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lCLES - - - - - 1 JAPAN : Ebara - - - - 106
CK: BHC - - - - 106 Report on ACV development - - - - 2 Jetstream - - - 107
National Engineering Lab. - 108 ERS - - - 5 Sational Physical Lab. 108 AUSTRALIA : Hovergem- - 7 Spencer (Melksham) - 110 CSFADA : Hovergenl- - 9 USA : Aero-Go - - 111 FRANCE : Bertln - - 10 Airfloat - - 111 Beaudeyum - 10 Behlen - - 113 Sedam - - 10 Clark - - 114 ISRAEL : Israel Amerlcan 16 Jetstream - 116 JAPAN : Hltachl - - 17 Jetveyors - - 117 Mltsubishl- - 17 Skimmers Inc. - 117 Mitsul - - 20 POLAND : Inst. Agrlc. Mech. 22 - 119
: - 22 TRISIDAD Coelacanth Gemco CASADA : De Havilland - 120
- - 24 UK: Airbearings Water Spyder - 122 Air Vehicle Development 25 Blohm & Voss 123 Barwren - - 25 Schlichtingwerft 125 British Hovercraft Corp 26 ITALY: Advance Marine 125 Cross & Jackson - 39 Rodriquez - 125
- - 39 Cushioncraft Seaflight - 129 Daily Express - - 40 Hitachi - - 131 Denny - - - 41 IHI - - 133
- - - 42 Harding Nitsubishi - 134 Hover Air - - 43 SORWAY: Westermoen - 136 Hovercraft Development 44 POLAND : Gdansk - - 137 Xational Physical Lab. 44 SWITZERLAXD : Supramar - 141 Hoverknights - - 47 UK: Airavia - - 152 Hovermarine - - 48 Anglian - - 162 Hoversports - - 54 New Hydrofin - 153
- 54 Vosper Thornycroft Southern - - 154 Aeroglide - - 58 USA : Atlantic - - 156 Aero-Go - - - 58 Boeiilg - - 157 Aerojet - - - 58 FMC - - 161 Aeromar - - 60 General Dynamics 164 Air Kinetics - - 62 Grun~man - 165 American -4erocar - 62 Honold - - 169 Bartlett - - - 63 International Hydrolines - 169 Beardsley - - 64 Lockheed --- 170 - - - Bell 64 Maryland - - - - 171 Bertelsen - - 71 Xigg - - - - 173 - - 72 Cushionflight Satra - - - - 173
- - - Dobson 7 3 Wynne-Gill - - - 174 Eglen-Cull - - 74 USSR : Sormovo - - - - 176 General Dynamics - 76 ---- 185 Gunderson - - 78 HYDROFOIL OPERATORS Research Affiliates - 79 Skimnlers Inc - - 80 Report on Hydrofoil Development - 189 US Army - - 80 JSESPO - - - 8 I ACV AND HYDROFOlL POWER PLANT SECTION 193 USSR : Sormovo - - - 82 FRANCE : Turbom6ca - - - 194 GERMANY : Mercedes Benz - - 196 85 ITALY : CRM - - - - 198
UK: Davey Paxman - - 198 AIR CUSHION ASSBSTED LOAD CARRIERS 91 Rolls-Royce - - - 199 - - UK: BHC 92 TTSA : AiResearch - - - 202 Cummms --- 202 TRACKED AlR CUSHION VEHICLES - - 95 General Electric - - 203
FRANCE : Aerotrain - - - 96 Pratt & Whitney - - 205
Urba - - - 99 Solar - - - - 206 - 101 UK: Tracked Hovercraft USSR : Ivchenko - - - - 207 USA: Aeroglide - - - 102 General Electric - 102 SPECIAL SURVEYS American Surface Effect Ship Activities, by E
AIR CUSHION APPLICATO S, COMVEYORS AM Liberatore ------209
-4USTRALIA: FederatedEngineers- - - 104 Safety, Reliability and Maintainability of Supramar - FRANCE : Bertin - - - - - 104 Hydrofoil Boats, by Baron Hanns von Schertel 213 Ets. Neu - - - - - 105 ROFOlL BERMS - - 219 GERMANY : Stbhr - - - - - 106 Neu - - - - - 106 225
has two fundamental objectives: (a) to estab- Af'tcr coinrnissioning as HXCS Bras #Or THE DE HAYILLAND AIR GRAFT G OM- lish in practice the feasibility of an ocean- in Quebec City, an RCN crew will operate PANK OF GANADA, LlMlTED going hydrofoil of the proposed size and the ship during contractor's acceptance trials. HEAD OFFICE BED wi0~hs: characteristics (b) to evaluate the prototype Rough waxer and operational trials will then Downsview, Ontano, Canada as an ASW system. be conducted by the Hydrofoil Evaluation TELEPHOKE: It is intended that the prototype shall be team at Halifax, N.S. 633-7310 Area Code 416 capable of being developed into a warship. FOILS : The foil system is a canard configura- TELEGRAMS: For operational evaluation the fighting equip- tion of the surfa,ce piercing type and non- Moth Toronto ment is likely to include variable depth sonar retractable. Th.: steeraLle foi! is supercavitat- DIRECTORS: for submarine detection, homing torpedoes ing and designed fer good response in a A. S. Kennedy, Chairman for armament and the ni.cessa.ry facilities for seaway. The subcavitating nmin f~ilcarries Sir Harry Broadhurst navigation, commuilication, radar, command $0 % of the static wuight and is ;i combination W. B. Boggs, President a,nd control. Tactical use of the FHE-400 of surface-piercing and submerged foils. The P. C. Garrett is based upon variable depth sonar as the centre high speed foii section is protected from F. A. Stanley, Vice-president Fiimnce and prime means of submarine detection. ventilation by t,he struts and the dihedral Secretary Treasurer Launching was planned for mid-1966 and foils have full-chord fences to inhibit ventila- D. B. Annan, Vice-president, Operations completion by mid-I970 after contractor's tion. Anhedral foils provide reserve lift at ,4. J. Xachtosh QC, Legal Counsel sea trials, weapon systems installation and take-off and their tips provide roll restoring SENIOREXECCTLVES : systems evaluation. forces at foilborne speeds. W. B. Boggs, President, Chief Executive Officer P. Y. Davond, Vice-president, Marketing VIT. T. Heaslip; Vice-president, Engineering F. H. Buller, Engineering Chief Designer
In 1947-49, a 45 ft craft powered by a 1,200 hp Rolls-Royce Merlin was designed by Phillip Rhodes for Cdr D. 1VI. Hodgson RCSR of Montreal for an attempt on the existing water-speed record. At about this time, the Canadian Defense Research Board became interested in the potential operational employment of hydrofoils and Cdr. Hodgson's craft; named the R-100 Xassawippi (after Lake Massawippi, Quebec, the site of its construction and initial tests) was built under the Board's direction. Success of the Massaw-ippi, which displaced 7.5 tons and could reach 55 knots, led to an extensive experimental programme involving Massa- wippi and two subsequent craft, the Bras d'Or and RX. The Bras d'Or, designed and built by Saunders Roe for the Defense FHE prototype on slipway Research Board, was delivered in 1957. The RX is a fully instrumented test bed for testing a wide range of new foil designs. De Havilland have used the craft extensively during their design development programme for the FHE-400. The extensive test experience, t,ogether with that gained from the US programmes, led the Naval Research Establishment to prepare proposals for a 200-ton ASW hydrofoil capable of all-weather operation in the Nort,h Atlantic. At a tripartite conference in January 1960, a group of specialists from the CL'S and Britain reviewed these proposals and concluded that the extension of NRE's work to a prototype craft was desirable. This led to the design and construction of the FHE (fast hydrofoil escort) 400 by De Havilland Aircraft of Canada as design agent for the Canadian Government. F H E-400 In early 1961 the Canadian Department of Defence contracted De HavilIand Aircraft of Canada Ltd for a feasibility and engineering study, based on the NRE ASW hydrofoil I ---- report, which could lead 50 detailed design I i WL at 25 knots and construction of a full-scale craft. The company's recommendations were approved in April 1963. The FEE-400 programme De Havilland FWE-400 ocean going ASW warship 621 ANUFAGTURERS Canada: DE HAVILLAND The struts are a compromise to provide pods at either end of the main foil's fully EMERGENCY POWER: The emergency the optimum fin effect in yaw in conjunction submerged centre section. power unit is an AiResearch GTCP-85-291 with the steerable bow foil. The foils are The FT4A-2, a marine version of the shaft- shaft-coupled turbine rated at 190 hp constructed in maraging steel. turbine engine developed from the JT4 and continuous. In the event of the auxiliary HULL : Hull and superstructure are fabricat- 5 gas turbine, is enclosed by a protective gas turbine becoming unserviceable or being ed from ALCSN D54S, and extensive use is cowling aft of the bridge. in use for the displacement propulsion, this made of large extrusions with integral Shaft power is transmitted to the inboard turbine will power the ship's system. Alter- stringers for the plating. gearbox directly aft of the engine exhaust natively bleed air may be drawn from the Strain gauges are attached to critical points elbow and is then transmitted via dual compressor for main turbine starting. in the hull and foil system so that predicted shafts through each of the two inner struts ARMAMENT : The FHE 400 will be equipped stress levels can be monitored and recorded to the outboard gearboxes in the streamlined with a specially designed detection, data on oscillograph charts or magnetic tape for pods at the intersection of the struts and foils. processing and weapon delivery system. analysis ashore. The dual shafts are combined at the outboard Primary sensor will be a towed sonar and the A crew of twenty will be carried, comprising gearboxes into a single drive, taken through armament consists of lightweight homing eight officers and twelve men. In order to an over-running clutch to each of the two torpedoes. Canadian Westinghouse Co is the maintain crew alertness at all times, comfort- fixed-pitch supercavitating propellers. main contractor to the RCN for the weapons able crew quarters and good messing facilities A governor prevents overspeed if the system which will be installed on the comple- were considered essential features. Both propellers leave the water in rough seas. tion of sea trials. The sonar towed body is were intensively studied by the Institute of A Paxman Ventura IBYJCM diesel-engine being built by Canadian Westinghouse to a Aviation Medicine. The study included the is sited in the engine room, on the ship's design developed as part of the Naval testing of crew bunks on a motion simulator centreline. Power is transmitted to the Research Establishment's long term high at NCR Ottawa, and the use of a simulator variable pitch hullborne propellers through a speed towed sonar programme. Handling to assess crew efficiency under foilborne dual output gearbox and thence through gear is a compact, lightweight mechanism conditions. shafts to gearboxes located in the pods. developed by Fleet Xanufacturing. POWER PLANT: Continuous search for a CONTROLS: Diesel power, propeller pitch, DI>IENSIONS. EXTERTAL: useful period demands economical operation main gas turbine speed and individual Length overall, hull in any sea state at displacement speeds and displacement propeller pitch are all normally f51 ft 0 in (45.9 m) Length waterline, hull 147 ft 0 in (44 m) the ability to attack at high speeds. For controlled by lever from the bridge. Dual Hull beam this reason there are two propulsion systems wheels are provided to steer the bow foil. 21 ft 6 in (6.5 m) Beam across foils -the foilborne "free" marinized gas-turbine, An engineer's console is located in the 66 ft 0 in (20 m) Draft afloat a 22,000 shp Pratt Ss Whitney FT4A-2, and a operation room and starting and stopping of 23 ft 6 in (7.16 m) Freeboard 11 ft 0 in (3.3 m) 2,000 bhp Davey-Paxman 16YJCM diesel all engines is undertaken from this position. engine for hullborne power. The maximum Engine and propeller pitch controls duplicat- WEIGHTS : foilborne speed is expected to be about 60 ing those on the bridge are provided on the Gross tonnage (normal) 212 tons knots and the hullborne speed about 14 console. Light displacement 165 long tons knots. The KWM controllable-pitch dis- SYSTEMS Xax take-off displacement 235 long tons placement propellers of 7 ft (21.33 m) AUXILIARY POWER: -4n auxdiary gas Useful Ioad (fuel, crew and military load) diameter are novel, since they will be feather- turbine, A tTnited Aircraft of Canada ST6A- over 70 tons ed when the craft is foilborne so as to 53 rated at 390 hp continuous at 2,100 rpm PERFORMAXCE : minimize the appendage drag penalty. Slow is used to power electric generators, hydraulic Cruising speed, foilborne speed manoeuvring will be effected by a pumps and a slat-water pump. It can also 50 knots rough water 60 knots calm water control of individual propeller pitch settings. be used to increase the avalIabIe displacement Cruise speed, hullborne over 12 knots Thrust is provided by twin 4 ft (1.22 m) propulsion power and for emergency propul- Sea state capability diameter supercavitating propellers fitted in sion power at reduced speed. Sea State 5 significant wave height 10 ft
Cutaway of the De Havilland FHE-400 ATER SPYDER:
HEADOmrc~ AND %To~xs: 157 Richard Clark Drive, Do-msview-; Ontario
DIRECTORS: J. F. Lstiburek, President G. A. Leask, Secretary,!Treasurer A. Lstiburek, Vice President SENIOREXECUTIVES : L. Civiera, Sales Manager J. F. Lstiburek, Designer Water Spyder Marine Ltd is a wholly- owned Canadian company operating under charter issued by the Government of the Province of Ontario. It produces two fibreglaw-hulled sports hydrofoils, a two-seat sports mode! and a six-seat family model. Both are available either ready-built or in kit Water Spyder 2-B, a two seat, fibreglass-huiled hydrofoil pieasure craft powered by a 20-30 hp Eong- form. Canadian Department of Transport shaft outboard motor. The retractable W main foil system carries 98% of the total load plates were issued in 1966 for both inodefs.
ATER SPYDER 2- The Water Spyder 2-B is a two-seat sports hydrofoil po~orodby a long-shaft outboard of 20-3.5 hp. FOILS: The foil system comprises a split W-type surface piorting main fod ~npportmg 98 % of the load and an adjustable outrigged trim tab whtch supports the remaining 2%. The foils and the trim tab nsqrmbly are retracted manually for docking and beaching. The main foils are of poli--hod65ST a!uminium and the trim tab is of steel. HULL: This is a two-plece (deek and hull) moulded fihrcglnq.; cnnqtrucf inn and kcnrpor- ates buoyancy cbambors. Standard fittings mciude a curved Porspcx wmdshicld and roguhtinn running hghts, fore and aft. ACCOMMODATION: The craft seats two in comfortably upholstered seats. Folk and the trim tab assembly are adjustable from inside the cockpit. POWER PLANT: Any suitable outboar& engine of 20-35 hp (Mercury 200L or 3.50L or Evinrude) with long-shaft extension. Total Water Spyder 6-A fuel capacity is 5 gallons. COKTROLS : Controls include steering wheel with adjustable friction damper, single-lever throttle and gearshift control, and trlm tab control. DIMENSIONS : Length overall, hull 12 ft 0 in (3.6 m) Beam overall, foils reiracted 5ft $in (44m) Beam overall, foils extended 'i ft 4 in (2.2 m) WEIGHTS : Weight empty 220 Ib (99.7 kg) PERFORMANCE : %faxspeed up Lo 40 mph (64 km/n) Max permissible wave height in foilborne mode 1 ft 6 in Turning radius at crrrising speed 10 ft (3 mj app Number of seconds and distance to take-off (theor app) 4-6 see, 15 ft (4.5 m) Number of seconds and distance to stop craft (theor app) 4-6 see, 15 ft (4.5 m) Cost of standard craft and 'berms of pay- ment: US$S'iO. Terms: Cash. Delivery: 3 weeks from date of order, fob Toronto. Water Spyder 2-B DIMENSIONS : An aildiged varamli of tkie Water Spyder 2, Length ovardl, hull 19 ft 0 in (5.79 n?) Max &peed 35.40 mph (56-64 km/h) Xodel 6-A ks a six-seat family pladsuie Beam overall, foils retracted Cruishg speed 32 mph (53 kq'h liydrofoil boat, with a two-piece moulded 8 R 3 in (2.5 m) Max permissible wave IlalgI~tin foilborne fibreglass hull. The for! sybtem 1s ~dentxcal Beam overall, foils extended mode 2 R 6 in (0-76 m) to that of the earlier craft except that the 13 ft 0 in (3~96ni) Turning radius at cruising speed foils are retracted with the aid of a crank Neight overall, foils retracted 20 ft (6.09 m) and winch. 4 ft 6 ir~(1.37 m) Number of seconds and distance to take-off The seats, located immediately over the Floor area 30 sq St (2.78 m2j (theoretical, app) 4-6 sec, 15 ft (4.57 m) main foil, are arranged in two rows of three Number of seconds and distance to stop abreast, one row facing forward, the other WEIGHTS : craft (theoretical, app) aft. Gross tonnage 1 ton app 4-6 see, 15 ft (4.5'7 m) Power is supplled by a long-shaft outboard Weight empty 980 lb (444 kg) Cost of standard craft and terms of pay- motor of 60-115 hp. Total fuel crlp~i:y IS ment : $US2,200. Terms : cash. Delivery : 15 gallons. Three weeks from date of order f.0.b. Toronto.
Water Spyder 6-A is a six-seat hydrofoil. The main fotl, trim-tab support and engine bid upward so the craft can be floated on and off a trailer
iohm & Voss ECLL: The hull will be almost ournpla~ely BLOMM 8c VOSS AG similar in drsigi~and construction to the budt of &uriiuium and will be of predorn- HEAD OFFICE: AG(EH) experimental hydrofoil designed by itlauLly weUd ounstruetlon. Mosr of -che D 2000 Hamburg 1, Pohifach 920 Grumman. deck, side and bottom plhilgr wll? be rnde TELEPHONE: from integrdly ntilf~~iod,alufuiillu~u extruded 0411-3061 The Septune is a design for a fast, seagoing planks. D~RFCTOR~: pdsstxigrr/car ferry, capable of operatmg AGCOXMODATXON: The wheelhouse. locat- Joseph H. Van Riet In up to Sea State 6. It will have a maxx- et forward. provides a 360' mew. The first Ernst Christian Frh v. Werthern mum take-off displacement of 425 tons and officer and engineer are seated side by-side. Dr. Heinricht V. Prinz Reuss a cruising speed of 60 knors (93 km:h). with a thrrd seat for the captam. fmmedlate- SEXIOREXECUTIVES : The srandard t-leslgrl -21 accommodate 302 ly aft of &hewheelhouse 1s a chart roompadlo Erich Schneider, General Manager passengers on the saloon deck and 33 ears on cabin. Xormally the crew will have ten Albert Schiitt, Shipbuilding Manager the vehicle deck beneath, but all-pdssrligal members. a eaptam, a firm officer. an Egbert Miiller, Engineering Manager layouts wiil be available engineer, an d3brblaut. engmeer. two deck Under partnership arrangement with Foilborne power will be supplied by two hands and four stewards. Grumman Engineering Corporation, Biohm General Electric LM 1500 marine gas turbines Passengers are accommodated in three well & Voss undertook the final development and each rated at 14,200 lip continuous. glazed saloons, a fore compartment seatmg construction of the Grumman Dolphin. FOILS: The foil system is fully submerged 68, a central compartment seating 142 and From .January 1965 the company's engin- and of "aeroplane" configmation, with 90 % an aft compartment seating 92. Passanga~ eers have worked together with Crumman's of the weight supported by the two bow foils and crew compartments are a~r-conditioned. iiesigii staff. The Dolphin prototype was and 10% by the rear foil. The foils are Access to the compartments is through cwo completed in October 1966. The second subcarritating and of medium aspect doors in the forward saloon, port and star- Dolphin was due for completion in the ratio. The stern strut rotates for steering board, or two doors m she aft saloon, port and autumn of 1968 and has been sold to an and all three foil struts retract completely starboard. Separate doors. port and star- operator in the united States. clear of the water. Incidence of the three board, are provided for the crew. Four The company is now planning to build the foils is controlIec1 by an autopilot system. emergency exlts are provided, two porz. twc 325-ton Neptune, a passtrtlgcr;wr ferry Strucs and foils will be built in steel. starboard. 1 24 HYDROFOIL BLOHM & VOSS AG: Germany
A full range of safety equipment is carried, lighting system, master warning and monitor- Max height 7 ft 5 in (2.3 m) including fire extinguishers and approved life ing system and autopilot. Floor area, approx 4,951 sq ft (460 m2) rafts sufficient for the crew and 302 passeng- HYDRAULICS: 210 atu for strut retraction, Volume, approx 37;432 cu ft (1,060 ma) ers. Life jackets for adults and children are foil incidence control and auxiliary power. BAGGAGE HOLDS : " A also provided. APU: 1 emergency gas turbine generator, Racks for hand luggage in passenger cabin; The vehicle deck, designed for up to 37 cars, 30kW. baggage holds in forepeak. has two wide doors at the stern which WEIGHTS : DI&!@%%IONS, EXTERNAL: become access ramps for loading and un- Light displacement 205 tons Length overall, hull 212 ft 8 in (64.85 111) loading. A turntable at the forward end Normal take-off displacement 320 tons Lengt,h waterline, hull 198 ft 7 in (60.9 m) permits the vehicle to be turned round so Max t,ake-off displacement 325 tons Length overall, foils retracted that they can bc driven straight off. Normal deadweight 115 tons 219 ft 8 in (67.0 m) POWER PLANT: Foilborne propulsion is Max deadweight 120 tons Length overall, foils extended supplied by two General Electric LM1500 Normal payload 73 tons 223 ft 0 in (67.97 m) marine gas turbines of 14,000 bhp continuous Max payload 78 tons Hull beam, maximum 41 ft 6 in (12-65 m) rating, connected by Z-drives through the PERFORMANCE : Beam overall, foils retracted main strut,s to two stainless-steel, super- Max speed foilborne 58 knots (106 km/h) 82 ft 9 in (25.2 m) cavitating fixed propellers of 4 ft 4 in (1-3m) Max speed hullborne 20 knots (38 km/h) Beam overall, foils extended diameter at the end of t,he propulsion pods Ifax permissible wave height in foilborne 70 ft 9 in (21.57 m) on the main foils. The air intake is at the mode 14-7-16.4ft (4.5-5 1x1) Draft afloat, foils retracted top of t,he deckhouse. Four integral fuel Cruising speed foilborne 50 knots (93 km/hj 7 ft 8 in (2.33 m) tanks will give a total fuel capacity of 35 Cruising speed, hullborne 18 knots (32 kmjh) Draft afloat, foils extended tons. Oil tank capacity will be 4 tons. Design range at cruising speed 26 ft 1 in (7.95 nl) Hullborne propulsion is supplied by two 325 n.m. app Draft foilborne 6 ft 7 in (2.0 m) MB 835 BB, or equivalent diesels, rated at Turning radius at cruising speed Freeboard 14 ft 1 in (4.3 m) 1,650 hp at 1,500 rpm, driving two waterjet 1,148 ft (350 m) Height overall, approx 62 ft 6 in (19.0 m) pumps with moveable nozzles. Number of seconds and distance to take-off NAVIGATIOX AND COMMUNICATIONS : DIMENSIONS, INTERNAL : 35 sec/1,312 ft (400 m) Radio and radar are standard equipment. Superstructure interior, including wheel- Number of seconds and distance t,o stop SYSTEMS : house, chart room, radio cabin, passenger craft. f 6 see1656 ft (200 m) AIR CONDITIONING: Type not yet cabins, galley, toilets and air conditioning Fuel consumption at max speed determined. compartment : 250.5 gallons per hour ELECTRICAL: Diesel generator 100 kW, Length 167 ft 5 in (51.0 m) Fuel consumption at cruising speed 125kVA at 0.8 P.F. for auxiliary power, Max width 33 ft 0 in (10.0 m) 255 gallons per hour
General arrangement of the Neptune hydrofoil passengericar ferry showing outboard profile, passenger and car decks t 25 HYDROFOIL MANUFACTURERS Germany / Italy: SCHLIGHTINGWERFT/ RODRiQUEZ
Schlichtingwerft Details of the gas-turbine version of the performance in a seaway, and the new- SCHLICHTINGWERFT PT 150, a 300-seat passenger ferry for routes Supramar air stabilisation system was to be HEAD OFFICE: up to 250 nautical miles, were rdaased by fitted at a later stage. Mecklenburger Landstrasse, Lubeck-Trav- Supramar in 1963. To facilitate calls at The two 4,250 bhp Marine Proteus turbines emunde smaller ports, the crossing of shallows, are located aft, and each transmits power docking and slipping, the foils, rudders and through a mechanical right-angle drive MANAGINGDIRECTOR : Alnwick Harmstorf propellers are retractable. transmission to a propeller at the aft end of a A combined surface piercing and submerg- strut-and-pod assembly. For manoeuvring Schlichtingwerft is constructing the proto- ing foil configuration is employed with two in displacement condition there is an inde- type of a 160-ton hydrofoil patrol craft of surface piercing foils forward and two sub- pendent 200 hp gas-turbine with its own Supramar desi,a for the Federal German merged foils aft. Initially the gas turbine propeller. Kavy (Bundesmarine). It is generally simi- powered PT 150 was to be fitted with Designed maximum speed of the craft was lar i11 construction to the proposed gas-turbine hydraulically-operated stability augmenta- given as 48 knots, and the cruising speed powered version of the PT 150. tion flaps on the front foils to give improved 45 knots.
W. J. Kane (Boeing) Mediterranean areas. Local manufacturing ADVANCED MARINE SYSTEMS- Brantz Mayor (Boeing) and marketing support will be given to ALlNAVI S.p.A. Ing. Riccardo Baldini (Finmeccanica) technology from Boeing. At present the HEADOFFICE: Ing. Giorgio Bettini (Finmeccanica) company's major activities are confined to Via Gramsci 24, Rome, Italy Cav. del Lav. C. Rodriquez (Rodriquez) the sale and production of military hydrofoil TELEPHONE: EXECIJTI~E: boats and research into hydrofoil design, and 879 204 Ing. Francesco Cao, Chief Engineer advanced marine propulsion systems. The DIRECTORS: This company was formed in 1964 to develop company is jointly owned by The Boeing Dr. Publio Magini (Boeing), President military and commercial advanced marine Company (60 %), Finmeccanica (30 %) and Airo M. Gonnella (Boeing) systems, primarily in Europe and the Carlo Rodriquez (10%).
Leopoldo Rodriquez Since 1956 the company has built forty-one cabin, engine room and crew cabin. The LEOPOLDO RODRIQUEZ SHIPYARD PT 20s and twenty-three PT 50s. Sales internal space has been divided as follows: HEAD OFFICE: have been made to 21 countries. Under (a) The forward or bow room, subdivided Molo Norimberga 24, Messina construction at the yard at the time of going into two cabins, one for the captain, the TELEPHONE: to press are seven PT 20s, six PT 50s and other for two officers, and including a 44801 (PBX) one PT 150. Apart from building the WC with washstand and a storeroom TELEX: standard range of Supramar designs (see with a refrigerator. 98030 Rodrikez S~ipuniuj,SLL~~LI~UIL~) the company also DIRECTORS: produces a number of variants, including the (b) The stern room, with eight berths for the Cav Del Lavoro Carlo Rodriquez, President PAT 20 fast naval and police patrol craft, NCOs and ratings, a WC with washstand Leopoldo Rodriquez the PT 20159 Caribe and the PT 50/S which and a galley equipped with a gas stove Franco Rodriquez are described below. and an electric refrigerator. SEXIOREXECUTIVES : (c) The deck room, aft of the wheelhouse, Dott. Ing. Leopoldo Roddquez, General PAT 20 with tilting sofa and table for R/T Manager Two PAT 20 fast patrol hydrofoils, Carni- equipment. Capt. Franco Rodriquez, Sales Director guin 72 and Siquijor 73, have been built by Air conditioning is installed in the captain's Dott. Ing. Giovanni Falzea, Yard Director Rodriquez for the Phillipine Navy. The and officer's quarters. Ing. Frederick Leobau, Design Office craft carry one, bow-mounted 12.7 machine POWER PLANT: Power is supplied by a Director gun and have been employed on contraband supercharged 12-cylinder Mercedes-Benz The Leopoldo Rodriquez Shipyard was the patrol and coastguard duties since June 1965. MB820 Db with a max continuous output of first in the world to produce hydrofoils in Their main patrol area is between the island 1,350 hp at 1,500 rpm. Engine output is series, and is now the biggest hydrofoil of Xindanao and the NW coast of Borneo. transferred to a 3-bladed bronze aluminium builder outside the Soviet Union. On the FOILS: Bow and rear foils are of surfacing propeller through a Zahnradfabrik BW 800/S initiative of the company's president, Carlo piercing V configuration and identical to reversible gear. Fuel (total capacity 2,800 Rodriquez, the Aliscafi Shipping Company those of the standard PT 20. About 59% kg) is carried in ten cylindrical aluminium was established in Sicily to operate the world's of the total weight is borne by the bow foil tanks located in the double bottom beneath first scheduled seagoing hydrofoil service in and 41 % by the rear foil. The foils are of the bow room and the stern room. Dynamic August 1956 between Sicily and the Italian hollow- ribbed construction and made from and reserve oil tanks in the engine room give mainland. medium Asera steel. a total oil capacity of 120 kg. An auxiliary The service was operated by the first Total foil area is 112 sq ft (10.4 m2). The engine can be fitted in the stern for emergency Rodriquez-built Supramar PT 20, Freccia angle of incidence of the forward foil can be operation. del Sole. Cutting down the port-to-port varied during flight by means of a hydrauiic ARMAMENT AND SEARCH EQUIP- time from Messina to Reggio di Calabria to ram acting on the foil strut supporting tube. MENT: Single 12.7 machine-gun mounted one-quarter of that of conventional ferry HULL: The hull is of riveted light alloy above well position in bow, and two boats, and completing 22 daily crossings, the construction with Peraluman (aluminium searchlights. craft soon proved the commercial viability and magnesium alloy) piates and Anti- SYSTEMS : of Supramar designs. With a seating cap- corrodal (aluminium, magnesium and silicon ELECTRICAL: 220v; 10 kW, diesel generat- acity of 75 passengers the PT 20 has carried alloy) profiles. or with batteries. Supplies instruments, radio between 800-900 passengers a day and has ACCOMMODATIOS: The crew comprises a and radar and external and internal lights, conveyed a record number of some 31,000 in captain, two officers and eight NCO's and navigation lights and searchlights. a single month. ratings. The pilot's position is on the left of The prototype PT 20, a 27-ton craft for 75 the wheelhouse, with the principal instru- HYDRAULICS: 120 kpjcn12 pressure hy- passengers, was built by Rodriquez in 1955 mentation; and the radar operator sits on draulic system for steering and varying and the first PT 50, a 63-ton craft for 140 the right with the auxiliary instrumentation. forward foil incidence angle. pa'ssengers, was completed by the yard in The pilot is provided with an intercom APU: Onan engine for air conditioning when 1958. system connecting him with the officer's requested. DYIn,fEh'SlO;liS : Length overall, hull 68 ft 6 m 120 89 m) Hull beam 15 ft 8%m (4.79 ma Beam overall 24 ft 4 in (7.4 m) Draft afloat 9 ft 1 m (2.76 m) Draft follborne 4 ft 0 in (1.20 m) Hezght overall : hullborne 21 ft 0 in (6.44 m) fmlbnrne 26 ft 3 ia (8.00 m) m-EIGEETS : Wet tnnnage 28 ton.; Light d~spiacprnent 26 tons Max take-off displacement 32.5 tons Useful load 7.6 tons Max ns~f111load 8.1 tons PERFORNANCE : ;Max speed foilborne 38 knots Max speed hallborne 13 knots Cruxsing speed foilborne 34 knots Cruasmg speed hullborne 12 knots Xax perrni.;sjhle sea state foilborne mode Force 4 Desi-ged range at cruising speed 540 mdes (869 km) Kuaaaber of seconds and riiqtanre to take-off 20 sees, 328 ft (100 m) Number of seconds and distance to mop craft 12 secs, 164 ft (50 m) Fuel consmption at rrni-iing speed 148 kglh Fuel consumption at max speed 180 kgih Pt 20159 GARlBE This version of the PT 20 was designed Mixed passenger cargo version of the Caribe with a cargo deck-in originally for services in tropical waters. place of the main passenger cabin The bridge and engine room have been change of the foil structure. The foils are of POWER PLAXT: The engine is a super- arranged in the foreship to give maximum hollow-ribbed construction and fabricated charged Mercedes-Benz MB 820 Db, with a forward vision in areas where there is an from medium Asera type steel. The inei- maximum continuous output of X,100 hp at influx of driftwood. Tropical conditions dence angle of the forward foil can be 1;500 rpm. Engine output is transferred to have also been taken into consideration in adjusted hydraulically during operation to a 3-bladed, 27.5 in (700 mm) diameter bronze the design and installation of the powerplant. counter the effect of large variations in propeller through a Zahnradfahrik FOILS: Bow and rear foils are of standard passenger loads. BW 800 H reversible gearbox. Xcherteli-Sarhsmhnrgg surface-piercing Vee HULL: The hull is of riveted light metal ACCONMODATION: Fifty-one passengers configuration, with about 66 % of the weight alloy and framed on a combination of can be accommodated in the main cabin and supported by the bowfoil and 34% by the longitudinal and transverse formers. Water- fifteen in the small forward cabin. Access rear foil. Submerged foil area when foil- tight compar~mentsare provlded in the bow to the forward and main compartment rs borne is 67 sq ft (6.2 m2). Each foil, together and szern and beneath the pn-iscngor decks through either of two doors, located port and with its struts and horizontal girder forms a Some are filled with foam plastic which makes starboard. to the rear of the wheelhouse rigid framework which facilitate.; the ex- these boats practically nnqrnivihfi.. superstructure Steps from she forward I 27 ANUFACTURERS Italy: RQDRIQUEZ
The Rodriquez Caribe, a special class of the PT 20 designed for commercia! service in tropical conditions. Fifteen passengers are accommodated in the forward cabin above the engine room and fifty-three in the main cabin. Powered by an MB 820Db diesel rated at 1,350 h$ continuous, the craft cruises at 34 knots compartment lead down to the main cabin. At the aft end of the main cabin is a WC arid A an emergency exit. A mixed passengerjcargo version is avail- able, with seats for 19 in a cabin immediately aft of the wheelhouse and a cargo deck in place of the main passenger cabin. SYSTEMS : ELECTRICAL: Single phase generator 220 volts, 7.1 kW, 50 cjs and batteries. Supplies instruments, radio, radar and internal and exterior lights. HUDRACLICS: 120 kpjcmz pressure hy- draulic system for rudder and varying iucidcnce angle of bow foil. APT=: Onan eligi~iafor a,ir conditioning, when specified. COMMUNICATIONS AKR ATAVIGATION : Radio: TTKF radio-telephone, to eustomer's requirements. lnboard profile and pIan of the Rodriquez Pi20 Caribe Radar: Decca, Raytheon, etc.; to customer's requirements. Fuel consumption at max speed ACCOMMODATION: The PT 50/S carries a DIXENSIONS : 396 lbjh (180 kgjh) crew of 6 and 125 passengers. The main Length overall; hull 64 ft 0 in (19.5 m) Fuel eonsumption at cruising speed compartment, aft, seats 65, the forward Hull beam 16 ft 7 in (5.06 m) 320 lbjh (145 kglh) compartment seats 46, and the belvedere Width over foils 24 ft 2 in (7.38 rn) PT 50/S saloon, located above the engine, seats 14. Draft afloat, 9 ft 1 in (2.77 m) The PT 501s differs from the standard Either a dry ice or electric refrigerator of Draft foilborne 3 ft 10 in (1.16 m) PT 50 in having the bridge arranged in the about 150 litre capacity can be fitted in the Height overall, hullborne 20 fi 4 in (6.18 mj foreship. Immediately aft of the wheelhouse bar, together vith a stainless steel wash basin Height overall, foilborne 27 ft I1 in (8.5 m) is a belvedere (viewing) saloon with seats for served with running water. Both the for- WEIGHTS : X4 and a bar. Companies operating this ward and aft saloons have a WCjwashbasin Net tonnage 43.31 tons particular variant include the Port Jackson unit. Access to the passenger saloons is Light displacement 25.8 tons and Ma,nley St,eamship Co of Sydney, through either of two doors on thc main Formal take-off displacement 33 tons Australia, and the Hong Kong-Macao deck, port and starboard. Separate doors, Max take-off displacement 33.5 tons Hydrofoil Co. on either side of the wheelhouse, are provided Zseful load (fuel, water, passengers, bag- FOILS: Bow and rear foils are of surface- for the pilot and crew. gage and crew) 7.2 tons piercing vee configuration identical to those POWER PLANT: Power is supplied by two Max useful load 7.7 tons of the standard design. About 60% of the 12-cylinder supercharged MB 820 Dbs, with PERFORMAWCE (with normal payload) : total weight is borne by the bow foil and 40 % a maximum output of 1,350 hp at 1,500 rpm. Max speed, foilborne 34.5 knots by the rear foil. Hydraulically-operated Reverse and reduction gears are manufactur- Max speed, hullborne 12 knots flaps are fitted at the trailing edge of the ed by Zahnradfabrik. The reverse clutches Cruising speed, foilborne 31 knots bow foil to balance out longitudinal load are solenoid operated from the bridge. Cruising speed, hullborne I1 knots shifting, assist take-off and adjust the flying SYSTEMS : Max permissable sea state in foilborne mode height. AIR CONDITIONING : Genefrigor Genoa, State 5 HULL: This is of riveted light alloy construc- where requested. Designed range at cruising speed tion and framed. on a combination of longi- ELECTRICAL: Air cooled MWN type 250 n miles SKD412E or similar diesel driving a single 1 28 HYDROFOIL MANUFACTURE RODRIQUEZ: Italy phase generator of 220 volts, with batteries. Height overall, hullborne 29 R 7 in (9 m) Max speed hullborne 18 knots Supplies instruments, radio and radar and Height overall, foilborne 36 ft 2 in jll mj Cruising speed foilborne 34 knots external rznd internal lights. 'irlTEIGHTS: Max permissible sea state in foilborne mode HYDRAULICS : System to operate. rudder Net tonnage 82 tons State 6 and Aaps on bow foil, 120 kpjcm?. Light displacement (with fuel, oil and Designed range at cruising speed DIMENSIONS : water) 51.5 tons 250 n. miles Length overall, hull 95 ft 2 in (29 m) Max take-off displacement 64.5 tons Number of seconds and distance to take-off Leneh waterline, hull 80 ft 1 in (24.8 in) Useful load (fuel, water, passengers, bag- (theor app) 25 secs, 164 yd (150 m) Hull beam 20 ft 1 in (6.1 m) gage and crew) 13.5 tons Number of seconds and distance to stop Width over foils 33 ft 6 in (10.2 m) Max useful load 14 tons craft 18 sees, 88 yd (80 m) Draft afloat I1 ft 6 in (3.5 m) PERFORMANCE (with normal payload) : Fuel consumption at max speed 360 kgjh Draft foilborne 4 ft 11 in (1.5 m) Max speed foilborne 37 knots Fuel consumption at cruising speed 330 kg/h
Flying Flamingo, a Rodriquez-built 125-seat PT 50/S, operated by the Hong Kong Macao Hydrofoil Company. Cruising speed is 34 knots. 1 29 HYDRQFQlL MANUFACTURERS Italy: SEAFLIGHT Seaflight
HEAD OFFICE: Via delia Xuniziouc 3, Messina TELEPHONE: 46100 TECHKICALOFFICE : Villaggio Torre Faro, Messine TELEPHONE: 50200 The Seaflight series of hydrofoils use a foil system introduced by Guiseppe Guiffrida; who joined this company in 1961. The foil automatically assumes the best angle of incidence in relation to the flow- of water. In this way it always produced the same amount of !if%, whether the speed varies, or the foils' submerged surface varies in a wave crest or cavity. Seaflight is backed by a group of Messina industrialists. Construction of the Seaflight yard on the beach at Torre Faro began in November 1962, and the prototype Seaflight was Iaunched in January 1964. The yard has capacity for the production of fifteen hydrofoils a year. SEAFLIGHT P.46 Designed for off-shore and inter-island passenger ferry services, the Seaflight P.46 seats 32 in its roomy passenger saloon and cruises at 32-35 knots (60-65 kmlh). FOILS: The craft incorporates a foil system in which the foil automatically assumes the best angle of incidence in relation to the wave condition. A lever attached to the hydrofoil bearing assembly is connected by springs to the hull, so thst a reaction force rotates the lever and bearing assembly, together with the foil, in a direction opposite to that in which it would tend to be rotated by lift forces exerted on Seaflight P46 showing the rear foil assembly and the split bow foil which combines a horizontal the foil. The spring reaction force may be submerged centre section with inclined surface piercing areas manually adjusted.
Seaflight P46 {two Cummins Vi8N-338-M) is available as a 30-32 seat passenger ferry, luxury yacht or fast coasral parrol boar. A mechanically operated system of incidence control is fitted to rhe bow foil 1 XI L MANUFACTU SEAFLIGHT: Italy
The bow foil is of the split-type and combin- PERFORMANCE : ferry hyclrofoil in the Seaflight series, is under es a horizontal, submerged centre section, Cruising speed 32-35 knots (60-65 km/h) construction at the company's yard at Torre with inclined, surface-piercing areas. The Max speed 39 knots (72 kmjh) Faro, Messina. Powered by two 1,350 hp configuration is stated by the company to Range 270 nautica,l miles (500 km) CRM 18jDS diesels, it will accommodate offer a good compromise between the fully SEAFLIGHT L.90 100-120 pnsengcrs, and have a cruising submerged foil, with its horizontal lift The prototype of the L.90, latest pn-cngcr speed of 35 knots. surfaces, and the surface piercing foil with its oblique surfaces. The Seaflight's horizontal foil surfaces produce about two-thirds of the lift required. POWER PLANT: Power is provided by two Cummins VTSN-370-M marinised, turbo- charged VS engines, each developing 370 hp. HULL: The hull is riveted, lighs alloy construction and the foils are of specially strengthened corrosion-resistant steel. DIMENSIONS : Length overall 45 ft 11 in (14.00 m) Breadth over foils 16 ft 5 in (5.00 m) Draught afloat 5 ft 9 in (1-75m) Foilborne draught 2 ft 6 in (0.75 m) WEIGHTS : Displacement, 12.50 tons PERFORMANCE : Max speed 40 knots (74 kmjh) Range 270 nautical miles (500 km) SEAFLIGHT H.57 This is a larger and more powerful develop- ment of the C.46 seating 60 passengers. Hull construction is in riveted light alloy and its foils are in specially strengthened corrosion resisting steel. Power is supplied by two 650 hp Fiat Carraro diesels DIMENSIONS : Length overall 57 ft 1 in (17-50m) Breadth over foils 26 ft 3 in (8.00 m) Draught afloat 8 ft 1 in (2.47 m) Draught foilborne 3 ft 8 in (1.12 m) WEIGHTS r Max disj~lacn~ent 26-00 t,ons Seaflight E90 side and plan view Italy[ f apan: SEAFLIGHT/ MITACH!
FOILS : The foll system xs of the fixed surface sion; passecgers are accommodated in three output of 950 hp at 1,950 rpm. Each engine plercmg type. The spht bow for1 combmes compartments, a forward saloon seating 18; drives a three-blade fixed propeller through a horizontal submerged centre section with an observation or belvedere deck in the wheel- an inclined shaft. lncllned surface piercing areas and mcorpor- house superstructure seating 22, and a main DIMENSIONS : ates the Seaflight mechanically operated aft saloon seating 60. The forward compart- Length overall 69 ft 3 in (21.10 m) system of incidence control. The geometry ment contains two toilet/washbasin units. Width across foils 28 ft 9 in (8-80 m) of the foils is such that it is possible to beach Access is through either of two doors, port Draft afloat 9 ft 3 in (2.81 m) the vessel on a falling tide on a nearly flat or starboard in the forward cabin, or two Draft foilborne 4 ft 0 in (1.21 m) sandy bottom. the hull remaining stable. doors either port or starboard in the wheel- WEIGHTS : HULL: The V-bottom hull is mainly in house superstructure. Maximum take-off displacement 37 tons marine corrosion resistant aluminium alloys. POWER PLANT: Power is provided by two PERFORMANCE : Steel is used for highly stressed parts. CRM type 18/DS diesels with a maximum Cruising speed 35 knots (64 km) ACCOMMODATION: In the standard ver- output of 1,350 hp at 2,075 rpm, and normal Cruising range 270 nmtical miles (499 km)
GO HEAD OBWCE. Yoshio Kinoshita, Director and Manager of might take two-to-three hours to drive 47 Edabon I-chorne, N~shl-ku,Osaka, Japan Product Development Department round, and out to offshore islands. Other HYDROFOILSHIPYARD : Isao Yoshimura, Director and Manager of PT 20s and 50s have been exported to Hong Kanagawa Shipyard, 1 M~zve-cho,Kawa- General Affairs Department (including Kong and Australia for ferry services. saki-Clty, Kanagawa Prefecture advertising sect) : Specifications of the PT 3, PT 20 and PT 50 DIRECTORS: Hitauhi, the Supramar licencee in Japan, will bc found under Supramar (Switzerland). Yoson~atsu Matsubara, Clmrman of the has been building PT 3, PT 20 and PT 50 The Hitaehi-buiIt craft are identical apart Board of Directors hydrofoils since 1961. The majority of these from minor items. Takao Nagata, President have been built for fast passenger ferry In 1962 Hitachi, in conjunction with Eidai H~deo Fukuda, Managmg D~rector and services across the Japanese Inland Sea, Sangyo Co Ltd, introduced two small General Manager of Sh:pbu~ldlngDwis~on cutting across deep bays which road vehicles hydrofoil runabouts equipped with Supramar
I General arrangement of the PT 32 fast patrol hydrofoil deveioped for the Philippine Navy for contraband patrol and coastguard duties. Two craft of this type were delivered by Hitacki in November 1965. Armament comprises a twin .50 calibre machine gun mounted above the forward deck well and a single .50 caiibre machine gun on the aft deck. Cruising range is 360 miles and the cruising speed is 32 knots 132 HYDROFOIL NAMUFACTU HITACHI: Japan foils. Tho toils can be ro~ractedand fviclocl close to $he sides of tho hull by means of a lever operated from the cockpit. A special military hydrofoil, based on the Schertel-Sachsenburg foil system, and des- ignated PT 32, has been designed and buijt by Hitachi for the Philippine Navy. PT 32 This craft was specially designed as a fast patrol boat. Two have been delivered to the Philippine Navy for contraband patrol and general Coast Guard duties in eoas~al waters. The PT 32 is powered by a 1,350 hp Mercedes-Benz-Ikegai diesel, which gives a maximum speed of 35 knots. The huij is of light alloy. riveted construction and acconl- modation is provided for three officers and twelve NCOs and ratings. The armament comprises a twin .50 cal machine gun mounted above the forward deck well, and a single .50 cal machine gun on the aft deck. DIMENSIONS : Length overail 69 ft 0 in (21.0 m) Length over deck 56 ft 9 in (20.0 m) Beam over deck I5 ft 9 in (4.8 mj Width over foils 2.1 R 7 in (7.5 m) Depth from top of keel to cleek at side, amidships 9 ft 10 in (3.0 m) Draft, hullborne, from base of foils 9 ft. 2 in (2-8 m) Draft, foilborne from base of foils 4ft 3in (1.3 m) WEIGET : Fully loaded displacement approx 32 tons PERFORMANCE : Cruising speed approx 32 knots Maximum speed 35 knots Cruising speed 360 miles Speed with auxiliary engine approx 4 knots Main engine Licence built : Mercedes-Benz-Ikegai MB 520 Db super- charged diesel engine S4B 820 Db supercharged diesel engine Maximum output 1,350 hp X 1,500 rpm Continuous full output 1,100 hp x 1,400 rprri Wakashio, a Hitachi PT 50 (two 1,350 hp MB 820 Db diesels) which has been operated between Fuel eonsumption Enosima and Atami by Nihon Kosokusen since 1963. 0.364 lb/hp/Ei (165 g!hp/h) Auxiliary propelling power: Diesei engine 60 hp Complement : Officers 3 persons Enlisted personnel 12 persons Total 15 persons AT-FOIL In addition to their range of Supramar- designed commercial passenger craft, Hitachi also manufactures retractable foils for the YODO-14 and -16 hydrofoil runabouts; substantial numbers of which have been sold throughout Japan and South East Asia. CONSTRUCTION: Built by Eidai Sangyo Co Ltd, of 33 Hirabayashi Minamino-cho, Sumiyoshi-ku, Osaks-City, and constructed in marine ply, the craf6 are powered by standard 40-70 l1p marine outboards. FOIL DESIGN: The front foil is of the surface-piercing split type, and the rear foil is a fully submerged type. Both front and rear foil systems fold upwards for retraction. ACCOMMODATIOK: YODO-14 is a 14 ft craft seating 3-4 passengers, and uses AT-40 foils; YODO-16, a 16 ft craft. seats 5-6 ad YODO-16, a 5-6 seat, 34 knot sports hydrofoil built by Eidai Sangye Co. and fitted with Hitachi- is fitted with AT-75 foils. Supramar retractable AT-foils Japan: HITACHI/ IHI
YODO-14 Max permissible wave height in foilborne Foils retracted 8 R 5 in (2-62 m) DIMENSIOKS : condition (1 ft 0.30 m approx) Draught foilborne I ft 8 in (0.50 m) Length 13 ft 6 in (4.1 rn) Take-off performance : Draught afloat : Beam 5 R Z in (1.55 m) It takes abouc 30 sec with cngine at 1,000 Foils extended 3 ft (0.90 m) Width across foils : rpm to reach max speed Foils retracted 11 in (0.26 ~n) Foils extended 9 ft 5 in (2-87 m) Landing : Complement 5 persons Foils retracted 7 ft 4 in (2.24 m) About I0 see with engine at 4,500 rpm to Outboard engine 75 hp x 1 Draught foilborne 1 ft 8 in (0..50 m) stop the boat. Distance about 60 m WEIGHT : Draught afloat : Turning radius 329 ft (100 m approx) Light displacenlent 1,234 !b (560 kg) Foil extended 2ft 10 in (0.85 mj Complement 4 persons PERFORMANCE : Foils retracted 9 in (0-23~rt) Outboard engine 40 hp x 1 Max speed : Complement 4 persons 2 passengers 37 knots WEIGHT : YODO-16 full load 34 knots Weight displacement 305 lb (410 kg) DIMEKSIOL\rS: Max permissible wave height in foilborne PERFORMAKCE : Length 15 ft 2 in (4.7 m) condition 1 R 6 in (0.40 m approx) Max speed : Beam 6 ft (1.85 m) Take-off performance as for YODO-14 "passengers 32 linots (60 kmh) width across foils : Landing as for YODO-14 fully loaded 30 knots Foils extended I I ft (3.23 rn) Landing radius 329 ft (100 m approx) lshikawajima-Harima AJIMA-HARIMA HEAVY IMDUSTRlES HEAD OFFICE: 3, 2-Chome, Fukagawa-Toyosu, Koto-Kn, Tokyo, Japan TELEGRAMS: IHITOYOSU TOKYO OFFICERS: Renzo Taguchi, Director I. Itoh, Manager, Development Depart- ment, Research Institute The Technical Development Department of Ishikawajima-Harirna has been conducting a hydrofoil research and development pro- gramme since 1960. This has led to the construction of a series of small hydrofoil sportscraft and the IHF-3 waterbus. Two larger craft. the 23-ton IHF-8 and the 70-ton INF-25 are in the planning stage.
IH F-3 The IHF-3's foil system is rerracted hydraulically. The forward foil assembly is folded and swings A 1.5-seat multi-purpose transport, the aft above the waterline. The complete aft foil assembly is rotated through 180° bringing the hullborne propeller into position. IHF-3 was the first production craft to use IHI's retractable and folding foil system, which permits the craft to operate in displace- ment mode and go alongside piers and other vessels without damaging the foils. Appli- cations include sightseeing, high-speed water- taxi, fire; harbour police and life,qard patrol and pilot boat. HULL: The hull is constructed in anti- corrosive aluminium alloy. The cabin seats a maximum of 13 passengers and a crew of 2. FOILS: Front and rear foils are of the split, surface-piercing type, the front foil being fully foldable. When retracted the forward foil assembly is up above the water line. The power for this operation is supplied by a hydraulic pump driven by the main engine. Folding and unfolding is controlled by a lever sited by the helmsman's seat and can take place when under way at low speed. POWER PLANT: Power from a 280 hp ChrysIer (or similar engine) is tl.wlbli~ittedto the propeller through a vertical shaft with bevel gears. The power strut also serves as the support for the aft hydrofoil, and is extended upwards in order to support a sma.11 auxiliary propeller which is driven through the same vertical shaft. The whole integral- assembly, including the aft hydrofoil and the 1HF-3, 15-seat passenger ferry and general purpose hydrofoil two propellers-. at the opposite- - ends of che power strut, is rotated hydrauIicallg through plane. It is so arranged that in the inverted correct position to propel the craft at mini- 180'' about a horizontaI axis in an athwartship position the auxiliary propeller is set at the mum draught. DIJiEXSI!ITS :
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Mitsubishi HULL: The hull is an ali welded, aluminium SYSTEMS : MITSUBISHI HEAVY ENDlSTRlES LTD structure of the high speed type with hard AIR COKDITIONING: Daikin air condition- HEAD OFXICE: chine sections for performance as a planing ing unit. 10, 2-chome Marunouehi, Chiyoda-ku, hull in waves. ELECTRICAL: APU-driven 15 KVA 225 Tokyo, Japan volt ac generator. TELEPHONE: ACCOMMODATION: Accommodation is on AUXILIARY POWER UNITS: Mitsubishi (212)-3111 two levels. Passengers board the craft 22 Ps and 11.5 Ps diesels. WORKS: through single doors located amidships, port COMWUNICATIONS AND SAYIGATION : 1130 Hikoshima Shimonoseki, Yamaguchi- and starboard, leading to a 19-seat central Narine radio-telephone and radar standard, Pref saloon. Companion ladders lead down to DI;RIENSIOWS, EXTERNAL: TELEPHONE: the fore and aft saloons, with seats for 37 and Length overall, hull 69 ft 0 in (21.0 m) (66) 2111 24 passengers respectively. Each cabin is fully Length waterline, hull 64 ft 4 in (19.6 m) CABLES: air conditioned. Separate entrances, port Hull beam 15 ft 9 in (4-8 rn) Dock Shimonoseki and starboa,rd, are provided for the pilot and Beam &crossfoils 41 ft 6 in (12-66m) DIRECTORS: crew-. There is a toilet in the aft saloon. Draft afloat 10 ft 9 in (3.26 m) P. Kono Two emergency exits are provided and a full Draft foilborne 4 ft 8 in (1-4 m) K. Kita range of safety equipment is carried, inciuding Freeboard 5 ft 0 in (1.45 mj SENIOREXECUTIVES : life rafts. Height overall 38 ft 6 in (11.7 m) S. Katsumata, General Manager WEIGHTS : T. Kaneko, Sales Manager POWER PLANT: Power is supplted by a Max take-off displacement 37.2 tons Y. Kaneko, Chief Designer Mitsubishi 12WK-AK high-speed diesel Lighz displacement 27.13 tons Mitsubishi entered the hydrofoil field in developing 1,500 hp at 1,600 rpm maximum; Net tonnage 30 tons 1960 and built the protoxype of the 38-ton and 1,350 hp at 1,600 rpm normal. The Max payload 7-2 tons MH30, the first large Japanese-designed output is transmitted through a mechanical PER,FORMANCE : hydrofoil, in 1962. Five MH30s have so far right-angle drive transmission to a 0.76 m Max speed foilborne 38-2 knots (70.8 kmjh) been delivered for passenger services. The diameter, aluminium bronze, subcavitating Max speed hullborne 14 knots (25.7 km/n) company has also built the MH03, a 20- propeller. Cruising speed 33 knots (61.6 km!h) passenger water-bus and has prepared designs for the 168-seat XH60. In 1964 Mitsubishi built the MH3 fully submerged foil test craft and in 1966 the company completed a waterjet propelled test craft which has reech- ed a speed of 42 knots (77 km/h). M H3G Designed for rough water operation around the Japanese Islands, the &!titsubishi MH30 seats eighty passengers and has a crew of four. Power is supplied by a Mitsubishi 12 WZ or Maybach MD655/18 high speed diesel. The cruising speed is 33 knots (61 km/h). FOILS: The foil configuration is a combined surface-piercing and submerged system and is non-retractable. The split-Vee bow foil supports 65% of the load and the single, fully-submerged rear foil, which carries the propeller pod, supports the remaining 35%. The bow foil is in welded mild steel plate, and the rear foil is constructed in solid high tensile steel. Twin rudders, which act individually for port or starboard turns, are fitted to the trailing edges of the aft foil Powered by a Mitsubishi !2WZ-AK high-speed diesel developing 1,500 hp, the Mitsubishi MH30 struts. seats 80 passengers and cruises at 33 knots. Five are in service with Japanese operators. Nax pemaissibie wave height in foilborne mode 6 ft 6 in (2 m) Designed range at cruising speed 200 n. miles (37 km) Turning radius at cruising speed 820 ft (250 in) app Number of seconds to take-off (theor appj 40 see Number of seconds to stop craft 40 see Cost of standard craft,: Approx 100,000,000 Yen WATERJET RESEARCH CRAFT Research into wat,erjet propulsion systems led to the construction of a four-seat test craft powered by a GE T5S gas turbine. The craft was completed in January 1966, and has since been used to evaluate waterjet systems and provide performance information. FOILS : The foil configuration is a combined surface piercing and sulminrgad system and is non-retractable. The Vee bow foil supports 18 % of the load, the split-Vee foils slightly aft of amidships support 40 %, and %hefully- submerged, 8 ft span rear foil supports the remaining 42 %. Total foil area is 22 sq ft (2.075 m2)and the foil loading is 3.3 ton/mg. Bow and rear foils are in solid mild steel and the midship foils are in welded mild steel plate. An adjustable i3ap is fitted to the trailing edge of the rear foil to assist take-off Mitsubishi MH30 and adjust the flying height. Side and reverse thrust from the main waterjet nozzle provides directional ~ont~rol. HULL AND ACCOM3fODATIOX: The V-bottom hull is of metal construction. Welded aluminium alloy is employed through- out for frames and plating. The cabin accommodates a crew of two and two technicians.
Mitsubishi's wwererj research craft. The waterjet is generated by a double-section centrifugal pump powered through a reduc- tion gearbox by a General Electric T58
POWER PLANT: The waterjet is provided by a double-suction centrifugal pump power- ed through a reduction gearbox by a General Electric LM100 (formerly T58) gas-turbine, rated at 1,250 hp. Propulsion water enters a rani scoop at the base of the rear foil strut and is ducted upwards to the pump. -- SYSTEMS : Mitsubishi waterjet test craft ELECTRICAL: One 24 volt, 150 Ah battery. HYDRAULICS: 1,000 psi pressure hydraulic Max permissible wave height in foilborne a, single auxiliary foil, supporting the rcmain- system to operate w-aterjet steering system; mode 3 ft 4 in (1 m) ing 36 %, located aft as a tail assembly. Foils 2,000 psi system to operate tail foil flap. Turning radius at cruising speed and struts are in welded mild steel plate. DIMENSIONS, EXTERNAL : 329 ft (100 m) Total foil area is 1.226 m2and the loading is Length overall, hull 37 ft 5 in (11.4 m) 3.5 T/m? The autopilot system input is Hull beam 11 ft 4 in (3.4) m) M3 SUBMERGED FOIL TEST CRAFT received from a sonic ranging probe in the Beam across foils 21 ft I1 in (6-7 m) This craft is basically a Mitsubishi M3 bow which senses the height above the water Draft foilborne 2 ft 2 in (0.65 m) adapted as a test craft for the company's of the bow in relation to a fixed reference, Height overall I1 ft 9 in (3.6 mj submerged foil research programme, and from rate gyros, which measure pitch, roll WEIGHTS : fitted with a Nitsubishi autopilot system. and yaw, from accelerometers, and from a Normal take-off displacement 7.6 tons FOILS: The foil system is fully submerged vertical gyro which senses the angular PERFORMANCE : and non-retractable. It comprises two for- position of the craft in pitch and roll. This Max speed foilborne 42 knots (77 km!h) ward foils located forward of the centre of information is processed by the autopiIot Cruising speed foilborne 38 knots (71 kmjh) gravity and supporting 64 % of the load and computer and fed to the foil control surfaces. f36 AMUFACTURERS MITSUBISHI / WESTERMOEN: Japan / Norway HULL AND ACCOMMODATION: The craft has a Vee-bottom high speed hull of metal construction. Welded aluminium allov is used throughout for frames and plating. The cabin accommodates the crew of two plus the bulk of the autopilot system and data gathering equipment. Entry is via either of two hinged hatches, port and starboard, each measuring 50 em x .50 em. POWER PLANT: Propulsion is provided by a GM automotive engine rated at 230 hp at 4,000 rpm. Power is tmnsmitted through a mechanical right-angle drive transmission to a 0.3 m diameter aluminium bronze-sub- cavitating propeller at the aft end of a strut and pod assembly. DIMENSIONS, EXTERNAL : The Mitsubishi MS submerged foil test craft Length overall, hull 26 ft 1 in (8.0 m) Length overall, foils extended PERFORMANCE : 32 ft 0 in (9.7 m) Xax speed, foilborne 38 hots (70 knljhj Number of seconds and distance to taka-off Hull beam 7 ft 3 in (2-2 m) Cruising speed, foilborne 33 knots (61 kmih) (theoretical, approx) 20 see Beam across foils 14 ft 9 in (4.5 m) Max permissible wave height in foilborne Number of seconds to stop craft (theoretical Draft foilborne 2 ft 4 in (0.72 m) mode 1 ft 6 in-2 ft 6 in (0.5-0.8 m) "PP~~x) 20 sec Height overall 10 ft 6 in (3.2 m) Turning radius at cruising speed WEIGHTS : 328 ft (100 mj Light displacement 4.3 tons
Westermoen WESTERMOEN HYDROFOIL A/S HEADOTFICE: Hollendergt, 1 Nandd, ?\Torway-: Postboks 143 6-4~5~s: Hydrofoil TELEPHOSE: 2981 TELEX: 6514 Hydrofoil ML I\~AXAGINCDIRECTOR : Tordf Westermoen
Westermoen Hydrofoils A]S was f'ourided in 1961 by Toralf Westermoen and Kr Haanes with the object of building hydrofoils and fast naval patrol vessels. The company, a Supramar licencee; completed the Erst PT 150, a 150 ton mixed earlpassenger ferry, for Gothenburg-Friedrikshaven Line in June 1968. The craft is now operating on the HIS Expressan, built by Westesmoen Hydrofoil A/P and operated by Gothenburg-Fredrikshavn Line route Gothenburg, Aalenburg, Friedriks- haven. The PT 150 was the fifteenth craft to be built at the Westermoen shipyard. which employs a staff of 150. The company has At the end of 1966 a PT 50 {ex Westfoil) stabilised foil and it was demonstrated to previously built four PT 20 and thrce PT 50 was returned to the vard to be fitted with a marine authorities in February 1967. Flipper hydrofoils. Schertel-Supramar fully submerged, air- is now on charter in Scandinavian waters. Specifications for the PT 20, PT .50 and stabilised rear foil in place of the normal A description of the Flipper hydrofoil PT 150 will be found under Supramar surfa,ce-piercing unit. Renamed Flipper; it appeared in the 1967-8 edition of Jane's (Switzerland). was the first craft to be fitted with an air Surface Skimmer Systems. 137 HYDROFOIL ANUFACTURERS Poland: GDANSK SHIP RESEARCH INSTITUTE
Gdansk surface piercing and submerging type. The carried in the forward passenger saloon, and GDANSK SHIP RESEARCH INSTITUTE foils are welded assemblies fabricated from thirty-six passengers in the aft saloon. ADDRESS: 0.2 to 0.28 in (5.7 mm) thick stainless steel. Comfortable, upholstered seats are fitted Technical University, Gdansk The configuration is subcavitating and is and the floors are covered with vinyl. TELEPEONE: designed to be inherently stable in any The wheelhouse, crew cabin and toilet are 41-47-12 expected combination of heave, pitch, roll situated forward. Passenger entrance doors DIRECTORS: and yaw. are provided on both sides of the craft and L. Kobylinski HULL: This is a light alloy structure of lead to a small vestibule forward of the crew's M. Krezelewski almost fully welded construction, riveting cabin. The two passenger compartments are Research on problems connected with being applied mainly to the joints of the provided with heat and accoustic insulation, hydrofoil design and construction have been longitudinal and transverse framings with and are electrically heated when stationary conducted by the Department of Theoretical the outer plating of the vessel's roof, and also (shore supplied) and when in motion. Naval Architecture at Gdansk Technical the joining of steel elements, such as the foil DIMENSIONS : University since 1956. foundations and stern tube, with light alloy Length overall, hull 90 ft 7 in (27.60 m) Experience with various dynamic test members. Length waterline3hull 75 ft 6 in (23.00 m) models led to the construction of the K-3 POWER PLANT: Provided by a single Hull beam 14 ft 6 in (4.40 m) four-seat runabout which, powered by an Russian-built M-50F4 diesel, rated at 1,000 Width across foils 24 ft 10 in (7-56 m) FSC Lublin converted auto-engine, has a top hp continuous and 1,200 hp maximum, Draft afloat 8 ft 1 in (2-45m) speed of 27 knots (50 km/h). driving a fixed-pitch, three-blade propeller. Freeboard 4 ft 3 in (1.30 m) In 1961 the Departmeat was invited by the The engine room, sited amidships, houses WEIGHTS : Central Board of Inland Navigation and the main engine together with reversible Light displacement 22.7 tons United Inland Shipping and River Shipyards gear, auxiliary set, tanks, and pumps serving Max take-off displacement 30.7 tons Gdansk, to design a hydrofoil passenger ferry the engine room system. Useful load (fuel, w-ater, passengers, bag- for service in the Firth of Szczecin. Designat- ACCOMit!IODATION: Forty passengers are gage and crew) 8.0 tons ed ZRYW-I the craft seats 76 passengers and cruises at 35 knots. It was completed in 1965. A second craft, the W-2, intended for passenger services in the Baltic, is under development. During 1966 the Ship Research Institute designed two hydrofoil sports craft, the WS-4 Amor and the WS-6 Eros. The prototypes u7ere completed in 1967 and both types will be put into series production during 1969. IRYW-1 The ZRYW-1 was completed in May 1965, and sea trials were initiated the following month. On scheduled passenger services between Szczecin and Swinoujscie, a distance of 36 nautical miles (67 km), the average operating speed has been in excess of 39 knots (73 km/h). The journey has been covered successfully in Sea States 2-4, with wave heights up to 5 ft 0 in (1.5 m). The ZRYW-I (one Soviet-built M-50F 4 diesel) averages more than 39 knots on scheduled services FOILS: The foil configuration is a combined between Szczecin and Swinoujscie, a distance of 36 nautical miles (67 km)
The 76-seat ZRYW-I, first Polish designed passenger hydrofoil to go into service
I GDANSK SHIP RESEARCH INSTITUTE: Poland
FERFORXA$RTCE Cruising speed : foilborne 35 knots (65 kmih) hullborne 16 knots (30 km/h) Sea State max capability State 3 Design foilborne range 250 miles (460 km) Fuel consumption at cruising speed I76 lb/hr (80 kgjh) Fuel consumption hullborne 330 lbj'hr (150 kgjh)
WS-4 AMOR A four-seat sports hydrofoil designed by E. Brzoska, the WS-4, is of moulded fibreglass construction and powered by an outboard engine. It will be put into series production in 1969. FOILS: The foil system is of combined surface piercing and submerging type and non-retractable. It comprises a shallow draft surface-piercing bow foil and a fully The ZRYW-I 76-seat passenger hydrofoil designed by Gdansk submerged rear foil. Both are made of Technical University, Ship Research Institute, High Speed Division solid aluminium alloy. The foil arrangement is tandem in the sense that when foilborne the load is balanced between bow and rear foils.
The Gdansk Ship Research Institute WS 4 Amos 139 HYDROFOIL MANUFACTU Poland: GDANSK SHIP RESEARCH INSTITUTE ACCOXMODBTIOK: Corufurlabli. uphoister- ed seats are provided for a helmsman and three passengers. The hull is of moulded fibreglass construction and incorporates a step to facilitate take-off. POWER PLAXT: The standard model is equipped with a Mercury 350 outboard, with single lever throttle and gearshift control. The engine propeller unit turns for steering. Fuel is contained in a 6 gallon tank. DI&!fENSIONS, EXTERNAL : Length overall; hull 15 ft 4 in (4.67 m) Length waterline, hull 13 ft 2 in (4.0 m) Hull beam 5 ft 0 in (1.5 m) Width across foils 5 ft 11 in (1.8 m) Drafr, afloat 1 ft 8 in (.05 m) Draft foilborne 9 in (0.23 m) Height overall 3 ft 4 in (1.0 mj DIMENSIO;l\rS, IKTERNAL : Length 7 ft 3 in (2.2 m) Max width 4 ft 0 in (1.2 mj Floor area 27 sq ft (2.5 m2) WEIGHTS : Light displauerrlent 1,521 lb (686 kg) Max payload 881 Ib (400 kg) PERFORMAXCE (with normal payload) : Max speed foilborne 34 mph (55 km/hj Max speed hullborne 19 mph (30 b/h) Cruising speed foilborne 80 mph (50 kmjh) Xax permissible wave height in foilborne mode 6 in (0.15 m) Designed range at cruising speed 31 miles (50 km) Kumber of seconds to take-off (theoretical, appro") I5 sec Kumber of seconds to stop craft (theoretical, approx) 10 see WS-6 EROS A six seater hydrofoil runabout, the WS-6 Eros was designed by WT.Krenicki,, and like the smaller WS-4 will be put into series production in 1969. HULL: The prototype is built of marine plywood, but the hull of the production models will be in moulded fibreglass. FOILS: The foil system is similar to that of the WS-4. It is a combined surface piercing and submerged configuration with a shallow draft surface piercing bow foil central "keel" and a fully submerged rear foil. Foils are of solid alunlinium alloy. About 52 % of the load is carried by the bow foil and 48 % by the rear foil. Total foil area is 11.5 sq ft The WS-4 Amor. a four-sear: runabout desinned by Gdansk Ship Research institute and powered (1.07 m". by a ~ercu6350 outboard mot'or 140 HYDROFOIL MANUFACTURERS GDANSK SHIP RESEARCH INSTITUTE: Poland ACCOMMODATION: Upholstered seats are provided for a helmsman and five passengers.
POWER PLANT: The production model will have a Volvo Penta Aquamatic 110/200. Power is transmitted through a right-angle drive transmission to a 3-blade propeller at the base of a strut-and-pod assembly which rotates for steering. Total fuel capacity is 100 litres.
Length overall, hull 23 ft 9 in (7.25 m) Length waterline, hull 20 ft 2 in (6.15 m) Hull beam 7 ft 4 in (2.24 m) Beam overall, foils extended 8 ft 6 in (2.6 m) Draft afloat 3 ft (0-9m) Draft foilborne I ft 2 in (0.36 m) Freeboard 2 ft 2 in (0-65m) Height overall 5 ft 1 in (1.55 m)
DIXENSIONS, INTERNAL : Cockpit length I0 ft 2 in (3-1m) Max width 6 ft 7 in (2 m) Floor area 67.2 sq ft (6.2 ms)
WEIGHTS : Light displacement 1.05 tons Xormal take-off displacement 1-6 tons Max take-off displacement 1.75 tons Normal payload 0.55 tons Max payload 0.7 tons
Eros, a six-seat hydrofoil runabout designed by W. Krenicki of the Gdansk Ship Research Insti- tute. The craft has a shallow draft surface piercing bow foil and a submerged rear foil. It will Max speed foilborne 35 mph (56 kmlh) go into production in 1969 Cruising speed foilborne 31 mph (50 km/h) Max permissible wave helght in foilborne mode 10 in (250 mm) Number of seconds and distance to take-off designed specifically for the relatively shelter- DIMESSIO^\TS: 10 see, 394 ft (120 m) ed waters of the Szczecin Bay, the W-2 is Length overall Number of seconds and distance to stop slightly larger and more sturdily built. Beam craft 8 see 329 ft (100 m) It will have a complet,ely redesigned bow, V- Wldth across foils Turning radius at cruising speed foils of revised and deeper configuration and Draught afloat 820 ft (250 m) the more powerful Paxman Ventura 12YJSM Draught foiiborne marine-diesel, rated at 1;020 hp at 1,350 rpm. REKIN WEIGHTS : Displacement, loadelf 35 tons W-2 Design of t,he W-2 and tests of the scale The W-2 is a projected hydrofoil ferry dynamic model illustrated in Jane's Surface PERFORNIANCE : designed primarily for operation in the Skimmer Systems 1967-8 edition are now Maxirnum speed 47 mph (75 k~njh) Baltic. Similar to the ZRYW-1, which was complete. Crumng speed 40 mph (6.5 kmjh)
Impression of the W-2 Rekin, a passenger hydrofoil designed at Gdansk for services between ports on the Baltic 141 HYDROFOIL MANUFACTURERS Switzerland: SUPRAMAR
Suprarnar 8 ft (2.5 m) in height and will carry 150 Anglae of incidence of the bow foil can be SUPRAMAR AG passengers and eight ears, or 250 passengers. adjusted in flight by a hydraulic actuator to HEAD OFFICE: A second PT 150 is to be built by Leopoldo co~inte~ractthe effect of large variations in Denkmalstrasse 2, Lucerne Rodriquez at Messina. passenger loads. The PT I50 has a partly air stabilised foil HULL: Constructed in seawater-resistant system, stability being maintained jointly by light metal alloy, the V-bottom hull is the inherent stability of the vee-shaped longitudinally framed, with web frames surface-piercing bow foil and the air-fed, speced 2.95 ft (900 mm) apart. Joints are DIRECTORS: fully-submerged rear foil. pa~,~lywelded, partly riveted. Steel is used Hanns Freiherr von Schertel, Technical The company is now developing a fully for higher-stressed parts such as foil hull Director and Vice President submerged foil system with air stabilisation. cor.,uwlions and the shaft bracket. Dipl-Ing Karl Buller, Technical Director First craft to use this system is a 4.9 ton PC LMCR PLANT: Power is supplied by 300 Heinz Muller, lic.oec, Commercial Director experimental boat built under a US Navy hp Chrysler N413D gasoline engine coupled EXECCTIVES(Design Department) ; contract. During tests in the Mediterranean to :i, reverse and reduction gear with a Dipl-Ing Karl Biiller it has demonstrated promising stability and 2 : Y reduction ratio. Ing Volker Jost, Hull Design Division seakeeping qualities and has reached a speed Engine output is transmitted through an Dipl-Ing Egon Faber, Marine Engineering of 54 knots. inclined shaft to a three-bladed bronze Division PT 4 propeller located ahead of the rear foil. Dipl-Ing Dietrich Cebulla, Foil Design A 4.4 ton hydrofoil with applications SYSTEMS : Division ranging from sightseeing and sport-fishing to ELECTRICAL: 12V, 135 Ah batt,eries for Research Department : fast passenger ferry, the PT 4 is designed for etectrical services. Hanus Freiherr von Schertel use on comparatively sheltered waters- HYDRAULICS: 120 kp/cm2 pressure hy- Dipl-Ing Ernst Jaksch, Deputy Head of lakes, rivers and bays. Powered by a 300 hp draulic system for operating rudder and bow Research Chrysler M413D, it has a apyload of 1.3 tons foil angle of incidence. Dipl-Ing Eugen SchattB, Propulsion and tons and cruises at 32 knots. COMMUNICATIONS: Hydrodynamics The PT 4 was given Board of Trade RADIO: Small ship-shore radio-telephone. Dr Ing Hermann de Witt, Propulsion and approval on completion of sea tests off the DIMENSIOSS, EXTERNAL : Hydrodynamics Cornish coast in March 1966. Since the craft Length overall, hull 37 ft 6 in (11.45 m) Supramar was founded in Switzerland in is powered by a gasoline engine, passenger Length over deck 36 ft 3 in (11.05 m) 1952 to develop on a commercial basis the capacity is restricted to 12 persons in Beam max 30 ft 6 in (3.20 m) hydrofoil system introduced by the Schertel- accordance with international safety regula- Width over foils Sachsenberg Hydrofoil Syndicate and its tions. Draft afloat licencee, the Gebruder Sachsenberg Shipyard. FOILS: The foil configuration is a combined Draft foilborne The co-operation between the companies surface-piercing and submerged system. DIMESSIONS, ISTERXAL started in 1937 and led to the development The surface piercing bow foil supports 68 % Cabin (Pllot stand incl) : of the VS6, a 17 ton hydrofoil, which in 1941 of the load and the fully submerged rear foil Length 15 ft 6 In (4.8 m) attained 47.5 knots, and the VS8 an 80-ton supp'orts the remaining 32 %. Total foil area Max. width 8 ft (2.4 m) supply hydrofoil completed in 1943 which is 1.16 m2. Max. height 6 ft 6 m (2.0 m) attained 40 knots. The inherently stable, The bow foil is made in solid, machined Floor area 87 sq ft (8.0 mz) rigid V-foil system used on these and subse- F'B 70 steel, and the rear foil which is partly of Volume 813 cu ft (23.0 m3) quent Supramar vessels, stems from experi- hollow construction, is in FB 70 and MSt WEIGHTS : mental work undertaken by Baron Hanns 52-3 steel. Max take-off d~splacement 4.4 tons von Schertel between 1927-1937. Bow and rear foils, together with their Payload 1.275 tons In May 1953, a Supramar PT 10, 32- supporting struts and a horizontal guide form Light displacement 3-125 tons passauger hydrofoil began the world's first a uniform framework which facilitates the PERFORMANCE : regular passenger hydrofoil service on Lake exchange of the foil structure. >fax speed follborne 39 knots Maggiore, between Switzerland and Italy. The rudder, of combined hollow and solid Crulsing speed fo~lborne32 knots (60 km!h) In August 1956, the first Rodriquez-built steel construction, forms part of the aft Range 155 nautlcal mtles (290 km) Supramar PT 20 opened a service across the foil frame. Cost of standard craft: approx $US 40,000 Straits of Medina and became the first hydrofoil to be licenced by a marine classifica- tion authority for caxrying passengers at sea. Basically a research and design company, Supramar employs a staff of 40; mainly highly qualified scientists and engineers specialising in hydrodynamics, marine engineering, foil design and propulsion. The company does not build hydrofoils but licences shipyards to produce its hydrofoil designs. Current licensees are Cantiere Navale Leopoldo Rodriquez, Messina, Italy; Hitachi Ship- building & Engineering Go Ltd, Osaka; Westermoen Hydrofoil A/S: 3fanda1, STorway; and the General Dynamics Corp, Quincy Division, Quincy, Mass, USA. Hydrofoils being built by these companies are referred to elsewhere in this section under the respective company headings. The latest Supramar design to be completed is the PT 150 DC, a 150-ion passengerlcar ferry, the first of which was built by Wester- moen Hydrofoil A/S and delivered on June 28, 1968 to Gothenburg-Prederikshavn-Line. The PT 4 (one thrysler M413Df is designed for services on lakes and rivers. As a sightseeing The craft cruises at 35 hots in waves up to craft it will seat 12 passengers. 142 AMUFACTLIRERS SUPRAMAR: Switzerland
Inboard Profile and deck view of he Supranar PT 4
their supporting elements form rigid frame 32 passengers and a crew of 2. Access is A 13-ton boat for 32-36 passengers, the units which are easily a.t,taohed or detached throngh either of two sliding hatches, PT 10 has been deslgned for commuter as necessary. located forward, port and starboard aft of and sightseeing services on inland waters and The angle of incidence of the bow foil may the steering stand. An emergency window protected bays. be adjusted during flight by means of a exit is provided at the aft end of the compart- Powered by a single 540 hp Daimler-Benz hydraulic actuator acting on the foil strut ment. Lifebelts are provided for each MB 837 diesel engine, 1% is of riveted light supporting tube. passenger and the two crew members. metal alloy construction and has a cruising RUDDER: Hydraulically operated, the POWER PLANT: Power is supplied by a speed of 35 knots. rudder is of hollow, welded steel design, and single Daimler-Benz MB 837 ESL$-cylinder FOILS : Bow foil and rear foil are of standard forms part of the aft foil frame. supercharged diesel, rated at 540 hp at 1,800 Schertel-Sachsenberg surface piercing type, HULL: The V-bottom hull is of riveted light rpm. Engine output is transferred to the with %hebow foil supporting 52 % of the load alloy construction. Transverse framing is propeller through a V-drive and a stainless and the rear foil suppurtirrg the remaining employed with 1 ft (300 mm) frame spacing. st,eel propeller shaft. A special reverse and 48 %. Both are made from solid high tensile Foil fittings, shaft brackets and the shaft reduction gear, type BW 200 ES 28, made by steel, and their struts and fins are of hollow exit are in high tensile steel. Zahnradfabrik Friedrichshafen, is placed steel design. The two foils together with ACCOMMODATION: A single cabin seats between the engine and the drive shaft. 143 HYDROFOIL MANUFACTURERS Switzerland: SUPRAMAR
Side and deck views of the Supramar PT 10, 32 passenger hydrofoil
SYSTEMS : Fuel consumption at cruising speed 90 kp/h behaviour in sea waves the angle of attack ELECTRICAL: 24 volt generator driven by Cost of standard craft: app $US 160,000. can be adjusted during operation. If the main engine; batteries with capacity of required, the rear foil can be stabilized by 500 Ah. PT 20 the Schertel-Supramar air feed system. A HYDRAULICS : 120 kp/cm2 pressure hy- The P'T 20, a 27-ton boat for 72 passengers, fully submerged foil then replaces the stand- draulic system for steering and bow foil is considered by Supramar to be the smallest ard surface piercing type. incidence control. size hydrofoil suitable for passenger-carrying WULL: The hull has a V-bottom with an COMMUNICATIONS AND NAVIGATION : coastal services. The first of this very externally added step riveted into place. Ship-shore radio telephone is fitted; radar is successful series was built by the Rodriquez Frames, bulkheads, foundations, superstruc- optional. shipyard at Messina in 1955 and since then ture and all internal construction is in DIMENSIONS, EXTERNAL : nearly 70 PT 20s of various types have been corrosion-proof light alloy. Platings are of Length overall, hull 53.60 ft (16.34 m) built in Sicily, Japan, Holland and Norway. AlMg 5 and the frames, bars and other Length over deck 51.50 ft (15.70 m) The design has been approved by almost members are made in AlMgSi. Watertight Max beam 11.81 ft (3.60 m) every classification society. Fast patrol compartments are provided below the Width over foils 18.50 ft (5.64 m) boat variants, the PT 32 and the PAT 20, p~wmlgerdecks and in other parts of the hull. Draft afloat 6.73 ft (2.05 m) are described under the entries for Hitachi Several of these are filled with foam-type Draft foilborne 2-79 ft (0.85 m) (Japan) and Leopoldo Rodriquez (Italy) plastic which makes these boats practically DIMENSIONS, INTERKAL : respectively. unsinkable. Cabin (inc pilot stand) : FOILS: Foils are of standard Schertel- POWER PLANT: Power is supplied by a Length 27 ft 7 in (8.4 m) Sachsenberg, surface-piercing type, with 58 % supercharged, 12-cylinder Daimler-Benz MB Width 8 ft 7 in (2.6 m) of the load supported by the bow foil and the 820Db with an exhaust turbo-compressor. Height 6 ft 3 in (1.9 m) remaining 42 % by the rear foil. Submerged Maximum continuous output is 1,100 hp at Floor area 234 sq ft (21.8 m2) foil area in foilborne condition is 5.50 m2. 1,400 rpm. A BW 800/HS 20 reversible gear, Volume 1,449 cu ft (41.0 m3) Together with the struts and a horizontal developed by Zahnradfabrik Friedrichshafen WEIGEITS : guide, each foil forms a uniform framework AG, is placed between the engine and the Light displacement 9.5 tons which facilitates the exchange of the foil drive shaft. Norm:tl take-off displacement 13.3 tons elements. The medium steel foils are of ACCONUMODATION: The boat is controlled Normd payload 3.8 tons partly hollow, welded construction. The entirely from the bridge which is located PERFORMANCE : angle of incidence cf the fore hydrofoil can above the engine room. Forty-six passengers Max speed foilborne 36 knots be adjusted within narrow limits from the are accommodated in the forward cabin, Cruising speed foilborne 35 knots steering stand by means of a hydraulic ram twenty in the rear compartment and six aft Range at cruising speed 145 nautical miles operating on a foil support across the hull. of tho pilot's stand in the elevated wheel- Turning radius app. 400 m To counteract the effects of large variations house. There is an emergency exit in each Take-off time 30 see in passenger load and to ensure optimum passenger compartment, and the craft is 1 44 HYDROFOIL MANUFACBU SUPRAMAR: Switzeriand Designed range at cruising speed equipped- -- with an inflatable life raft and DIMENSTOM, IXTERXAL: life belts for each person. A crew of four Aft cabin (inc toilet) 145 sq ft (13.5 m2) 216 nautical miles (400 km) is carried. Volume 954 cu ft (27.0 m3) Turning radius 427 ft approx (130 m) SYSTEMS : Forwa,rd cabin 280 sq ft (26.0 m2) Take off distance 493 ft approx (150 m) ELECTRICAL: 24 volt generator driven by Volume 1,766 cu ft (50.0 m3) Take-off time 25 sec the main engine; batteries with a capacity of Main deck level (inc wheelhouse) Stopping distance 230 ft (70 m) a,pprox 250 Ah. 129 sq ft (12.0 m2) Fuel consumption at cruising speed 150 kp/h HYDRAULICS: 120 kp/cm2 pressure hy- Volume 847 cu ft (24.0 m3) SEA TEST: Prototype tests were undertaken in the Mediterranean in every kind of sea draulic system for rudder and bow foil WEIGHTS : incidence control. condition, and further tests have taken place Gross tonnage approx 56 tons off Japan. Acceleration measurements have COMMUNICATIONS AND NAVIGATION: Nlax take-off displacement 32 tons shown maximum values below 0.5g when VHF ship-shore radio is supplied as standard Llght &splacement 25 tons accelerometer had been fitted above the bow equipment. Radar is optional. Deadweight (mcl. fuel, 011. water, passeng- foil. Maximum lateral acceleration was DIMENSIONS, ExTERXAL : ers, baggage and crew) ? tons 68.07 ft (20.75 m) 0-32g. Measurements were made in wave Length overall, hull Payload 5.4 tons Length over deck 67-50 ft (19.95 m) heights of approx 1.2 to 1.5 m. These are Hull beam, max 16.37 ft (4.99 m) PERFORMANCE (w-ith normal payload) : the ma,ximum measurements obtained and W~dthacross folk 26.39 ft (8.07 m) Cruising speed, foilborne 34 knots (63 km/h) subsequent tests have seldom equalled these Draft hullborne 10.10 ft (3.08 m) Max permissible wave height in foilborne figures. Draft foilborne 4-59 ft (1-40 m) mode 4.25 ft (1.29 m) Cost of standard craft: $US 330,000.
Inboard profile and deck view of the Supramar PT 220 1 45 OFOiE MANUFACTURERS Switzerland: SUPRAMAR
The PT 20, a 72-seat hydrofoil for coastal services, has been in continuous production since 1955. Nearly 70 are in service in 21 countries
of 3.5 in (90 mm) diameter stainless steel and is through either of two doors, located port In this model of the PT 20, the engine room supported at three points by seawater and starboard, to the rear of the wheelhouse. and bridge are arranged in the foreship. lubricated rxbber bearings. An emergency exit is provided at the rear This improves the pilot's vision in waters SYSTEXS : of the main passenger compartment. lrkely to have an mflux of dr~ftwoodand ELECTRICAL: MWM AKD412E single- A full range of safety equipment is carried, provides a large main paaselye1 cabin with phase, 220 volt, 7.1 kVa, 50 c/s generator. including inflatable rafts and lifebelts for each passenger and crew member. seats for 65 for commuter services. HYDRAULICS : 120 kp/cmQressure hy- The first four craft m this serles. budt for draulic system for operating rudder and bow COMMUNICATIONS AND NAVIGATION : the servicing of offshore drilling platforms on foil angle of incidence control. A vhf ship-shore radio is supplied as standard Lake Maracaibo, Venezuela, were designated ACCOMMODATION: The PT 20B has a equipment. Radar is an optional extra. PT 27. crew of 4 and seats 71 passengers. The main DIhfENSIONS, EXTERXAL: FOILS: The foil design is similar to that of passenger compartment seats 65, and the Length overall, hull 67.50 ft (20.58 m) the PT 20. About 66% of the total weight small cabin behind the pilot's stand seats a Length waterline, hull 67.10 ft, ((20.45 m) is borne by the bow foil and 34% by the further 6. Access to the main compartment Hull beam, max 17-08 ft (5-20 m) rear foil. Submerged foil area in foilborne condition is 6.2 mZ. The forward foil can be tilted within narrow- limits by means of a hydraulic ram acting on the foil strut supporting tube. The angle of attack can therefore be adjusted during operation to assist t,ake-off and to counteract the effect of large variations in passenger loads. The rear foil can be stabilized by the Schertel-Supramar air feed system with a fully-submerged foil replacing standard sur- face piercing type. HULL. This is of riveted light metal alloy design and framed on a combination of longitudinal and transverse formers. Water- tight compartments are provided below the passenger decks and in other parts of the hull, and some are filled with foam-type plastic. POWER PLANT: Power is supplied by a 12 cyl Mercedes-Benz Mb S20 Db with a max continuous output of 1,100 hp at 1,450 rpm. Average service time between major over- hauls is approx 10,000 hours. Engine output is transferred to a 3-bladed 700 mm diameter bronze subcavitating propeller Bridge of the Pi20B is located in the foreship ro provide improved vision. Sixteen passengers through a BW 800/H 20 reversible gear made are accommodated in the forward cabin above the engine room and fifty-four in the main cabin by Zahnradfabrik. The propeller shaft is Powered by an MB 820Db diesel rated at 1,100 hp continuous, the craft cruises at 34 knots (63 km/h) 146 HYDROFOIL M SUPRAMAR: Switzerland
Side and deck views of the PT 209 Width over foils 2640 ft (8-05m) PT 50 section characteristics) generates the lift Draft hullborne 10.04 ft (3.06 m) The successful and profitable operation of and, with the stern foil, provides transverse Draft foilborne 4.56 ft (1-39 in) the PT 20 led to the development of the stability in foilborne conditions. DI&fEhTSIOKs, INTERXBL : PT 50, a 63-ton hydrofoil passenger ferry Tw-o struts, which transmit the ma,in lift Xain passenger compartment (inc toilet) : designed for offshore and int,er-islandservices. loads to the supporting st,ructure. Length 30 ft 7 in (9.3 m) The prototype wa,s completed by R,odriquez The stern foil, also a rigid frame structure, Width 12 ft 6 in (8-8 m) early in 1958, and more t,l~anthirty are now is formed by the following: Height 6 ft 7 in (2.0 m) operating regular passenger services in areas A supporting structure (stern box) connecting Floor area 379 sq ft (35.3 m2) ranging from the Baltic and Mediterranean the two sides of the frame at the transom. Volume 2,489.5 cu ft (70.6 m3) to the Japanese Inland Sea. Two struts, forming the connection between Ma,in deck compartment (inc wheelhouse) The craft, has been approved by almost the foil and t,he supporting structure. Length 17 ft 9 in (5-4 m) every Classification Society including Registro The surface-piercing V-foil. Width 13 ft 6 in (4.1 m) Italiano Navale, Germanischer Lloyd, Det The rudders, which also transmit the main Height 6 ft 7 in (2-0m) Norske Veritas, American Bureau of Shipping part of the lift into the supporting structure. Floor area 237 sq ft (22.1 m2) and the Japanese Minisky of Transport. The rear foil can be stabilised by the Volume 1,553 cu ft (44.0 m3) The requirements of the SOLAS 1960 Schertel-Supramar air feed system, with a WEIGHT: convention for international traffic can be fully-submerged foil replacing the standard Max take-off displacement 32.5 tons met by the type if required. surface piercing type. Light, displacement 25.4 t,ons FOILS :Both rear and forward foils are rigidly HULL: Of hard chine construction, the hull Deadweight (inc fuel, oil, water, passengers, attached to the hull but the lift of the is of riveted light metal alloy design and luggage, crew) 7.1 tons forward foil can be modified by hydraulically- framed on longitudinal and transverse form- Payload 5.44 tons operated flaps, which are fitted to assist ers. Steel is used only for highly stressed PERFORMANCE (with normal payload) : take-off and turning, and for making slight parts such as the foil fittings, and the shaft Cruising speed 34 knots (63 km/h) course corrections and adjustments of the brackets and exits. Max permissible wave height in foilborne flying height. The foils are of hollow mode 4.25 ft (1.29 m) construction using MSt 52-3 steel and GS 22 ACCOXMODATION: On long distance oper- Turning radius 426 ft ( app 130 m) Cr Mo 4 castings. ations 105 pa,ssengers are carried in three Take-off distance 492 ft (app 150 m) The bow foil comprises the following saloons, two of which have bars. On shorter Take-off time app 30 sec elements : operations and ferry services the bars are Stopping distance 231 ft (app 70 m) Tw-o fins, forming connecting links between omitted and seating can be provided for up Stopping time app 10 see the foil and the supporting structure which to 140 passengers. The crew varies from Fuel consumption at cruising speed 150 kp/h is riveted to the hull. 6-8 members, depending mainly on local Cost of standard craft, app: .$US 330,000 The hydrofoil which (according to its foil regulations. ACTURERS 147 Switzerland: SUPRAMAR
inboard profile and deck view of the Supramar PT 50 148 HYDROFOIL ANUFACTURE SUPRAMAR: Switzerland Passenger seats are of lightweight aircraft capacity 24 KVA, 50 cps, 3-phase. Engine- Main deck passenger compartment (incl type and the centre aisle between the seat driven 24 V dc generator with 210 AH wheelhouse) : rows has a clear width of 30 in (0.76 m), batteries for emergency lighting and naviga- Length 8-0 m Floors and ceilings are covered with light- tion equipment. Width 3.6 m weight plastic material and the walls, HYDRAULICS: 120 kp/cm2 pressure hy- Height 2.0 m including web frames, are chd in luxury draulic system for operating twin rudders and Floor area 28.8 m2 plywood. Toilets are provided in the rear front foil flaps. Volume 57.6 m3 and forward passenger spaces. Each passen- COMMUNICATIONS AND NAVIGATION : WEIGHTS : ger compartment has an emergency exit Standard equipment includes UHF and VHF Max take-off displacement 63-3 tons Inflatable life rafts and llfebelts are provldecl radio telephone. Radar and Decca Navigator Light displacement 49.3 tons for 110 % of the passenger and crew capacity. is optional. Deadweight (incl fuel, oil, water, passengers, POWER PLANT: The craft is powered by DIMENSIONS, EXTEETAIL : baggage and crew) 14.0 tons two Maybach-Nercedes-Banz MB 820 Db Length overall, hull 91.55 ft (27.90 m) Payload 9.5 tons diesels each with a conttmuous output of 1,ICO Length overall, deck 89.50 ft (27.23 m) PERFORNANCE (with normal payload) : hp at 1.400 rpm. Engme output is transmit- Hull beam, max 20.01 ft (6.11 m) Cruising speed 34 knots (63 km/h) ted to two 3-bladed 700 mm dlameter bronze Vi7idth across foils 34.93 ft (10.68 m) Range 300 nm (555 km) propellers through two inclined stainless Draft afloat 11.48 ft (3.50 m) Turning radius 1,542 ft (470 m) steel propeller shafts, each supported at four Draft foilborne 4.66 ft (1-42 mj Take-off distance 819 ft (250 m) points by seawater lubricated rubber bearings. DIMENSIONS, ISTERSIL: Take-off t,ime 35 sec Average operation period between overhauls Aft passenger Compartment (incl. bar and Stopping dishace 264 ft (80 mj is 10,000 hours. Electric or pneumatic toilet) : Time to stop craft 10 see starting can be provided. Reverse and Length 9.0 m Fuel consumption at cruising speed 300 kp/h reduction gear with built-in thrust is manu- Width 4.9 m SEA TESTS: Location of the most recent factured by Zahnradfabrik Friedrichshafen. Height 2.0 m test was off the south coast of Sorway. Germany. The reverse clutches are solenoid Floor area 44.1 m2 COKDITIONS : operated from the bridge. Volume 88.0 1n3 Beaufort 6-7 Eight cylindrical fuel tanks with a total Forward passenger compartment (incl bar Speed of Boat 30 knots capacity of 3,650 litres are located in the and toilet) : Wave height 3 ft 4in-5ft (1-l.5mj aft peak and below the t,ank deck. Oil Length 5-1m Wave-length 65 ft 8 in-166 ft (20-50 m) capacitj is 320 litres. Width 5.4 m ACCELERATIONS : SYSTEMS Eeight 2.0 m Xax vertical 0-5g bow foil; 0.37g stern foii ELECTRICAL: One diesel generator set. Floor area 38-3 m2 Xax transverse Datmler-Benz-Still. tjpe DX 636-DAK 166-2. Tolume 76.6 m3 043g rear section: 0.32g forward section
\ \ +4 I 1 -_1
inboard profile and deck wew of the PT 70, a new Supramar hydrofo~lpassenger ferry designed to seat up to I55 passengers ANUFACTURER Switzerland: SUPRAMAR The test, of 40 minutes duration, was undertaken in all wave directions and the above vdnes were tbe absolute maximum obtained. Cost of craft (standard): approx $US 650,000 PT 70 This recent addition to the Supramar design range is basically an enlarged and more powerful PT 50, seating up to 155 passengers. It is almost identical to the PT 50 in most respects but the hull length is increased by 6 ft (1.8 m) and there is a choice of three different twin-diesel power plants. The type has not been constructed so far. FOILS: As for PT 50. HULL: A combination of transverse and longitudinal framing has been adopted for the V-shaped hull. The bottom of the crafthas transverse frames while the decks and sides are framed longitudinally. Thickness of the corrosion proof light metal alloy sheets is between .08 in (2 mm) and .20 in (5 rnrn). For several of the constructional members high tensile steel is used. The first Supramar PT 150, a [SO-ton 37-knot passenger/car ferry built by Westermoen Hydrofoil A/S, Mandal, Norway, for Gothenburg-Fredrikshavn-Line. The craft was delivered in June 1968 ACCOMMODATION: Normally seating is and is now operating between Sweden and Denmark, calling at Gothenburg, Aalborg and Fredriks- provided for 120 passrrlgers. If the bars are havn omitted a further 35 seats can be installed. POWER PLANT: Three different twin- are Zahnradfabrik Type BW 800/H20s with WEIGHT: engine arrangements are available: built-in thrust bearings. Displacement, fully loaded 70 tons Two 1,450 hp Maybach-Mercedes Benz MB SYSTEXS: As for PT 50. PERFORMANCE : 835s; two 1,450 hp MB 655/18s, or two DIMENSIONS, ELTERXAL: Cruising speed 35 knots (67 km/h) 1,500 hp Paxman Ventura 1SYJCM. Fuel Length overall, hull 96-75 ft (29.50 m) Range 260 nm (480 km) consumption of each of these engines is Length overall, deck 95.00 ft (28.93 m) approx 170 gHPh or 0.38 1bHPh. Engine Hull beam, max 19.80 ft (6.03 m) PT 150 output is transferred to two 3-bladed bronze Width over foils 34-95 ft (10.66 m) In August 1966, Gothenburg-Predrikshav- propellers through two inclined stainless Draft afloat 12.36 ft (3.77 m) en-Line placed an order with Westernloen steel shafts. Reduction and reverse gears Draft foilborne 5.28 ft (1.66 m) Hydrofoil A/S; Illandel, Norway, for a 150 ton
- LOWER DECK !' I
The Supramar PT 150 prototype, built by Westermoen Hydrofoit A/S, Mandel, Norway. Inboard profile and lower deck view 150
SUPRAMAR: Switzerland
LU
Profile and main deck view of the Supramar PT 150 Xupramar PT 150 to operate a fast passenger! The 'ear foil is fully submerged and makes rolled-szeel. Front and rear foil are of car ferry service between Sweden and only a small contribution to lat,eral stability. hollow construction and by the extensive use Denmark, calling at Gothenburg, Aalborg It includes the lift-generating sections, of welding, the number of connecting parts and Fredrikshavn. Originally the PT 150 rudders and the rear suspension structure requiring screws, bolts or similar means of was intended purely as a 250 seat passenger which serves as a connecting eiement with attachment is reduced to a minimum. ferry, but at the request of the operating the hull. Struts for the aftermost propeller HULL: This is of riveted light alloy con- company, the basic design was modified to bearings are also attached to the rear foil, struction and framed on longitudinal and allow an alternative payload of 150 passengers the propellers being sited beneath the foil. transverse formers. It has fairly high dead- and 8 cars to be carried The complete assembly is a framed structure rise md hmd chine sections for performance Close co-operation between Gothenburg- which can easily be detached from the tran- as a planing hull and for structural impacts Fredrikshaven-Line, Westermoen and Supra- som. The angle of attack of the rear foil in a seaway while foilborne. A step is mar led to the completion of the first craft can be controlled hydraulically both during provided to facilitate take-off. While the within twenty-two months of the order being take-off and in foilborne operation. main or structure deck is continuous from placed. The prototype PT 150, the world's Air stabilisation is fitted to the rear foil for bow to stern, the lower deck is interrupted largest seagoing commercial hydrofoil to date; improved passenger comfort under heavy sea by the engine room, sited amidships. The was delivered to her owners on June 17th conditions. Separate port and starboard superstructure, which is also framed on 1968. systems are installed to stabilise rolling and longitudinal and transverse formers, is not Building was superintended by Norske pitching. included in the load bearing structure. Veritas; and the craft was granted the class The syst,em feeds air from the free atmos- ACCOMMODATION: The forward part of designation 1A2-Hydrofoil-K. phere through air exits to the foil upper the upper deck forms the forward upper The second PT 150 is being built at Messina surface (the low pressure region) decreasing passenger saloon, and seats 48. The aft by Leopoldo Rodriquez, Supramar's Italian the lift. The amount of lift is varied by the saloon, which seats 100, is designed for licencee. quantity of air admitted, this being controlled rapid conversion to carry eight cars or the FOILS : The foil configuration is a combined by a va,lve actuated by signals from a damped corresponding amount of palietised freight. surface piercing and submerged system. The pendulum and a rate gyro. The stabilising Hydraulically-operated loading ramps at the bow foil, which provides the necessary lateral moment is produced by decrcnsing the rear of the superstructure are lowered for stability, is of the Xchertel-Sachsenburg available air volume for the more submerged cars to roll on or off over the stern. surface-piercing V design and carries 65 % of side and increasing that of the less submerged Passengers board the craft through double the load. The rear foil, which bears about one. doors to the singie centralized foyer, from 35 % is of the submerged, Schertel-Supramar The bowfoil centre section is also provided which doors and companion ladders lead to air-stabilized type. In foilborne condition with submergence depth stablization, the the respective passenger saloons on the upper the boat is inherently stable. quantity of air admitted being varied with and lower decks. The kiosk on the port side Hydraulically-actuated Aaps are fitted at the degree of submergence. The submerg- can be used as a duty-free shop. An ofice the trailing edges of the bow foils to balance ence depth control is only used in a following on the starboard side serves as a ticket and out larger longitudinal load shiftings, assist sea. information office and also as a crew's day take off and adjust the flying height. Foils and rudders are made of anti-corrosive room. is! ANUFACTURERS Switzerland: SUPRAMAR
The lower aft passenger saloon seats 70. A companion ladder at the centreline leads to the main deck foyer. The lower forward saloon has a bar and seats 27. Provision is made for all passengers to be served in their seats with cold meals and drinks as in an airliner. Passenger seats are of lightweight aircraft type. Floors and ceilings are covered with lightweight plastic material and the walls are clad in luxury plywood. Each passenger saloon has fitted carpets. Each room has an independent ventilation unit. Six toilets are provided. The bridge, which is on a separate level above the main deck, slightly forward of midships, is reached by a companion ladder at the aft of the forward passenger compart- ment. The bridge itself has seating for another 5 passengers, but these are reserved for VIP guests of the shipping company. All passenger saloons have emergency exits. The craft carries 12 inflatable RFD life- rafts (for 110 % of the classified number of passengers and crew) which are stowed along both sides of the superstructure deck, aft of the wheelhouse extension. Lifebelts are A modified ST 3 is being employed by Supramar as a research craft for the Schertel-Supramar fully- submerged, air-stabilised foil system. Powered by a 1,000 hp GE LMlOO gas-turbine, the craft arranged beneath the seats. has reached speeds in excess of 54 knots during tests in the Mediterranean POWER PLANT: Power is supplied by two 20-cylinder Maybach MD 1081 supercharged and intercooled diesels each rated at 3,400 hp HYDRALTLICS: Steering, variation of the compass type 1% 1 Mod 5; a Plath T 12 continuous at 1,740 rpm. To improve torque front foil flap angle and the angle of attack magnetic compass and a Decca Navigator characteristics during take-off two engine of the rear foil are all operated hydraulically. Mk. 12 with track plotter. mounted Maybach torque converters are Each system has its own circuit which is Communications equipment includes a provided. monitored by a pressure controlled pilot Fisher FSll coast telephony station, a VHF Reverse and reduction gears are of the lamp, telephony transceiver type ME-23C, produced lightweight Zahnradfabrik BW 1500HS18 COXTROL : Starting, manoeuvring and by SRA Stockholm, and an intercom system hydraulically-operated type: and incorporate operation of the craft is controlled from the to the engine room and office. the propeller thrust bearings. They have bridge, but in cases of emergency the main DIxE1\TSIONS, EXTERXAL: three shafts and two gear trains, one of which engines may be controlled from the engine Length overall, hull 123.2 ft (37.55 m) has an idler. The output shafts rotate either room. Length overall, deck 121.8 ft (37.10 m) in the same direction as the input shaft or the The two main engines are each controlled Hull beam, max 24-6 ft, (7-50m) opposite direction, depending upon the gear by an operating lever designed for single- Deck beam, mar; 24.3 ft (7.40 m) through which power is directed. Selection handed control. Propeller reversal is also Width across foils 52.4.5 ft (16.0 m) is by pneumo-hydraulic double-plate clutches by means of these levers, the reverse gear Draft afloat 17.7 ft (5.38 m) on the input shafts. A mechanical lock-up being actuated by pneumatic remote control Draft foilborne 8.3 ft (2.53 m) is provided so that the gear can transmit between bridge and main engines. WEIGHTS : full torque in the event of clutch slip while To start the boat both operating levers Displacement, fklly loaded 150 tons in service. This takes the form of a dog must be put in the "full ahead" position Payload 23 tons clutch which is effective in one direction, and simultaneously. The engine mounted torque As passenger ferry 250 passengers can only be engaged in the "stop" condition. converter gear is actuated automatically. As passengerlcar ferry The gearboxes each have integral oil pumps Foilborne speed can be regulated by five 150 passengers + 8 medium size cars for lubrication and clutch operation. adjusting of the operating levers. No other PERFORNANCE : The inclined propeller shafts are made of control devices are necessary for the main Cruising speed at 6,880 hp 39 kt ('72 kmjh) high tensile stainless steel. The propellers engines. Cruising range 300 nautical miles (555 km) are 3-bladed and of approx. 41 in diameter. Levers for variation of the front foil flap Max permissible wave height in foilborne SYSTEMS : angle and the angle of attack of the rear foil mode at full power 7 ft 6 in (2.28 m) ELECTRICAL : The total electrical system is are actuated only before and after starting. Approximate cost $US 1,500,000 supplied by two diesel generators with an During foilborne operation these can be used ST 3 FOlL RESEARCH GRAFT output of 44 KVA each. An emergency for trim compensation. A11 instrumentation A modified Supramar ST 3 (formerly PT 4) diesel generator of 32 KVA output is installed and monitoring equipment is installed on the is being employed to evaluate fully-submerg- on the upper deck. bridge. ed foils of theScherte1-Supramar air-stabilised In the event of an electrical failure the COMMUNICATION AND NAVIGATION : type and provide data to assist the develop- emergency generator is switched on auto- Standard navigation equipment of the PT 150 ment of this system for larger craft. matically by a STILL starter to operate the DC includes two Raytheon 2502-3 cm radar The craft is powered by a 1,000 hp LMlOO emergency lighting system as well as the units with IP-33 display panels, one of which gas turbine and during tests in the Mediter- services and communications system. is north-stabilized; an Arma Brown gyro ranean has exceeded 54 knots (88 kmjh). J 52 HYDROFOIL ANUFACTURERS AIRAVIA/ ANGLIAN
Ai ravia AIRAVIA LTD HEAD OBFICE: 20 North Road, Shanklin, Isle of Wight TELEPHONE: Shanklin 3643 DIRECTORS: H. H. Snowball, Managing Director A. Oztemel (USA) E. Perper (USA) G. V. Whale, Secretary Formed in January 1968, Airavia is the sales representative for Sudoimport hydro- The Kometa off Tower Bridge foils and air cushion vehicles in the United Kingdom, British Commonwealth countries, Scandinavia and Western Europe. The company will also lease Kometa passenger hydrofoils on wet or dry charters in these areas. Airavia has imported four Volga sports craft and has ordered a Kometa for delivery in early 1969 for service on a route in the United Kingdom, subject to a passen- ger licence being granted by the Board of Trade.
Anglian ANGLlAN DEVELOPMEMT HEAD OFFICEAXD WORKS: Stephenson Road, Leigh-on-Sea, Essex TELEPHOSE: Southend 524281 DIRECTORS: W. H. Holmes, Chairman and Managing Director G. R. Browne C. I. Browne SENIOREXECUTIVE : P. A. Kott MA (Cantab) Development of the Hi-foil started in 1964 and the craft is the company's only product to date. It is the first sports hydrofoil designed in the UK to go into production, and has been sold to private owners in many parts of the world. Hi-foil 2 FOILS: The foil system is of canard con- figuration with a fully submerged main foil located at the stern, and bearing 67 % of the weight, and a small inverted 'V' emerging foil located at the bow. The bow foil is mounted at the base of a Hi-Foil 2, a two-seat, fibreglass-hulled sports hydrofoil. Steering is similar to that of a motorcycle. handle-bar equipped steering head, an Top speed is 25-35 mph according to the outboard motor installed arrangement similar to that of a motor cycle. The operator turns the handlebars and leans inwards to match the radius of turn required. Beneath the seat is a portable 5 gallon fuel Length waterline, hull 7 ft 10 in (2-38m) The foil system is designed to maintain tank. A 3-position gear lever-forward, Length overall, foils retracted stability in a t,urn and prevent 'digging-in' neutral, reverse-is mounted at the side of 9 ft 10 in (2.99 m) or 'skidding'. If the craft meets a large the cockpit, and a twist-grip controls engine Length overall, foils extended wave, the increased drag pivots the front foil output. The central boss in the steering 8 ft 10 in (2.69 m) against a spring and shock absorber to a head will house a speedomet,er or compass if Hull beam 3 ft 5 in (1.04 m) lower angle of incidence, thus producing less required. Beam across foils 3 ft 5 in (1.04 m) lift and helping to dampen both porpoising The forward deck section, with the steering Draft afloat, foils extended and shocks. head and front foil, hinge upwards for trans- 2 ft 9 in (0.8 m) HULL: A flat-bottomed planing design, the port and easy launching, as do the motor Draft afloat, foils retracted 9 in (230 mm) hull comprises two fibreglass mouldings and rear foil, which are mounted on a Draft foilborne 1 ft 4 in (0-4 m) bonded together to form a single large pivoted steel frame. Freeboard 6 in (153 mm) buoyancy chamber. POWER PLAKT: The craft can be fitted Height overall, foils extended The cockpit well is located amidships and wi6'3 any standard long-shaft outboard from 4 ft 2 in (1.27 m) fitted with a motor cycle pillion style seat 15-25 hp. A subcavitating propeller of WEIGHTS : for two. The seat is fitted with a safety about 9 in (229 mm) diameter is normally Craft and motor without fuel ignition cut-out switch and unless the operat- used. 300 lb (136 kg) or is sit~ingon the seat the motor will not DIi\iiENSIONS : Max take-off weigh5 with fuel driver and operate. Length overall, hull 8 ft 10 in (2-69m) passenger 650 lb (294 kg) app 153 HYDROFOIL MANUFACTURERS United Kingdom: ANGLIAN
PERFORXANCE : Turning radius at cruising speed: Fuel consumption at max speed Max speed foilborne 30 mph (48.2 km/h) 28 gal. plh (9.2 lit p/h) Kumber of seconds and distance to take-off Cruising speed foilborne Fuel consumption at cruising speed 5 secs, 60 ft (18.28 m) 20 mph (32.2 km/h) 1%gall p/h (6-7 lit. p/h) Max permissible wave height in foilborne Number of seconds and distance to stop COST: mode 12 in (306 mm) crafr 3 secs, 60 ft (18-28 m) Standard craft, f.o.b., less engine, £150 154 HYDROFOlL MANUFACTURE HYDROFIN: United Kingdom
Hydrofin have swept back leading and trailing edges. Towne Inc. The joints are fitted between the engine and the gearbox, and the gearbox MEW HYDRBFIN LTD A high-riding crash preventer plane is mount- ed ahead of and beneath the bow. The plane and the dri-qe shaft to permit retraction. HEAD OFFICE: is also used as a platform for mounting a Burfield Flat, Boshanl Lane, Bosham, lightweight pitch sensor which is hinged to DIRfENSIONS : Sussex the rear. The sensor rides on the waves and Length overa,ll 22 ft 0 in (6.71 m) MANAGIXGDIRECTOR : continuously transmits their shape through Length waterline, hull 18 ft 0 in (5.48 m) Christopher Hook a servo system and connecting linkage to vary Hull beam 6 ft 7 in (2.00 m) the incidence angle of the main foils a,s Christopher Hook's early Hydrofins demon- Length overall, foils cxtcndcd necessary to maintain them at the required strated for the first time the stability and 19 ft 7 in (5.96 rn) depth. A filter system ensures that the craft excellent seakeeping qualities of incidence- Max beam, foils retracted 10 ft 9 in (3.27 m) ignores small waves and that the hull is flown controlled, submerged foil craft, and marked Max beam, foils extended 13 ft 5 in (4.09 m) over the crests of waves exceeding the height a turning point in hydrofoil design. Draft afloat, foils retracted 1 ft 7 in (0.48 m) of the keel over the water. Draft afioat, foils extended 5 ft 3 in (1.60 m) Nearly seventy Hydrofins of various types Freeboa,rd 2 ft 6 in (0.76 m) have been built since 1949 in Norway, the Two additional sensors, trailing from port CSA, Poland and Israel. The company's and starboard beams immediately aft of the latest design is the 22 ft Channel Skipper, a main struts, provide roil control. The pilot WEIGHTS : four-seat fibregin-hulled runabout, t,he has overriding control through a control Gross tonnage 1.8 tons prototype of which is scheduled for completion column, operated in the same manner as that Net tonnage 1.2 tons in 1969. of an aircraft Light displacement 1.2 tons Useful load (fuel, water, passengers, bag- All three foils and the crash plane arm are gage and crew) 1,300 Ib (598 kg) retractable. The crasli plane arm retracts Developed from the earlier K2 Hydrofin, into a hull slot; the two main foils swing the K2D Channel Skipper is a four-seat sports form-ard above the displacenlent waterline hydrofoil fitted with mechanical ware and the rear foil strut assembly retracts sensors to control the incidence angle of the Cruising speed, foilborne 32 knots (51 krnjh) upwards into the ball at the same time fully submcrgod main foils. Torsionetic Cruising speed, hullborne raising the propeller and drive shafi. universal joints are fitted to the propeller 8-12 knots (14-21 kmjh) drive shaft to permit retraction. Sea state capability Unlimited in seas POWER PLAST: Motive power is provided corresponding to Barnaby's "average FOILS: The fully submerged foil system is by a single 80 hp Ford diesel engine, driving rough sea" providing they coaform as of "aeroplane" configuration with 65% of a 3-bladed propeller through a Vee-drive and regards proportions the weight carried on the two main foils and a system of Torsionetic joints produced by Turning radius at cruising speed the ren~ainderon the aft foil. All three foils the Eaton Spring Oivision of Eton, Yale and 150 ft (45.5 111) fully banked on turns. 155 HYDROFOIL ANUFACTURERS United Kingdom: SOUTHERN Southern YDROFOILS LlMlBE HEAD OFFICE: 24 Cumberland Place, Southampton SOl2BB TELEPHOXE: Southampton 28831, STD 0703
CABLES: Hydrofoils Southampton
DIRECTORS: W. J. Sloss, Managing Director Commander M. Thornton, DSO, DSC Dl. J. N. Bonner C. F. Bridle J. 31. Thomson C. M. Stacey CEng, AMRIKA, Technical Direct,or Southern Hydrofoils was founded in April 1963 to design, manufacture and market hydrofoils with fully-submerged systems. A small test craft was used during 1964-5 to develop a mechanical feeler arm system, which was later improved by the addition of an electro-hydraulic response modification Prototype Sea Ranger unit. The systems is being employed in the prototype Sea Ranger 1, now under construc- tion at Dartmouth, Devon. Design studies for larger hydrofoils are in hand.
SEA RANGER 1 Sea Ranger is an 8+ ton passenger hydrofoil powered by two 283 hp General Motors Detroit 8V53 diesels. Wave sensing arms control the incidence angle of the submerged bow foils to maintain them at the required depth and, provide the necessary hydro- dynamic forces for stability. The standard craft will seat up to 25 passengers, but alternative versions, with modified superstructure and internal arrange- LA- ments will be offered for a variety of applic- tions ranging from fast naval, police and customs patrol to ambulance duties.
FOILS: The foil system is fully submerged and of conventional "aeroplane" configura- tion. The two bow foils are located slightly forward of amidships and the single rear foil is attached to the propeller pod. The angle of incidence of the two bow foils is varied by two wave-sensing arms extending well ahead of the main foil struts and pivotting on the strut axes. Take-off, banking and response modification is control- led hydraulically. A secondary function of the wave sensors is the provision of temporary Sea Ranger inboard profile and deck support for the bow should there be a loss of lift on either or both of the bow foils. Bow and rear foils and the two sensor arms are raised hydraulically above the waterline to propeller. A retractable Volvo Penta out- Displacement 8+ tons permit manoeuvering in shallow water. drive unit housed in a well in the engine compartment and driven hydrostatically PERFORMAKCE (designed): NULL: Designed for production in glass- from either of the main engines, provides Speed, foils retracted 8 knots (14.7 km) reinforced plastic, the wide "W" section, auxiliary propulsion. Max speed, fully loaded 40 knots (75 km/h) twin-keel hull has high deadrise bows flatten- Total fuel (diesel) capacity is 140 gallons Cruising speed 35/40 knots (68155 km) ing to a planing surface aft. The main foils (568 litres). Fuel consumption at continuous rated speed are sited within the hull beam to simplify DIRIEKSIONS : 20 Imp galls per hour (91 litres per hour) berthing. Length overall, hull 30 ft 0 in (9.140 m) Fuel consumption at displacement cruise POWER PLANT: Propulsion is supplied by Beam overall, hull 15 ft 6 in (4.720 m) speed 5 Imp galls per hour (22.7 litres per two 283 bhp General Motors Detroit Type Draft foils extended, S ft 5 in (2-56 m) hour) SV53 marine diesels. Power is transferred Draft, hullborne 1 ft 83 in (0.52 m) Designed endurance and range at cruising through a hydrostatic transmission system to WEIGHTS : speed a 2 ft 6 in (0.76 m) diameter fixed pitch Disposable load 5,600 lb (2,540 kg) 7 hours/240 n. miles at 35 knots (64 km) Atlantic DIMEXXIONS : service output of 1,100 hp, driving a 30 in Length overail, hull 61 ft 6 in (18.7 m) (762 mnl) diameter, 26 in (661 nlm) pitch Hull beam 12 ft 0 in (3.6 m) Box 1174, Stony Brook, New York 11'790 Columbian Style B propeller through a V Width across foils 28 ft 0 in (8-5m) TELEPHOXE: drive. The turbine is mounted below deck Draft afloat 7 ft 9 in (2.3 in) 516 (Area Code) 751-0711 amidships, with air intake apertures on the Forward foil area 30.6 sq ft (2.82 m2) DLRECTORS: port side of the cabin superstructure. The Aft foil area 15.3 sq ft (1.43 m2) John K. Roper, President exhaust stack discharges directly aft of the WEIGHTS : The Atlantic Hydrofoils' mechanically- pilothouse. Cross weight 46,000 lb (20,861 kg) controlled submerged foil system was the ACCOMMODATION: Seats are provided in Xax payload 11,500 1b (5,221 kg) first to be approved for use on hydrofoil a comfortably appointed cabin for 70 Fuel capacity 500 gallons (2,272 litres) passenger ferries. The first order for craft passengers and a crew of three. Access to PERFOR,MANCE : employing this system, was placed by Sea the cabin is through either of two doors Max speed 35 knots (64 krn/h) World, Inc of San Diego. The success of the located amidship, port and starboard. An Cruising speed 32 knots (57 km/h) &st 28-passenger, 30-knot craft ordered by emergency window exit is provided in the aft Cruising speed hullborne 10 knots (14 km/h) the company resulted in orders for an passenger con~partment. A full range Take-off speed 18 knots (32 kmlh) additional three. safety equipment is carried in accordance Designed range at cruising speed The Flying Cloud, described below, is a with ITS Coast Guard requirements. 200 nautical miles (322 km) development of the Sea World craft and utilises a similar foil system. Two versions of the Flying Cloud were built, the first with two 600 hp Cummins Vimmer T diesels, production of which was abandoned, and the second with a Solar Saturn gas turbine.
The Flying Cloud 2 the first gas-turbine powered hydrofoil built for commercial passenger services in the United States. Powered by a 1,100 hp Solar Saturn gas- t,urbine, it accommodates 70 p~.--fingers and a crew of 3. FOILS : The foil system is of fully submerged aeroplane configuration with two split foils forward and an identical single foil aft. All three foils have trailing edge flaps, those of the forward foils being controlled by an automatic mechanical control device. Hing- ed vertical control flaps on the trailing edges of the forward struts automatically deflect the foil flaps to maintain the craft at a stable inflight attitude in all sea states. The aft, foil can be adjusted in flight to compensate for changes in the longitudinal position of the centre of gravity. The aft foil-strut unit is steerable &nd acts as a rudder. All three foils retract clear of the water when not in use. HULL: Laminated wood framing with ply- wood fibreglass-plating. Deck and super- stzucture are of plywood and fibreglass construction. The Flying Cloud showing the mechanically operated submerged foil system. Hinged vertical POWER PLANT: Power is provided by a control flaps on the trailing edges of the forward struts automatically deflect the foil flaps to main- Solar Saturn gas turbine with a normal tain the craft at a stable inflight attitude in all sea states ! 57 HVDROFOtL MANUFACTURERS United States of America: BOEING Boeing THE BOEING COMPANY Advanced Marine Systems Organisation HEAD OFFICE: PO Box, 3707 Seattle, Washington 98124 TELEPROKE: Area 206, 656-2121 EXECUTIVE: Airo M. Gonnella, Manager, Advanced Marine Systems The Boeing Advanced Narine Systems Organisation was formed in 1959 to conduct research, development, design, manufacture and the testing of high performance marine vehicle systems. Boeing also has a 60 per cent interest in Alinavi SpA, the Italian hydrofoil company, with headquarters in Rome. Boeing's entry into the hydrofoil field was announced in June 1960, when the company was awarded a $2 million contract for the construction of the US Kavy's 120 ton PCH-I Hlgh Pomnt, a canard deslgn which was the outgrowth of experiments on a similar arrangement in the test craft Sea Legs. Boeing has also built a jet-driven hydro- plane, the HTS, for testing foil models at full-scale velocity; the Fresh-I, a manned craft for testing superventilating or super- cavitating foils at speeds between 60-100 knots and a water-jet test vehicle, Little Squirt. The company has also completed a water-jet propelled gunboat, the PGH-2 Tucumcari, for the US Kavy's Ship Systems Command. The Tucumcari is now based at San Diego and is serving with the US Kavy Pacific Fleet Amphibious Command. PCH-I HIGH POINT General design of the PCH-1 High Point was specified by the US Navy's Bureau of Ships, wit,h responsibility for detail design and construction assigned to Boemg. The ship was accepted by the US Navy m August 1963 and b~sedat the Puget Sound Naval Shipyard at Bremerton, Washington. Slnce then it has been undergoing a wide range of tests to evaluate the performance of an inshore hydrofoil ASS%' system. FOILS: The sabmerged canard foil system, wi$h 70 per cent of the foil area located aft, and trailing-edge flaps on all foils for lift foil ASW system. ln-theabove photograph the craft is seen equipped with high speed sonar control, is a scaled-up version of that employ- handling gear at the stern and lightweight homing torpedoes. In the background is the Tucum- ed on Sea Legs. The foil struts retract cari waterjet propelled hydrofoil gunboat vertically into the hull. Foils and struts are of built-up construction in HY-PO weldable steel. HULL: The hull is of all-welded: corrosion resistant 5456 aluminium. Integral plate stiffener extrusions a,re extensively used for decks and portions of the sides not having excessive curvature. POWER PLANT: Foilborne propulsion is provided by two Proteus Model 12,?3 gas turbines, each rated ah 3,900 shp. The turbines are located aft and take air through the two towers housing the retracted foil struts. The exhaust is discharged directly aft through the transom. Each gas-turbine is coupled to a pair of contra-rotating, sub- cavitating propellers, 29 in (737 mm) in diameter, through two right-angle gearboxes; one at the top of each aft strut and the others in each of the underwatsr nacelles. Hullborne propulsion is supplied by a single Curtiss-Wright Model 133-700 rated at 600 hp Bceing's PCH-I High Point, a 120 ton experimental hydrofoil employed by the U.S. Navy since 1963 for continuous operation. The engine is to evaluate the performance of an inshore hydrofoil ASW system BOEING: United States of America coupled to a 43 in (1,092 mm) diameter propeller through a retractable outdrive unit, which is steerable through 360 degrees and rotates about the axis of the horizontal shaft for retraction. COKTROLS: The autopilot system. devised by Hamilton Standard, is designed to main- tain the craft at a stable in-flight attitude in all sea states. It receives craft motion input from a sonic height sensor in the bow, and from roll and pitch gyros and vertical accelerometers. The information is process- ed by an electronic computer and fed continuously to hydraulic actuators of the foil control surfaces. The control surfaces develop the required hydrodynamic forces for stability manoeuvring and counteracting forces imposed by wave action. The attitude control is entirely automatic except for steering. The take-off procedure on the PCH-1 is simply to set the desired flying height, then advance the throttles. At a gross weight of 117 tons take-off occurs at 27 knots with 3,880 total horsepower delivered to the transmission system, the Little Squirt is employed by Boeing for waterjet research. Propulsion water enters a scoop at the speed stabilizing at 36-6 knots at that power base of the aft strut and is ducted upwards to a double-suction centrifugal pump powered by a setting. Minimum foilborne speed is 24 Boeing 502 gas turbine knots. At a cruismg speed of 40 knots 4.400 hp 1s required. with propellers turnmg at 1,270 rpm. DIMENSIONS, EXTERSAL : Length overall, hull 115.7 ft (35-3m) Length, waterline, hull 110.0 ft (33.5 m) Length overall :
a foils retracted 117.0 ft (35.7 m) folk extended 117.0 ft Max beam : folk retracted 31.5 ft (9 6 m) folk extended 31.5 ft Hull beam 32 0 ft (9.75 m) Draught afloat, foils retracted 6 5 ft (2.0 m) Freeboard 124 ft (3-7 m) WEIGHTS : Light displacement 93 0 tons Max take-off displacement 120 0 tons Useful load (fuel, water, equipment, arma- ment, crew) 27.0 tons PERFORMANCE : F?uismg speed : foilborne in excess of 40 knots Little Squirt, Boeing's waterjet research craft hullborne 72 knots ACCOMMODATION: POWERPLANT : The waterjet is provided PERFORMANCE : Crew 13 by a double-suction centrifugal pump power- Cruising speed, foilborne 48 knots LITTLE SQUIRT ed through a reduction gearbox by a Boeing Max permissible wave height in foilborne Little Squirt was designed and built by 502 gas-turbine rated at 450 hp. The pro- mode 2-5 ft (0.762 m) waves Boeing in 1962 as a company sponsored pulsion water enters a ram scoop at the base ACCONMODATIOX : water-jet research vehicle. of the aft strut and is ducted upward through Crew 1 FOILS: The three fully submerged, fixed the strut to the pump. At 2,360 rpm the Passengers 2 foils have subcavitating sections with trailing pump absorbs 425 hp and produces a flow of FRESH-1 edge flaps. Control of lift is obtained through 3,600 US gallons (13.63 m3) per minute at a The FRESH-1 (Foil Research Super- variable incidence by rotating each foil. pressure head of 400 ft (121.9 m). The craft eavitating Hydrofoil) was built as part of The flaps are for lift augmentation during had complet,ed more than 140 hours of the US Navy's accelerated research and de- take-off and are retracted for cruising. The foilborne operation by mid-June 1965. velopment programme aimed at gathering foil arrangement. two forward and one aft, DI%f/IENSIONS;EXTERNAL : data for the design of large, high-speed, is tandem in the sense that the total forward Length overall, hull 22 ft (6.71 m) ocean-going hydrofoils. foil area is equal to the aft foil area. Length waterline, hull 1'7-1 ft (5.20 m) FOILS: The twin-hull catamaran arrange- The foil incidence can be adjusted during Length over foils 22 ft (6-71m) ment provides a large; clear space between operation, compounding the action of the Hull beam 8 ft (2.49 m) the hulls, within which different foil systems moveable contxol surfaces. A Boeing a,uto- Width across foils 11.25 ft (3.43 m) can be mounted. The foils and struts are matic control system is installed that utilises Draft afloat 5.5 ft (1.68 m) attached to lateral beams between the hulls craft motion and height inputs to maintain Draft foilborne 8 in to 2.5 ft (0-2m to 0.7 m) and may be positioned at several different foilborne flight. Freeboard 3.0 ft (0-91m) longitudinal attachmenk point, providing a HULL: Built in plywood, the hull is of : great deal of freedom in the choice of the foil stepped "W" form. This configuration was Light displacement 2-28 tons locations. The foils have been arranged in a chosen as it would provide greater roll safety Nax. take-off displacement 2-65 tons conventional configuration, with two foils for the craft,. Cseful load 0.47 tons forward and one aft, and also in a canard 153
Uslired States of America: BOEING
The world's fastest hydrofoil is the 80-100 knot FRESH-I (Foil Research Supercavitating Hydrofoil) twin-hulled test craft. Foils under test are attached to lateral beams which may be positioned at several different points between the hulls providing a choice of foil locations configuration, with one foil forward and two foils aft. The first system tested comprised three fully submerged and fully flapped foils of cambered-parabolic blunt base section. The foils, of machined 17-4 PH steel forgings, each had an area of 746 sq ft. The foil loading was 1,600 lb sq ft. POWER PLANT: The choice of powerplant a JT3D-3 fan-jet developing 18,000 lb (8,200 kg) st-means the propulsion system does not disturb the w-ater flow around the test foils. Hullborne propulsion is supplied by t,wo 75 hp outboard engines. AUXILIARY POWER: Electricai and hy- draulic power are furnished by a turbine- driven auxiliary power unit and by t,he main engine respectively. Auxiliary power systems have been designed t,o accommodate a wide range of future hydrofoil systems. HULL : The cat,amaranhulls are in aluminium Foils under test on :he FRESH-! are attached to lateral beams between the hulls. They can be with steel truss members. The hull and cabin arranged in aeroplane configuration with two foils forward and one aft, and also in canard con- have been constructed to withstand a variety figuration. Foilborne cruising speed is 80-100 knots of loadings due to different attitutes of crash The data system utilizes a magnetic-tape Cruising speed. hullborne as a result of system failures during tests. recording system with instrumentation cap- 4.5 knots (S-4 km/h) TEST EQCIPMEST: A most important able of providing 84 continuous channels, 82 ACCOMMODATIOX: tool in the test programmes is the analogue commuted channels sampled 20 times per Crew 3 computer. An analogue simulation of the second, and 176 pressure channels sampled characteristics of each foil configuration is once per second. PGH-2 TUCUMCARI developed and maintained. SYSTEMS : A 58-ton waterjet-propelled hydrofoil gun- As t,he test data becomes available, the ELECTRICAL: Turbine-driven 1201208 volt, boat, the PGH-2 was ordered from Boeing simulation is modified to ensure that it 3-phase 400 cycle generator with 30 KVA by the US Yavy's Ship Systems Command will duplicate the characteristics of the continuous rating. in 1966, under a $4 million, fixed price PGH boat as accurately as possible. Before HYDRAULICS: Dual system for foil flaps; (Patrol Gunboat Hydrofoil) programme. each test is run, it is simulated. It is pressure, 3,000 psi. Launched in July 1967, the craft first possible in this way to analyse the system DIMENSIONS, EXTERKAL: became foilborne in mid-October and was behaviour and thus determine the safety of Length overall, hull 47.0 ft (14.33 m) handed to the US Kavy for testing and the test. The accuracy of the simulation is Length waterline, hull 45.0 ft (13-72 m) evaluation in February 1968. most important if accidents or errors are to Length over foils 57.3 ft (17.44 m) The craft is now operating with the US be avoided, particularly when a test is Hull beam 22.5 ft (6-86 m) Navy Pacific Fleet -4mphibious Command conducted near the limits of the boat's Draft afloat 10.5 ft (3.20 m) and is based at San Diego. capability. Freeboard 2.5 ft (0.16 m) FOILS :Like Nigh Point,Tueumcari has afully In the design of FRESH-I, the problem of WEIGHTS : submerged canard arrangement with retract- data acquisition was given as much attention Light dispIacement 12.4 tons able foils. Unlike High Point however, the aft as the design of the craft itself. Because the Max. take-off displacement 16-5 tons foils are divided for sideways retraction, purpose of the craft is testing untried foil Useful load 4.1 tons instead of retracting vertically, and the single systems, it was necessary to provide a data PERFORXIASCE : forward strut retracts forward into a slot in system capable of recording instantaneous Cruising speed, foilborne the bow. Doors preserve the hull lines when md continuous dynamic data. 80-100 knots (148-180 kmjh) the strut is either fully extended or retracted. 160 HYDROFOIL ANUFACTURERS BOEING: United States of America
Boeing PGH-2 Tucumcari hullborne with foils retracted clear of the water. The craft is now based at San Diego and is operating with the U.S. Navy's Pacific Fleet Amphibious Command
Foils and their struts are fabricated in 17- 4PH steel and have thin sections to avoid cavitation within the speed design range. Control flaps on the three foils are of marine aluminium alloy. Both aft foils have anhedral to reduce their Main armament of the PGH-2 comprises a 40 mm gun forward of the bridge and an 81 mm mortar aft. Manually operated twin .50 machine guns on ring mountings are sited aft of the wheelhouse tendency to ventilate in bauked turns. on each side of the bridge superstructure. Foilborne cruising speed is in excess of 40 knots CONTROLS: A Boeing automa,tic control system stabilizes the craft in foilborne operation. This system consists of dual sonic height sensors; an inertial sensor package with vertical gyro, yaw- rate gyro and vertical accelerometer ; command signal equipment, control system computer and the hydraulic- ally actuated control surfaces. The helms- man is responsible for controlling craft heading from the bridge through a wheel which controls the steerable bow- foil. Height command is the only other manual input and this control is used primarily during take-off and landing. HULL: The hull shape is designed to mini- mize the structural loadings due to wave impact. It has a 25 degree deadrise, rounded chines, a flaring bow and straight runs aft. Construction is entirely of welded aluminium and careful design has resulted in a relat,ively low hull weight of 10 tons. The deckhouse includes both welded and mechanically 1 I fastened aluminium structures. Four water- Boeing PGH-2 Tucumcari tight bulkheads are incorporated. hullborne. Steering and reversing are accom- Lengt,h overall : POWER PLANT (foilborne): The waterjet plished by vectoring the water jet exit flow, foils retractad 80 ft 0 in (24.38 m) propulsion system consists of a 3,200 hp eliminating the need for reverse gearing. foils extended 74 ft 6 in (22.71 m) Rolls Royce Proteus gas turbine driving a The propulsion machinery space is divided Hull beam 19 ft 6 in (5.94 nl) lightweight Byron Jackson two-element into two watertight compartments. The Max. beam: double suction centrifugal pump through a hullborne diesel is located in one compart- foils retracted 25 ft 0 in (7.62 nr) direct coupling. ment and the Proteus in the other, permitting foils extended 35 ft 4 in (10.77 m) 'Water is drawn into the system through the craft to operate with either engine Draft afloat (foils retracted) 4 ft 6 in (1.37 m) two ports in the two aft foiljstrut intersection compartment flooded. Both foilborne and Freeboard 7 ft 0 in (2.13 m) pods then ducted up through the hollow hullborne waterjet pumps are designed to WEIGHTS : struts to the pump's intakes, each strut operate under water in an emergency. supplying one pump element. From the Light displacement 40.8 t,ons - - ARMAMENT: Main armament comprises a Max take-off displacement 57.4 tons pump it is discharged through two nozzles 40 mm gun forward of the bridge and an Useful load (fuel; water, equipment, beneath the transom. The system ejects 81 mm mortar aft. Hand operated twin armament and crew) 18.7 tons about 27,000 US gallons (102 m3) of water a -50 machine guns are sited each side of the PERFORMANCE : minute, providing 24,000 lb (10,000 kg) bridge. thrust. Cruising speed, foilborne POWER PLANT (hullborne) : A Buehler DIMENSIONX. EXTERXAL: in excess of 40 knots centrifugal pump, powered by a General Length overall, hull 70 ft I In (21.64 m) ACCOMMODATION : Xotors 160 hp diesel propels the vessel when Length waterline, hull 66 ft 0 m (20 12 rn) Crew 13 i 6 1 HYDROFOIL MANUFACTURERS United States of America: FMC me: FMG CORPORATION Ordnance Engineering Division HEAD OFFICE: 1125 Coleman Avenue, Box 367, San Jose, California The Ordnance Engineering Division of FMC Corporation has engaged in concept, research, design, development and produc- tion of defence material for over 25 yea,rs, starting early in World War I1 with the design and production of over 11,000 amphib- ious assault vehicles. Current activities include the development of ainphiblous vehiclcs, railroad cars, hydrofoil croft,, landing crafk, airborne multipurpose vehicles, and operations analyses studies. During World War 11, FMC designed. developed and produced seven versions of LVTs, under contract to tlie liureau of Ships. Current amphibious vehicle programmes being conducted for the Bureau of Ships are: Landing Craft Assault (LCA), Landing Vehicle Hydrofoil (LVHXZ), Assault Am- phibian Personnel Carrier (LVTPX12), aEd Landing Vehicle Tracked Family of Vehicles (LVTP5A1). The LVHXB is the final product of a programme which began in 1961 and included design, development, scale-model hull and foil testing, and fabrication of two full-scale vehicles. This vehicle is 38 ft long, capable of 35 knot foilborne speed, and 40 mph land. speed while transporting a 5-ton cargo. The division also designed and developed the L312G hydrofoil test craft for the purpose of optimising hydrofoil system configurations and draft contro: systems. This 30 ft craft carries 12 passengers at speeds up to 45 knots. The latest hydrofoil passenger craft built by the company is the 48 passenger L548D. Land power for the LVHX2 is rransmitted from the 1,100 hp Solar T 1,000-S27 gas turbine to the IVHX-2 wheels through an Allison TX 365-2 six speed transmission and non-slip differentials Designed and built for the US Savy Bureau of Ships, the LVHXB is an amphibi- ous, aluminium-hulled, 38 ft hydrofoil landing craft with a cargo capacity of 10,000 Ib. Its mission is the high-speed transfer of cargo and equipment from ship to shore during am- phibious assault operations. It operates foilborne to the surf zone, negotiates off-shore waters and the surf in the displacement mode, then quickly moves Inland on four large, sand-type tyres. The maximum foilborne water speed is 35 knots. Maximum displacement speed is 12 knots, and maximum land speed on hard sarfaces is 40 mph. FOILS: The foil system consists of split forward surface-piercing foils and a rear foil which remains fully submerged. The foil struts retract vertically into the hull and the hinged sections of the forward foil fold up- ward into recesses in the hull sldes. The foils may be retracted or extended while in motion. A simple autopilot system is used to provide a smoother ride in State 3 seas and to counteract adverse effects of a following sea. The LVHX2 can be operated, however, in the Foilborne mode without the autopilot POWER PLAYT: The LVHX2 is powered by an 1,100 hp Solar T1000-S27 two-shaft gas turbine engine. The ir,tegrated drive system permits use of marine and land power The LVHX2, an amphibious hydrofoil landing craft builr: by FMC for the US marines. The craft simultaneously when needed. This system operates at 35 knots to the surf zone, negotiates shallow areas as a displacement craft, then moves also increases veh:cle rellabllltr and daci aAara quickly inland on four sand-type tyres FMC: United States of America weight. Power for marine operation is Right: LVHXZ landing transferred through a marine reverse gear to vehicle hydrofoil. the vertically-retracting rear strut assembly Two are undergoing of the aft foil. This arrangement provides tests with the US Marine Corps full power transmission to the propeller xhen the strut is being extended or retracted. For land operation, the gas turbine engine is de-rated to the necessary power level. Land power is transmitted to the wheels through an Allison TX365-2 six-speed transmission and nan-slip differentials. The craft is capable of negotiating 60 % slopes in forward or reverse and can operate on 30 % side slopes. CONTROLS: Three power-assist,ed steering modes are provided; conventional two-wheel steering, conventional four-wheel steering, and oblique four-wheel steering. The four wheels are individually suspended by a simple air-spring and hydrautic shock absorh- er system w-hich provides a smooth ride over rough terrain. The wheels are ret,ractab;e for water operation to facilitate loading and unloading in the hnd mode. Individual wheel retraction capability permits the vehicle to "kneel", "squat", or tilt, simplify- ing cargo loading and unloading on irregular terrain. Air pressure in the 8-00 x 25 sand-type tyres can be varied by a central inflation system controlled by the driver. Two LVHX2 prototypes have successfully completed Navy acceptance trials and a,re Below: FMC Corpora- tion's L548D 48 - seat currently under test by t,he US Marine Corps. hydrofoil passenger ferry. DIMENSIONS : Twin Cummins VT8-390 M Length overall 37 f$ 0 in (11.28 m) diesels, each rated at 390 Vehicle width 10 ft 6 in (3.20 m) hp at 3,000 rpm and driving counter - rotating Width over main foil 21 ft 6 in (6.55 nl) propellers give the craft Freeboard, comba,t weight a cruising speed of 41 mph 3 ft 9 in (1.14 m) (66 km/h) WEIGHTS" : Combat 11.4 tons Net 12.9 tons Payload 4.5 tons PERFORXAKCE : Fuel capacity 430 GS gai (1,625 litres) Speed foilborne 35 knots (65 km/h) Speed, afloat 12 knots (22 km/h) Speed, beaching 8 knots (16 lim/h) Speed, land 40 mph (64 kmlh) Gradeabilitg, forward slope 60 % Cradeability, side slope 30 % Turning radius, foilborne 300 €6 (91-4m) Turning radius, afloat '76 ft (22.9 m) Turning radius, land 35 ft (10-1m) Endurance on water at 35 knots 5 hrs Endurance on land at 25 mph 10 hrs "Weight Combat: Weight of vehicle fully equipped and serviced for combat, including crew and payload for 10,000 Ib. Net: Weight of vehicle fully equipped and serviced for combat, including crew, but without payload. L548D Designed for fast, comfortable services across bays, lakes and sounds, the L54SD hydrofoil passenger ferry has an operating cost of about 39 cents per seat mile at 100% load factor. The prototype has logged over 3,500 miles during engineering tests in San Francisco Bay. The maximum operating displacement is DiS7LACEMENi WATER L!NE 14-29long tons which includes 4.33 long tons 80-2" of useful load. Design speeds are 45 mph The L548D 48-seat maximum, 41 mph cruising and 10-1l mph passenger hydrofoil for during hullborne operat,ion. bays, lakes and sounds 163 HYDROFOIL MANUFACTURERS United States of America: FMC
Seating I2 passengers and capable of speeds in excess of 45 mph (72 km/h), the FMC L312G is a 30 ft (9.14 m) test and demonstration craft. It was used to obtain data for the design of the 48-passenger L548D
FOILS: A combined surface piercing and compartment. Access to both is through Sea State capability 2 submerging foil configuration is employed, either of two gull-wing doors located amid- Desigrl foilborne range with two forward surface piercing foils ships, port and starboard. Separate doors, 270 statute miles (334 km) supporting 10% of the load and two fully port and starboard, are provided for the pilot Tuning radius at cruising speed subnierged aft foils supporting the rerfiainder. and crew. An emergency window exit is 550 ft (167.6 m) The foils, which are fixed, are built in provided in the aft passenger compartment. Fuel consumption at cruising speed aluminium. The foil configuration is design- A full range of safety equipment is carried, 32 gal/hr (22.7 litresjhr) ed to be inherently stable in any expected including four portable fire extinguishers, life Fuel consumption, hullborne combination of heave, pitch, roll and yaw. jackets for each passenger and crew member, 5 galjhr (13.6 litresjhr) To prevent settling in a following sea and plus five additional children's life jackets. also to smooth out the ride generally, a Inflatable rafts, catering for 50% of the L312G Hamilton Standard stability augmentation passenger and crew capacity (minimum) are After completing the basic design of the system automstically controls trailing edge also carried. LVKX2, the FMC Ordnance Division con- flaps on the forward foils to provide additional ducted a company-sponsored research pro- SYSTEMS AND CONTROLS: Standard stability in heave and roll. Rudder flaps are gramme into hydrofoil systems. Following electrical equipment of the L548D includes fitted to the trailing edges of the aft foil this investigation, it was decided to build a a Raytheon Model DE-7lSA depth sounder, struts for steering control. 30 ft test and demonstration hydrofoil to a Raytheon Model l065C radio-telephone and verify the results of the study and to provide HCLL : The craft is of welded alurriiniuni con- Decca 202 radar. a test vehicle for further research. struction and carries 48 passengers in an at- DIMENSIONS : The L312G, an all-aluminium craft witah tractive, soundproofed cabin with a temp- Length overall, hull .52 ft 1 in (15.88 m) surface-piercing main foils, was launched in erature controlled ventilation system. Length waterline, hull 47 ft (14.32 nl) September 1964. Hull beam 13 ft; (3.96 m) Powered by a Daytona Xarine rated at POWER PLANT: Power is provided by twin Width across foils 27 ft 8 in (8.43 m) Cummins VT8-390M watercooled diesels, 380 hp at 3,800 rpm, it has a maximum speed Draught afloat 8 ft 2 in (2.49 m) of 50 mph. Seats for 12 passengers are each with a normal service output of 390 hp Draught foilborne 4 ft 2 in (1.27 rn) provided in the enclosed cabin, or ahernative- at 3,000 rpm. Each engine drives its own Freeboard 6 ft 8 in forward (1.73 m) ly, 2,880 lb of equipment or cargo can be propeller shaft and the twin screws are 3 ft 6 in aft (1.07 mi contra-rotating. Controls are all sited in an carried. elevated wheelhouse with a 360'-view at the WEIGHTS : DIMEXSIONS : fore end of the passenger conipartment. Gross tonnage 36 Length overall 30 ft (9.14 m) The engine transmission units are mounted Net tonnage 24 Hull beam 9 ft (2.74 m) in a compartment below the forward passen- Light displacement 9.96 long tons Width across foils 17 ft 6 in (5.33 m) ger deck. Removal seat deck sect,ions and a Max take-off displacement 14.29 long tons Draught afloat 5 ft 3 in (1.6 m) removable roof hatch facilitate speedy Useful load 4.33 long tons Draught foilborne 2 ft (0.6 m) replacement of either unit. PERFORMANCE : Displacement : ACCOMMODATION : Passengers are accom- Cruising speed, foilborne 41 mph (66 Bm/hr) Nett 6,900 lb (2,676 kg) modated in a split-level cabin with 32 in the 45 n~phmax (72 kmihr) Gross 9,500 lb (4,309 kg) main, aft compartment, and 16 in the forward Cruising speed, hullborne 10-12 mph Range at gross weight 120 mile (193 km) t 64 HYDROFOIL MANUFACTURERS GENERAL DYNAMICS: United States of America
General Dynamics Lucerne, Sw-itzerland, under which General a number of rnilitary missions, including fast QUINCY DIVISION Dynamics will manufacture and sell hydrofoil patrol boats, antisubmarine warfare and HEAD OFFICE: boats in the United States and other Western air-sea rescue missions. 97 East Howard Street. Quincy, Mnwnrhu- Hemisphere nations based on Supramar's General Dynam~csalso will direct its efforts setts 02169 patents and engineering drawings. to expand the use of hydrofoils as fast, stable TELEPHOXE: Responsibility for hydrofoil programmes passenger ferries on lakes, rivers and coastal 617 471-4200 has been assigned to the Convair Division in waters, for Coast Guard and customs work, General Dynamics has entered mto a San Diego, California, which is exploring and for use in connection with of-shore licence agreement wlth Supramar Ltd of adaption of Supramar hydrofoil concepts for drilling operations. 165 FQlb MANUFACTURE United States of ,America: GRUMMAN Office of Naval Research. In the same year gers over routes of up to 300 nautical miles. a hydrofoil kit designed by William Carl was Foilborne cruising speed of the vessel is 50 made available for do-it-yourself installation knots (93 km/h)and it can maintain schedules on 14 to I6 ft (4.3 to 4.9 m) outboard run- in 8-10 ft (2.4-3 m) waves. HEAD OFFICE: abouts. It incorporates several design features Bethpage, Long Island, USA In 1960, Grumman was awarded a contract resulting from operating experience with the by the Maritime Administration for the Denison, but unlike the Denison it has fully Grumair design and construction of the HS Denison, submerged main foils. Foilborne power is DIRECTOR: an 80-ton open ocean research vessel which supplied by a single Rolls-Royce Type 621 E. C. Tow1 was launched in June 1962. This craft gas-turbine driving a KaMeWa propeller. WORLDWIDEDISTRIBUTOR AXD S-~LESAQEXT (described in the 196718 edition) has been FOR THE DOLPHIX: operated at speeds above 60 knots (111 The Garrett Corporation, 9852.9951, Sepul- kmjh) demonstrating good foilborne man- veda Boulevard, Los Angeles, California, oeuverability and seakeeping ability in rough 9009. water. DIRECTORS: Grumman also designed the 320-ton, 212 ft N. H. Wetzel, President (64.6 m) AG(EH) for the US Navy. The W. J. Pattison, Vice-president, Sales and foils for this craft were the forerunners of Service those used on the Dolphin and the more J. W. Calvert, Director of Hydrofoil Sales recent PGE-I Flagstaff. Grumman entered the hydrofoil field in The Flagstaff is currently being evaluated 1956 when it acquired Dynamic Develop- by the US Navy. Dolphin class hydrofoils are ments Inc. The initial product of this being built for Grurnman by Blohm & Voss, venture was the experimental XCH-4, built Hamburg, and the second craft was due to for the Office of Naval Research in 1955. be completed during the autumn of 1968. Powered by two aircraft engines with air Blohm & Voss will also build the 325 ton propellers, this eight-ton vessel established a Grumman Neptune, a description of which world's speed record for hydrofoil craft, appears in the entry for Blohm & Voss, exceeding 78 knots (145 kmlh). In 1958, the 60-knot XCH-6 Sea Wings, the first boat ----;; to employ supercavitating foils and a super- A 64-ton hydrofoil ferry, the Dolphin is cavitating propeller, was also built for the designed to carry a maximum of 116 passen- Blohm & Voss Hydrofoil 'Dolphin' end view
Dolphin-side and deck views 166
GRUMMAN: United States of America The Dolphin is being built under contract and pod assembly. Hullborne power is BAGGAGE: Racks for hand luggage in by Blohm & Voss of Hamburg and marketed supplied by two 216 hp GR16 V-53 N diesels passenger cabin, baggage hold in forepeak. by the Garrett Corporation. The prototype driving two waterjets, each fitted with a WEIGHTS : was operated by Maritima Antares in moveable nozzle and reversing bucket. An Gross tonnage 83 tons the Canaries and has recently been purchased aconstic bulkhead and two rest rooms Set tonnage 52 tons by an operator in the United States. The separate the power plant, which is mounted Light displacement 50 tons second Dolphin w-as due for trials in the aft from the main pqscnger cabm. Normal take-off displacement 67 tons autumn of 1968, and has also been sold to an COJfMCNICATIOXS AND XAVIGATION : Max take-off displacement 69 tons American operator. Standard equipment includes an RCA Normal deadweight 17 tons FOILS: The fully submerged foil system is Cruisephone 110 CRM P 12-A-100 radio Max deadweight 19 tons of conventional aeroplane configuration with telephone and Raytheon MP 1900 radar. Kormal payload 10 tons 70% of the weight supported by the two SYSTEMS : Max payload 12 tons AIR CONDITIOSING: Anton Kaeser, type bow foils and 30% by the single tail foil, PERFORMASCE (with normal payload) : A Garrett electronic autopilot system controls Granturbo HLHK IE 325. Nax speed, foilborne 50 knots (93 kmih): the incidence angle of the three foils. The ELECTRICAL: Diesel generator C3f 33-3 N Max speed, hullborne 10+ knots (19 km/h) stern foil strut rotates for steering and all model 5034-SIOO/GE 40kW/225/450 V; 60 cps Max permissible wave height in foilborne three foil struts are retracted hydraulically. for auxiliary power, lighting, master warning, mode 11 ft 6 in (3.5 m) The foils are of forged aluminium. monitoring system and autopilot. Cruising speed, foilborne 48 knots (90 kmih) The Dolphin autopilot is fully automatic BYDRAULICS: 210 atu for strut retraction, Cruising speed, hullborne 10 knok (14 km/h) and can be programmed for specific water foil incidence control and auxiliary power. Designed endurance and range at cruising conditions. It consists of a bow-mounted APU: Batteries for autopilot system. speed approx 300 n.m. height sensor, accelerometers, gyros, a solid DIMENSIONS, EXTERSAL : Turning radius at cruising speed state electronic computer and an electro- Length overall, hull 74 ft 3 in (22.63 m) 656 ft (200 m) hydraulic foil control system. The sensor Length waterline, hull 66 ft 8 in (20.32 m) Sumber of sec and distance to take-off sends data on the height of water approaching Length overall, foils retracted 2.5 see 590 ft (180 m) the hull. The computer translates data from 86 ft 4 in (26.31 m) Number of see. and distance to st,op craft the height sensor, gyros and accelerometers Length overall, foils extended 6.2 sec 230 ft (70 m) into the optimum foil angle, and sends a 89 ft 11 in (27.40 m) Fuel consumption at max speed continuous positioning signal to the control Hull beam 18 ft 8 in (5.68 m) 257 gallons per hour systenl. Beam overall, foils retracted Fuel consumption at cruising speed HULL: The hull is of aluminium alloy 32 ft 2 in (9-80m) 280 gallons per hour construction. Transverse framing is utilised Beam overall, foils extended SEA TEST: Tests have been undertaken in throughout and all frames and bulkheads are 36 ft 10 in (11-24 m) sea states 4, 5 and 6. In state 3 seas the welded assemblies Draft afloat, foils retracted 4 ft 2 in (1.28 m) maximum vertical acceleration has been ACCOMMODATION: The elevated wheel- Draft afloat, foils extended 0.095 g. Beyond sea state 3 accelerations house at the forward end of the pnsqcnger 12 ft 10 in (3.91 m) have been from 0.1 to 0.29 g. Accelerometers compartment provides side-by-side seating Draft foilborne were located amidships. for the captain and an engineer. A single 3 ft 114 in-8 ft 6 in (1.20 up to 2.60 m) wheel is provided at the captain's station. Freeboard 5 ft 9 in (1.75 in) PG(H)-1 FLAGSTAFF All instrumentation is located so that it can Height overall 45 ft 7 in (13.90 m) The 65-ton PG(K)-1 Flagstaff hydrofoil easily be monitored. The crew normally DIMENSIOh'S, IKTERNAL: gunboat w-as developed from the civil comprises a captain, an engineer and one Superstructure includes the wheelhouse, Dolphin. It was due to be delivered to the deck hand. passenger cabin, toilets and upper part of US Navy for trials in September 1968. In addition to 116 and 60-80 passengers, the plenum chamber. The wheelhouse, FOILS : The fully submerged foil system is of first-class seating arrangements, low density passenger cabin and toilets ere separated aeroplane configuration, with approximately luxury seating, workboat and cargo con- by partitions; the plenum chamber by a 70 % of the weight supported by two bow foils figurations are available. Crew and passen- bulkhead. and 30% by the single tail foil. The three gers' accommodation is air conditioned. Length 42 ft 8 on (13.00 m) foils are incidence-controlled and operated by Tour operators can order sight-seeing Max width 15 ft 3 in (4.65 m) an electronic autopilot. The stern foil strut versions of the Dolphin with full vision Max height 6 ft 5 in (1.95 m) rotates for steering and all three foil struts windows extending the length of the super- Floor area 613 sq ft (57.00 m2) retract hydraulically, completely clear of t,he structure on both sides. Alternatively, the Volume (110.00 m3) water. entire passenger superstructure can be omitted and, for excursion kips on sheltered water, a top provided t,o roll up or down as desired. With an open well deck, the Dolphin ca,n also be used as a workboat for servicing offshore oil rigs, and carrying high priority cargo. Access to the passenger compartment is through an aft door on the starboard side. There are three emergency exits. A full range of safety equipment is carried, includ- ing approved life rafts, sufficient for the crew and 116 passengers. Life jackets for adults and children are also provided. The safety arrangements have been approved by Seeberufsgenossenschaft, Germany. POWER PLANT: Foilborne propulsion is provided by a single Rolls-Royce Tyne 621 marine gas turbine, rated at 3,600 bhp at 14,500 rpm. Power is transferred through a mechanical right-angle drive transmission to a KaMeWa ~upercavit~ting,controllable- pitch stainless steel propeller of 3 ft 9 in (1.140 mm) diameter at the end of a strut Grumman PGH-I Flagstaff I67 HYDROFOlL MANUFACTURERS United States of America: GRUMMAN
The Grumman PGH-I undergoing tests at the Naval Ship Research and Development Center's Hydrofoil Special Trials Unit, Bremerton, Washington
HULL: The hull is of aluminium alloy means auxiliary general experimental hydro- deck, side and bottom plating is made from construction. All frames and bulkheads are foil-was built by the Lockheed Shipbuilding integrally stiffened, aluminium extruded welded assemblies and transverse fram-ing is & Construction Company, Seattle, Washing- planks. The hull is predominantly welded used throughout. ton. It is being used by the US Navy's construction with the exception of the pilot ARMAMENT: The main armament comprises Hydrofoil Special Trials Unit, Bremerton, house and certain longitudinal hull seams a 40 mm gun mounted forward of the bridge Washington to investigate the performance that act as crack stoppers. and an 81 mm mortar aft. Manually- of a large seagoing hydrofoil under opera- The hull shape is designed to minimize the operated twin .50 machine guns on ring tional conditions. The guidance design and structural loadings due to wave impact and mountings are sited each side of the bridge. preparations of contract specifications were the bow shape has been developed for this PROPULSION: The main engine is a undertaken by Grumman under the direction specific purpose. Bottom deadrise is carried 3,600 hp Rolls-Royce I'Iarine Tyne 621 of the Bureau of Ships. all the way to the transom with the objective. gas-turbine driving supercavitating KaMeWa Initially the craft will operate at subcavitat- POWER PLAX-T: Foilborne propulsion is controllable pitch propeller through a mech- ing speeds below 60 knots, but the design supplied by two General Electric LM 1500 anical right-angle drive transmission. Hull- provides for subsequent doubling of power gas turbines (marine version of the 5-91) of borne power is supplied by two 320 hp and adaptation to high speed supercavitating 14,000 bhp continuous rating, connected by General Motors dissels driving two waterjets. foils. The hull is therefore built to withstand shafting and gearing to two supercavitating DIMENSIONS : wave impacts at 90 knots. propellers at the end of the propulsion pods Length overall 73 ft 0 in (22.2 m) FOILS: The foil system is fully submerged on the main foils. The air inlet for the main Length waterline, hull 66 ft 8 in (20.3 m) and automatically controlled by a Hamilton turbines is ixtroduced at the top of the Hull beam 21 ft 5 in (6.5 m) Standard autopilot system similar tothatused deckhouse. Because of the need to prevent Length overall, foils retracted in High Point. The foil arrangement is of ingestion of water or saltspray into the gas 86 ft 4 in (26.3 m) the conventional "aeroplane" type with 90 % turbines, there are lowered deflectors over Length overall, foils extended of the weight carried on the two main foils the inlet opening, followed by a bank of sheet 89 ft 0 in (27.1 m) and the remainder on the aft foil. The stern metal spray separators. Max beam, foils retracted foil strut rotates for steering and all three There is a dam for solid water separation 34 ft 0 in (10.3 m) foils struts retract completely clear of the a,nd four right angle turns before the air Max beam, foils extended water. The three foils, which have consider- reaches the engine bellmouths. 37 ft 2 in (11.3 m) able sweep and taper, are geometrically The hullborne powerplants are two Curtiss- Draft afloat, foils retracted 4 ft 3 in (1.3 m) similar with an aspect ratio of 3. The swept Wright Model 12v-142 diesels rated at 900 hp Freeboard, minimum 6 ft 6 in (1.9 m) back leading edges help to delay cavitation maximum and 700 hp continuous. Each WEIGHTS : and facilitate the shedding of seaweed and diesel drives aft through a shaft to a right Max take-off displacement 65 tons app other neutrally buoyant debris. They also angle gear drive resembling a large outboard PERFORMANCE : reduce impact loads associated with water motor, mounted on the side of the hull. Each Cruise speed, foilborne entry after foil broaching. The main foils of these right angle drives is retractable about In excess of 40 knots (76 kmjh) have some dihedral while the tail foil is flat. a horizontal axis and steerable about a Crew 13 All three foils are incidence controlled. vertical axis through 360 deg. rotation. A HULL: The hull is almost conipletely subcavitating propeller is mounted at the end The 320 ton AG (EH)-the designation fabricated of 5456 aluminium alloy. All of each right angle drive. 168
GRUMMAN: United States of America
Auxiliary power is supplied by two Cum- mins VT8-430 diesels rated at 260 hp contin- uous and each is capable of providing all the ships' hydraulic and electric power. Normally one is operating while the other serves as a standby. In addition to the diesels a small gas turbine auxiliary power unit is carried, which drives a 200 hp hydraulic motor capable of starting both main engines simultaneously. SYSTEMS : AIR CONDITIONING: The pilothouse, CIC compartment, living, messing and berthing spaces are air-conditioned during the cooling season by a 13 ton capacity freon type compressor system. Sanitary and washroom areas, galley, displacement engine room, main engine room, windlass room and the engineers control booth are all mechanically ventilated. DIMENSIONS : Length overall 212 ft 0 in (64-6m) Max beam 40 ft 0 in (12-2m) Draught afloat, foils retracted 6 ft 0 in (1.8 m) Draught afloat, foils extended 25 ft 0 in ('7-6m) WEIGHTS : Displacement 320 tons PERFORMAXCE : Max speed foilborne The US NAVY'S AG (EH) experimental hydrofoil designed by Grumman 50 knots plus (8.29 kmih) plus and built by the Lockheed Shipbullding & Construction Company 169 HYD United States of America: HONOLD/ ATIONAL HYDROLlNES Honoid
HEAD OFFICE: Chester Pike and Folcroft Avenue, Folcroft, Pennsylvania The introduction of Albatross marked the entry of the United States into the corurrleroial hydrofoil field. The &st corrunercial hydro- foil service in the New York area was inaugurated with the departure of an Alba- tross with 16 passengers aboard from Port Washington, Long Island, bound for the foot of Wall Street in SIanl~aLlan,on July 15, 1963. The craft was designed by Hehut Koch for Ira Dowd's American Hydrofoils; Inc, and the prototype was built in Wilmington, California. Production craft for the LTew York World's Fair service operated by American Hydrofoils Inc were bunt by Ludwig Honold. American Hydrofoiis reported that during the World's Fair they carried just over The 22-seat ALBATROSS-first hydrofoil to be approved by the US Coast Guard for cornrnercia! passenger service 500,000 passengers for a total of 1,600,000 yesbexlyer-miles (2,575,000 passenger-km), without a single reported passenger injury. ed for machinery and control equipment are -4lbatross operators currently include Unit- filled with an approved foam for strueturd Spurtfisherman is built to provide rapid ed States Hydrofoils, Miami, New Pork reidorcement and buoyancy. pi~~sagoto and from fishing grounds. It is Hydrofoils Inc and Crillion Tours Etd, La The fixed-surface piercing foils are of basically similar in construction to the Paz, Bolivia. welded aluminium construction and me Albatross, but equipped with a large cockpit In addition to the production-type Alba- fastened, with their supporting struts, to the with fishing chairs aft of the cabin super- tross, Ludwig Honold has developed a sports hull attachment plates with stainless steel structure, and a flying bridge for improved fishing model, equipped with fishing chairs in bolts. These are designed to shear off to vision, a large cockpit and a flying bridge atop the prevent hull failure in case of grounding or It is reported that interest in the Boston cabin. collision with a submerged object. area in a fast means of getting lobsters to The rudder post is utilised for the rear foil market may resuit in a cargo version based The Albatross was the first Ingrdrofoil in the centre support, the propeller shaft bearing, on this design. United States to be certscated by the and to accommodate the engine cooling water The cabin is 15 ft 6 in (4.12 m) long and has Coast Guard for passe~:ngerservices in lakes, scoop and injection piping. 6 ft 3 in (1.90 mj headroom. Sleeping bays and sounds. The navigation, fire protection and life- xeornrnodation is provided for four. Stand- Accommodation is provided for 22 passen- saving equipment is as specified by the US ard equipment includes foam rubber eushions gers in twin, aircraft-type seats arranged two Coast Guard for small passenger craft. The on berths and dinette seats: enclosed bead abreast along a centre aisle. On short routes steering system is hydraulically operated and with manually operated toilet, stuinluss sted only one crew member is normally carried to a manual tiller is provided for emergencies. wash basin, vanity mirror and medicine navigate the craft but two are carried at DIMENSIONS : chest, and a complete galley with sink, two- night. Length 34 ft 1 in (10.39 m) burner alcohol stove, ice-box glass and dish Power is supplied by a General Motors Beam 14 ft 4 in (3.45 m) rack, utensil drawer and food locker. 6V-53 diesel, developing 197 shp at 2,800 W-idth across foils 15 ft 2 in (4.62 m) Basic equipment of the flybridge includes rpm, and driving a single screw through a Draught afloat 6 ft 6 in (1.98 m) two pilot folding seats with safety belts, 1.5 : 1 reduction gear. The inclined drive Draught foilborne 2 ft 6 in (0.16 m) power steering, throttle and clutch, and a shaR is supported in the middle by a vee strut. WEIGHTS : complete dashboard with all switches and The hull, of the deep vee stepped type, is Displacement 6 tons gauges. of all-welded aluminium construction. A11 PERFORMANCE : Weight of the craft is 11,000 lb (5,000 kg). side-panels throughout the cabin area and all Cruising speed foilborne 28 knots Dimensions and performance as for the spaces beneath the passarlger deck not utilis- Max speed 35 knots Albatross.
lnternationaf Mydroiines 3. Roland Ledue, Vice President in charge This company sucoeeds International Hyd- lNfERNATIONAL HYD of Operations rofoils and Air Cushion Vehicles. Although HEADOFBICG: Charles E. Laidlaw, Treasurer and Director the Purpose of hydrofoils, air cushion vehicles and surface 245 Park Avenue, Wew York 10011 Howard F. Cerny, Secretary TELEPHONE: effect ships, it will also marke~these craft Ira E. ftowd, Vice President and Chairman 2-0700 and bas been by Satra Corporation DII~ECTOXSxs~ OFFICERS : Robert Arum, Director as their representative for Sudoimport Gerald 0. Rennarts, President and Director Charles Plohn, Director hydrofoils in the Western Hemisphere. 17
LOCKXEED: United States of America
WEAD OFFICE: Seattle, Washington, USA fn June 1963 Lockheed Shipbuilding & Construction Company was awarded the contract for the detailed design and construc- tion of the 320 ton AGEH-1 Plainview, the world's biggest hydrofoil to date. The hull was launched in June 1965 and the US Piavy took delivery of the craft in late 1967. The oraft successfully completed her maiden flight in Puget Sound on March 21st, 1968. The AGEH-1 has been assigned to the US Navy's Hydrofoil Special Trials Unit and will undergo extensive evaluation for several years. The potential of the craft as an ocean going vessel for the US Navy will be fully explored. To facilitate analysis of data obtained from the extensive instrumentation installed aboard the craft, provision has been made for continuous and simultaneous recording of more than two hundred data channels on a single magnetic tape. The power plant at present consists of two General Electric LM 1.500 gas turbines, each driving one propeller through a right-angle bevel gear transmission. The design will permit the addition of two more engines at a - - later date to enable the craft to achieve Wheelhouse of the AGEH-I Plainview much higher speeds using a ventilated or supercavitating foil system. l7l
Unireci States of America: MARYLAND
A
HEAD OFFICE AND YARD: PO Box 537, Baltimore 3, Maryland The KS Victoria, a 75-seat hydrofoil passenger ferry designed by Gibbs & Cox and built by Maryland Shipbuilding & Drydock Company for Northwest Eydrofoil Lines Inc., is now operating between Seattle and Victoria BC. The craft operates a daily service, with two round trips per day on Fridays, Saturdays and Sundays. Journey time is just under 24 hours, reducing by two hours the the taken by conventional ferries. The vessel has a fully subrnerged foil system of canard configuration and is powered by two LMlOO gas-turbines driving non-reversing water propellers. The foil system is controlled automatically by a General Electric Foil-Borne auropilot system. FOILS : A fully submerged canard configura- tion is employed, with an incidence controlled bow foil and two main foils with trailing edge HS Victoria carries 75 passengers at 37-40 knots. Powered by two 1,000 hp GE LM 100 gas turbines it is now operating between Seattle and Victoria BC flaps. ,4pproximately 20% of the weight is supported by the bow foil and each of the rear foils supports 40%. All foils have straight taper in plan form. Fore and aft struts are located approxin;ately + and $ of the length of the craft from the bow. The foil struts are tapered from top to bottom. Strut length was ulloseri to permit the craft to perform well in the design sea state w-ithout producing excessive strut deflection in turns, Struts and foils are constructed of HY80 steel and are non-retractable, but provision is made for retractable foils on subsequent vessels of this type. AUTOPILOT. A Foil-Borne Control System, designed and manufactured by the General Electric Defence Electronic Division is provided to automatically maintain the stability of the Victoria when foilborne and provides height, heel, trim and hea,ding control and power steering. It consists of the following components: (I) control com- puter; (2)three hydraulic actuators; (3)three rate gyros; (4) vertical gyro; (5) height sensor; (6) two accelerometers; (7) control panel; (8) directional compass system. HS Victoria at speed in Puget Sound The system makes the maximum use of solid state electronics and of modular ed within & one degree from the vertical while plating and toe stiffeners. It is built in construction. Individual modules have a foilborne in the design sea state. Roll is 5000 series aluminium. Mean Time Between Failure of 10,000 hours controlled by the differential motion of the ACCOMXODATION : The wheelhouse, and mechanical components will provide port and starboard flaps by means of the located forward, provides an unobstructed 2,000 hours of operation between overhauls. servo-actuators. A roll trim control permits 360' view and is equipped with duplicate It is designed to operate efficiently in a State the manual introduction of a small bank steering controls for the captain and first 4 sea, which includes waves to a maximum angle during turns. officer. height of 4-8 ft (1.21-243 mj. DIRECTION CONTROL : Control : The The passenger cabin is arranged in airliner HEIGHT CONTROL The height eontroI directional control loop maintains the craft style with three and four seats abreast on loop maintains an altitude at the stern of to within 2 one degree of a set course while either side of a longitudinal aisle. The cabin +6 in (153 mm) of a set value in calm water, the craft is foilborne. For course correction is accoustically and thermally insulated. It including effects of height and pitch control and normal power steering, steering wheel is sheathed in aluminium, and the forward loops in cascade. Vertical aooderations of torque acts on a torque transducer to control and after cabin bulkheads are covered with +@15g are maintained in the desig~ailsea the electrohydraulic servo system. a Firn-a-Flex walnut wood veneer. The state. HULL: The hull, designed for two-compart- passenger cabin deck is covered with acrylan PITCH: Pitch altitude is maintained within ment subdivision (ie any two adjacent carpeting, and the reclining seats are vinyl i one degree from the vertical in the desig~ied compartments below the main deck may be covered and equipped with foot rests and seat sea state. A signal from the pitch loop is flooded and the vessel will remain afloat) has belts. The cabin is complete with water summed at the port and starboard servo a hard chine, high deadrise forward, planing dispensers and overhead racks. Two amplifiers with a signal from the roll loop. form selected for easy entrance, good Lavatories in the passenger cabin are located The resultant signal: applied to a servo valve, planing surface aft, and good re-entry one fore and one aft. Ali construction causes the actuator ram at the top of each characteristics for take-offs and landings. materials, including curtains, are fireproof in strut to activate the flap on each rear foil. Approximately 65% of the main hull is accordance with CS Coastguard rules and ROLL CONTROL: Roll attitude is maintain- formed by extruded panels combining shell regulations. 172 HYDROFOIL ANUFACTURE MARYLAND: United States of America Passenger and crew spaces are fully heated and ventilated by a hot air system. Air conditioning is optional. The displacement drive compartment, auxiliary machinery space, fuel oil tanks, electronic compartment and baggage freight compartment are all located below the main deck. A Carbon-Baron-Freon (CBRE',) fixed flooding fire fighting system is installed to protect compartments below the main deck and the gas-turbine sponsons. A sea water fire main runs the length of the Victoria with two fire stations located so as to reach any point in the vessel with a 25 ft (7.62 m) hose. Four 25-man self-inflating life rafts of the latest type are provided, as required by the US Coast Guard.
POWER PLANT: Power is supplied by two General Electric LM100 marine gas turbines, each rated at 1,000 shp. The LMIOO is equipped to burn Diesel 1D fuel. Other fuels can also be used. The compression section of the engine is a 10-stage axial-flow- unit which delivers more than 12 Ib of air per second at a pressure ratio of 8 to 1. Inlet guide vanes and the first three stages of stator vanes are variable to allow rapid starting, acceleration and deceleration. Starting power is supplied by 28.~016 batteries, and the turbine can attain full speed in less than one minute. The gas-turbines are located in watertight sponsons outside the main hull and drive non-reversing propellers through a single train right angle reduction gear system consisting of a reduction gear, upper and lower spiral bevel gear pairs and vertical shafting. A 100 hp Harnischfeger lightweight diesel with a Hydro-Drive retractable right angle drive unit is mounted in the stern for hullborne propulsion. i-__i The starting and stopping operations of t,he General arrangement drawing of HS VlCTORlA main turbines and auxiliary diesel engine are remotely controlled from the wheelhouse. Quick-connecting, aircraft-type receptacles All bilge suction valves are mechanically The remainder of the auxiliaries are remotely are provided on the weather deck of the craft operated from the deck. controlled from the control area of the main for the connection of shore power while in cabin. dock. A separate shore power connection DIMENSIONS : is provided for the lube oil heater. Length overall, hull 64 ft 9 in (19.7 m) COMMUNICATIONS AND NAVIGATION : HYDRAULICS: Hydraulic power for the Hull beam 16 ft 0 in (4.87 m) Equipment includes a radio-telephone, a foil control system is provided by three 5 hp Beam overall, across foils 30 ft 6 in (9-29 m) radio direction finder, radar, echo depth constant pressure hydraulic oil pumps driven, Draft afloat 14 ft 1 in (4.29 m) sounder, electric horn and three compasses. one each, by the two GE gas turbines and the Draft foilborne (full load, maximum) displacement diesel. 7 ft 6 in (2.28 m) SYSTEMS : Draft foilborne, minimum 4 ft 0 in (1.22 m) BILGE: A bilge main serves all compart-
ELECTRICAL: The vessel is provided with ments in the ship. The fire pump, driven WEIGHTS : an electric plant having a nominal 24 volts by the displacement diesel engine; is self- Maximum take-off displacement 40 tons D.C. The power sources are: (a) two 500- priming and also serves the bilge main. Its Gross tonnage 87 tons amp. 30-volt, aircraft-type generators, one capacity is 50 gallons per minute. This Payload 10 tons driven off each main turbine; (b) one 1'70- pump operates in the displacement condition. amp-hour (at the one-hour rate) 24-voIt The salt-water cooling pump, which serves PERFORMANCE : nickel cadmium battery; (c) one 35-amp-hour the lubricating oil cooler and hydraulic oil Cruising speed, foilborne 31 knots (69 kmjh) 24.~01%nickeI cadmium battery; jdf one 200- cooler, is self-priming and also serves the Max speed, foilborne 40 knots (74 km/h) amp, 30 volt aircraft type standby generator, bilge system. It has a capacity of 60 gpm Range at 37 knots, full load arranged for belt drive by the diesel engine. and operaces when the craft is foilborne. 180 nautical miles (290 km) I73 ANUFACTURERS United States of America: NIGG / SATRA Nigg RIG: A entarmaran rig of 100-150 sq ft DONALD d. NlGG (92-13.9 m2) area is recommended. ADDRESS: DIMENSIONS : 7924 Fontana, Prairie Village, Kansas, Length overall, hull (plus boom overhang ak. USA 66208 rear, dependent on sail plan) 16 ft 6 6 (5.02 m) Length waterline, hull 16 ft 0 in (4.87 m) The development of a practical aailiug Beam 20 ft O in (6.09 m) hydrofoil has been the objective of a few Draft afloat (fixed foils) 3 ft 6 in (1.06 m) imaginative designers for the past two Draft foilborne decades. Fewer than a dozen full-scale 12-30 ins over operating speed range ' experimental craft have lifted from the Height, approx 24 ft 0 in (7.3 m) water surface under sail power alone, an PERFORMANCE : each has had ~tsown unique problems. Max speed foilborne A true development class of sailiug hydro- Over 30 knots, design cruise range foil has been slow to emerge, but Donald optimized for 20-30 knots Nigg's Flying F~sh,~llbh Was successfu~ly Max speed hullborne 6 knots tcsLod during the summer of 1968. may mark Exocoetus on landing approach to dock Min wind for sake-off 10 knots the begiuulr~gof such a &ha. Xumber of seconds and distance to take-off Theoretical speeds of twice the wind provide interim foil siabilization up to the (theor. app) velocity are the main attraction of these craft. take-off speed of 5 knots and prevent dragging 3 sees with 50 ft (15.2 m) run in favourable The speed potential falls between that of the an end of the crossbeam in the water. At wind modern catamaran and the ice-yacht. foilborne speeds the safety foils preclude the &-umber of seconds and distance to stop Development of the Flying Fish began in possibility of an end of the crossbeam being craft (theor. app) 3963 at Lake Quivira, an inland lake in driven into the water by sudden heeling. Can land from 20 knots in 150 ft (45.6 m) Kansas, Donald Nlgg believed that if the in about 6 seconds pitchpole moment and vertical stability FLYING FISH problems could be solved, the front-steering First of a development class of sailing three-point suspension system typical of the hydrofoils, the Flying Fish has been specialiy modern ice-yacht offered several advantages. developed for home builders. Built mainly Previous craft had often used three-point in wood and with a length overall of 16 ft suspe&ion, but all appear to have used rear 6 in (5.02 m), it has a maximum foilborne steering. To develop this new approach, speed of more than 30 knots. Exocoetus, an experimental platform was The estimated cost of constructing a craft built. It was evolved through three distinct of this type, less sail and rigging (the 125 versions during 1964-67 and established the sq ft mainsail and rigging from a Y-Flyer basic feasibility. were used for the prototype illustrated), is Interest in the experiments resulted in $US 175.00. numerous requests for plane, but although FOILS: The foil configuration is surface the craft was ideal as a development platform, piercing and non-retractabli: with 16 % of the it was not a deslgn suitable for home con- weight supported by the vee bow foil and the struction. In response to these requests the remaining 84 % by the outriggad main foils. FIying Fish was produced. The latter are also of the vee type. with To keep the costs to a minimum, the craft cantilevered extensions at the apex. is designed to carry a sail area of 100-150 Total foil area is 15.3 sq ft (1.42 m2jand the sq ft. It was anticipazed that most of those foil loading is 300 Ib sq ft max at 30 knots. The Flying Fish in a broad reach in a moderate interested in building a sailing hydrofoil The front foil and its supporting strut are wind. Boat speed estimated at about I8 would be small boat sailors, owning a boat built in aluminium and oak, and the main knots earrying a mainsail of this size. The design foil is in oak only. thus allows the builder to share the sail and STEERING: A basic feature of the design is SEA TEST: The craft has been tested in rigging with an existing dinghy. the use of front rather than rear steering. 10-25 knot winds on a relatively sheltered The monohull and buoyant crossbeam of Directional control is provided by the move- inland lake, with a max chop of about 18 the Plying Fish represents a simpler and more ment of the hinged bow foil. inches. Ten hours testing has been accrued rugged structure than that of the Exocoetus. HULL: This is an all-wooden struesure built on the final design at the time of going to The crossbeam provides stability when in in fir plywood, & in thick and sealed. Torque press. Speeds up to approx 30 knots have dock and in a displacement conditien at low load is carried by the skin, and bending loads been attained. Enquiries regarding plans speeds. At 2-3 knots the horizontal safety are carried by the skin and the internal beam should be made direct to Donald J. Nigg at foils at the top of the Vee of the rear foils structure. the address given above.
Satra SATRA CORPORATION Soviet hydrofoils. The corporation has was expected to arrive in the GSA in the EEADOFFICE: imported the Vofga hydrofoil, which has been autumn of 1968. International Hydrolines 7 Park Avenue, New York, NY 10016 restyled and marketed in the USA as the has been selected by Satra as the represent- Satra is a New York trading corporation Forte; and also the Raketa. A 100-passetyer ative for Sudoimport hydrofoils in the holding the Sudoilnport licence to import Kometa is also being imported by Satra and Western Hemisphere. 174
WYNNE-GILL: United States of America powerboat champion Jim %Vynne and his drive shaft to permit retraction. Though partner, JOEA Gill, for the Maritime Corpora- designed for construetion in corrosion tion, Alliance, Ohio. The cra,ft has a fully- resistant aluminium alloy, the prototype is HEADOFFICE: submerged foil system, with mechanical wave of marine ply. 261 S.W.6th Street, Miami, Florida 33130 sensors operating trailing edge flaps to main- FOILS: The fully submerged foil system is TELEPHONE: tain the foils at the required depth, and (305) 373-3130 provide stability in all four axes-heave, of conventional "aeroplane" configuration with about 80 of the load supported by the MARITIME FLlGHT 1 $ch, roll and yaw. For the first t,he in % This 21 ft four-seat sports hydrofoil has hydrofoil design use has been made of 6wo rectangular bow foils and the remainder been designed by international offshore Torsionetic Universal jolnts on the propeller by the rear foil. All three foils retract
The Wynne-Gill Maritime Flight i heat sports hydrofoil prototype. The craft has a fully submerged foil system with mechanical wave sensors oper- ating rrailing edge flaps to maintain the foils at the required depth.
Wynne-Gill Kaaritime Fiighi I, out-board profile. 1 7% ANUFACTURERS United States of America: WYNNE-GILL hydraulically. The two main unfts retract the trailing edge of the stern foil strut, is SYSTE3lS : rearwards into hull slots and the rear operated by foot pedals. ELECTRICAL: 12 volt assembly retracts upwards through the hull, HYDRACLIC : 1,000 psi retraction cylinders POWER PLANT: Notive power is provided at the same time raising the propeller and DIMENSIOXS : by a single 200 hp Holman and Moody drive shaft. Length overall 21 ft 3 in (6.47 m) inboard engine driving a single 3-bladed Kull beam 7 ft 3 in (2.20 m) Lightweight mechanical feeler arms trailing propeller through a vee-drive and a system Wldth across foils 9 ft 3 in (2.81 m) from the bow ride on the waves and continu- of Torsionetic joints, produced by the Eaton Draft folls, lowered 4 ft 7 in (1.39 m) ously transmit their shape through a connect- Spring Division of Eaton, Yale and Towne Draft. forls retracted 2 ft 2 in (0.66 m) ing linkage to adjust the angle of the trailing Inc. The Torsionetic joints are fitted WEIGHTS : edge flaps on the main foils. between the engine and the gearbox and Light 2,250 Ib (1,021 kg) between &hegearbox and the propeller shaft, The driver has overriding control. By Nnx gross 3,200 lb (1,452 kg) ei~oLliugthe shaft to be retracted. pushing the wheel forward, the craft rides PERFORMAXCE : lower; and by pulling it back it rides higher. HCLL: Deep zransverse frames on multiple stax speed 45 mph (72 krnjh) %Then turned to the left or right, the hull wii longitudinal stringers with slozted sponsons Cruising speed 38 mph (61 kmjh) bank to the partkular side. The mdder, at and keel for foil ~~lraciion. Take-off speed 20 mph (32 km,h) Sormovo they are touch% the water surface the maxn square-tipped and slightly wedge-shape in KRASNOVE SORMOVO SHIPYARD folls are submerged approxlmatel~.one chord. planform, The foiis are secured to the hull HEADOFFICE AND WORKS: The fods have good rldmg charactenstlcs by colwxms and brackets. The columns are Gorki on mland waters and in small waters. welded to the upper surface of the foils, then OFFICERS: The system was first tested on a small bolted to the brackets, an arrangement 3%. Y1urlev, Shlpyard Director launch ponorod by a 7; bhp converted cz-r allowing the angle of incidence to be changed Dr Enqt~lavYergenlevnch Mexeyev, Nead engme. Three more small craft were built when the craft is in dock. of t5e Central Oestgn Bureau for Hydro- to prove the rdea, then work began on the XULL : The hull, which is divided into eleven foil V~d$elq Yard's first multl seat passenger craft. the watertight compartments, is framed on VERSEAS REPRTS~TTATIV~C : Raketa. the first of which vras launched m longitudinal and transversal formers with Umted lirngdoar, Western Europe and June 195;. the aiumininm alloy skins welded into place, Brnt-ish Gommomwnlfh, Auavma Ltd. The yard 1s also responsible for the develop- ACCONMODATION: Saloons a,nd cabins are 20 North Road, ShanMm, Isle of Wlght ment of seagoing craft wlth V-type surface air-conditioned and are decorated with TELEPHONE: pwring foils, ->miTarm configuration to those pastel-shade panels and soundproofed with Shmklin 3643 of the Schertel Sarhsenh~wg sysiem. Craft glass-fibre insiilntinn. The engine room is at USA adWestern Memlsphere : amploymng thrs sysf,emare gefierally described the stern and seperated from the saloon by a International Hydroimes, Inc, 245 Park as bemg of the Strela-type, Strela belng the sound-proof double partition. Avenue, NY 10017, LTSA first operaimvil Sovlet des1g.1 to use V folk. POWER. PLANT: The two 2,000 hp Ivchen- %"FZEPHONE: Seatrng 90 passmngprs, the vessel is powered ko gas turbines, adapted from those of the ;?iImray Hdl 2-0100 by two M-50 dr~selqand, vlsually speakmg, XL-18 airliner, operate on either kerosene or Krasnoye Sormovo is one of the oldest 1s a cross between the PT 20 and the PT 50, light diesel fuel and have a consumption of estrrhliqhed shxpyards in the Soviet Union. though smaller than the latter. A mlhtarp about 300 gallons per hour. Suificient fuel In adrliriorr to buddulg displxcemmt craft of deravatne IS s3rrrmtly employed by the can be carried to operate non-stop over a many khds for the Sovret Elver Fleet. Sovlet naq for con-ta1 patrol m the Baltic range of 270 nauiical miles (500 km). The inrlnrimg cargo-rnrryrng ~atamnrnn-. the and the Black Sea. shaft of each of the two three-stage water yard constructs the world's w~destrange of Several of the V-forl range have been jets is connected with the shaft of one of the passenger hydrofoils, the major~tyof whch deqignrd 1n Lenmngrad, lncludmg the Sevka turbines by means of a flexible coupling, via are equipped with the Alexeyev shallow draft and Delphm. The lasest So>let hgdrofol! to a reduction gear. stahmerged forl system. Dr Alexeyev started be anno~mced1s the gas-turbine powered, CONTROLS: Fonr rudders are fitt,ed adja- work at the end of 1945 on the deslgn of his SO-seat pawmger ferry Typhoon, the proto- cent to the waterjet streams to provide foil system wh~chhad to be wlfable for type whlch was due to be completed 1n 1968. directional control. Reversing is achieved operation on smooth, but open and shaltnw, by using a hydro-reversal system in which rivers and canals. Xe surrccded an makmg Bmt Sowet gas-surbine hydrofoil to be two deflectors reverse the waterflow. The use of the imm~rslondepth effect for qtahihs- des~gnedfor sertes production. the Burevest- waterjets th;hcm4ves are on fixed monntings mg the foil Immersaon m calm waters by the nlk has two 2 000 hp marnnzed alrarcft gas- and cannot be romted. me of small lrft coeffcienrq turbmes drlving two three stage water ets Operation of the waterjets, turbines, rudd- The system tomprjses two mam horizontal The prototype was launched m Aprd 1964 ers and deflectors is all effected from the liftmg surfaces, one forward and one aft, wlth and two models are now belng budt. one for bridge by electro-hydraulic control. little or no dihedral9 each carrying approx- anedrmr range, non-stop Inter c1t3 services. BINENSIONS : imately half the werght of the vessel. A seats 130 passengers, the other for suburban Length 142 ft 0 in (43.3 m) submerged forl loses lzft gradually as it servsces, seats 150 pi--pcngors Null beam 22 ft 0 in (6.7 m) approaches she surface from a submcrgcnce There as a four-man crew, comprising Draught afioat 5 ft 10 in (1.8 m) of about one chord. Thls eEect prevents the captain. engmcer. motorman and a seaman Draught foilborne 1 ft 4 in (0.4 m) submerged fods from rlsmg completely to the After extenswe tnak the Burevestnlk WEIGHT : surface. Xeans therefore had to be provided began operatmg on the Gorky-Buibyshev Displacement, loaded 62 tons to awict take-off and prevent the vessel from route, about 700 km (435 mdes), on Aprd PERFORMANCE : sinknng back to the diqpiacrmcnt condltaon. 26. 1968. Maximum speed 60 knots (110 km/h) The answer lay iii the povisron of planing FOILS: There are two nam fo~lsand an Cruising speed 62/53 knots (95-97 km$) sub-folls. port and starboard, so Zocafpd m auxahary qrah1117rrfoll s~teabehmd the bow Crew 4 the vmnity of the forvard struts that when fo& all budt m tttanium alloy Each 1s Passengers, maximum 150
The gas-turbine powered Burevestnik, latest in the family of Soviet: hydrofoils inspired by the Meteor. The craft crulses at 60 knots and opened a, service between Gorky and Kuibyshev in April 1968 The Union of Soviet Sociaiist Republics: SORMOVO BYELORUS, This craft was develuped from the Baketa vla the Chaka for fast PcLaaeiigGX services on mndmg rivers less than 3 ft (1 xn; deep and too didow for vessels of the standard type. In 1965 rt was put mto sales produc-c~onat the river shipydrd at Gomel. m B)LIU~U>&. FOILS: The shallow draught subrnatgad foil system LUI~>~Sof one bow foil and one rear fod and a mldshlp subfod. Mam foils are m welded sIau11~bbsteel and the subfod as of aluininmm dloy phte. HULL : Hedl and superstructure are built ;n alu~~~ltl~uiumagnesmrn alloy. The hull 1s of all-welded constructron and the super- structure 1s both rweted and welded. ACCOXMODATION: The craft seats 30 passeugers m airs~dt-typeseats. POWER PLANT: Power 1s supplred by a 735 hp M.50 dlesel, The wheelhouse 1s filtcd with an electro-hydrauhc remote con- trol system for the engme, reverse gear and Byelorus, a 30-45 seat hydrofoil developed for fast ferry service on shallow waters, seen on the fuel *upply* Lrtysh river. Powered by a 735 hp M-50 diesel the craft cruises at 60 km/h PERFORMASCE : ~\I~~IIUUJ~Ispeed 42 knots (78 kmjh) Crnmng speed 3.5 knots (60 knllh) GHWIMA An experrrnental30-passenger craft, Chdika 1s used as a test-bed for the development oi- d~esel-operated waterjet systems It was designed inatislly as a 30 passenger waterbus for shallow rivers but was found to he un- suitable for negotiating sharp river bends at high speed. HULL: Hull and superstructure are built in ulialuialiku~lmagiiasium alloy. POWER PLANT: An 3-50diesel, de~rebping 1,200 hp drives a two-stage waterjet. CONTROLS : Rudders adjacent to the water stream govern the flow of the ejected m-ater for directional control. DIMENSIONS : Length overall 86 ft 3 in (26.3 m) Chaika, an experimental 30 sear waterbus designed for shallow rivers. The craft is used as a 12 ft 6 in (3.8 m) Hull beam test bed for the development of diesel-driven waterjet sysrerns Draught afloat 3 ft 10 in (1.2 m) Draught foilborne 1 ft 0 in (0.3 m) is employed and the top speed is quoted as have been assembled at Poti, one of the WEIGNT : being in excess of 70 knots (130 kn~/h). Black Sea Georgian Yards from prefabricated Displacement loaded 14.3 tons KOMETA sections sent from Gorki. The craft has PERFOR&fANCE : Seagoing version of the earlier Meteor, the been exported to Yugoslavia, where five are Cruising speed, foilborne Kometa proto",pe made its maiden voyage in service, and another was due to be deliver- 46.5 knots (86 kmihj on the Black Sea in the summer of 1961. ed to International Hydrolines for services DELPHIN Seating LOO passengers in three heated and between Trinidad and Tobago and Grenada Only limited details of this craft have been ventilated cabins it is designed for daytime towards the end of 1968. received. Powered by a marinised aircraft operation on coastal services and has a The vessel ha,s proved to be exceptionally gas turbine, the Delphin is described as a cruising range of 31 1 miles (500 km). robust and has a good aKround performance. "later member of the Strela family of Kometas are built at t,he Krasnoye Sormovo On one charter a Kometa covered 3,300 miles hydrofoils". A waterjet propulsion system Shipyard, Gorki, hut in addition a number (5,310 km) by sea and river in 127 hours.
Kometa 17
SORMOVO: The Union of Soviet Sociaiist Republics
The Xometa operates as a hy&ofoLl in SAFETY EQUIPMENT : A fuli range of life- waves up to 4 ft 1 in (1.25 m) high and can saving equipment is carried including four travel hullborne in waves up to 8 ft 3 in-10 ft inflatable life rafts; each for 25 persons, 115 0 in (2.5-34 m) high. life jackets, and 6 circular lifebeits, two with FOILS: Bow and rear foils are in welded iife lines and two with luminous buoys. Life stainless steel and the midship subfoil and rafts are located two on the forward sponsons stabher fin are in welded aluminmm-mag- aiid two on the aft sponsons. When thrown neslum alloy. The bow foil, struts and the into the water the life rafts inflate automatic- outer struts oC the rear foiI can be unbolted ally. Life jacket,^ me stowed under tlie from the hull for maint~nanwor replacement. seats in all saloons, and the circular life belts Struts of the mldshlp sub-fod and keel struts are stowed on the embarkation and prom- of the qtah~hsrrfin and aft fod are non- enade platforms. A Kometa on the Thames in August 1968 FIRE FIGHTING EQCIPXENT. A11 inde- detachable. during a sales tour which took the craft from pendent Auid firegghting system is provided HULL : Similar ~nshape to that of the earlier the Black Sea to the Baltic, Copenhagen, Antwerp, Rotterdam and London for the engine room and fuel bay. An Meteor, the hull has a wedge--haperf bow, automatic light and sound system signals a raked stem and a spoon-shaped stern. Hull fire outbreak. The fire fighting system is and superstructure are hz-rlit alnrnlnnlxn m store and bar; and to the port a.re two toilets, put into operation mnmrnlly from the control rnagneslum alloy; the hdl 1s of all-avdrlrd boiler room, battery room and a second crew deck above the engine room door. Boat construction and the superstructure is both cabin. spaces are equipped with hand-operated foam rzveted and welded. Below "Le freeboard The aft saloon has two exits, one forward and CO, fire extingui-he.-, felt cloths and deck the hull rs divsded by watertaght bulk- leading to the promenade deck, the other aft, fire axes. heads into thirteen compartment.., ~hieh leading to the weather deck, which is used POWER PLAST: Power is supplied by two include the engine room, and the compart- for ~mbnrkingand disembarking when the Y-400 watercooled, supercharged 12-cylinder ments for fuel: the fire-fighting system, tiller vessel is moored by the stern. V-type diesels, each w~tha normal service gear and the fuel transfer pump. Floors of the passenger saloons, crew's output of 900 hp at 1,650 rpm and a max- ACCOXMODATI ON : The standard version cabins, bar and wheelhouse are covered in imum output of 1,100 hp at 1,800 rpm. Each of the Kometa seats 100 passengers. It coloured linoleum and the deckhead in the engine drives via a reverse gear its own carries a four-man opern~ingcrew, comprising passenger saloons, as well as bulkheads a.nd inclined shaft and %he twin propellers are captain, engineer, motorman and a warnan, the sides above the lower edge of the windows, eontra-rorating. The shafts are of steel and and also a barman. Emhnrkarion platforms 're finished in light coloured pavinol. Panels are paraltd to the craft. sited Uamedrately below the wheelhouse of the saloons beneath the windows are The propellers are of five-bln.dd design and provide access to the craft. Pacqrngcrc are covered with plast,ic. made of brass. Two sizes are available: accommodated in three compartments, a Passcngcr saloons are fitted with upholster- 2 ft 2 in (0.65 m) diameter with 2 ft 8 in forward saloon seating 24, and cemral and ed chairs, mcks for small hand luggage and (0-80m) pitch, ad2 ft 3 in (0.69 m) diameter aft saloons seating 48 and 28 respectively. pegs for clothing. The middle and aft with 2 ft 6 in (0.76 m) pitch. The central saloon has three exm, swo saloons have niches for hand luggage and the Nain engine controls and gzuges are forward, leading to the embarknt~onplar- former is fitted with cradles for babies. The installed in both the wherlhnusr md the forms, and one a&, leading to the promenade bar is fully equipped with glass washers, an engine room. A diesel-generqror-cnrnprr.is- deck. This is located between she side ice safe, an automatic Freon compressor, or-pump unit is provided for charging starter spaces above the engine room and is partidly electric stove, etc. The wheelhouse is air bottles; supplying electric power when at covered with a removable metalic awning. equipped with seats for pilot arid engineer, a rest; warming she main engines in cold To the starboard side is a crew's off-dusy folding stool, chart table, sun shield and a weather and pumping warm air beneath the cabin, hydraulic system pump room, bar locker for signal Aags. deck to dry the hilgw.
The Kometa entering Dover harbour during its visit to the Unired Kingdom ir. August 1968 The Union of Soviet Socialist Republics: SORMOYO
d - 2 d Kometa-inboard profile and main deck plan. 1 inboard profile; II main deck; Ill waterline (afloat); IV keel; V foiiborne waterline. I forward passenger cabin, seating 24; 2 accessories room; 3 main passenger cabin seating 48; 4 cloakroom; 5 bar; 6 aft passenger cabin seazing 28; 7 VVC/washbasin units; 8 storeroom; 9 duty cabin ; lO engine room ; l I firefighting equipment; 12 fuel tanks; 13 wheelhouse Diesel oil tanks with a total capacity of A portable emergency radio and automatic FOILS: The foil arrangement consists of one 6,612 lb (3,000 kg) for the main engines and distress signal transmitter are also installed bow and one stern set, with the stanchions of the auxiliary -unit are located in the after- in the wheelhouse. A broadcast system is the how system carrying two additional peak. Two lubricating oil service tanks and fitted in the pasaeuger saIoons and a two-way planing subfoils. The foils are nttaclled to one storage tank located at the fore bulkhead crew cormunications system is installed in t'he stanchions, which are of a split type, by of the engine room have a totd capacity of the wheelhouse, engine room, anchor gear flanges and bolts. The foil incidence can be 551 Ib (250 kg). Diesel and lubricating oil compartment and mooring stations. altered when necessary by the insertion of capacity is sufficient to ensure a range of 230 h-AVIGATION : The following navigation wedges between the flanges and the foils miles (370 h). aids are standard: a gyro compass, magnetic when the craft is in dock. CONTROLS: The wheeYnoase is equipped comp-h (reserve) and log. HULL: nTith the exception of the small with an electro-hydraulic remote control DIMENSIONS : exposed areas fore and aft, the Meteor's hull system for the engine reverse gear and fuel Length 115 ft 6 in (35.2 m) and superstructure are built as an integral supply, fuel monitoring equipment, including Beam 31 ft 6 in (9.6 m) unit. The hull is framed on longitudinal and electric speed coiuilers, pressure gauges, Overall height above water level when transverse formers and both hull and super- lubricating and fuel oil gauges. The boat is foilborne with mast raised structures are of riveted construction with equipped with a single, solid aluminium 28 ft 7 in (8.7 m) welded steel members. ma,mesim alloy balanced rudder, which is Draught, foilborne 4ft 7 in (1-4 m) POWER PLAR'T: The Meteor is powered by controlled through an electro-hydraulic steer- Draught, hullborne 10 ft 6 in (3.2 m) two 12-cylinder M-50 watercooled, super- ing system or a hand operated hydraulic WEIGHTS : charged V-type engines, each with a normal drive. In an emergmicy, the rudder may be Light displacement (max) 42 tons service output of 900 hp and a maximum operated by a hand tiller. Full-load displacement (mas) 56 tons output of 1,200 hp. Each engine drives its SYSTEMS : PERFORMANCE : own propeller shaft and the twin-screws are ELECTRICAL: Power supply is 24 volts dc. Cruising speed (full load) Not less than 32 contra-rotating. Controls are dl sited in a A IkW dc generator is attached to each of knots in calm water and in wind conditions small wheelhouse set above and at the rear the two engines and these supply power while up to Force 3 of the fore saloon. Aircraft styling is used the craft is operating. A 5.6 kWM/generator Sea State capability Craft is normally able in the wheelhouse and the throttles are of is included in the auxiliary unit and supplies to operate foilborne in waves up to 4 ft dual-lever aircraft type. power when the craft is at rest. It can dso I in (1.25 m) high and can travel hullborne ACCOMMODATION: Up to 150 passengers be used when under way for sirppiying the in waves up to 8 ft 4 in -10 ft0 in (2.5-3rn) are seated in a short haul version built for heating plant or when the 1.0 kW generators high suburban services, while alternative models are inoperative. Four 12 voit acid storage Turning diameter 558-656 ft (170.200 m) for Inter-city services, seat 116-130. Neteors batteries, each of 180 ampihr capacity and when operating hullborne with the rudder are fitted with full air-conditioning, a bar and connected in series to provide 24 voits, shifted 35'; 1,640-1.804 ft (500-550 m) an aft promenade deck. supply power during short stops. when foilborne with the rudder shifted DIMENSIONS : HYDRAvLICS: The hydraulic system for 10-12O Length overall 412 R 10 in (344 mj controlling the main engines and reverse gear Xulf beam 19 R 8 in (6.0 m) consists of control cylinders located in the METE0 Draught afloat 7 ft 6 in (2.3 rn) ~\liaeIliouse,power cylinders located on the Dr Alexeyev's Meteor made its maiden Draught foilborne 3 ft II in (1.2 m) engines, a filler tank, pipe lines and fittings. voyage from Gorki to Moscow In the summer WEIGHTS : COMM'L-NICATIONS: A radio transnlitteri of 1960, bringing high performance and Displacement loaded 52 tons receiver with rit and w/t facilities is installed unprecedented comfort to the river boat PERFORMANCE : in the wl~ediousefor ship-shore and inter- scene, and setting the pntx~rnfor a family Max speed, foiiborne 35 knots (65 h/h) ship ~.oiiiuiuiiicaiiui1;,on SITT and lieW bands* of later Josigim. I\Iaxii~iiuucudwance 9 hours 180
SORMOVO: The Union of Soviet Socialist Republics Mi Kingdom and the USA. The craft is First, Soviet passenger craft to use a surface navigable in protected off-shore w-ater up to Length overall 21 ft 11 iri (8.60 m) piercing foil system was the MIR (Peace), 2 miles from the land and has particular Hull beam 6 ft 5 in (1.96 mj built in the autumn of 1961. Described as appeal for water-taxi and joy-ride operators. Draught afloat 2 ft 10 in (0.85 mj Draught foilborne 1 ft LO in (0.55 m) the first Soviet seagoing hydrofoil it is in FOILS: The hydrofoil assembly comprises WEIGHTS : many respects similar to the Supramar PT 50. two forward foils, one aft foil and planing Displacen~ent: The hull is of welded aluminium construction sub-foils. and the foils are in high tensile st,a.inlassS~RP?. loaded 1.8 tons It can undertake voyages in up to State 4 POWER PLANT: Powered by a 77 bhp empty 1.25 tons seas and has a maximum speed of 47 knots CAZ6.52 Volga ear engine, it has a top speed PERBORMANCX : (87 km!h). Power is supplied by twin M-50 of about 32 knots (60 kmih) and a range of Max speed at 1.8 tons displacement diesels driving twin screxm, The engines about 100 nautical miles (180 km). 32 knots (60 km/h) 17 gall (80 litres) are electro-liyycirau!icalIy controlled from the HULL: Built in sheet and extruded light Fuel capacky wheelhouse, which has an auto-pilot system alloy, the hull is divided into three compart- Range 97 nantical miles (I80 km) for emergencies. ments by metal bulkheads. The forepeak is NEVKA used for stores, the midship compartment is This small fibreglass-hulled passenger ferry MOLNIA the open cockpit, and the compartment hous- is being built by a Leningrad yard and w-ill This popular six-seat hhyrofoil sports run- es the engine; and gearbox. The cockpit is he used initially at Black Sea and Baltic about was derived from Alexeyev's original fitted with a steering wheel, throttle, reverse holiday resorts. test craft. Many hundreds are available for gear lever and an instmment panel adapted FOILS: Bow and rear foils are both of fixed hire on Rnssian lakes and rivers and in from that of the Volgs car. Individual life V surface piercing type and made of steel. slightly modified form the type is now being jackets are carried for each passenger and are The foils are detachable for maintenance or exported to countries including the United incorpora,ted into the seat cushions. replacement.
MOLNIA, a popular six-seat runabout, is said ro be navigable in protected 08-shore waters up ro two miles from Yand, and idea! for water-taxi services and joy-ride operators. Top speed is 32 knots
LThe Nevka is available as a 12-14 sear open cockpit water-taxi, cabin cruiser or sightseeing craft with a transparent roof. A 250 hp diesei provides a speed of 60 km/h The Union of Soviec Socialist Republics: SORPlOVO
EITSLLjACCONXODATION: The hull is in moulded glass fibre reinforced plastic, it can be supplied with an open 12-14 seat cockpit equipped with a wide windshield; as a cabin cruiser with a solid top or as a sightseeing craft with a transparent cabin roof. As a cabin cruiser; the craft is equipped with bunks, a galley and zoilet. The driving stand can be located either at she fore end of the cabin or in a raised position amidships. POWER PLAKT: Power is supplied by a 2.50 hp diesel driving a three-bladed propeller through a vee drive. DIMENSIONS : Length overall. hull 35 ft IP in (l0.9 m) Beam 8 ft 11 in (2.7 mj Width across folk 13 ft 2 in (4.0 m) Draft foilborne 2 ft 9 in (0.8 m) Draft afloat 5 ft 3 in (1.6 mj WEIGHTS : Raketas are in service on all the major rivers oftke U.S.S.R. and on the Danube. The first to be exported to North America is to operate a service in Trinidad between Port of Spain and San Max take-off displacement 5.5 tons Fernando Displacement, unloaded 4.1 tons PERFORMANCE : 5Iax speed, calm water 37 mph (60 knijh) Hydroiines Inc is planning zo operate a FOILS: The foil system consists of one bow Cruising range 137 miles (220 km) Raketa between Port-of-Spain and San foil and one rear foil and two subfoils. The Fernando. main foils are in weided stainless steel and AKETA The Raketa is powered by a 1,200 hp the subfoiis are of aluminium alloy plate. The prototype Raketa was launched in M-50 diesel and cruises at 33.5 knots. HULL: The hall is framed on longitudinal 1957 and was the first multi-seat passeager and trrtliaverst: formers and all the main hydrofoil co employ %he Alexeyev shallow The craft is designed for services in day- elements-plating, deck, framing, partitions, draught submerged fo~l system. Several light hours in protected waters under bulkheads, platforms and wheelhouse--are of hundred are now in service on all the major moderate climate conditions. It meets &he riveted aluminium alloy. rivers of the GSSR. requirements of Soviet River Register Class Beneath the freeboard deck the hull is Since 1960, an i~ltxedsingnumber of expors Q'. divided by watertight bulkheads into six orders have been placed for the craft,. The In October 1968 it was announced that the compartments. first, for two Raketa 340s, came from design of a new shallow draught variant had ACCOMMODATION: The passenger saloon Hungary and shese began operation during been completed. By changing the position of of the standard model seats 50 in aircraft-type the summer of 1962, one serving the roirte the propellers and regucind the hull weight, seats. At the aft end of the saloon is a bar. Budapest-Mohacs, 118 miles (190 km) to the the draft will be reduced to 3 ft 11%in (120 em) The saloon has one exit on each side leading south, and the other between Budapest and or almost halved. The rnodernised version to the promenade decks and one forward, Estergom. The following year the service is expected to have a, speed of 43.5 mph leading to the forecastle. Aft of the saloon was extended to Vienna. Other countries (70 kmjh). Seating arrangements vary hum is the engine room, toilet, a promenade operating Raketas include Bulgaria and 50-64 p~~~~c~igersaccording to the route deck with a sofa, and the embarkation Finland. Trinidad-Tobago Hydrolines, a length and conditions. The crew consists of companionway leading to the awning deck. division of the American owned International a captain, engirinar, motorman, and barman. Beneath the companionway is a store room.
Raketa-General view 2 YD SORMOVO: The Union of Soviet Pocialisl: Republics
lnboard profiles and deck views of the Raketa
The craft carries a full range of life-saving HYDRAULICS: The hydraulic system for Ciarnet,er of tmn hullborne and fire-fighting equipment. There are 54 controlling the main engine, reverse gear and 328 ft, (100 m) with rudders shifted 35' life jackets stowed in the pnwmger saloon, fuel supply, consists of control cylinders Diameter of t,urn foilborne and 4 circular lifebelts located on the embark- located in the wheelhouse, power cylinders 820 ft (250 m) with rudders shifted '7' ation and promenade decks. Firefighting located on the engme, a filler tank, pipelines Time and dist,ance required to become equipment includes four foam and four CO, and fittings. hullborne L min 25 see (800-1,000 mj fire extinguishers, two fire axes, two fire HEATING AND VENTILATION : Passen- Time and distance required to stop craft buckets and two felt cloths. ger saloon and wheelhouse are provided with 1 min 20 see; (150-200 m) POWER PLANT: Power is supplied by a a natural ventilation system, using ram inflow SPUTNIK single M-50 watercooled, supercharged 12- when the boat is in motion. When at rest The 100-ton Sputnik was the first of the cylinder V-type diesel, with a normal service the saloon and wheelhouse are ventilated Soviet Union's large hydrofoils. On its output of 850 hp at 1,600 rpm, and a maxi- through open windows and by electric fans. maiden voyage in November 1961, t,he mum output of 1,100 hp at 1,800 rpm. In cold w-eather the cabin is heated by water prototype carried 300 pnwmgers between Specific fuel consumption is approximately from the main engine cooling system. A Gorki and Moscow in 14 hours. Although a 193 g!hp/h and the engine service life is 1,000 conventional motor radiator serves as the heavy autumn storm was encountered en hours. The engine drives via a reverse gear heat exchanging unit. Engine room, passen- route the craft was able to continue under and stainless steel intermediate and propeller ger saloon and wheelhouse are heated by wag7 at a cruising speed of 40 knots through shafts, a six-bladed brass propeller. The fuel electric heaters using a, shore power supply several large reservoirs with waves running system comprises two fuel tanks with a total when the craft is at rest. as high as 8 ft. capacity of 2,204 lb (1,000 kg) a fuel priming COMMUNICATIONS: A radio-telephone FOILS : The fbil system comprises a bow and unit, and a hand-fuel-booster pump and wlth a range of about 19 miles (30 km) is rear foil with the outer struts of the how filter. Lubricating oil system consists of a installed for ship-to-shore and ship-to-ship assembly carrying two additional phning 120 litre service tank, and an 80 litre oil conimunication. The craft also has a public subfoils. storage tank. A compressed air system, address system and intercornmunicatlon HULL: The hull is welded in AIMg-61 comprising a propeller shaft-driven air com- speakers linking the engine room. wheelhouse aluminium-magnesium alloy. Adoption of pressor and two 40 litre compressed air and forecastle. an all-welded unit construction facilitated bottles, is provided for main engine starting, DIMENSIONS : prefabrication of sections at the Sormovo operating the foghorn and scavenging the Length overall shipyard and elsewhere, the parts being sent water intake. 88 ft, 5 in (26.06 ni) Beam, amidship to other yards in he USSR for assembly. CONTROLS: The wheelhouse is equipped 14 ft 6 in (4-4 m.j Breadth, n~oulded One yard used for assembling Sputniks is a,t with an eleetro-hydraulic remote control I6 ft 5 in (6.0 m) Batumi, on the Caspian Sea. system for t,he engine, reverse gear and fuel Draught, hullborne 5 ft 11 in (1.8 m) supply. The boat is equipped with twin Draught, foilborne 3 ft 8 in (1.1 m) POWER PLANT: Power is supplied by four Freeboard rn) balanced rudders in solid aluminium alloy. 2 ft 8 in (0.8 850 hp M-50 watercooled, supercharged V- Height overall (without mast) The rudders are controlled by a ha,nd- type diesels, each driving its own propeller operated hydraulic drive and in emergency 14 ft 7 in (446 m) shaft and controlled electro-hydraulica,b by a hand tiller. WEIGHTS : from the forward wheeihouse. SYSTEMS : Light displacement 17.93 tons ACCOMMODATION: Passengers are accom- ELECTRICAL: Power supply is 24 volts dc. Loaded displacement 25.33 tons modated in three saloons, a well-glazed fore A I kTV dc generator attached to the main PERFORMANCE : compartment seating 68, and central and aft engine supplies power while the craft is Cruising speed 32.324 knots (58-60 km/h) compartments each seating 96. On short, operating. Four 12 volt acid storage Sea State capability Will normally operate high frequency services, the sea.ting is increas- ba,tteries, each of I80 amplhr capacity and foilborne in waves up to 1 R S in (0.5 m) ed to 208 in the JatSer coinpartnients by the connected in series to give 24 volts, supply high and will operate in huilborne condi- substirution of pa.rlriet3 benches imeea,d of power during short stops. tion in waves up to 4 ft 14 in jf .25 m) high adjwtahie aircraft-type seats. Two separate HYD The Union of Soviet Socialist Republics: SOKMOVO
Hydrofoiis of the Soviet river fleet are playing an increasingly important pan in the passenger transport scene on the Volga. In 1965 forty-one Raketas, Meteors and Sputniks carried over two million passengers on a route network on the river totalling 7,786 km. Above is a 110-ton Sputnik, passing down the Volga at Gorki off-duty cabins are provided for the 5-man - crew. The cabins are attractively finished in pastel shades and fully rnsulated against heat and sound. Full fire fighung and other emergency provisions are made and in addition to lifebelts for all passengers and members of the crew, two inflatable rubber boats are carried. DIMENSIONS : Length overall 15i ft 2 in (47.9 rn) Beam overall 29 ft 6 in (9.0 m) Draught afloat 4 ft 3 in (1.3 m) Draught foilborne 2 ft 10 in (0.9 m) WEIGHTS : Displacement full load 110 tons PERFORMANCE : Two fast patrol hydrofoils of the Soviet Navy photographed at sea in February 1968. This class of vessel has been developed from the Strela commercial hydrofoil Cruising speed 41 knots (55 km/h) is built by a Leningrad shipyard, was first four hours, ninety minutes faster than the STRELA put into regular passenger service between express train service connecting the two ports. Developed from the MIR and intended for Odessa and Batumi, and later between Yalta Two 1,200 hp 12-cylinder V-type M-50s services across the Black Sea, the prototype and Srbaslnpol. More recently a Strela 3 driving twin screws give the Strela a cruising Strela (Arrow) completed its acceptance trials has been operating a service between Lenin- speed of 40 knots (75 kmjh). The craft can towards the end of 1961. The craft, which grad and Tallinn. It covers the distance in operate in State 4 seas.
SPRELA (Arrow) a ninety-two passenger hydrofoil with a surface piercing foil system, operates between Yaita and Sevastopoi on the Black Sea, and between Leningrad and Tallinn. Two t,255 hp i2-cylinder supercharged V-type M-55 diesels driving twin screws give it a cruising speed of45 knots 184
SORMOVQ: The Union of Soviet Socialist Republics TYPnoo This new gas-t,urbine powered, smgning hydrofoil is under construction at a Lenb- grad shipyard and was due to be completed during 1968. The foil system (it has not been sta.tnd whether this is fully or partly submerged) is controlled by an electronic autopilot. Craft motion input is fed into and processed by a small computer. The craft seats 90 passengers and is designed to maintain a speed of 38 knots in severe storms. Power is supplied by two 1,700 hp gas turbines. No further infornintim. was avaif- able at the time of going to press. VIKHR------Seagoing version of the Spuntik. Vxkhr is Seagoing variant of the 300 passenger Sputnik, the Vikhr has been designed for regular. year-round services on the Black Sea. lnnovat~onsinclude an amidships subfoil for improved stability and an the biggest pnecengor hydrofoil operatmg electronic autopilot system today. Described as a 'coa~aI1mer2 which can uperate as far as 50 miles from the shore, the craft has been designed for regular, year-round coasrnl services on the Black Sea. FOILS : Gompnred with the Sputnik. innova- tions include more sharply swept-back foils, a form of auto-s%ahiiiw+ion, and sets of subfo~lsamidships in addition to those fore and aft, to kicrcn~c, seaworthiness and stabil~ty. POWER PLANT: Power is provided by four 1,200 hp W50s each driving iks own propllor. CONTROLS: Enginrs and rudders are conrrolled from the ~~h~clhnlic~electso- hydraulically. ACCOMMOD-4TIOK: As with the Pptlmil~~ there are three passenger saloons. The fore sdoon seats 70, the central saloon seats 96 and the aft 94. At the rear of the central cabin is a large buffm and bar, henen th which is the engine room. From the bar, dor~ble doors lead to the oE-duty quarters for the seven-man crew, In high seas p?wengr,rs board from the stern, across the promcnnrlc dock. Innormal conditions embarka tion takes place aniidqhips through a wide pnrsnge-vny across ?;he vessel between the Fore and mir?&c saloons. Seats are arranged in three raws of fonr abrrnct across eack cabin with two aisles each one metre wide between, to ease ncccse to the seats. DIMENSIOKS : Length 156 ft 0 in (47.8 m) Beam 37 R 9 in (PI..? an) rnIGET8 : Displacement, fun load 110 tons PERFOR3fANCE : Max spocd 43 knots (78 km:h) Cnmising spccd $0 knots (73 kmih) Underside of the Volga showing the bow and rear foil assemblies. YOEGA Export version of the Molnia sports hydro- foil, the Volga incorpornfcs various design ACCOMMODATION : Seats are provlded for SYSTEMS : refinement.; ineluding a completely redosign- six-a driver and five passengers. The ELECTRICAL: 12 volt dc. Starting, ad bow foil. The craft has been exported to controls, instruments, magnetic compass and instrument and navigation lights and siren, countries inc;lud:ag the T;ni~edKingdom and radio receiver are grouped on a panel ahezd are provided by an engine-mounted generator the Unized States. The USA modd, which of the drwer's seat. A full range of safety and an acid storage battery. has been re-cngincd and re-styled, is known eqrupment 1s provded, mrl~idi~glife jackets DIMENSIOSS : as the Forte. for SIX,life he, fire extmgu~sherand d~stress Length overall 27 Ft Ik in (8~5m': FOILS: The foil system consisre of a bow foil flares. A foJdlr,g sn-ning can be supphed. Beam Bft XI in (2.1 E) with qtnhiii~ing subfoil and a rfnr foil POWER PLANT: Power is supphed by a Draught afloat 2 R 94 in (@a5 nwcrnkiy. The foils are of stninlre;; steel. 77 hp M652-Y 6-zy'mder mton~otwecngme Draught foilborne approx I ft 8 in (0.5 an) mZL: Buih in 41cct and axfrudcri light whch arhes a 3 bladed, qta~nl~=sted WEIGHTS : alloy, the hull is divided into throe compftm- propeller through a 7i dme. The shaftrng Total 6;-plncnmcnt 3,090 !b (1,886 kg] pnrntc by metd b~ihcrsd~The fircpcnli is comprmes an rnrcrrncdi?~~shaft. propeller Fuel 141 lb j64 kg) 71~3for stores, the midship coinparfrncnt is shah, stern gland a-h rubber brqrings PERFORMAKCE : the open eockpk adthe afx compnrtmrnt propeller shaft coupimg boxes wrch reduction Cruising speed 32 (60 k4mtK) houses the engine and gmr'nox. gear and propeller shaft bracket. Range 192 miics (180 km)
AMERICA, NORTH DENNARK Type(s): PT 50, 1; PT 20, 1 Route: Palermo-Ustica USA Operator : Danish Railroad Type(s): PT 50, 1 (Westerrnoen) Operator: Societa Tosco Sarda di Nav Porto Operator: New York Hydrofoils Inc Route: Copenhagen-Xalmo Ferraio Type(s): Albatross, 2 (Honold) Type(s): PT 20, 2 Route: East 90th Street-Wall Street,. Com- Route: Piombino-R. Marina-P. Azzutto muter service Operator : Paijanteen Kantosiipi Oy Operator: US Hydrofoils XALTA Type(s): Ralreta, 1 (Krasnoye Sormovo) Address: DuPont Plaza Marina, Florida Operator: Ndta Aliscafi Ltd Route: Lahti-Jyvaskyla, across Lake PBijane Type(s): Albatross, 3 (Honold) Type(s): PT 20, 1 (Rodriquez) Route: Biscayne Bay, Miami FRANCE Route: l\lalta-Cozo Operator: Xorthwest Hydrofoil Lines Inc Operator: Navite SA XORWAY Address: 1412 Vance Building, 3rd and TypeJs): PT 20; 2 (Rodriquez) Union, Seattle, Washington 98101 Operator : Sta,vaugerslre Dampskibsselskab Route: Cannes-Nizza-Monte Carlo-San R,esno Type(") : Victoria (Maryland) Type(s): PT 50, 2; PT 20, 1 (Rodriquez) Stavanger-Haugesund-Bergen Route: Daily service between Seattle and GERMANY Route: Victoria JBC); two round trips on Fridays, Operator : Hardanger Sunnhordelandske Operator : Water Police Saturdays, Sundays. Dampskibsselska.b Type(s): PT 4, 3 (German Shipyard) Operator: International Hydrolines, Inc Type(s): PT 20, 1 (Rodriquez) Route: Patrol service on the Rhine Address: 245 Park Avenue, New York, NY Route : Rergen-Tittelsness Operator : Hamburg Transport Dept 10017 Operator : Hydrofoilrutene Oslo Type(s): Seaflight P46, 2 Telephone: Murray Hill 2-0700 Type(s): PT 20; 2 (Westermoen) Routes: In Hamburg harbour Type(s): Raketa, Kometa (Krasnoye Sor- Route: Oslofjord movo) GREECE POLAED Rout,es: The company's initial area of Operator : John Lat,sis operation is the Caribbean. Its first craft, Operator: Central Board of Inland Saviga- Type: PT 50 a Raketa, will operate in Trinidad between tion Route : Athens-Passalimini-Hydra Port-of-Spain and San Fernando. In late Type(s): ZRYW-I Route: Szczecin-Swinoujscie X968 the company was due to take delivery HUNGARY of a Kometa to operate from Trinidad to Operator: Hungarian Navigation Company SOVIET CNION Tobago and Granada. Type(s): Ralreta, 2 (Krasnoye Sormovo) The Soviet Itinistry of the River Fleet Operator: US Navy Pacific Fleet Amphibious Route: Budapest-Vienna operates approximately 700 hydrofoil Command passenger ferries employing the Alexeyev Type(s): Boeing PGH-2 Tucumcari ITALY foil system on routes which cover practically Base: San Diego Operator : EXIT all the major rivers; lakes, canals and Operator: US Naval Ship Research and Type(s): P 46; 2 reservoirs from Central Russia to Siberia Development Center Route : Cruise routes Type(s): High Point, PCH-1; Plainview and the Far East. In addition Strela-type Operator : SNAV, Xessina hydrofoils operate services in the Gulf of AGEH-1 ; Flagstaff, PGH-l Type(s): PT 50: 3; PT 20, 1 (Rodriquez) Finland between Leningrad and Tallinn and, Purpose: US Navy hydrofoil development Route : Naples-Capri-Ischia supported by Kometas and Vikhrs, provide programme Operator : Aliscafi SpA year-round services between ports on Type(s): PT 20, 5; PT 50, 1 (Rodriquez) the Black Sea. Strelas are likely to be AMERICA §OUT Route: Messino-Reggio-Isole Liparre joined in 1969 by the new gas turbine ARGENTIEE Operator: SAS Trapani powered Typhoon, built in Leningrad. The Type(s): PT 50, 1; PT 20, 3 (Rodriquez) Operator: Alimar SA Typhoon seats 90 passengers, has an auto- Route : Trapani-Egadi Islands Type(s): PT 50, 3 (Rodriquez) stabilised foil system, and is designed for Operator : Tourist Ferryboat Co. Route: Buenos Aires-Colonia-Montevideo operation in Sea State 5. Type(s): P 46, 2; H 57, 1 There are now 54 hydrofoil services on the BOLIVIA Routes : Messina-Reggio Cala,bria Volga alone, operated by vessels of the Operator: Crillon Tours Ltd Operator: Adriatica SpA di Navigazione Meteor, Raketa and Spuntik series. These Address: PO Box 4785 Av Camacho 1223 Ed, Venezia older, diesel powered designs were joined on Krsul, La Paz Type(s): PT 50, 1 (Rodriquez) the Volga on April 26 1968 by the prototype Type(s): Albatross, 2 (Honold), modified by Route : Tremoli-Isoledi Tremiti Burevestnik, which is now operating between Helmut Kock Operator: Ministry of Transport, Milan Gorky and Kuibyshev, a distance of 435 Route : Lake Tit,icaca Type(s): PT 20, 3 (Rodriquez) miles (700 km). Route: Lake Garda The Burevestnik is powered by gas-turbine VEREZUELA Operator: Compagnin di Navigazione driven waterjet units and has s service speed Operator : Compania Shell Type(s): PT 20, 1 (Rodriquez) of 95-97 kmjh. It seats up to 150 pnqwngcrs Type(s): PT 20, 4 (Werf Gusto) Route : Lake Maggiore on sh~rterrange routes and 130 on non-stop Route: Offshore oil drilling operations on Operator : Compagnia di Navigazione intercity services. Lake Maracaibo Type(s): PT 20. i (Rodriquez) SWEDEN Operator: Naveca SA Route: Lake Coma Type(s) PT 20, 4 (Rodriquez) Operator : Lauro Navigation Co Operator : AB Sundfart Malmo Route: Maracaibo-Cabimas Typejs): H 57, 2 Type(s): PT 50, I ; PT 20, "Westerrnoen) Routes: Naples-Capri; Naples-Ischia Route : Copenhagen-Malmo EUROPE Operator : Fiera Internationale Genova Operator : Svenska Rederiaktiebolaget Type(s): FT 20, 1 (Rodriquez) Oeresund CHAKNEL ISLANDS Route : Liguria Riviera-Genoa Type(s): PT 50; 2 (Rodriquez) Operator: Condor Hydrofoil Services, Guern- Operator: SAS and SNAV Route : Copenhagen-Malnlo sey Type(s): PT 50, 1 (Rodriquez) Operator : Gothenbilrg-Fredriirshavn Line Type(s): PT 50, 1 (Rodriquez) Route: Palerrno-Eolian Islands Typeis): PT 150 (Westerrnoen) Route: Guernsey-Jersey-St Malo Operator: Societa Sirena, Palermo R,oute: Gothenburg-Aalborg-Fredrikshavn SWEDES,DESXARK HONG BONG Type(s): PT 20, 3 (Ilitachi); ME 30, (Mitsu- bishij Operator : Oerosund AB Operator: Shun Talc Co Type(s): PT 50, 2 (1 Rodr~quc~,I Vi'estcr- Typejs): PT 20, 1 (Rodriquez) Route: Matsuyama-Hiroshima; Onomichi- Imabari rnoen) Route : Hong Kong-Macao Route: Copenhagen-Jlalmo Operator: Hong Xong Tviacno Hydrofoil Co Operat,or: Hankyu Maikai Kisen Co Ltd Type(s): PT 20, 4; PT 50, 4 (Rodriquez) Type(s): PT 20, 2 (Ritachi) SWITZERLAND : Ronte : Hong Kong-Macao Route Kobe-Naruto Operator: SocietB de Sav. sur le Lac L6man Operator: Far East Hydrofoil Co Operator: Iwasaki Kisen Co Ltd Type(s): PT 20, 1 (Rodriquez) Typejs): PT 50, 3 (Hitachi) Type(s): PT 20, 1 (Hitachi) Route: Lake LBnlan Route: Hong Kong-Xacao Route : Matsuyama-Eiroshima Operator: Neitetsu Kaijo Kanko Co Ltd UKITED KINGDOM IXDOSESIA Type(s): PT 50, b (Nitachi) : Operator: Red Funnel Steamers Ltd Operator : Indonesian Governmelit Route Kagoya-Gamagori Type(s): Seaffiglit 855 Type(s): PT 20, 1 (Rodriquez) Operator: Nihon Kosokusen Co Ltd Route : Southampton-Cowes Route: Patrol Type(s): PT 50, 1 (Hitachi) Route : Enoshima-Atami YUGOSLAVIA Operator : Shimakatsuurakankokisen Operat,or: Split Airport/Clobtour Operator: Biwako Kisen Co Ltd Type(s): MH 30, 3 Type(s): Xometa,, 6 (Sormovo) Type(s): PT 3A, I (Hitachi) Route: Gamagori-Toba-Nagoya Route : Pula-Dubrovnik Route: Biwa Lake Operator: Kyushu Shosen Go Ltd NEW ZEALAND EGYPT Typejs): PT 3A, 1 (Hitaclii) Operator : Kerridge Odeon Corporation Operator : Ministry of Commerce, Cairo Route: B'lisumi-Shimabara Type(s) PT 20, 1 (Rodriquez) Typejs): PT 20, 3 (Rodriquez) Operator: Nishisskutajimamura Kotslrbu Route: Auekland-Waiheke Island Route: Abu Sinlbel-Asswcm Type(s): PT 3A, 1 (Hitachi) Operator: Suez Canal Adrnirtistration Route : Kagoshima-Hakan~akoshi PHILIPPINES Type(s): PT 4, 1 (Werf Gusto) Operator: Innoshima Suichu Yokusen Co Ltd Operator: Tourist Hotel and Travel Corp- Route: Suez Canal Type($): PT 3A, 1; PT 3BI 1; PT 5, 2 oration (Hitachi) Type(s): PT 20, 2 (Rodriquez) Route : Ononliehi-Innoshima Route : Manila-Corregidor asra, aarsrunrrn sc NEW LEALAND Operator: Neitetsu Kaijo Kanlco Go Ltd Operator: Philippine Navy Type(s): PT 20, 2 (Hitachi) Type(s): PAT 20, 2 (Rodriquez); PT 32 2 AUSTRALIA Route: Sagoya-Gamagori; Toyohsahi-Toba (Hitachi) Operator: Port Jackson & Manly Steamship, Operator: Kansai Kisen Co Ltd Co,~~talPatrol Sydney Typejs): PT 20, 2; PT 50, 1 (Hitachi) Operator: Sundaharya Corp, Djakarta Type(s) PT 20, 2; (EIit,achi and Rodriqucz) Route : Osaka-Takarnatsu Type(s): PT 20 Route: Sydney bay and coastal services Operator: Setonaikai Kisen Co Ltd Route : Indonesian Coast, REPORT ON HYDROFOIL DEVELOPMENT Four vessels-the Tucumcari, Plainview, Sot long ago the design of a hydrofoil 8-10 ft waves at 37-40 knots. It has a fully Victoria and PT 150-demonstrated in 1968 capable of operating in the Atlantic was submerged foi! system of canard configura- how far and how fast hydrofoil technology thought to be out of the question. Now tion and is powered by two LMl500 gas has advanced since the PT 20 prototype most hydrofoil designers concede that this is turbines driving non-reversing water propel- opened the first-ever scheduled hydrofoil sea feasible. lers. The incidence controlled bow foil and service tw-elve years ago. Certainly projects for much larger craft are the trailing edge flaps of the main foils are The superb performance of the Tucumcari beginning to take shape. Boeing states that controlled automat,ically by a Foil-Borne waterjet-propelled hydrofoil gunboat prompt- the company could build boats of up to Control System designed and manufactured ed four European navies to send observers to 1,000 tons, employing the same basic tech- by General Electric Defense Electronic study the craft at SmitJe. A key point in nology as that of the Tucumcari, and having Division. their interest is that the Tucumcari is similar performance. In complete contrast to the electronics suitable for patrolling long coastlines at well Meanwhile, the world's biggest hydrofoil employed to stabilise Tucurncari, Plainview over 40 knots and can operate without to date is the 320 ton USS Plainview, which and Victoria is the Schertel-Supramar difficulty in heavy seas. successfully completed her maiden flight at stabilisation system employed on the world's It is being argued incrcncingly that naval Puget Sound on March 21, 1968. The craft biggest commercial hydrofoil to date-the patrol vessels of the future must be small and will provide the first opportunity to evaluate 150 ton Supramar PT 150 built by Wester- fast. Twenty-five to thirty rocket-equipped the potential of submerged foil craft for full moen for the Gothenburg-Fredrikshavn Line. hydrofoil warships, for example, would ocean-going naval service. The guidance Latest in the long line of Supramar designs, provide twenty-five points of naval fire, and design was completed by Grumman and the the craft is the first to be built for fast ferry because of their size and speed would be far contract for detailed design and construction services in unprotected waters away from less vulnerable to air or guided missile attack was awarded to Loekheed Shipbuilding & the coast. Originally the PT I50 was intend- than a conventional cruiser. Construction Company. In addition to its ed as a 250 seat passenger ferry, but at the The Italian Navy has shown particular large size, its design is substantially different request of the operating company; the basic interest in the Tucumcari, and is reported to to that of t,he PC=-1, the US Savv's experi- design was modified to allow an alternative be considering an order for thirty, which mental hydrofoil patrol boat. Foil lift payload of 150 passengers and 8 cars to be would be built in Italy. Airo M. Gonnella, variation is effected on the Plainview by carried. head of Boeing's Advanced Xarine Systems changing the incidence angle of both the The craft has a surface-piercing bow foil Organisation, which designed and built the main foils and the tail foil. Ultra-sonic and a fully submerged rear foil. Stability is craft, estimates there is a market for 200-300 height sensors are mounted both at the bow maintained jointly by the inherent stabihy military hydrofoils in Europe initially. and the stern. of the bow foil and the air stabilisation The Tucumcari is now in its home port of Initally the powerplant comprises two system fitted to t,he rear foil. Separate port Sari Diego, operating with the US Navy General Electric LM1500 gas turbines, each and starboard systems are installed to stabil- Pacific Fleet Amphibious Command, where driving one propeller through a right-angle ise rolling a,nd pitching. The system feeds it is due to be joined by the Grumman Flag- bevel gear transmission. Provision has been air from the free atmosphere through air staff. Both craft will be evaluated by the made however for adding two more engines exits to the foil upper surface (the low pressure US Navy which, according to a press report, to permit much higher speeds to be attained. region) decreasing the lift. The amount of is considering an initial purchase of about A ventilated or supercavitating system lift is varied by the quantity of air admitted, 30 of one of the two gunboat designs. would be fitted to the craft in this form. this being controlled by a valve actuated by Boeing dismisses the debris "problem" as a The AGEH-I has been assigned to the US a damped pendulum and a rate gyro. The highly localised one, confined to only a few Navy's Hydrofoil Special Trials Unit at craft is stabilised by decrea,sing the available areas such as Puget Sound, where the Bremerton, Washington, and will undergo air volume for the more submerged side &nd Tucumcari was tested extensively. The extensive evaluation for a period of several increasing that of the less submerged one. craft struck debris several hundred times and years. Grumman has now completed the The bow- foil centre section is also to be splintered every log it hit, including one 25 ft design of a commercial derivative-the 325 provided with submergence dept,h stabilisa- long, 18 in diameter timber weighing 14 tons. ton Neptune. The standard version, design- tion, the quantity of a,ir admitted being The hull structure is designed to crumple ed for mixed traffic, will accommodate 302 varied with the degree of submergence. under severe impact, absorbing the force passengers on the upper deck and 37 cars on During the first two months of service, the before the strut is damaged or shea,red off. the vehicle deck beneath. The craft will be craft carried more than 25,000 passengers on Debris in other areas; the Mediterranean capable of operating in sea state 6 and will the Gothenburg-Fredrikshavn route. The for example, might be up to the size of a have a cruising speed of 50 knots. Blohm journey time, compared with that taken by railway tie, but 1x0 larger, and craft like the & Voss AG of Hamburg, which built the first conventional ferry boats, was reduced from Tucurncari can withstand strikes of objects two Grumman Dolphins, will also build the four hours to one hour and forty minutes. that size without damage. Debris will not Neptune and handle its sale in Europe. The costs per seatlmile ranged between present any serious problems in naval opera- After various delays, the HS Victoria, built 22d and 3d. A second PT 150 is under con- tions, and as vessels get larger, the problem by Maryland Shipbuilding & Drydock Co. struction by Rodriquez. of sustaining foil da,mage in this way, will for William I. Niedermair, President, Xorth- Supramar refers to the craft as being 'partly disappear altogether. west Hydrofoil Lines, got away to a flying stabilised'. In 1968 the first of a new Just how large hydrofoils w-ill become start on its scheduled service between the generation of "fully stabilised" Supramar eventually seems to be anyone's guess. heart of Seattle and Victoria B.C. in the craft was being evaluated in the Mediterran- At one time it was considered that because summer of 1968. By the end of August the ean. The craft, an ST 3 (formerly PT 4) of the size of the foils required, and the craft was operating with clockwork regularity test bed, with a fully submerged foil syskem, performance of the powerplants available, and carrying capacity payloads. To cope is powered by a GE LMlOO gas turbine, and hydrofoils would be limited in size to about with the traffic, the service has been incrrnscd has been operated at speeds up to 56 knots. 1,000 tons displacement. Today this figure to two round trips per day on Fridays, Two Soviet-built hydrofoils that made appears to be on the conservative side. Saturdays and Sundays. Journey time is news in 1968 were the Kometa; the seagoing Relatively small high-lift foils, new marine just under 24 hours, reducing by two hours version of the earlier Meteor, and the new fast gas-turbines with twice the output, and new, the time taken by conventional ferries. patrol derivative of the 90-passenger Strela less complex propulsion systems are being Victoria, one of the world's most sophisti- hydrofoil ferry. The Kometa visited London developed which could lead to the construc- cated passenger hydrofoils, was designed by and the Isle of wight at the end of a sales tion of hydrofoils several times the size of Gibbs & Cox. The vessel carries a crew of tour which took the craft from Poti, on the craft envisaged ten to twelve years ago. four and '75 pinwxzgers and will operate in Black Sea, to tho Raltir. Copenhagen, Antwerp and Rotterdam en route. The Torsionetic universal joints on the propeller Steamers Ltd for services between South- craft proved to be exceptionally robust and drive shaft to permit retraction. Top speed ampton and Cowes, Isle of Wight. to have a good all-round performance. It is about 40 knots. Christopher Hook's Like its forebears, the L.90 incorporates has a cruising speed of 32 knots and is Channel Skipper is developed from his a foil system in which the foil automatically normally able to operate foilborne in waves earlier K2 Hydrofin, and is also a four-seater. assumes the best angle of incidence in relation up to 4 ft (1.25 m) high. It can travel A high-riding crash preventer plane is mount- to the wave condition. The split bow foil hullborne in 8-10 ft (2.5-3 m) waves. Export ed ahead as a platfbrm for mounting a light- combines a horizontal submerged centre orders for the Kometa continue to grow. weight pitch sensor which is hinged to therear. section with inclined surface piercing areas, Six have been supplied to Yugoslavia, which The sensor rides on the waves and continu- and the geometry of the bow and rear foils has recently increased this order, and one is ously transmits their shape through a servo is such that it is possible to beach the vessel being shipped to International Hydrolines of system and connecting linkage to vary the on a falling tide on a nearly flat sandy bottom, New York for a service between Trinidad incidence angle of the main foils. A filter the hull remaining stable. and Tobago. system ensures that the craft ignores small Seaflight vessels are now in service in Ham- Interest has been shown in the craft by waves and that the hull is flown over the burg and are operating an increasing number potential operators in the United Kingdom, crests of waves exceeding the height of the of scheduled passenger services around the and one is on order through Airavia Ltd, the keel over water. The prototype is expected Italian coastline. Several have been employ- Sudoimport representatives, for delivery in to be completed in 1969. ed for holiday cruises and have operated to early 1969 for a service in the CK, subject A growing range of sports hydrofoils is the coast of Sorth Africa. Variants of the to a passenger licence being granted by the becoming available. The best known are 6.46, H.57 and L.90 include fast luxury yachts Board of Trade. the Xolnia and Volga, of which several and fast coastal patrol craft. In 1968 hydrofoils were operating in Photos of the new Soviet coastal patrol thousand have been built (the Forte, on sale increasing numbers and spreading to more hydrofoil reveal few details of the craft or in the USA, is a derivative); the Hungarian- and more countries. Progress in the past its armament, apart from the use of a Schei-- built Sikex (production of which has now has been painfully slow, but the tremendous tel-Sachsenburg type surface-piercing bow ceased) and the very successful Water Spyder growth in the use of commercial hydrofoils foil, and what appears to be a remotely- series: constructed by Water Spyder Marine during the past few years, combined with the operated bow tarret mounting twin machine Ltd, Downsview, Ontario. In 1969, two increasing interest of the world's navies, guns. It is possible that the design has been new Polish designs will be added to the suggests that the opposite will be true in the developed from the Strela via the new 90- range-the six-seat WS-6 Eros and the future. passenger Typhoon, and like the latter has a four-seat WIS-4 Amor. The craft, which are Even in the united Kingdom, which unlike gas turbine powerplant and a form of designed by Gdansk Ship Research Institute, most other European countries, still has no autostabilisetion. Craft of this class are have glass fibre hulls and will go into series scheduled hydrofoil ferry services, there is likely to be operated in the Baltic, Black Sea production. an awakening to its possibilities. Desrnond and the Caspian Sea. If hydrofoil enthusiasts prefer sail to power, Plummer, leader of the Greater London they can build a new class of sailing hydrofoil A number of new craft with mechanically- Council, foresees a future for them on the theFlying Fish-designed by Donald J. operated incidence control systems are Thames. He says: "We are finding out it if currently being developed. The latest are Nigg. The estimated cost of constructing is going to be practicable for hydrofoils to be this craft, which is capable of more than 30 the Wynne-Gill Xaritirne Flight 1, a 21 ft employed on inter-city services. These craft knots, is $US 175.00, less sail and rigging. four-seat sports hydrofoil desigced by have also, I am sure, a great future on The design allows the builder to share the international offshore powerboat champion passenger ferry services within London. I sail and rigging with an existing dinghy. Jim Wynne, and his partner, John Gill, for look forward to the day when the worker in the Maritime Corporation, Alliance, Ohio, Another new craft due to be completed in Central London can be carried speedily from and the New Hydrofin Ltd's Channel Skipper, 1969, will be the prototype Seaflight L.90, a his home at Thamesmead, our new town Maritime Flight 1 has a fully-submerged 100-120 seat passenger ferry which has been near Erith, free from the weary journey on foil system with mechanical wave sensors designed by this Italian company for export. overcrowded trains. The visitor to London operating trailing edge flaps to maintain the The craft has been developed from the may, before long, be able to enjoy high speed foils at the required depth. For the first successful 60-seat Seaflight 33.57, one of travel to the Continent by water, as well as time in hydrofoil design, use is made of which has been ordered by Red Funnel by air". its re-
ne. A A
lity ace the SUPRAMAR LTD., LUCERNE
INTRODUCTION Hydrofoil boats are a comparatively new means of transportation. With their arrival a new era in short distance water communi- cations began. For the first time in the history of transportation a waterborne vehicle was capable of competing success- fully with fast land vehicles wherever such competition was geographically possible. Hydrofoil boats can also compete in profit and even in journey time with short distance airliners because they operate from place-to- place, rather than from airport-to-airport. However, a rapid passenger service is only justified if the timetable can be strictly adhered to. Frequent long delays would destroy the advantage over slower communi- cations and many passengers would, no doubt, turn to the shipping lines which guarantee punctual arrival. This illustrates the im- portance of safety and reliability of operation for rapid means of transportation. It is obvious that in the case of a long distance service in unprotected waters profitable operation can only be expected if the vessel has sufficient riding comfort. Figure 2. The 63 ton PT 50, seating 130 passengers But the system employed for obtaining smooth performance in rough seas should be GOMMERGIAL HYDROFOILS IN THE of simple design a,nd reliable. Experience PAST DECADE has shown that sensitive high cost foil Before we investigate how the require- The first regular public hydrofoil service systems, requiring specialist engineers for ments for safety, reliability and maintain- in the world was inaugurated in 1953 by maintenance, are of little appeal to a com- ability are met by zhe hydrofoils operating Supramar Ltd.. on Lake Maggiore in northern mercial operator, however impressive the sea in pncscngor service at present, let us briefly Italy. With experience gained from this performance may be, because he w-ill fail review the developments of commercial service and with the hydrodynamic and to get an adequate return on his investment. hydrofoils in the past decade. technical knowledge in hydrofoil construc- tion gathered since prewar times, the com- pany was in the position to plan larger and more economical passenger vessels. The recognition that complicated devices reduce reliability and require increased maintenance, which affects profits, led to the decision t,o use only simple components with proved reliability and durability. This policy has contributed towards having hydrofoil craft accepted as a commercial means of passenger transportation.
If we disregard the Russian government operated craft, no other type of hydrofoil could be used profitably up to the present on public passenger lines.
The first foilborne passenger-carrying craft to be approved by classification societies for coastal service, was a Supramar designed 30 ton craft, the PT 30, built in the Rod- riquez Shipyard (Fig. I).
After successful and profitable operations with this boat, a 63 ton vessel, the PT 50 (Fig. 2) was co~zstructedin 1958, to be used on of1-shore routes. The machinery of this 91 ft boat consists of two of the same diesel units as used in the smaller type, and seating is provicicd for 130 passcngers. Figure I. The PT 20, first passenger carrying hydrofoil to be approved by classification societies for coastal services In June 1968, a third type was added ?:o our flees, the Pa' 150, the world's largest seagoing yassrliger h~rdrof'oil aud first ro carry cars over long distances. The prototype, the "Expressan" is now plying between Sweden and Denmark and can accommodate 250 passengers or 8 cars and l50 puxxrigrrs (Fig. 3). This ship is provided with :he most comprehensive safety equipment ever used for a hydrofoil, as we shali see later. During operation these vessels are being constantly improved in line with the results of day-to-clap endurance tests, thus over- coming developnlent troubles snccessf-dip. More than one hundred craft of Supramar design have been built. They have a total seating capacity of over 8,000 passengers and are operating throughout the xvorld. They cover an accunlulated daily di6iaius of about 22,000 nautical miles, which is the equivalent to a daily circle around the world. The total number of passengers carried to date is estimated to be 35 million persons, and the rota1 distance travelled by all passenger craft more than 2.1 million nautical miles Figure 3. The prototype PT I50 Expressan passenger/car ferry, now operating between Sweden and Denmark
Tbc very extensive experience obtained condition at !ow speeds the stability is again throcgh the operation of Supramar craft greater, due to the foil weight below the hull: has enable[! the company to analyse and as compared with ordinary ships. The discnss in detail the safety reliability and low centre of gravity in floating condition maintainability of these craft. combined with the motion damping action of the foils provides an important safety factor. Indeed, not one hydrofoil craft of this type has ever capsized. Our Grst consideration is the operational By the 1950s the prototype of the smaller safety of t,he passexger-carrying hydrofoil. PT 20 had already proved the sea-keeping Fourteen years of regular passenger service qualities of the 68 foot vessel. Forced have shown that the performance is safer down by a severe storm off the coast of Greece, than most means of transportation. Indeed it was possible for her to continue in sea DISTANCE [nm] I in about one biilion passenger miles no life waves in the order of 13 ft and a speed of 0 ~m9)1o50~i7080has been lost, and only in very few cases AVERAGE SPEEDS 1.5 knots. At a later date, a PT 20 came have passengers sustained slight injuries into the tail of a hurricane in the Caribbean F~gure4. Average Speeds when foils hit rocks cr in one instance a with very long waves of up to 16 ft in height krge buoy. According to statistics as and was able to remain foilborne. These To illustrate why hydrofoik can compete represenred in Fignre 6, L fatal accident exa,mp'Ies show that a cominercid hydrofoil sueeessfully xx-ith transportation by train, happecs in trains, 2 in buses, 6 in airlines is not endangered if she meets by accident car, bus and aeroplane; a comparison of speed and 27 in mo:or cars in the same passenger- a sea state which has not been foreseen. and fares has been made. Figure 4 shows mile range. T'ne distance required for a comp!ete stop that the mean speeds of land vehicles come from full speed is in the order of 500 ft. The very close to that of the hydrofoil which inherently good stopping ability in addition generally has in straight course a shorter to the rapid response to rudder deflections route; and that also the total air trip speed ensures adequate manoeuvrability at high of a short-haul domestic liner is not greatly p TRAINS speed. The turning radius of the boat is superior if ground travelling time to and approx. 300 ft when speed is reduced to below from the airport is added which, today. 30 knots. runs up to about 70% of the total elapsed It is often believed that floating debris time. Figure 5 shows that ody the bus offers a considerable danger. Experience fares are lower xhan those of' the hydrofoii. has. however, shown that even quite large pieces of driftw-ooci are either broken or
0 5 i0 f5 M 25 tossed aside by the foils. It appears that PASSENGER FATALITIES the kinetic energy of the heavy steel foils is PER BlL L /ON PASSENGER MtLES ------sufficient for an uneventful outcome for Figure 6. Passenger Fatalities such collisions. Scale model tests in the Berlin towing tank confirmed that the The exceptionally good, fatality free per- decelerat'ions of 1 g for 1/10 see are too short ibrma,nce of the hydrofoil boat must be to be dangerous and that after the collision attributed to t,he following performance the hull always comes down onto the water characteristics : in an essentially horizontal position. The Supramar boats are provided with We shall now see to what extent safety swface-piercing front foils which are ilis- precautions are applied on hydrofoil craft. tinguished by their simplicity of construction Commercial hydrofoils meet all passenger adinherent stability. Thpse foils have a protection safety regulations set up by the higher sratic and dynamic transverse stab- shipping authorities. If a boat is serving fiiby in flyiilg contlit,ion than conventional on international routes also, the require- ships. In addition, they provide a strong ments of SOLAS convention are observed. Figure 5. Fares Chart damping effect in waves. In hullborne The huli is divided into several compart- The specific load factors of fbils were determined over long operating periods and by aid of load measurements. In fact, foil failures have never been experienced when the periodical inspection included weltling of the small cracks which may occur occasioi~ally. In this respect it must be noted that the surface piercing foil system provides an additional safety factor which is not considered in stress analysis. For the front foil represents a multiple indeterminate system in which stress displacements take place from temporarily overloaded foil portions to less stressed parts. With regard to the hull, it is very often believed that it requires thicker plat,ing than conventional ships, because of the bending moments to which the hull is exposed when being sustained by two foils separated by considerable distance. This is not true. The thickness of the plating is determined by the local stress imposed by wave impact on the bottom which exceeds the bending stress. However. the plating at the bottom must not be as thick as that required for surface craft dne to the described dampening effect of the foils. A safety factor of l..i against calculated Figure 7. Bow foii of PS 20 swings backward if rhe craft is grounded or hits a heavy obstacle wave impact stress is introduced in the hull design. With this safety assumption only ments so that buoyancy is ensured even tubc, first bencis and absorbs part of the shock once was damage experienced in a strong when two neighbouring cornpartnlents are energy before breaking. The foil system then gale. The boat involved was the PT 50 flooded. The lifc saving equipment on swings backwards on the bearings of the Condor I, which is plying between the Channel board is made up by life jackets. belts and supporting tubes (Fig. '7). On the PT 50, Islands under definitely too heavy sea con- rafts. In t,he new PT I50 car ferny (Fig. 10) the bolts which fasten the front foil system ditions. The skin and several frames of the for instance, fire protection includes an A KO to the hull shear off and the foil separates. bow- part section were pushed in. Thanks insulation in both engine room and ear deck, In both cases the hull suffered no damage. to the deformability of the aluminium alloy fire-fighting plant with two fire pumps, 2 In only one incident, in bad weather con- used, the hull remained watertight as in powder extinguishers in every room and an ditions, when a capta,in went off course in other cases when the hull parts were involved automatic sprinkler installation with its dangerous waters, were both foils so heavily in collisions. In all cases when commercial separate pump. An automatic starting damaged that repairs were exceedingly hydrofoils have suffered hull damage, they emergency power st,ation with a power difficult. The picture shows the bow foil have safely reached harbour. output of 7.5 % of the normal clectric supply after the accident (Fig. 8). The rear foil When comidering reliable operation the is provided on deck to ensure opcration in all detached entirely from the transom but the propulsion plant is of prime concern. Sup- eventualities. Savigational aids are dupli- hull remained watertight. So pncnenger ramar hydrofoil ferries are powered by cated with all wiring arrangements. A came to grief. The latter is an exanlple of Maybach Mercedes-Benz diesel engines total additional weight of 13.5 tons is added the good protection t,he foils give to the hull. which underwent severe endnrance testing in the interests of passenger's safety. This It shows that the passengers' safety has not in Trans European Express trains. With weight increase corresponds to a carrying been in any way impaired through their the experience obtained in rail traction and capacity loss of more than 140 passengers. use. A conventional boat would have suff- marine service, safety of operation could ered extensive hull damage and would be so much improved that motors and gears SAFETY OF FOILS, probably have sunk. are now- capable of achieving at least 10,000 HULL STRUGTURE A SYSTEM We shall now consider reliability and safety of the foil system; hull structure and prc- I pulsion plant. Tne first stage of development revealed 1 that the foil system is not so vulnerable as i was initially suspected. This has been T demonstrated several times involuntarily. 0 Due to a wrong gear shif%ingof an unskilled t pilot a PT 20 prototype crashed int,o an iron il jetty wit,h the outer section of the front foil. P The jetty was quite badly bent whereas the h boat suffered only buckling of the hull plating in the vicinity of the foil attachment. and R scrvice was continued for a month before she underwent routine repairs, Another hydro- foil cut up the sidewall of a cement carrying se wooden barque of about 150 tons displace- on ment in a collision. The sinking barqne av w-as beachcti, but rhe hylrofcoil cont inucd till service after inspection. lin In cases of grounding or hitting heavy cor obstacles, the bow foil adjusting- lever of the fail PT20, which is attache&to the foil supporting Figure 8. Bow foil of the PT 50 after grounding in dangerous waters an( riding comfort in comparison with the conventional PT 50 in a seaxay. Regarding the reliability of the air feed lift coiltrol system, experience shows that the air outlets at the foil for the air supply are never blocked by soiling due to the prevailing suction and can therefore be regarded as fail-safe. The structural simplicity of the part-air-stabilized craft and the stabilization unit, which does not need a power supply, ensures a high degree of operational safety. One such unit is provided for each foil half, and each is capable of rna.intaining stability on its own. In this way the reliability of the system is further increased. In fact, the new stabilization of the "Expressan" (Figure 10) worked faultlessly from the first trial run until the vessel was put out of service at the end of the 1968 season. In the improbable event of a simultaneous failure of both stabilization units, the boat can stdl continue the trip ax decreased flying height, with however, somewhat reduced seakeeping capability. This is an important advantage Figure 9. Inclined shaft transmission on a Supramar hydrofoil over craft with fully submerged foils which hours between overhauls. Xarine gas turbines, on the other hand, have offered only a fraction of this life until now so that for a seasonal service of 3-4,000 hours, money has had to be spent for a spare turbine in addition to the high initial costs of the original installation. This explains why the PT 150is also provided with diesel engines. But with the steady progress in gas turbine development we can envisage that the time is near when turbine driven hydrofoils can compete profitably with diesel propulsion. There are three main systems to transmit power to the thrust generating device. The inclined shaft as transmission between motor and propeller (Figure 9) is not an ideal solution, particularly because it sets limits to the hull clearance with regard to sea behaviour. But again, after evaluating the causes of fractures on a dozen shafts, this transmission has proved to offer greatest safety ak lowest costs. The double bevel gear transmission is technically difficult and has not been sufficiently tested for endurance. A satisfactory water jet propulsion has only been achieved recently by the Boeing Figure 10. Stability of the PT 150 is maintained jointly by the surface piercing bow foil and the air stabilised rear foil Company, though its efficiency is about 20% lower than that of propellers. Both these solutions reduce, however, the economy F AIR-STABILE ZE in the event of a failure can only proceed in of a hydrofoil service due to the initial costs CRAFT a displacement condition. which are higher than that of inclined shaft Supramar has designed two air-stabilized propulsion. The high speed propellers had craft which have both been built at the ANCE AND MAINTAINABILITY in the first years a rather short life-they Westermoen Shipyard in Sorway. These The Supramar foil system requires only were either destroyed by cavitation erosion craft are provided with a dihedral surface modest maintenance and this is more or less or damaged by floating debris. By placing piercing bow foil and a fully sub:nerged rear limited to cleaning, smooth-finishing, and the propellers behind the rear foil and apply- foil. Stability is maintained jointly by the corrosion protection measures. This is a ing careful design methods the life of the inherent stability of the front foil and air routine job and has to be done at int,erva!s of propellers could be increased up to 4,000 stabilization which causes a change of lift on a fortnight to 3 months, depending on sea hours. the rear foil, in a restoring sense, when the conditions and the marine growth develop- boat is leaving her normal position in a sea- ment in the operating area. Because of the REGULARITY OF PASSENGER way, thus reducing roll and pitch angles. sturdiness and simplicity of the structure, SERVICE Lift variation is produced by the Schertel- maintenance can be further reduced by The regularity of passmger hydrofoil Supramar-System by the admittance of air devotiag special attention to the selection of services, as a measure of their reliability, can drawn from the free atmosphere into the materials with reciprocal low potential only be assessed from the information made suction areas of the foil, the quantity of air differences to avoid electrolytic corrosion. available by operators. The percentage of being autonlatically controlled. A craft with The use of non-corrosive steel for the foils is time of scheduled service in well organized this system, which is rather simple in its another means of reducing maintenance. lines, which operate unc?er normal seaway conception, can be designated as "partly During maintenance the ship is either conditions, is 96.98%. Only 1.2% of the stabilized". drawn onto a slip, raised by a crane, or she failures are caused by mechanical mishaps In 1966 an air-stabilized PT 50 underwent is tended by divers. Maintainability is simpli- and the rest by bad weather. successful trials and proved to have superior fied considerably when the foils are retract- able. Foil retraction is acceptable as an assume that each craft has an annual reliability will increase in the course of additional technical mechanism in the case utilisation of 2,500 hours, then maintenance improved technology. of fully submerged foils, whereas for surface hours are in the ratio of 70 to 100 operating It is believed that in future there will be two piercing foils the additional costs resulting hours which is reasonably low as compared, seagoing types, the partly and t,he fully from retractability are in most cases not for instance, with the competing helicopter, stabilized craft. The first type which we compensated by the advantage of easier where we have to allow 400-600 maintenance have already described will be for off-shore cleaning. Therefore, Supramar applies hours for every 100 operating honrs. The service and is an intermediate low cost retractable foil systems only where necessary, maintenance costs of a hydrofoil amount to solution, since it is a cross between vessels such as operation in shallow waters. 12.15% of the total operating costs against with rigid surface piercing and fdly submerg- The danger of corrosion of light met,al hulls 18.19% for an airplane. ed controlled foil systems. Sea performance cannot be excluded. However, if care is of the first comes close to that of the latter taken to avoid strong electrolytic potentials but its structural sturdiness, simplicity and between plates, rivets, interior components Finally, let us try to visualise the reliability ease of handling provide a higher reli- and steel foils, then the useful life of the and safety which can be expected of future ability and economy. However, the future bottom aluminium plates alloyed with less hydrofoils. The seagoing hydrofoil of the hydrofoil for severe sea conditions will, no than 5% magnesium has reached up to 8 second generation must inevitably be of more doubt; have fully submerged controlled foils, yexs before replacing. This presupposes sophisticated design to meet modern require- although many technical difficulties a,re that bottom painting is done every 3 to 4 ments for better ridmg comfort in a seaway, involved which are liable to impair profitabil- months. and increased complexity poses new problems ity and safety of operation. Problems arise Between major overhauls, engine and gear for operational safety. However, when from the required large hull clearance leading are subject to routine maintenmce on board. speaking of the future, only craft for open sea to intricate propulsion systenls and from the At the request of the snrveying authorities service are generally considered and it is not foil lift cortrol which must be completely the engine is opened up every year for realized that the demand for foilborne fail-safe and easy to maintain. The air-feed random inspection of one piston rod bearing. transportation in inland waters and protected system for controlling fully submerged foils, To maintain these vessels, including repairs, sea areas will continue to expand. Here the could bring second generation hydrofoil cleaning and painting, some 1,800 man-hours hydrofoil of tomorrow will be basically the designs closer to the reqairements of economy are required on an average each year. If we same as today and only its speed, safety and and reliability.