Komen de zeilen weer terug aan boord?
Re: Komen de zeilen weer terug aan boord?
Hadden wij niet al rond 80 jaar geleden stoomloggers met een hulpzeil achterop? Die zag je nog wel in de jaren 60, die hulpzeilen.
Zoals gewoonlijk rennen we gewoon in cirkeltjes rond. En nieuwe uitvindingen? Net nu biomassa-centrales als knijnen uit de grond schieten, blijken ze weer niet goed te zijn i.v.m. het stikstofprobleem
Laten we gewoon maar weer gaan roeien. No problems at all
Zoals gewoonlijk rennen we gewoon in cirkeltjes rond. En nieuwe uitvindingen? Net nu biomassa-centrales als knijnen uit de grond schieten, blijken ze weer niet goed te zijn i.v.m. het stikstofprobleem
Laten we gewoon maar weer gaan roeien. No problems at all
Louis
Re: Komen de zeilen weer terug aan boord?
Zoiets Louis ?
Het slechtste wiel van de wagen kraakt het meest .
LEO
LEO
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- Berichten: 283
- Lid geworden op: 05 jan 2007 22:10
- Locatie: ede
Re: Komen de zeilen weer terug aan boord?
hey hey roeien prima
ik hoop dat ik het goed schrijf Fleming patent bijv
kan je de sportscholen ook opdoeken
ruud sijmons
ik hoop dat ik het goed schrijf Fleming patent bijv
kan je de sportscholen ook opdoeken
ruud sijmons
- A.Kuiper/J.Pessoa/BR
- Berichten: 8139
- Lid geworden op: 09 okt 2017 03:24
- A.Kuiper/J.Pessoa/BR
- Berichten: 8139
- Lid geworden op: 09 okt 2017 03:24
Re: Komen de zeilen weer terug aan boord?
Zweden met de nieuwste plannen voor een zeilend vrachtschip (car carrier)
+
+
- A.Kuiper/J.Pessoa/BR
- Berichten: 8139
- Lid geworden op: 09 okt 2017 03:24
Re: Komen de zeilen weer terug aan boord?
Sweden's new car carrier is the world's largest wind-powered vessel
The transatlantic car carrier is being designed by Wallenius Marine, a Swedish shipbuilder, with support from the Swedish government and several research institutions.
Why there is still a chance to make sustainability the way to progress – if we act now
This car brand is changing its business model towards sustainability. Can it be done?
With capacity for 7,000 vehicles, the 650 foot-long vessel is a similar size to conventional car carriers, but it will look radically different. The ship's hull is topped by five telescopic "wing sails," each 260 feet tall. Capable of rotating 360 degrees without touching each other, the sails can be retracted to 195 feet in order to clear bridges or withstand rough weather.
The sails, which will be made of steel and composite materials, need to be this size to generate enough propulsive power for the 35,000-ton ship.
Although "the general principles of solid wing sails is not new," designing the Oceanbird's sails has been a challenge, says Mikael Razola, a naval architect and research project manager for Oceanbird at Wallenius Marine.
The telescopic "wing sails" of Oceanbird will be the tallest ever built. That's because these are the tallest ship sails that have ever been constructed. "This ship, at the top of the mast, will be more than 100 meters (328 feet) above the water surface," says Razola. "When you move up into the sky that much, wind direction and velocity change quite a lot."
To better understand the atmospheric conditions at this height, Wallenius mounted sensors on top of its existing vessels, while they were crossing the Atlantic, and gathered data on wind velocity and veer (a clockwise change in wind direction), up to 650 feet above sea level. "All of this information has helped us design an efficient wing and hull system, that can make the most of the power available in the wind," says Razola.
Cleaning up a dirty industry
Crucial elements in the global automotive trade, oceangoing car carriers are known as RoRo -- the name derives from "roll on, roll off." Rather than loading vehicles with cranes, which would be slow and inefficient, vehicles are rolled along ramps built into the ship.
Large, conventional RoRo use an average of 40 tons of fuel per day, generating 120 tons of CO2 -- equivalent to driving a car 270,000 miles. The shipping industry is under pressure to reduce emissions of CO2 and other greenhouse gases. Shipping accounted for 2.89% of global manmade greenhouse gas emissions in 2018, according to the International Maritime Organization (IMO), the UN body that regulates global shipping. In the same year, the IMO introduced a mandatory 50% reduction of total annual greenhouse gas emissions by 2050 — with the ambition to reach zero emissions "as soon as possible in this century."
Oceanbird is designed to exceed these targets -- Wallenius says the ship will emit 90% less CO2 than conventional car carriers. It won't be completely emission-free, however, because it will still rely on engines for manoeuvring in and out of ports and for emergencies.
Slow sailing
With a projected top speed of about 10 knots, Oceanbird will be slower than standard car carriers, which can travel at 17 knots. It will take around 12 days, instead of the standard seven, to cross the Atlantic.
This long journey will require some scheduling changes, says Razola, as well as acceptance from carmakers. "Of course, there will be challenges and we won't be able to do things exactly as we're doing them today, but the response so far from manufacturers has been very positive," he says.
An indoor tank at SSPA, another instituion working on Oceanbird, where a model is being tested with artificial wind and waves. Jakob Kuttenkeuler, a professor at Stockholm's Royal Institute of Technology -- one of the project's collaborators -- is also optimistic. "People are environmentally informed enough now that we think there will be customers willing to put their cars on a ship that goes roughly half as fast as today's ship, if we can make it carbon neutral," he says.
Kuttenkeuler and his team are working with Wallenius on performance and aerodynamics calculations, using weather data to simulate realistic sailing conditions. They have built a 7-meter model of Oceanbird which will sail in Stockholm's archipelago, later this year, to gather data that will help finalize the ship's design.
Razola says it will take around three years, after that, to launch the full-size version. "Our ambition is to see Oceanbird sailing in 2024."
(CNN) — Oceanbird might look like a ship of the future, but it harks back to ancient maritime history -- because it's powered by the wind.The transatlantic car carrier is being designed by Wallenius Marine, a Swedish shipbuilder, with support from the Swedish government and several research institutions.
Why there is still a chance to make sustainability the way to progress – if we act now
This car brand is changing its business model towards sustainability. Can it be done?
With capacity for 7,000 vehicles, the 650 foot-long vessel is a similar size to conventional car carriers, but it will look radically different. The ship's hull is topped by five telescopic "wing sails," each 260 feet tall. Capable of rotating 360 degrees without touching each other, the sails can be retracted to 195 feet in order to clear bridges or withstand rough weather.
The sails, which will be made of steel and composite materials, need to be this size to generate enough propulsive power for the 35,000-ton ship.
Although "the general principles of solid wing sails is not new," designing the Oceanbird's sails has been a challenge, says Mikael Razola, a naval architect and research project manager for Oceanbird at Wallenius Marine.
The telescopic "wing sails" of Oceanbird will be the tallest ever built. That's because these are the tallest ship sails that have ever been constructed. "This ship, at the top of the mast, will be more than 100 meters (328 feet) above the water surface," says Razola. "When you move up into the sky that much, wind direction and velocity change quite a lot."
To better understand the atmospheric conditions at this height, Wallenius mounted sensors on top of its existing vessels, while they were crossing the Atlantic, and gathered data on wind velocity and veer (a clockwise change in wind direction), up to 650 feet above sea level. "All of this information has helped us design an efficient wing and hull system, that can make the most of the power available in the wind," says Razola.
Cleaning up a dirty industry
Crucial elements in the global automotive trade, oceangoing car carriers are known as RoRo -- the name derives from "roll on, roll off." Rather than loading vehicles with cranes, which would be slow and inefficient, vehicles are rolled along ramps built into the ship.
Large, conventional RoRo use an average of 40 tons of fuel per day, generating 120 tons of CO2 -- equivalent to driving a car 270,000 miles. The shipping industry is under pressure to reduce emissions of CO2 and other greenhouse gases. Shipping accounted for 2.89% of global manmade greenhouse gas emissions in 2018, according to the International Maritime Organization (IMO), the UN body that regulates global shipping. In the same year, the IMO introduced a mandatory 50% reduction of total annual greenhouse gas emissions by 2050 — with the ambition to reach zero emissions "as soon as possible in this century."
Oceanbird is designed to exceed these targets -- Wallenius says the ship will emit 90% less CO2 than conventional car carriers. It won't be completely emission-free, however, because it will still rely on engines for manoeuvring in and out of ports and for emergencies.
Slow sailing
With a projected top speed of about 10 knots, Oceanbird will be slower than standard car carriers, which can travel at 17 knots. It will take around 12 days, instead of the standard seven, to cross the Atlantic.
This long journey will require some scheduling changes, says Razola, as well as acceptance from carmakers. "Of course, there will be challenges and we won't be able to do things exactly as we're doing them today, but the response so far from manufacturers has been very positive," he says.
An indoor tank at SSPA, another instituion working on Oceanbird, where a model is being tested with artificial wind and waves. Jakob Kuttenkeuler, a professor at Stockholm's Royal Institute of Technology -- one of the project's collaborators -- is also optimistic. "People are environmentally informed enough now that we think there will be customers willing to put their cars on a ship that goes roughly half as fast as today's ship, if we can make it carbon neutral," he says.
Kuttenkeuler and his team are working with Wallenius on performance and aerodynamics calculations, using weather data to simulate realistic sailing conditions. They have built a 7-meter model of Oceanbird which will sail in Stockholm's archipelago, later this year, to gather data that will help finalize the ship's design.
Razola says it will take around three years, after that, to launch the full-size version. "Our ambition is to see Oceanbird sailing in 2024."
Re: Komen de zeilen weer terug aan boord?
Met de cijfers-vergelijking op plaatje cnn-3 mag wat mij betreft het zeilen worden her-ingevoerd...
Cardanisch opgehangen kooien zodat je wel horizontaal kunt maffen, en gáán met die windhapper !
Cardanisch opgehangen kooien zodat je wel horizontaal kunt maffen, en gáán met die windhapper !
Oost, west...ook best
- Leo Bokkum
- Berichten: 508
- Lid geworden op: 15 dec 2006 05:30
- Locatie: Oost Drenthe
Re: Komen de zeilen weer terug aan boord?
Wel mooi die zeilen, en aan de langere omlooptijd valt door leveranciers/ontvangers ook wel een mouw te passen. Als je de orders voor die auto's eerder de deur uit doet, komen ze ook "just in time" aan.
Wanneer de hoeveelheid vervoerde auto's echter hetzelfde blijft, zullen er wel bijna 2X zoveel zeilschepen moeten komen dan er nu motorschepen varen.
De geleerde heren zullen het in hun computertjes waarschijnlijk aardig uitgerekend hebben, maar mijn ervaring met zeezeilen bestaat toch voornamelijk uit "te veel wind, te weinig wind of wind uit de verkeerde hoek". Die 3 tot 12 ton per dag neem ik dan ook met een aardig zakje sceptisch zout.
Maar er zal vast wel ergens een scheepje met subsidiegeld liggen om eventuele fiasco's met ons belastinggeld af te dekken.
Wanneer de hoeveelheid vervoerde auto's echter hetzelfde blijft, zullen er wel bijna 2X zoveel zeilschepen moeten komen dan er nu motorschepen varen.
De geleerde heren zullen het in hun computertjes waarschijnlijk aardig uitgerekend hebben, maar mijn ervaring met zeezeilen bestaat toch voornamelijk uit "te veel wind, te weinig wind of wind uit de verkeerde hoek". Die 3 tot 12 ton per dag neem ik dan ook met een aardig zakje sceptisch zout.
Maar er zal vast wel ergens een scheepje met subsidiegeld liggen om eventuele fiasco's met ons belastinggeld af te dekken.
Pas geen oplossingen toe voordat je weet wat het probleem is
Re: Komen de zeilen weer terug aan boord?
Jagen, wrikken en roeispanen, + slaven!
Vrgr. Geep.
Vrgr. Geep.
- A.Kuiper/J.Pessoa/BR
- Berichten: 8139
- Lid geworden op: 09 okt 2017 03:24
Re: Komen de zeilen weer terug aan boord?
Unique Sail Cargo Ship Departs on First Atlantic Crossing From France
BY THE MARITIME EXECUTIVE 11-20-2020 06:55:46
One of the most unique cargo ships set sail this week from France. Called Grain de Sail, the company is combining the production and sale of chocolates with the operation of an ecological cargo ship, primarily driven by sail power.
The 72-foot long aluminum hull cargo ship set sail on November 18 from St Malmo on the Brittany Coast of France bound for New York. Using a schooner-type rigging and with a crew of four, the vessel has a capacity of up to 50 tons of cargo. They can load 28 pallets into the refrigerated hold cooled with green energy.
Loaded on board for this first sailing the sailing ship is 14,000 bottles of French organic wine. The wine will be delivered to a distributor in New York and the plan was for it to be sold to American restaurants. After off-loading the wine in the United States, they will sail to South America where they will load cocoa and coffee for the return voyage to France.
The project dates back 10 years when they came up with the business plan to produce coffees and chocolates whose raw materials are transported by a transatlantic cargo ship. According to the founders they wanted it to be synonymous with maritime adventure and incorporate respect for the environment. In 2011, using a 36-foot sailboat they transported more than a ton of green coffee to France. Five years later they expanded to the chocolates and using an old sailing rig transported coffee from the US and cocoa from the Dominican Republic. Now, having completed the construction of their sailing ship, Grain de Sail plans to make four crossings of the Atlantic each year. The vessel will never leave France empty, transporting French products to the United States before loading its cargos of cocoa and coffee.
While the vessel does have an auxiliary engine, the power will come from more than 350 square meters of sail area. In addition to fulfilling their environmentally-friendly mission, the vessel is fitted with technology, including wind turbines and photovoltaic panels.
The crew is promising to post progress reports on the journey on the company’s website and social media.
Sailing cargo ship departs FranceGrain de Sail departing France on November 18 BY THE MARITIME EXECUTIVE 11-20-2020 06:55:46
One of the most unique cargo ships set sail this week from France. Called Grain de Sail, the company is combining the production and sale of chocolates with the operation of an ecological cargo ship, primarily driven by sail power.
The 72-foot long aluminum hull cargo ship set sail on November 18 from St Malmo on the Brittany Coast of France bound for New York. Using a schooner-type rigging and with a crew of four, the vessel has a capacity of up to 50 tons of cargo. They can load 28 pallets into the refrigerated hold cooled with green energy.
Loaded on board for this first sailing the sailing ship is 14,000 bottles of French organic wine. The wine will be delivered to a distributor in New York and the plan was for it to be sold to American restaurants. After off-loading the wine in the United States, they will sail to South America where they will load cocoa and coffee for the return voyage to France.
The project dates back 10 years when they came up with the business plan to produce coffees and chocolates whose raw materials are transported by a transatlantic cargo ship. According to the founders they wanted it to be synonymous with maritime adventure and incorporate respect for the environment. In 2011, using a 36-foot sailboat they transported more than a ton of green coffee to France. Five years later they expanded to the chocolates and using an old sailing rig transported coffee from the US and cocoa from the Dominican Republic. Now, having completed the construction of their sailing ship, Grain de Sail plans to make four crossings of the Atlantic each year. The vessel will never leave France empty, transporting French products to the United States before loading its cargos of cocoa and coffee.
While the vessel does have an auxiliary engine, the power will come from more than 350 square meters of sail area. In addition to fulfilling their environmentally-friendly mission, the vessel is fitted with technology, including wind turbines and photovoltaic panels.
The crew is promising to post progress reports on the journey on the company’s website and social media.