The document discusses the evolution of sprint canoe hull designs from 1936 to 2008, influenced by hydrodynamic optimization. It describes three eras: wooden designs (1936-1948), plywood canoes dominated by Struer designs (1948-1996), and slender carbon fiber canoes (1996-2008). A key development was Plastex's 1998 "revolution" in ignoring minimum beam limits, creating very narrow waterlines constrained only by human anatomy. Their resulting designs like the C1 Olympia dominated Olympic and world championships, representing the most hydrodynamically advanced canoe shapes.
It follows step by step procedure of designing an optimized propeller for a container ship and numerical analysis of the final propeller.
Paper published on Technical journal of University of Galati, Romania.
A wave piercing catamaran aluminuim ferry , design of the world's first solar...Port Said University
This project deals with main factors that should be taken in consideration to develop coastal express ferry in order to improve tourism and economy of Egypt as well as Saudi Arabia.
It follows step by step procedure of designing an optimized propeller for a container ship and numerical analysis of the final propeller.
Paper published on Technical journal of University of Galati, Romania.
A wave piercing catamaran aluminuim ferry , design of the world's first solar...Port Said University
This project deals with main factors that should be taken in consideration to develop coastal express ferry in order to improve tourism and economy of Egypt as well as Saudi Arabia.
This study have been done to investigate the characteristics of the fishing boat
using PVC pipe material with variations of hullform that have the smallest total ship
resistance, and good ship stability that meets International Maritime Organisation
(IMO) standards. The method used in this study is to creating 3D modeling with
variations of hullform and the fishing gear type. The smallest total ship resistance and
good ship stability values are obtained on the flat model no.2 with displacement
volume of the boat 22.48 m3. The resistance of the boat is 10.1 kN with ship powering
is 46.55 kW at 9 knots. The stability of the ship in flat model no.2 with different types
of fishing gear meets the IMO standard, but the smallest GZ value is obtained when
using longline fishing gear
ENHANCEMENTS TO THE EUROPEAN PRESSURE VESSEL CODES: A FOCUS ON CONICAL COMPON...ijmech
This paper presents an analysis of conical components in pressure vessels emphasizing their significance
when utilized to transition between different diameters or slopes. It aims to propose enhancements to the
European Pressure Vessel Codes concerning conical components under internal pressure focused on
improving safety, reliability, and compliance with industry regulations. The influence of cone apex angles,
shell geometries and design pressure on cone plate thickness calculations is presented. Cylinder diameters
between 1000 and 2500 mm and cone angles between 30° and 60° are inputs used to quantify the
difference in cone thickness for a design pressure between 10 and 200 barg. The proposed method leads to
increased cone thickness compared to AD2000 up to 2.2 mm for the selected range of applications
resulting in safer pressure vessel design. Moreover, the proposed approach leads to thinner cones (up to
22 mm for studied range) resulting in significant material savings during manufacturing.
International Journal of Engineering Research and Applications (IJERA) aims to cover the latest outstanding developments in the field of all Engineering Technologies & science.
International Journal of Engineering Research and Applications (IJERA) is a team of researchers not publication services or private publications running the journals for monetary benefits, we are association of scientists and academia who focus only on supporting authors who want to publish their work. The articles published in our journal can be accessed online, all the articles will be archived for real time access.
Our journal system primarily aims to bring out the research talent and the works done by sciaentists, academia, engineers, practitioners, scholars, post graduate students of engineering and science. This journal aims to cover the scientific research in a broader sense and not publishing a niche area of research facilitating researchers from various verticals to publish their papers. It is also aimed to provide a platform for the researchers to publish in a shorter of time, enabling them to continue further All articles published are freely available to scientific researchers in the Government agencies,educators and the general public. We are taking serious efforts to promote our journal across the globe in various ways, we are sure that our journal will act as a scientific platform for all researchers to publish their works online.
Assessment of the Main Challenges in the Construction and Operation of Malacc...Dinusha Liyanage
Since, past two decades, the steady growth of liner shipping trade has resulted in the expansion of carry capacity in container ships. On the port side, global terminal operators and dedicated container terminals are
emerging .On carrier side, shipping companies form consortia and alliances.
Malacca-Max series bring the economic benefit for the owners. However, it is creating not only technical challenges for classification societies, ship builders and ship designers, but also operational challenges for port and
terminal operators. The aim of this research is to identify the main challenges in construction & operation of a Malacca-Max container carrier.
The infrastructural constraints in Malacca-Max series are deepening of the access channels and harbour basin of certain ports. Certain ports will not be able to maintain required draught, 21-metre. The operational challenges are
the development of automated handling system and high speed gantry cranes in terminals for ship output in minimum port time, which should be less than twenty four hours . Apart from that, the construction of container
terminals with quay walls, a berth length of 450 meter and a 21 meter draught ,and ICT control systems, reliable transport network with feeder ship, railways and inland barges are operational challenges for port and terminal
operators.
With the arrival of Malacca-Max series, more traffic can be expected. Thus it is necessary to have more storage premises including more yard and warehouse and crane facility. Moreover, the landside development with
interconnection between rail, road and ships are essential. Therefore goods shall be moved quickly through storage areas and the yards to avoid congestion. The automated terminal is an obvious solution in these issues.
Design of midship section based on hydrostatic and hydrodynamic loadsISAAC SAMUEL RAJA T
The ship hull is the major part of the ship which
forms the skeleton of ships bottom structure. There is a need
for the naval architects and engineers to make the hull a super
strong structure by making the hull heavier to withstand
heavy loads (which may not be needed for certain offshore
conditions). If the mass of the ship increases, then the
propulsive power of the hull decreases. So, the work
concentrated on determination of effective thickness of the
hull structure is important. Various mid ship sections of 120m
container ship are modelled in Solidworks software and
analysed with alloy steel, titanium alloy, and aluminium alloy
in Solidworks simulation 2014 tool. Dead weight of the ship,
hydrodynamic loads and hydrostatic loads were consideration
during structural simulation. Best mid ship section with
optimum thickness and suitable material is determined.
Experimental study of heat transfer and hydrodynamics of falling film on a no...eSAT Journals
Abstract
An improved evaporator with helical finned tube falling film is presented. Its technology of building is simple and it is a question
of piling plates in two wings, identical and simple forms, by respecting a regular gap between them to get the densely populated
double helical finned tube of walk of staircase. This new evaporator design introduces advantages to have two helical fins taken
up in parallel allowing doubling its area of exchange, a helical geometry allowing influencing flow favorably for a good
distribution of the film and a strong density of walk of staircase playing promoters turbulence role that can improve its heat
transfer coefficient side film. Thermal study, in heating, evaporating and convective boiling regimes, allowed showing, on the
basis of the criterion of the thermal height unit, HTU, a better performance compared with mono-finned evaporators and the
smooth double helical finned tube without walk of staircase of the same density.
Keywords - helical evaporator, falling film, double fins, density of walk of staircase, HTU
This study have been done to investigate the characteristics of the fishing boat
using PVC pipe material with variations of hullform that have the smallest total ship
resistance, and good ship stability that meets International Maritime Organisation
(IMO) standards. The method used in this study is to creating 3D modeling with
variations of hullform and the fishing gear type. The smallest total ship resistance and
good ship stability values are obtained on the flat model no.2 with displacement
volume of the boat 22.48 m3. The resistance of the boat is 10.1 kN with ship powering
is 46.55 kW at 9 knots. The stability of the ship in flat model no.2 with different types
of fishing gear meets the IMO standard, but the smallest GZ value is obtained when
using longline fishing gear
ENHANCEMENTS TO THE EUROPEAN PRESSURE VESSEL CODES: A FOCUS ON CONICAL COMPON...ijmech
This paper presents an analysis of conical components in pressure vessels emphasizing their significance
when utilized to transition between different diameters or slopes. It aims to propose enhancements to the
European Pressure Vessel Codes concerning conical components under internal pressure focused on
improving safety, reliability, and compliance with industry regulations. The influence of cone apex angles,
shell geometries and design pressure on cone plate thickness calculations is presented. Cylinder diameters
between 1000 and 2500 mm and cone angles between 30° and 60° are inputs used to quantify the
difference in cone thickness for a design pressure between 10 and 200 barg. The proposed method leads to
increased cone thickness compared to AD2000 up to 2.2 mm for the selected range of applications
resulting in safer pressure vessel design. Moreover, the proposed approach leads to thinner cones (up to
22 mm for studied range) resulting in significant material savings during manufacturing.
International Journal of Engineering Research and Applications (IJERA) aims to cover the latest outstanding developments in the field of all Engineering Technologies & science.
International Journal of Engineering Research and Applications (IJERA) is a team of researchers not publication services or private publications running the journals for monetary benefits, we are association of scientists and academia who focus only on supporting authors who want to publish their work. The articles published in our journal can be accessed online, all the articles will be archived for real time access.
Our journal system primarily aims to bring out the research talent and the works done by sciaentists, academia, engineers, practitioners, scholars, post graduate students of engineering and science. This journal aims to cover the scientific research in a broader sense and not publishing a niche area of research facilitating researchers from various verticals to publish their papers. It is also aimed to provide a platform for the researchers to publish in a shorter of time, enabling them to continue further All articles published are freely available to scientific researchers in the Government agencies,educators and the general public. We are taking serious efforts to promote our journal across the globe in various ways, we are sure that our journal will act as a scientific platform for all researchers to publish their works online.
Assessment of the Main Challenges in the Construction and Operation of Malacc...Dinusha Liyanage
Since, past two decades, the steady growth of liner shipping trade has resulted in the expansion of carry capacity in container ships. On the port side, global terminal operators and dedicated container terminals are
emerging .On carrier side, shipping companies form consortia and alliances.
Malacca-Max series bring the economic benefit for the owners. However, it is creating not only technical challenges for classification societies, ship builders and ship designers, but also operational challenges for port and
terminal operators. The aim of this research is to identify the main challenges in construction & operation of a Malacca-Max container carrier.
The infrastructural constraints in Malacca-Max series are deepening of the access channels and harbour basin of certain ports. Certain ports will not be able to maintain required draught, 21-metre. The operational challenges are
the development of automated handling system and high speed gantry cranes in terminals for ship output in minimum port time, which should be less than twenty four hours . Apart from that, the construction of container
terminals with quay walls, a berth length of 450 meter and a 21 meter draught ,and ICT control systems, reliable transport network with feeder ship, railways and inland barges are operational challenges for port and terminal
operators.
With the arrival of Malacca-Max series, more traffic can be expected. Thus it is necessary to have more storage premises including more yard and warehouse and crane facility. Moreover, the landside development with
interconnection between rail, road and ships are essential. Therefore goods shall be moved quickly through storage areas and the yards to avoid congestion. The automated terminal is an obvious solution in these issues.
Design of midship section based on hydrostatic and hydrodynamic loadsISAAC SAMUEL RAJA T
The ship hull is the major part of the ship which
forms the skeleton of ships bottom structure. There is a need
for the naval architects and engineers to make the hull a super
strong structure by making the hull heavier to withstand
heavy loads (which may not be needed for certain offshore
conditions). If the mass of the ship increases, then the
propulsive power of the hull decreases. So, the work
concentrated on determination of effective thickness of the
hull structure is important. Various mid ship sections of 120m
container ship are modelled in Solidworks software and
analysed with alloy steel, titanium alloy, and aluminium alloy
in Solidworks simulation 2014 tool. Dead weight of the ship,
hydrodynamic loads and hydrostatic loads were consideration
during structural simulation. Best mid ship section with
optimum thickness and suitable material is determined.
Experimental study of heat transfer and hydrodynamics of falling film on a no...eSAT Journals
Abstract
An improved evaporator with helical finned tube falling film is presented. Its technology of building is simple and it is a question
of piling plates in two wings, identical and simple forms, by respecting a regular gap between them to get the densely populated
double helical finned tube of walk of staircase. This new evaporator design introduces advantages to have two helical fins taken
up in parallel allowing doubling its area of exchange, a helical geometry allowing influencing flow favorably for a good
distribution of the film and a strong density of walk of staircase playing promoters turbulence role that can improve its heat
transfer coefficient side film. Thermal study, in heating, evaporating and convective boiling regimes, allowed showing, on the
basis of the criterion of the thermal height unit, HTU, a better performance compared with mono-finned evaporators and the
smooth double helical finned tube without walk of staircase of the same density.
Keywords - helical evaporator, falling film, double fins, density of walk of staircase, HTU
The world of search engine optimization (SEO) is buzzing with discussions after Google confirmed that around 2,500 leaked internal documents related to its Search feature are indeed authentic. The revelation has sparked significant concerns within the SEO community. The leaked documents were initially reported by SEO experts Rand Fishkin and Mike King, igniting widespread analysis and discourse. For More Info:- https://news.arihantwebtech.com/search-disrupted-googles-leaked-documents-rock-the-seo-world/
What is the TDS Return Filing Due Date for FY 2024-25.pdfseoforlegalpillers
It is crucial for the taxpayers to understand about the TDS Return Filing Due Date, so that they can fulfill your TDS obligations efficiently. Taxpayers can avoid penalties by sticking to the deadlines and by accurate filing of TDS. Timely filing of TDS will make sure about the availability of tax credits. You can also seek the professional guidance of experts like Legal Pillers for timely filing of the TDS Return.
At Techbox Square, in Singapore, we're not just creative web designers and developers, we're the driving force behind your brand identity. Contact us today.
Personal Brand Statement:
As an Army veteran dedicated to lifelong learning, I bring a disciplined, strategic mindset to my pursuits. I am constantly expanding my knowledge to innovate and lead effectively. My journey is driven by a commitment to excellence, and to make a meaningful impact in the world.
Putting the SPARK into Virtual Training.pptxCynthia Clay
This 60-minute webinar, sponsored by Adobe, was delivered for the Training Mag Network. It explored the five elements of SPARK: Storytelling, Purpose, Action, Relationships, and Kudos. Knowing how to tell a well-structured story is key to building long-term memory. Stating a clear purpose that doesn't take away from the discovery learning process is critical. Ensuring that people move from theory to practical application is imperative. Creating strong social learning is the key to commitment and engagement. Validating and affirming participants' comments is the way to create a positive learning environment.
Kseniya Leshchenko: Shared development support service model as the way to ma...Lviv Startup Club
Kseniya Leshchenko: Shared development support service model as the way to make small projects with small budgets profitable for the company (UA)
Kyiv PMDay 2024 Summer
Website – www.pmday.org
Youtube – https://www.youtube.com/startuplviv
FB – https://www.facebook.com/pmdayconference
Implicitly or explicitly all competing businesses employ a strategy to select a mix
of marketing resources. Formulating such competitive strategies fundamentally
involves recognizing relationships between elements of the marketing mix (e.g.,
price and product quality), as well as assessing competitive and market conditions
(i.e., industry structure in the language of economics).
RMD24 | Debunking the non-endemic revenue myth Marvin Vacquier Droop | First ...BBPMedia1
Marvin neemt je in deze presentatie mee in de voordelen van non-endemic advertising op retail media netwerken. Hij brengt ook de uitdagingen in beeld die de markt op dit moment heeft op het gebied van retail media voor niet-leveranciers.
Retail media wordt gezien als het nieuwe advertising-medium en ook mediabureaus richten massaal retail media-afdelingen op. Merken die niet in de betreffende winkel liggen staan ook nog niet in de rij om op de retail media netwerken te adverteren. Marvin belicht de uitdagingen die er zijn om echt aansluiting te vinden op die markt van non-endemic advertising.
Recruiting in the Digital Age: A Social Media MasterclassLuanWise
In this masterclass, presented at the Global HR Summit on 5th June 2024, Luan Wise explored the essential features of social media platforms that support talent acquisition, including LinkedIn, Facebook, Instagram, X (formerly Twitter) and TikTok.
[Note: This is a partial preview. To download this presentation, visit:
https://www.oeconsulting.com.sg/training-presentations]
Sustainability has become an increasingly critical topic as the world recognizes the need to protect our planet and its resources for future generations. Sustainability means meeting our current needs without compromising the ability of future generations to meet theirs. It involves long-term planning and consideration of the consequences of our actions. The goal is to create strategies that ensure the long-term viability of People, Planet, and Profit.
Leading companies such as Nike, Toyota, and Siemens are prioritizing sustainable innovation in their business models, setting an example for others to follow. In this Sustainability training presentation, you will learn key concepts, principles, and practices of sustainability applicable across industries. This training aims to create awareness and educate employees, senior executives, consultants, and other key stakeholders, including investors, policymakers, and supply chain partners, on the importance and implementation of sustainability.
LEARNING OBJECTIVES
1. Develop a comprehensive understanding of the fundamental principles and concepts that form the foundation of sustainability within corporate environments.
2. Explore the sustainability implementation model, focusing on effective measures and reporting strategies to track and communicate sustainability efforts.
3. Identify and define best practices and critical success factors essential for achieving sustainability goals within organizations.
CONTENTS
1. Introduction and Key Concepts of Sustainability
2. Principles and Practices of Sustainability
3. Measures and Reporting in Sustainability
4. Sustainability Implementation & Best Practices
To download the complete presentation, visit: https://www.oeconsulting.com.sg/training-presentations
Sustainability: Balancing the Environment, Equity & Economy
Sprintkanoternas utveckling
1. HYDROMECHANICS FOR DEVELOPMENT OF SPRINT CANOES
FOR THE OLYMPIC GAMES
Tomasz J. Bugalski 1
1
Ship Hydromechanics Division, Ship Design and Research Centre S.A.,
PL-80-392 Szczecinska 65, Gdansk, Poland,
tomasz.bugalski@cto.gda.pl
ABSTRACT
The current paper focuses on evolution of hull form of sprint canoes from the Olympic Games
in Berlin (1936) to the Olympic Games in Beijing (2008) and the influence of hydrodynamics
aspects on design of sprint canoes.
The paper describes the process of the Olympic canoes design and optimization, carried out
by the Ship Design and Research Centre (CTO, CTO S.A.) in Gdansk and the Plastex
Composite PPH (Plastex) in Warsaw –the renowned manufacturer of sport boats. The existing
canoes (used as a starting point) and the newly designed ones were analysed with the use of
Computational Fluid Dynamics (CFD) methods, simplified potential methods and tested
experimentally.
The paper concludes the final results during Olympic Games competitions.
HYDRODYNAMICS OF SPRINT CANOES AS A SEMI –DISPLACEMENT SHIPS
The canoes sprint started to exist on the Olympic Games program in Berlin in 1936. The
kayaks and sprint canoes shapes were changing and those changes could be divided to three
periods – eras:
• In the first period there were formed the regulations and principles from the ICF
formation to the Olympic games in London in 1948.
• The era of boats which were made of the wooden plywood, which also could be
named Samson’s because of the name of main designer.
• In the third period slender boats were made on the base of carbon-fibre composites.
After 1930 in Technischen Hochschule Berlin (THB) the works were carried out on the
shapes of the sprint canoes and rowing boats for the Olympic games in Berlin in 1936.
Several different projects of boats were designed and tested, what happened in
Versuchsanstalt für Wasserbau und Schiffbau (VWS) in Berlin. The elaborated shapes were
characteristic for the first era of the Olympic canoe sport - Weitbrecht(1937).
The second era, which started with the gold medal for Karen Hoff in 1948 and ended in 1996
with gold medal for Antonio Rossi, was dominated by the “Struer – like” shapes of kayaks
and canoes what is described by Jackson(1995), Lazauskas et.al.(1996, 1997),
Rybakowski(2008). In 1988 Ted van Dusen proposed the new kayak’s shape and the new
technology – the hull made from composites. This modern shape was designed according to
the ICF rules ( 6.2 – the minimum beam limits specified for the different boat categories).
Definitely, the second era ended in 1999 when the C1M-Armageddon, the last project of
Samson supported by the Danish Maritime Institute (DMI) towing tank tests, could not win
with the new Plastex’s canoes.
The below table and the figure present the philosophy of the boat shapes developed according
to the ICF 6.2 regulations.
Boat category K1 K2 K4 C1 C2 C4
Beam (minimum) [cm] 51 55 60 75 75 75
Table 1 The ICF 6.2 rule-The limits of beam of the sprint canoes (to be in force to 2003)
2. 2
Boat
category
BWL
[mm]
T
[mm]
L/B B/T
C1 382 109 13,61 3,52
C2 477 140 13,63 3,41
C4 533 161 16,88 3,31
Figure 1 (left) Comparison of frames of C1, C2 i C4 boats (Struer)
Table 2 (right) Main factors of canoes shape (Steuer,1980-)
The table 2 is the result of analysing the figure 1. It is precisely shown why the old boats of
bigger beams couldn’t win with new boats with beams about 32 cm, limited only by human
anatomy factors – the intertrochanteric diameter.
The table 3 shows comparison of simple hydromechanics parameters for the model sprint
canoes from Berlin (1936) to Athens (2004).
Boat name or symbol
VWS
REGATTA
GAMMA
AMAGEDDON
Samson&DMI
STARLIGHT
Plastex
OLYMPIA
(model506)
Plastex&CTO
Year of design 1936 1952 1987 1999 1998 1999
Boat category C2/C1 C2/C1 C1 C1 C1 C1
CB 0,394 - - - 0,426 0,482
L/B 7,65 9,61 12,85 14,33 15,61 16,17
B/T 5,23 4,15 3,36 - 2,43 2,57
BWL[m] 0,680 0,540 0,403 0,360 0,331 0,319
Table 3.Comparison of selected hydromechanic parameters of the model sprint canoes.
The changes of BWL, L/B, B/T are a good illustration of the boat shapes evolution.
The below table presents the time records published by ICF and towards to them the mean
speeds and the non-dimensional factor - Froude number, for the particular boat categories.
Boat
Category
K1W K2W K4W K1M K2M K4M C1M C2M C4M
L [m] 5,2 6,5 11,0 5,2 6,5 11,0 5,2 6,5 9,0
Time
on 500m
01:47,343 01:37,987 01:30,765 01:36,098 01:26,971 * 01:45,614 01:38,270 *
V500
[m/s]
4,660 5,102 5,509 5,202 5,747 - 4,734 5,088 -
Fr500 0,652 0,639 0,530 0,728 0,720 - 0,593 0,637 -
Time
on 1000m
* * 03:13,296 03:24,495 03:09,190 02:49,875 03:46,201 03:28,531 03:15,722
V1000
[m/s]
- - 5,173 4,890 5,286 5,886 4,421 4,795 5,109
Fr1000 - - 0,498 0,684 0,661 0,567 0,471 0,510 0,544
Table 4 The time records published by ICF, the mean speed and the Froude number, for the
particular boat categories
3. 3
In the ship theory, Bertram(2000), Faltinsen(2005), the sprint canoes are considered as semi-
displacement ships. The Froude numbers, Fr=V/sort(g*LWL), included between 0,471 and
0,728 show that the hydrodynamic parameters of the sprint canoe are located between high
speed crafts and planning boats, (see the tables 4 and 5). During the analysis of the flow and
drag for such types of hulls the dynamic changes of displacement and trim must be taken into
account.
Boat category K1M K1W K2M K2W K4M K4W C1M C2M
∇ [m3] 0,092 0,078 0,181 0,148 0,362 0,291 0,096 0,190
T [m] 0,123 0,110 0,162 0,142 0,170 0,146 0,124 0,170
Lwl [m] 5,199 5,186 6,486 6,474 10,96 10,74 5,157 6,470
Bwl [m] 0,305 0,296 0,382 0,371 0,380 0,370 0,319 0,323
V200 [m/s] 5,814 5,076 6,211 5,376 6,896 5,917 5,208 5,577
V/sqrt(Lwl) 2,550 2,229 2,439 2,113 2,083 1,806 2,293 2,193
V/sqrt(gDisp^1/3) 2,752 2,469 2,629 2,353 2,604 2,316 2,448 2,342
V500 [m/s] 5,202 4,66 5,747 5,102 6,273 5,495 4,735 5,088
V/sqrt(Lwl) 2,281 2,046 2,257 2,005 1,895 1,677 2,085 2,000
V/sqrt(gDisp^1/3) 2,462 2,267 2,433 2,233 2,368 2,151 2,225 2,137
V1000 [m/s] 4,89 4,292 5,285 4,653 5,886 5,173 4,421 4,795
V/sqrt(Lwl) 2,145 1,885 2,075 1,829 1,778 1,578 1,947 1,885
V/sqrt(g*Disp^1/3) 2,314 2,088 2,237 2,036 2,222 2,025 2,078 2,014
V/sqrt(Lwl) 1.5<semi-displacement craft<2.8
V/sqrt(gDisp^1/3) V>=High-Speed-Craft
Table 5 Hydrodynamics parameters of sprint canoes
Before any important competition the shape of the boat and the mass distribution should be
taken into consideration. The paddling technique, the distance, the wind and the waves
parameters are also indicators, which can not be forgotten.
„LET’S FORGET ABOUT THE MINIMUM BEAM LIMITS” –PLASTEX’S
REVOLUTION
The Plastex Composite – Poland has been actively searching ideas for new solutions in the
sprint kayaks and canoes production, developing new shapes and hydrodynamic solutions for
the boats for many years. The base for all the hull shapes was the Eagle kayak by T. Van
Dusen (USA), whose license was bought by Plastex in 1993, along with the right to produce
and modify it. First modifications tended towards improving the “paddling ergonomics”,
which was achieved by the deck modification – introducing the hollows, allowing the
competitor, putting the paddle into water closer to the hull’s symmetry plane, both in kayaks
and canoes. It was also attempted to improve the performance of the boats by reducing their
resistance.
10 years after the success of Van Dusen’s kayaks during the Olympic Games in Seul (1988)
and the World Championship Szeged’98, gold medals in canoe sprint were won by crews
using new, composite boats of Plastex Composite– Poland (C1-200 (Doctor), C1-500
(Opalev), C1-1000 (Giles) and C2-1000 (RUS)). The new Plastex boats, announcing the new
era in the shapes of sprint canoes, had the narrowest waterlines, which was achieved by highly
raised deck in the location where the minimum beam required by ICF rules (75 cm) had to be
kept, and monstrously raised front edge of the cockpit, so as to make it the highest part of the
deck, according to the rules (see fig.2 and 3). Immediately after this success and before the
4. 4
Olympic Games in Sydney (2000), Plastex started wide activity tending towards the design of
new shapes for boats (both kayaks and canoes) characterized by the minimum resistance.
Figure 2 The canoe of old and new era.
Figure 3 The canoes C1 and C2 STARLIGHT (Plastex, 1999)
The activity included the design of new models basing on the experimental resistance
measurements, carried out in the towing tank of the Ship Hydromechanics Centre (a division
of the Ship Design and Research Centre, CTO, Gdansk, Poland), providing the
hydrodynamical consultation for each new design, and introducing new technologies of
manufacturing the boats with the use of composites and carbon fibres
Figure 4 Example of towing tank tests (K2-m541 and C1-m506, CTO, 2000)
5. 5
In 1999-2000, the wide experimental research was carried out to chose models of kayaks and
canoes, supplemented with CFD computations. The shapes of canoes and kayaks underwent
the revolution, called „let’s forget about the minimum beam limits”, initiated by the main
Plastex’s guideline for CTO, concerning the hydrodynamic design of the shapes C1M (model
506) and K2M (model 541). It was the beginning of the era of innovative designs, exceeding
the rigid, unimaginative rules. The Plastex boats, designed according to innovative guidelines,
where the beam limit was replaced by the anatomical factor – the competitor’s
intertrochanteric diameter (distantia intertrochanterica) – have dominated the final of the
Olympic Games and World Championships of the new Millennium’s first years.
The C1M-OLYMPIA, based on the m506 design, still remains the slenderest sprint boat and
allows many competitors winning the highest awards of the World Championships and
Olympic Games.
Figure 5 The canoe -C1 OLYMPIA (2003-) (Plastex)
The Plastex canoes of C1 and C2 type (OLYMPIA, OLYMPIA SPRINT, OLYMPIA
MAXIMA, DOMINATOR) represent the entire range of shapes, allowing choosing the
appropriate boat for the competitor’s characteristics (mass, style of paddling), water region
and weather conditions. The appearance of the new Plastex canoe of C4 type in 2003 brought
numerous successes in the World Cup and the World Championships. The low and slender
hull of this canoe allows it to maximize the paddling efficiency of all the crew. The straight
line of the keel allows minimizing the course instability. The uniform distribution of the
volume along the hull length and shifting the additional buoyancy to stern considerably
reduces the unfavourable dipping of the stern.
The appearance of new boats (both kayaks and canoes) in Plastex’s offer, constructed so as to
overcome the strict ICF rules in a tricky way (table 2), and immediate copying of their ideas
by other manufacturers, resulted in changing these rules and definitive abandoning the
minimum beam requirement in 2003.The regulations changes caused that few sport boats
factories produce kayaks with the convex parties on the hull surfaces. The boat control
eliminate this problem in the year time, Bugalski for ICF(2004).
NEW LINE OF OLYMPIC KAYAKS –RESULTS OF RESEARCH PROJECT
Before the Beijing Olympic Games appeared the publications abort the research projects,
which were developing the new shapes of kayaks: Crotti et al.(2005), Warzecha et
al.(2007)…In Spring 2007, Plastex and CTO S.A. began to work on the shape of new line of
the sprint canoes for the Olympic Games in Beijing, Bugalski(2008), Bugalski&
Kraskowski(2008). The optimization of the new design started with extensive investigation of
the existing hull shapes in CTO's model basin, with the principal aim of determining the
dependency of the canoe's performance on the basic design parameters and initial trim.
Although such experiments provide a large amount of reliable data in a short timescale, they
do not always illuminate the physical mechanisms that affect the performance of the hull.
For this reason, the experimental research was widely supported with extensive CFD
simulation, which is more suited to a detailed comparison of the influence of flow properties
such as the wave elevation and the pressure distribution on the hull for different designs.
6. 6
Figure 6 The digital scanning of the hulls, carried out using an ATOS II scanner (CTO S.A.,
2007)
The surface models of the existing canoes were obtained by digitally scanning the hulls,
carried out using an ATOS II optical scanner and a TRIPOD photogrammetric system
provided by GOM GmbH.
Figure 7 The example of resistance tests of K1, K2, K4 kayaks (CTO S.A., 2007)
Each CFD simulation considered a canoe hull towed at the constant speed through calm
water. The computational analyses yielded numerical data, such as the hull resistance, as well
7. 7
as allowing the design team to visualize the flow field around the hulls, thereby helping them
identify the mechanisms behind variations in physical performance, e.g. the bow and stern
wave height or the wave interaction.
Figure 8 The canoe hull in its static (left) and dynamic position (right) in the flow.
Figure 9 K1, K2 and K4 canoes – free surface elevation.
After testing the existing boats, the best design was chosen based on analysis results and
works on new designs began. By implementing CFD into the design process, timescales and
costs have been significantly reduced.
The CFD simulations were carried out using the Volume Of Fluid (VOF) model for
multiphase flows and the RNG k-epsilon turbulence model using specially constructed 1.5
million cell hexahedral meshes.
Figure 10 Examples of the computational mesh.
Due to the fact that the Olympic canoes travel at the relatively high speed (Fr=0,47-0,73), it is
absolutely necessary to take into account the dynamic trim and sinkage of the hull in the
numerical analysis of the flow around it, requiring either experiment data, or if it is not
available, adjusting the hull position during the CFD simulation until the force and moment
equilibrium is reached, Kraskowski(2005), Bugalski&Kraskowski(2005). Although this can
8. 8
be done iteratively, based on the hull hydrostatics, CTO S.A. uses an in-house, automated
procedure for coupling the flow solver to the hull motion equations, allowing for accurate
evaluation of the canoe's position. The computational mesh in this approach remains rigid - it
moves together with the hull without relative motion of the nodes, which proved to be
sufficiently accurate, robust and very simple - no re-meshing is required when the hull
changes its position.
At present, the CFD analyses and model tests of the canoe's performance are limited to
steady-state analyses - the hull is towed with the constant speed and fixed centre of mass.
Such a simplified approach allowed the effective optimization of the hull shapes based upon
resistance with an identified 1% reduction - which could easily be the difference between
Olympic Glory and the ignominious defeat. The use of CFD methods allowed reduction in
costs by limiting the number of designs tested and also reducing the need to manufacture
many hull shapes. Further move the identification of the flow phenomena by CFD allowed
optimization to be carried out far quicker than previously possible.
It is very likely that the present shapes of the Olympic canoes are already very close to the
absolute minimum resistance obtainable in steady flow. In the future, significant further
development will only occur by optimizing the dynamic behaviour of the hull, which means
taking into account all the phenomena encountered during a race - motion of the competitor
and unsteady forces exerted on the hull.
Figure 11 The complex test of K1kayak performance before Olympic Games (CTO S.A.,
2008)
New shapes of the Plastex’s sprint canoes are developed on the way of successive
modifications of existing shapes. The alterations are supported by CAD systems (NAPA,
Maxsurf, Rhino, FreeSHIP, MasterCAM) connected with Experimental and Computational
9. 9
Fluid Dynamics methods. The forms of new kayaks and canoes are prepared with CNC
technology. The most modern materials, which are widely applied for the aircrafts production
by Airbus and Boeing companies, are used to manufacture boats. Recently, Plastex has
introduced „vacuum infusion” and the remote control heating whole boats. Because of the
above innovations the Plastex makes boats of the highest quality.
The viability of each new design was first tested numerically, so that only a small number of
optimized designs were selected for manufacturing and testing in the model basin. Final tests
were carried out in to the real conditions - with the professional competitor rowing along the
basin.
The new line of flatwater kayaks –final results of the complex work described in this paper
had been verified during Beijing 2008 Olympic Games. The Plastex had shown 4 of 8 new
boats from the new sprint canoes line. The results had been as follow:
• C1M 500m –Gold (Maxim Opalev RUS 1:47.140)
• C2M 500m –Gold (CHN 1:41.025), Silver (RUS 1:41.282), Bronze (GER 1:41.964)
• K4M 1000m –Gold (BLR 2:55.714), Silver (SVK 2:56.593), VI (POL 2:59.505)
• K2M 1000m –IV (POL), V (HUN).
Aknowledgement
The part of research presented in this paper has been financially supported by Polish Ministry
of Science and Higher Education, Research Grant No. 6ZR6 2006 C/06811. The author would
like to express his gratitude for this support.
REFERENCES:
Bertram V., (2000) Practical Ship Hydrodynamics. Butterworth Heinemann.
Bugalski T., (2008) Optimization of the canoes for the Olympic games in Beijing, ,11th
Numerical Towing Tank Symposium, Brest, France.
Bugalski T., (2008) Kraskowski M., CTO and Plastex Paddle to Olympic Glory using CFD
Simulation, CD-adapco, e-dynamic, August 2008.
Bugalski T., Kraskowski M., (2005) Study of the computation parameters influence on the
free-surface RANS computations results, 8th Numerical Towing Tank Symposium, Varna,
Bulgaria.
Bugalski T., (2004) Standard checking procedure for Flatwater boats, International Canoe
Federation, http://www.canoeicf.com/?page=1452
Crotti et al., (2005) Olympic Kayak Makes waves, Fluent News, Summer 2005.
Faltinsen O. M., (2005) Hydrodynamics of High-Speed marine vehicles. Cambridge Univ.
Press.
International Canoe Federation, Flatwater Racing Competition Rules, (2009, 2007, 2003..).
Jackson P.S., (1995) Performance Prediction for Olympic Kayaks, Journal of Sports Sciences,
Vol.13, pp. 239-245.
Kraskowski M., (2005) Computation of the viscous flow around the ship model free to trim
and sink, 8th Numerical Towing Tank Symposium, Varna, Bulgaria.
Lazauskas and Tuck, E.O., (1996) Low Drag Racing Kayaks, University of Adelaide, Dept. of
Applied Mathematics, Australia.
Lazauskas L., Winters J., (1997) Hydromechanic Drag of Some Small Sprint Kayaks,
University of Adelaide, Dept. of Applied Mathematics, Australia.
Rybakowski S., (2008) Ewolucja i wpływ kształtu kanadyjek regatowych na wyniki sportowe
/ Evolution of the hull forms and its influence on flatwater canoes performance /in Polish/,
Centralny Ośrodek Sportu /Main Centre of Sport /- Warszawa.
Szanto C., (2004) Racing Canoeing, 2nd
edition, International Canoe Federation.
10. 10
Warzecha N., Spille-Kohoff A., (2007) Going for the Gold. Simulation helps design low-drag
canoes for Olympic-medal performance, ANSYS Advantage, Vol. I, Issue 3.
Weitbrecht H.M., (1937) Über Formgebung von Rennbooten für Ruder und Paddel,
/On design of sprint boats for rowing and kayaking /in German/, Jahrbuch der
Schiffbautechnischen Gesellschaft, pp. 235-259, Brand 38.
Technical Reports of Ship Design and Research Centre (CTO), Gdansk, Poland
/ in Polish, internal/:
CTO RH-1980/Z-105 & Z-106 –The resistance test results for 10 different K1 kayaks,
CTO RH-1999/T-008 –The results of hull shape measurements and resistance tests for
3K1 (CleaverX, Eagle, Sprint85) and K2 (Plastex) kayaks,
CTO RH-1999/T-042 –The results of hull shape measurements and resistance tests for K1
kayak (Destroyer85) and C1 canoe (Starlight),
CTO RH-2007/T-047 CFD simulations of sprint canoes performance,
CTO RH-2007/T-075 The experimental test of 13 sprint model canoes,
CTO RH-2007/T-092 The hydrodynamic optimization of New line of Olympic sprint
canoes using CFD methods,
CTO RH-2007/T-106 & T-025 The execution of 8 new sprint canoe prototypes on CNC
machine. The hull shape data,
CTO RH-2007/T-107 The towing tank experimental test of new sprint canoe prototypes,
CTO RH-2008/T-101 The pitch and roll influence on performance of sprint canoes. The
towing tank tests of kayak powered by human.
Symbols and Definitions1
:
B (ships, hull geometry) Beam or breadth, moulded, of sprint canoes hull
BWL (ships, hull geometry) Maximum moulded breadth at design waterline
∇ (ships, hull geometry) Displacement volume
L (ships, hull geometry) Length of sprint canoe
LWL (ships, hull geometry) Length of waterline
T (ships, hull geometry) Draft, moulded, of sprint canoe hull
V (ships, hull resistance) Speed of the model or the sprint canoe
CB Block coefficient, ( )TBLCB ⋅⋅∇= /
Fr (fluid mechanics, flow parameter) Froude number, LgVFr ⋅= /
g (ships, basic quantities) Acceleration of gravity
WL waterline, design waterline, a line corresponding to the surface of the water when the
canoe is afloat
1
ITTC Symbols and Terminology List, Version 2008