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Category:Swedish yacht designers - Wikipedia

When a boat heels the sail area moves to lee, with that the center of effort and the boat gets more weather healm. With biplane rig if you drop the windward sail the center of effort moves to lee. The boat gets more weather helm. With a third mast, a mizzen to balance the center of effort stayes the. Much as with a ketch if you drop the mainsail the jib and mizzen keeps the center of effort unchanged.

I did build a proa. To balance the sail area to lateral area I moved the sail sidewise to lee or windward untill equlibrium was reached. Going to windward with a biplane rig is fine because both mast get free airflow like a biplane airplane. With freestanding masts there is no chafe if you keep the lugsail on the lee side of swedish boat designers near me mast.

When I mix epoxy I do not use a pump even if it is a faster method. Then I use 2 pot mixing. That is I first mix in one pot then I pour it over into an other and mix. Molecules are tiny things. Always some get stuck in the mixing pot. If you pour the mix into a new pot you increase the distribution. To test this cut up a pot with some left over epoxy swedish boat designers near me most likely you can feel that the pot wall is swedish boat designers near me, an indication of bad mix.

I repeat the process just to make sure. Most people use the pump system as it is very convinient. It works well but I like to do as good as possible. I reason if I do my best at al times with everything even if the advantage of each operation is minute in the end I be better of.

And in bad weather I sleep very. I got a good conscience, I know that I have done my best if I still fail, so It may be. I am a stoic. I am now trying to figure out the best stovage. There is plenty of space in the boat. This means that I have to be extra careful not to fill it up othervise the boat will be to heavy.

I have come up with a system cheap light and functional for locking the hatches. The first idea was with a rope in tension but it was not enough friction in the system despite the capstan equation. I took a walk and used the rope in compression instead. That works fine. I use rope hinges. The idea is to return to Porto Santo and my friends. Load her up with food and water sail out into the Sargosso sea, the only ocean without shores and spend the summer there enjoying myself and thinking about Exlex the Canoe Yawl.

The return is swedish boat designers near me to be in May when I am vaccinated. I got one shot thursday 18 this month. Next and final shot will be 16 of April.

Beginning of May the plan is to return to Porto santo swedish boat designers near me Exlex. Peter just promised to drive me to the airport. I am mocking up the doors between the inner and outer compartments.

The idea of the inner compartments is that they shall stay dray at al times whatever the outside conditions. The outside compartments is for manouvering, tending sails, anchoring, oarwork and. Those activities will be done from the hatch like the man in the kayak. The idea was to have a centerboard in the rudder as well and the control lines coming up thrugh the rudder axis.

To make it swedish boat designers near me I have increased the depth of the near vertical ballasted chinerunners to 20 cm under the hull. The hull will draw 23 cm at one ton. Swedish boat designers near me total draft will be 43 cm just guessing. That leaves the rudder 3 cm abouve the ground. That axis and its bearings should be more strong than a normal skeg.

I would have liked to have a deeper rudder. But its a balance between dept and simplicity. Hopefully it will work. If not I change it. If you like my work please donate by the donate button. Corona have stopped me from earning money by giving public talks. Hi friends. Peter have this afternoon helped me doing a video explaining some features of Exlex the Canoe Yawl. So here it is and it lets you comment.

Today I remowed the last mold and weighed Exlex the Canoe Yawl. As the hull now stand with three swedish boat designers near me she is 11o kilos.

The hull surface is about 17 square meters. Headroom is about 98 cm in the middle of the boat. She have negative sheer by 10 cm. I hypothesize that chinerunners work as deflectors, not as hydrofoils. Deflectors are concave surfaces that redirect what hits.

According to Newtons third law the more water the chine runner deflects to lee the more the boat gets pushed to windward. When the boat is heeled, the hullside together with the chinerunners creates a lot of lateral area.

Unlike the ordinary keel I think the Bernoulli effect plays no swedish boat designers near me role.

This may explain the chinerunners remarkable efficiency and why they are so misunderstood. Forth they keep the lateral resistance high up those decreasing the heeling moment. Everyone realizes that a sail center high up heels the boat more than a low one. Not every one realizes that a lateral area high up heels a boat more than a lateral area swedish boat designers near me. Sixt It is likely that they prevent that turbulence a nd vortices are created along the chines thus reducing resistance.

As the boat heels so much that the windward chinerunner lifts out of water the volyme of the windward chinerummers now mowes to lee and becomes Swedish Boat Designers Network swedish boat designers near me in the lee side thuse creating extra rightning moment kind of like a submerged trimaran that lifts its windward float.

The effect is not big but it swedish boat designers near me. Its the combined swedish boat designers near me of the many small advantages that makes me chose. If at all time you can increase your efficiency even by a small bit, in the end you be doing good. I did the line with the help of swedish boat designers near me laser beam. I heeled the boat That is easy on a small boat especially if swedish boat designers near me have 6 chain hoists.

Finding sheer with the help of an inclined plane is nothing new. I guess its been don for thousands of years with the help of a string and a stick on the stem and stern. Just angle the sticks to the desired degree. This has the advantage that on a bigger boat you do not have to heel. At the same time I did a sheered waterline.

Skip to content Hi friends. Here is a video. I will try to explain some of it feuters. Two pictures. Exlex of on her way to Madeira. Her beam was 1. The problem was in port because the masts was leaning outside. Thats why I did not use the side by side biplane rig on Exlex of Now the problem is solved.

I will build tabernacles that can mowe the mast inwards in port. The track of Exlex of on her way to Madeira. As can be seen she steered herself just fine. I enjoyed. To be contiued� Regards Yrvind. Share this: Facebook Twitter.

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Digging had to be performed under a constant drizzle of water and in a sludge-covered mud that could be more than one metre deep. In order to establish find locations, the hull was divided into several sections demarcated by the many structural beams, the decking and by a line drawn along the centre of the ship from stern to bow.

For the most part, the decks were excavated individually, though at times work progressed on more than one deck level simultaneously. Vasa had four preserved decks: the upper and lower gun decks, the hold and the orlop.

Because of the constraints of preparing the ship for conservation, the archaeologists had to work quickly, in hour shifts during the first week of excavation. The upper gun deck was greatly disturbed by the various salvage projects between and , and it contained not only material that had fallen down from the rigging and upper deck, but also more than three centuries of harbor refuse.

The gundecks contained not just gun carriages, the three surviving cannons, and other objects of a military nature, but were also where most of the personal possessions of the sailors had been stored at the time of the sinking. These included a wide range of loose finds, as well as chests and casks with spare clothing and shoes, tools and materials for mending, money in the form of low-denomination copper coins , privately purchased provisions, and all of the everyday objects needed for life at sea.

Most of the finds are of wood, testifying not only to the simple life on board, but to the generally unsophisticated state of Swedish material culture in the early 17th century. The lower decks were primarily used for storage, and so the hold was filled with barrels of provisions and gunpowder, coils of anchor cable, iron shot for the guns, and the personal possessions of some of the officers.

On the orlop deck, a small compartment contained six of the ship's ten sails, rigging spares, and the working parts for the ship's pumps.

Another compartment contained the possessions of the ship's carpenter, including a large tool chest. After the ship itself had been salvaged and excavated, the site of the loss was excavated thoroughly during � This produced many items of rigging tackle as well as structural timbers that had fallen off, particularly from the beakhead and sterncastle.

Most of the sculptures that had decorated the exterior of the hull were also found in the mud, along with the ship's anchors and the skeletons of at least four people. The last object to be brought up was the nearly metre-long longboat , called esping in Swedish, found lying parallel to the ship and believed to have been towed by Vasa when it sank.

Many of the more recent objects contaminating the site were disregarded when the finds were registered, but some were the remains of the s salvage efforts and others had their own stories to tell. Among the best known of these was a statue of 20th-century Finnish runner Paavo Nurmi , which was placed on the ship as a prank by students of Helsinki University of Technology now known as Aalto University the night before the final lift. Vasa sank because it had very little initial stability , which can be thought of as resistance to heeling over under the force of wind or waves acting on the hull.

The reason for this is that the distribution of mass in the hull structure and the ballast, guns, provisions, and other objects loaded on board puts too much weight too high in the ship. The centre of gravity is too high, and so it takes very little force to make the ship heel over, and there is not enough righting moment , force trying to make the ship return to an upright position.

The reason that the ship has such a high centre of gravity is not due to the guns. This is relatively low weight and should be bearable in a ship this size. The problem is in the hull construction itself.

The part of the hull above the waterline is too high and too heavily built in relation to the amount of hull in the water. The headroom in the decks is higher than necessary for crewmen who were, on average, only 1. In addition, the deck beams and their supporting timbers are over-dimensioned and too closely spaced for the loads they carry, so they contribute too much weight to the already tall and heavy upper works.

The use of different measuring systems on either side of the vessel caused its mass to be distributed asymmetrically, heavier to port. During construction both Swedish feet and Amsterdam feet were in use by different teams. Archaeologists have found four rulers used by the workmen who built the ship.

Two were calibrated in Swedish feet, which had 12 inches, while the other two measured Amsterdam feet, which had 11 inches. Although the mathematical tools for calculating or predicting stability were still more than a century in the future, and 17th-century scientific ideas about how ships behaved in water were deeply flawed, the people associated with building and sailing ships for the Swedish navy were very much aware of the forces at work and their relationships to each other.

In the last part of the inquest held after the sinking, a group of master shipwrights and senior naval officers were asked for their opinions about why the ship sank. Their discussion and conclusions show very clearly that they knew what had happened, and their verdict was summed up very clearly by one of the captains, who said that the ship did not have enough "belly" to carry the heavy upperworks. Common practice of the time dictated that heavy guns were to be placed on the lower gun deck to decrease the weight on the upper gun deck and improve stability.

The armament plans were changed many times during the build to either pounders on the lower deck along with lighter pounders on the upper deck or pounders on both decks.

The gun ports on the upper deck were the correct size for pounders, but in the end the ship was finished with the heavy pounders on both decks, and this may have contributed to poor stability. Vasa might not have sunk on 10 August , if the ship had been sailed with the gunports closed. Ships with multiple tiers of gunports normally had to sail with the lowest tier closed, since the pressure of wind in the sails would usually push the hull over until the lower gunport sills were under water.

For this reason, the gunport lids are made with a double lip which is designed to seal well enough to keep out most of the water. If he had done it before he sailed, Vasa might not have sunk on that day.

Although Vasa was in surprisingly good condition after years at the bottom of the sea, it would have quickly deteriorated if the hull had been simply allowed to dry.

The large bulk of Vasa , over cubic metres 21, cu ft of oak timber, constituted an unprecedented conservation problem. After some debate on how to best preserve the ship, conservation was carried out by impregnation with polyethylene glycol PEG , a method that has since become the standard treatment for large, waterlogged wooden objects, such as the 16th-century English ship Mary Rose.

Vasa was sprayed with PEG for 17 years, followed by a long period of slow drying, which is not yet entirely complete. The highly toxic and hostile environment meant that even the toughest microorganisms that break down wood had difficulty surviving.

This, along with the fact that Vasa had been newly built and was undamaged when it sank, contributed to her conservation. Unfortunately, the properties of the water also had a negative effect. Chemicals present in the water around Vasa had penetrated the wood, and the timber was full of the corrosion products from the bolts and other iron objects which had disappeared.

Once the ship was exposed to the air, reactions began inside the timber that produced acidic compounds. In the late s, spots of white and yellow residue were noticed on Vasa and some of the associated artefacts.

These turned out to be sulfate -containing salts that had formed on the surface of the wood when sulfides reacted with atmospheric oxygen. The salts on the surface of Vasa and objects found in and around it are not a threat themselves even if the discolouring may be distracting , but if they are from inside the wood, they may expand and crack the timber from inside.

As of , the amount of sulfuric acid in Vasa' s hull was estimated to be more than 2 tonnes, and more is continually being created. Enough sulfides are present in the ship to produce another 5, kilograms 11, lb of acid at a rate of about kilograms lb per year; this might eventually destroy the ship almost entirely. Experiments done by Japanese researchers show that treating wood with PEG in an acidic environment can generate formic acid and eventually liquify the wood.

Vasa was exposed to acidic water for more than three centuries, and therefore has a relatively low pH. Samples taken from the ship indicate that formic acid is present, and that it could be one of the multiple causes of a suddenly accelerated rate of decomposition. The museum is constantly monitoring the ship for damage caused by decay or warping of the wood.

Ongoing research seeks the best way to preserve the ship for future generations and to analyze the existing material as closely as possible. A current problem is that the old oak of which the ship is built has lost a substantial amount of its original strength and the cradle that supports the ship does not match up very well with the distribution of weight and stress in the hull.

If nothing is done, the ship will most likely capsize again", states Magnus Olofson from the Vasa Museum. An effort to secure Vasa for the future is under way, in cooperation with the Royal Institute of Technology and other institutions around the globe.

To slow the destruction by acidic compounds, different methods have been tried. Small objects have been sealed in plastic containers filled with an inert atmosphere of nitrogen gas, for halting further reactions between sulfides and oxygen. The ship itself has been treated with cloth saturated in a basic liquid to neutralise the low pH, but this is only a temporary solution as acid is continuously produced.

The original bolts rusted away after the ship sank but were replaced with modern ones that were galvanised and covered with epoxy resin. Despite this, the newer bolts also started to rust and were releasing iron into the wood, which accelerated the deterioration.

Vasa has become a popular and widely recognised symbol for a historical narrative about the Swedish stormaktstiden "the Great Power-period" in the 17th century, and about the early development of a European nation state. Within the disciplines of history and maritime archaeology the wrecks of large warships from the 16th, 17th and 18th centuries have received particularly widespread attention as perceived symbols of a past greatness of the state of Sweden.

Among these wrecks, Vasa is the single best known example, and has also become recognised internationally, not least through a deliberate use of the ship as a symbol for marketing Sweden abroad.

The name Vasa has in Sweden become synonymous with sunken vessels that are considered to be of great historical importance, and these are usually described, explained and valued in relation to Vasa itself. He associates the "syndrome" to a nationalist aspect of the history of ideas and traditional perceptions about hero-kings and glory through war.

The focus of this historical theory lies on the "great periods" in "our [Swedish] history" and shares many similarities with the nationalist views of the Viking era in the Nordic countries and the praising of Greek and Roman Antiquity in the Western world in general.

Vasa's unique status has drawn considerable attention and captured the imagination of more than two generations of scholars, tourists, model builders, and authors. Though historically unfounded, the popular perception of the building of the ship as a botched and disorganised affair dubbed "the Vasa -syndrome " has been used by many authors of management literature as an educational example of how not to organise a successful business.

The Vasa Museum has co-sponsored two versions of a documentary about the history and recovery of the ship, both by documentary filmmaker Anders Wahlgren. The second version is currently shown in the museum and has been released on VHS and DVD with narration in 16 languages. In late , a third Vasa -film premiered on Swedish television, with a longer running time and a considerably larger budget with over 7.

Several mass-produced model kits and countless custom-built models of the ship have been made. In , a tonne pastiche reproduction of the ship was built in Tokyo to serve as a passenger sightseeing ship. Vasa has inspired many works of art, including a gilded Disney-themed parody of the pilaster sculptures on the ship's quarter galleries. Commercially produced replicas�such as drinking glasses, plates, spoons, and even a backgammon game�have been made from many of the objects belonging to the crew or officers found on the ship.

From Wikipedia, the free encyclopedia. Early 17th century Swedish warship which foundered on her maiden voyage, later salvaged and displayed in Stockholm. Vasa has since become the most widely recognised name of the ship, largely because the Vasa Museum chose this form of the name as its 'official' orthography in the late s.

This spelling was adopted because it is the form preferred by modern Swedish language authorities, and conforms to the spelling reforms instituted in Sweden in the early 20th century. Shipwreck: A History of Disasters at Sea. ISBN Archived from the original on 13 July Retrieved 8 December Retrieved 19 February Public Radio International. Aired 5 October Retrieved 4 March Ny Teknik on 19 July Retrieved 18 December archived 22 June at the Wayback Machine.

ISBN X. Statens maritima museer. Retrieved 3 March Archived 10 April at the Wayback Machine. Ships that were lost on their maiden voyage. Pinckney Henderson Kherzon Matt W. Treutlen 1 Union Star 2 Ranga Reijin Mohawk Largest wooden ships. Doty Iosco George Spencer Continental. Surviving ships launched before Snyder Jr. Commons WikiProject.

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Nautilus Productions. Namespaces Article Talk. Views Read Edit View history. Help Learn to edit Community portal Recent changes Upload file. Download as PDF Printable version. Wikimedia Commons. Vasa's port bow. Sank in , salvaged in , currently a museum ship. Sparred length: 69 m ft Between perpendiculars

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