boeing Company, KSC assumed this trademark. Hence “Jetfoil”is now trademark of KSC. The “Jet” is derived from the jet engine (gas turbine) and the water jet propulsor of which main propulsion system of the Jetfoil consists. On the other hand, the “Foil” means a thin steel leaf, that is the fully submerged wing.
KSC is now manufacturing the Jetfoil as Kawasaki Jetfoil. This type of the Jetfoil was officially named as “Boeing 929”. The Boeing Company has been using the number 700s to the aircrafts like 707, 727, 737, 747, 777, and number 900s to the ships. The number 929 was also assumed by KSC and KSC has been using this number to their products as Kawasaki Jetfoil 929-117 type.

Zero-Emission Container Feeder Vessel

In a world increasingly dominated by the need to reduce environmental impacts, what role does shipping have to play? How can the industry best meet the challenges of reducing emissions, increasing efficiency, and minimising impacts?

To respond to the CO2-emission challenge, the Strategic Research and Development of GL Maritime Services has developed a design concept for a zero-emission container feeder vessel. The design concept addresses typical feeder services with a full open-top 1,000 TEU intake and 160 reefer positions at a service speed of 15 knots.

Discover how this vessel uses liquid Hydrogen as fuel to generate power with a combined fuel cell and battery system.

luni, 22 octombrie 2012

Green ship technology for energy saving by air carpet


MALS(Mitsubishi Air Lubrication System) - green ship technology for energy saving by air carpet
Accelerating the development of innovative technologies to reduce CO2 emissions from vessels is essential to both cope with rising fuel costs and to improve the world environment. This can be achieved through the development of various CO2 abatement technologies, such as low-friction coatings, hybrid contra-rotating propulsion systems, solar power, and liquefied natural gas-fueled plants. We focus on the proprietary Mitsubishi Air-Lubrication System (MALS), which reduces frictional resistance between the vessel hull and seawater using air bubbles along the bottom of the vessel.

MALS was installed on two module carriers in 2010 and is the world's first application of an air-blower air-lubrication system in ocean-going vessels and achieves 13% reduction in CO2 emissions. Based on our study of the principal theory, technical challenges, and practical engineering of MALS both in terms of efficiency and commercially viability, the technology is now expanded to other ship types such as bulk carrier, ferry, cruise ships, and so on.

Hands-On with Audi’s Electric Turbo, Diesel Hybrid Systems


Audi is taking another big step forward with the electric biturbo. In this future technology, a secondary compressor boosts the main turbocharger at lower engine speeds.
Diesel engines are well known to deliver great fuel economy and gobs of torque, but the sparkless powerplant is not known for great responsiveness. Audi hopes to change that with a new development we saw at the carmaker’s Future Mobility workshop in the days preceding the 2012 Paris auto show. It’s called the electric turbocharger, and it will change how you think about diesels.

Audi 3.0-liter V-6 diesel engine with electric turbocharger
The idea of using an electric motor instead of exhaust gases to drive an intake compressor is not exclusive to Audi. In fact, we think it might show up on the next-generation BMW M3. But this was our first experience actually driving a vehicle outfitted with the technology.
The Audi prototypes use a single exhaust-driven turbocharger nestled in the valley of the familiar 3.0-liter diesel V-6 (as seen in the Q7 TDI and soon in the U.S.-market A8); closer to the front-mounted intercooler is a secondary turbocharger, this one powered by 48-volt electricity. (The car itself runs on 12 volts, with a converter stepping up the extra juice for the blower.) The premise is simple: At low speeds, the electric turbo spins up instantly, providing boost and eliminating the typical lag associated with turbo-diesels.
Behind the wheel, the performance was impressive, with no hint of delay in power delivery. In addition, Audi claims the system increases the low-end power enough that mild acceleration at highway speeds requires less downshifting, which improves fuel economy. Consider us fans of this gizmo.
Audi iHEV hybrid powertrain
But the electric turbo isn’t the only area in which Audi hopes to improve diesel performance. Also on hand was a mild-hybrid system called iHEV. It also employs a familiar concept: a combination starter-alternator connected to a larger-than-normal battery that enables frequent stopping and starting of the engine. Specific to the Audi prototype we drove, however, was a 48-volt lithium-ion battery and electric system. As opposed to the electric turbocharger’s setup, here a voltage converter steps down the juice for the rest of the 12-volt systems in the car. The Audi system also runs the starter off the accessory belt drive so that the air conditioning can still operate when the engine is shut down (how the A/C decouples from the engine was a detail lost in German translation). At speeds higher than 19 mph, the engine will shut down completely when your foot is off the throttle pedal. In our limited test drive, that happened quite often, and with the engine not running, the car coasts much more freely than in a conventional vehicle.


When combined with a third technology, the mild-hybrid system promises to save even more fuel. This last tidbit is Audi’s predictive efficiency assistant (PEA), which uses GPS data and road-speed information to coach the driver on more efficient use of the accelerator. As an example, pretend you’re driving up a hill: Normally, you would apply the throttle to maintain speed until you reach the crest. Based on GPS data, however, PEA knows when the hill ends and can instruct you to lift off the throttle a little earlier. The same can be done when approaching a curve or approaching an area with a reduced speed limit. This helps reduce the engine-on time in the iHEV. It also works with the adaptive cruise control system when driving in traffic.
Audi A7 TFSI Quattro
To us, it seems more than logical that all three of these technologies preview the next steps for Audi’s diesel range. The iHEV system also can incorporate a gasoline engine, and it seems like a logical step beyond today’s stop-start systems to help meet increasingly stringent fuel-economy standards. That the electric turbocharger runs on the same 48-volt system seems more than just coincidence. Throw in the PEA tech, and Audi appears to be setting itself up well for a frugal future.

vineri, 19 octombrie 2012

King Decebal-The Brave One

The music is briliant!

Explore a Google data center with Street View

Explore a Google data center with Street View

See inside one of Google's data centers in this guided tour. See what powers our products, and then explore on your own in Street View:

http://www.google.com/about/datacenters/streetview

Wärtsilä delivers propulsion machinery for m/s Viking Grace


Among the large passenger vessels built to date, m/s Viking Grace will be the most environmentally sound and most energy efficient.
Wärtsilä delivers propulsion machinery for this new passenger ferry to be built for Viking Line by STX Finland at the shipyard in Turku. The vessel is scheduled to enter service in 2013. Thanks to Wärtsilä's dual-fuel technology, the vessel can operate without restrictions in the SECA and NECA sulphur and nitrogen monitoring areas.

miercuri, 17 octombrie 2012

Best smartphone battery life – for browsing the web

No-one wants to have to charge their mobile phone more than once a day. And losing power just when you need to make a call, or look up an important bit of information, is extremely frustrating. Last time we checked the Samsung Galaxy S3 had the best battery life, but has the new iPhone 5 beaten it?

How Which? tests smartphone battery life

Which? tests how long every phone lasts when making calls and browsing the web. We even broadcast our own 3G signal to ensure the strength is consistent and realistic. Signal strength can have a serious impact on phone battery life, but using our own 3G mast means every phone is tested the exact same way.
You can read our how we test smartphones page for more information on our mobile phone reviews system, but which smartphone is the best when it comes internet battery life? Read on to find out.

Best smartphone battery life – which smartphone wins?

Best smartphone battery life when browsing the web
Click to enlarge
  • Despite having one of the largest screens, the Galaxy S3 manages to browse the web the longest – recording almost 6 hours of surfing before running out of juice. Read our Samsung Galaxy S3 review to find out how it did in our other tests.
  • The Xperia S also did very well, although it was still short of the Galaxy S3 by over an hour. Find out if it was worth a Which? Best Buy in the full Sony Xperia S review.
  • Over three and a half hours browsing isn’t a bad result for the One X and it comfortably beats Apple’s smartphones.  To see how it did in our other tests read our HTC One X review.
  • The iPhone 4S actually outperforms the latest version, managing to rack up 8 minutes more browsing time than the iPhone 5. Discover how the rest of its features did in our labs in the full  iPhone 4S review.
  • The new iPhone 5 managed just three hours and twenty minutes of browsing, and while this is better than the majority of phones we have tested it is a lot lower than its rivals and even the previous version of the iPhone. Read our full Apple iPhone 5 review to see how its other features did in our tests.
  • A very disappointing result for the Lumia 900, recording just three hours of browsing time putting it in the bottom half of the phones we tested. Find out if its other features make up for an average battery life in our Nokia Lumia 900 review.
  • It may be now starting to get a bit old but the Sensation XL did particularly badly in our tests, managing just over two hours of browsing before running dry. Read our HTC Sensation XL review to see how its other features did.

marți, 16 octombrie 2012

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The truth about Hungary and Romania

Die Wahrheit über ungarische Expansionismus und die gewaltsame ungarischen Volksgruppe aus Rumänien

luni, 15 octombrie 2012

Floating Production, storage and Offloading system

Introduction to the FPSO (Floating Production, storage and Offloading system) principles


Wärtsilä is supplying three main power modules (totalling 100 MWe) for the new P-63 FPSO vessel that will operate on Brazil's new Papa Terra oilfield. The power modules will run on fuel (gas and crude oil) straight from the well with a minimum of processing. Wärtsilä's outstanding multi-fuel technology will minimize both operating costs and environmental footprint.



LNG LPG tanker container roro passenger bulk submarine warship FPSO drillship rig offshore onshore plant 

Adhesive bonding for marine environments


Sticking point – adhesive bonding for marine environments


By Dr Jan Weitzenbock
Passenger ship
Dr Jan Weitzenböck of Norwegian risk management company Det Norske Veritas discusses adhesive bonding in the maritime and offshore industry.

Global shipping is facing increasing pressure to become more environmentally friendly and efficient. New ways of production and structural weight savings are becoming necessary, leading to demand for lightweight multimaterial solutions. Adhesive bonding plays an important role in these types of structures.

In shipbuilding most current codes or class rules for maritime and offshore structures are largely experience-based. Furthermore, they are developed using a design lifetime of 20 years or more. This is difficult to document for new joining methods, such as adhesive bonding, which have a limited track record. In response to radical new ship designs, classification rules allow risk-based assessment to show compliance by documenting equivalent levels of safety. This approach is based on the guidelines for Formal Safety Assessment published by the International Maritime Organization.

Oilfields are being operated beyond their design life so require lifetime extension and retrofitting of equipment. New oilfields are being developed in more challenging environments such as arctic conditions or ultra-deep waters. One of the key success factors is the use of lightweight structures and components and the ability to join multimaterial solutions. Adhesive bonding is suitable because it does not require hot work and can join different materials.

Offshore installations are regulated by national authorities and requirements differ from country to country. As joining can limit the durability and reliability of offshore structures whether welding or adhesive bonding, the performance of an adhesively bonded joint must be documented for each case.

Ship shape
There are a number of actual and potential applications for adhesive bonding in shipping such as in window panes (direct glazing), propeller shafts and fibre-reinforced polymer pleasure boats. Further applications include the patch repair of cracked steel or aluminium superstructures, designing and connecting composite superstructures to a steel deck, and bonded aluminium superstructures. Most liquefied natural gas (LNG) carriers use a membrane type containment system. This insulation system makes extensive use of adhesive bonding for joining the secondary membrane. Of the applications mentioned above, only direct glazing and LNG insulation are well established and used routinely.

Direct glazing is almost standard practice on passenger and cruise ships, see image p23, above. A typical window is shown in image p23, below. It is designed in such a way that if the window sustains external water pressure the glass will be pressed onto the frame, transferring the load directly to the ship’s side shell. Only internal pressure will directly act on the bondline.

Despite the widespread use of direct glazing, it is not yet possible to predict the lifetime of the joints. However, they have a good track record as Det Norske Veritas (DNV) inspection records confirm. A preliminary analysis of passenger and cruise ship windows records for DNV classed ships gave some surprising insights. There are no reports of adhesive failures or leakage, indeed the only failures or comments are –

• Use of non-certified glass – when fire rating was required.

• Defective window wipers on lifeboats or the bridge.

• Broken glass due to heavy weather damage.

• Crack in the side shell of the hull that started at the corner of a big window.

Direct glazing has been used for about 10-15 years in ship applications. Despite the positive experience so far, practically all windows on passenger ships are still fitted with additional mechanical fasteners in case the adhesive fails.

Running repairs
There are fewer documented applications of structural bonding in offshore structures. One example is the use of fusion bonded epoxy to attach insulation materials to underwater pipelines and flowlines. These are demanding applications as the design lifetime can be up to 20 years without any maintenance. During installation, the pipes are reeled off which puts added strain onto the pipeline insulation.

Another important application is the use of bonded composite patches to repair damaged steel structures. Patch repairs were developed for use in floating production, storage and offloading vessels (FPSO). A FPSO (see p22) is a type of floating tank system used by the offshore oil and gas industry to take all of the oil produced from a nearby platform or templates, and process and store it until the oil can be offloaded onto waiting tankers, or sent through a pipeline. Most of these vessels are converted oil tankers.

However, oil tankers were not designed to be continuously stationed at sea. As a result, FPSOs tend to develop fatigue cracks in their steel structure. One of the main attractions of composite patch repair is that no hot work is involved, minimising the impact on oil production processes.

Guidelines have been developed to design and apply bonded composite patch repair. Three field repairs have been carried out, which confirmed the approach is successful. Bonded joints are assessed and classified according to their criticality and need for documentation. Most repairs are for cracks where growth is non-critical and the structure would survive even without any kind of patch repair.

Offshore and shipbuilding follow regulatory regimes that make it difficult to establish adhesive bonding as a new joining method for load carrying connections. The main challenge is documenting long-term performance of bonded joints. However, risk-based approaches open up new applications that could pave the way for further use of adhesive bonding on marine structures. This could be achieved by using ‘fail-safe’ designs, typically hybrid joints, to avoid having to document long-term performance.
Jacket image for Adhesives in marine engineering – Woodhead Publishing
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