Because boats are awesome! This channel focuses on all things related to ship science and naval architecture. From rules, to science, to common mistakes. Everything here works towards the goal of all naval architects: ships that come home safe.
@@reidnolan4456 that's a good idea. I don't have that specifically. But you can search for information on the Queen Mary 2. She was a modern ocean liner.
Hi, I want to design an efficient water jet pump for a diy surf board based on required static thrust. Do you have any recommendations on where to start from? Any books you can recommend? I know the basic theory but I need to understand how to approximate my design to get it in the ball park of what I want and then try to validate with CFD and experimental results. Also I want to estimate the required RPM and torque at full throttle that the pump requires.
That is one option. Generally, people come to me with a project in mind. The initial phone call and quote process is free. I get enough information so that I can estimate the work. And then send you a quote for the work. If we don't have a clear project in mind, the I just do time and materials. I give you an hourly rate, and we stop when you tell me to stop. Then I bill you for the hours spent.
@@eduardodaquiljr9637 Incorrect. The bulbous bow is almost fully submerged. Meaning it can not contribute additional buoyancy to mitigate pitching. There is no additional structure to submerge. The bulbous bow does provide additional buoyancy forward, but there are easier ways to achieve that. For example, modern bows with vertical stems provide additional buoyancy forward.
Naval architects????? Absolutely and unequivocally WRONG! The SWATH design was invented by Frederick G. Creed in 1938 and patented in 1946. He died before the first vessel was launched in 1968. When he drafted the first concept drawing, he was laughed off as a lunatic - only to be heralded as a hero when someone finally proved his design works.
I learnt a lot with this video, thank you! However, I'm pretty sure all these constraints have been studied thoroughly and engineered solutions have been brought. Being more an "artist" than an engineer, I was wondering if a few things would be mechanically possible/advantageous: - a variable nozzle diameter (a.k.a. "iris door") to adapt the diameter of the nozzle to the speed of the impeller/flow/thrust: would it have some beneficial effect on any parameter? This would be pretty easy to implement with some electronics, but is it even relevant? - floats both side of the nozzle to force it at a mostly constant level from the water line: Would the fold induced in the water path have a strong influence on the efficiency? - a spoon-like cap (like on Pelton turbines) above the nozzle to redirect the outflow mostly horizontally instead of dispersing nearly vertically: would it waste thrust, or the gain would outweight the loss of thrust? - the shape of the impeller: a few years back, Integza made tests on different shapes of impellers and came with a "lily impeller" (there's a ready-to print model on GrabCad). It would certainly make the path much longer, but is there a specific type of impeller to put in a water jet, or anything goes, it depends of the thrust and the engine power? - for the inlet: to reduce turbulence, planes have winglets at the tip of the wings. Would putting fins near the inlets with the goal to drive and rectify the inflow work, or is it pure fantasy? Thank you for sharing your views on this!
I was at a shipyard earlier this year and the ship that was in the dry dock next to us was nunavik which had a spoonbow that was really impressve. she has ice class IACS Polar Class 4 according to wikipedia
@@eduardodaquiljr9637 normally, no. You want the water jet outlet above waterline when running at speed. But if the pump is completely out of the water, it can't prime. (Prime = suck in the first water to get started.). Typical install: mount the water jet with the shaftline of the jet at the same level as the waterline.
What would be the best hull form since your image shows very sharp hull while others are U type?Others tell planing Hull is better than displacement hull,
How can you say that wind energy is low hanging fruit when you have right beneath your boat strong waves with much more dense energy per square meter, so the real low hanging fruit is wave energy
Wave energy has great potential, yes. I even designed a wave energy converter as my final project in University. The problem isn't the potential of the energy. It's creating a device that can economically convert that power into an industrial format. I agree that wave energy is worth pursuing. But we don't have a ready-made solution for wave energy. Sail propulsion has been tried, mass produced, and tested. We already know how to do sail propulsion. Wave energy still requires further development.
@@DatawaveMarineSolutions My design is a catamaran with movable pontoons, so the pontoons can individually bounce up and down, connected with a electric motor generator in the middle so when the wave hits the front of the pontoon, the front is pushing up, but keeping the deck stable making a more comfortable ride , in the same time harvesting wave energy! It’s possible that this design can work better with a trimaran
Which 10kW electric engine weighs 134kg?! Seriously, which one? Also, 60kW battery bank weighs 340-400 kg. So the batteries in this case would amount to 2400 kg at most. 6750kg?! Again, where are these numbers from? You even show a car better by bank, which are exactly as heavy as I said.
A little less than 50% correct in this video. One mistake is the hp vs kw. Yes the mathematical conversion is correct but combustion motors go is rated in the powerban at low speed the hp output of a motor is much less whereas an electric motor puts out that power at all speeds. So that is where the difference lies
The comparison of power between electric and ice is nowhere near as simple as how you put it. Torque curves are more important to look at than overall power when coming to boat propulsion. You can technically move a laden cargo container with a 1hp engine if the water is still. Electric motors are peak torque right from the beginning and drop off after a rated rpm. Ice engines are the reverse. This means that if you spec the right motor, you can use a lower powered electric motor than engine. How lower? Depends on the motor. I'm looking at replacing 2x225hp diesel engines. 225hp is 157kw. But I have found a 75kw motor that produces the same torque at a higher rpm as the engine it will be replacing.
Most people don't want to produce less co2 they just want to look like they produce less co2 so they can complain that no one else cares as much as they do. It's virtue signaling and boring. Don't get me wrong, I don't want to harm the environment any more than is necessary for optimal efficiency, it saves money, and wears less on your machinery, but also does less to harm the environment.
Water is a excellent radiation shielding material. The Earth magnetosphere and atmosphere protect us from most of the radiation from the sun and other sources. The problem is it weighs a lot.
