The NEWSLETTER International Hydrofoil Society P. O. Box 51, Cabin John MD 20818 USA
Editor: John R. Meyer First Quarter 2007 Sailing Editor: Martin Grimm “SUB-CHAPTER T” WIGH SUSTAINING MEMBERS PASSENGER HYDROFOIL An Extract, by permission of ASNE, of a Paper presented at the ASNE High Speed High Performance Ships & Craft Sym- posium 2007 on January 24, 2007 in Annapolis, MD, by Michael Zauberman, Maritime Applied Physics Corporation , Dr. Jewel Barlow, University of Maryland, and Mark Rice, Maritime Applied Physics Corporation
ydrofoils operating at relatively high speeds suffer from an aerody- Hnamic drag penalty that can contribute as much as 15% of the over- all drag. Under funding supplied by the State of Maryland and YOUR 2007 DUES ARE DUE Maritime Applied Physics Corporation, a team of researchers looked at IHS Membership options are: hull shapes that would reduce the aerodynamic drag while providing US$20 for 1 year, $38 for 2 years, some aerodynamic lift. The resulting low-aspect-ratio, and $54 for 3 years. Student mem- thick-wing-sections provided high lift coefficients due to their proximity bership is still only US$10. For pay- to the sea surface. The paper described the Wing-In-Ground-Effect Hy- ment of regular membership dues drofoil (WIGH) concept and reviewed aerodynamic test results. The by credit card using PAYPAL, work indicated the net effect of these aerodynamic changes on the please go to the IHS Membership lift-to-drag ratios that can be achieved with a Sub-Chapter T passenger page at www.foils.org/member.htm hydrofoil. “Sub-Chapter T” applies to small passenger vessels less than and follow the instruc 100 gross tons that are allowed to carry more than 6 but less than 150 pas- tions sengers. INSIDE THIS ISSUE The WIGH vehicle shown here is fundamentally a hydrofoil that experi- - President’s Column ------p. 2 ences a limited amount of aerodynamic lift due - Welcome New Members ---- p. 2 to a thick hull that oper- - Round The Clock Ops ------p. 4 ates in proximity to the water surface. The ve- - New Jet Designs ------p. 5 hicle operates at speeds that are potentially - Fond Memories ------p. 7 higher than those of a - The Nixon/Volga Story ----- p. 9 hydrofoil but not at the Rendering of the WIGH Concept - Sailor’s Page ------p. 10 See WIGH Passenger Hydrofoil, Page 3 PRESIDENT’S COLUMN WELCOME NEW MEMBERS Prakash Michael Bhimsingh - Prakash is owner of a Voskhod 2, To All IHS Members NSWC CCD. I am pleased to an- built in 1989. He lives near Toronto, nounce that the presentation is now Ontario, Canada, and would like to regret to report the passing of an- available on the IHS website. Scroll other one of our fel- hear from suppliers of parts for this I down to the section about Recent Pre- vessel especially engine parts for low-Hydrofoilers, Capt. James sentations. Wilkins, of Annapolis, Maryland. Zvezda M401a diesel engine. Also Jim, at the age of 78, died of heart A reminder that the third AMV CD he will entertain offers for chartering failure on Dec. 13, 2006. He served (CD#3) has been generated by the this vessel. It is fully operational and first as Vice President, and then as Society and is available for all to or- Canadian flagged. One can contact President of the International Hydro- der thru the IHS website. As usual, him at: sailcanada@hotmail. com foil Society from 1981 to 1984. We the cost is a nominal $12 for IHS Steven Colliss – Steve started his ca- all in the IHS send our sympathies to members and $15 for non-members. reer with Vosper Thornycroft (now his wife, Betsy, his two sons and I am encouraged to report the Soci- VT Group plc UK) in 1982 in their many grandchildren. Please refer to ety’s continued growth with a total of graduate apprentice program. He JIM WILKINS REMEMBERED on 11 new members added to the IHS stayed on, and has spent most of his page 8. Membership roles just during the career working within the shipbuild- I want to remind all of you that IHS first two months of 2007. By the way, ing and marine products side of the has instituted a new option for the So- you can view the Membership List (a business. Steve is the general man- ciety’s membership dues. Now you new one was generated as of the be- ager of VT Marine Products in can sign up for $20 for 1 year, $38 for ginning of January) by logging onto Portsmouth, England, which is a sis- 2 years, and $54 for 3 years, thereby the IHS website and put in the proper ter-company to Maritime Dynamics. saving $6.00. You can do that right password. All IHS members have Steve’s technical work has been in now by going to http://www. been informed of this password. If the design and manufacture of hydro- foils.org/member.htm#pay you have been missed, please contact dynamic lifting devices of various the webmaster (webmaster@ types applied to marine platform mo- You will note that the IHS has de- foils.org). It is advisable for all to tion damping systems and lift sys- cided, at a prompt from one of our check the information on the List. If tems. Steve has held various posts members “down under”, to change it is incorrect, please send changes to: including design, business develop- the designation of the Newsletter is- Steve Chorney: schorney@ ment, and general management, and sue from seasonal (no always appro- comcast.net he spent four years working in the priate on a global basis) to First USA as the engineering manager of Quarter, Second Quarter, etc. I hope As your President and Newsletter Maritime Dynamics. that this meets with everyone’s ap- Editor, I continue my plea for volun- proval and satisfaction. teers to provide articles that may be Captain Frank G. Horn - Captain of interest to our members and read- Horn was the first hydrofoil Squad- Those of us in the Washington D.C. ers. Please send material to me ron Commodore to have six PHM area were fortunate to be able to at- ([email protected]) Bill Hock- hydrofoils under his wing. He, the tend a Joint Meeting of the IHS and berger (w.hockberger @verizon.net) Squadron personnel, and all of the the SNAME SD-5 Panel in January. and Ken Spaulding (kbs3131@ ship’s crews were eager to demon- The subject was: High Performance erols.com). We will be pleased to strate the Squadron’s ability to be a Boats & Craft for Expeditionary Pa- hear from you. reliable, powerful element of Navy trol, Riverine Warfare & Harbor Se- seapower wherever they were or- curity, by Jean-Michel Coughlin, John R. Meyer, President dered to operate. As suggested by the PMS 325G, and Gary Weaver, Continued on Page 12
Page 2 IHS First Quarter 2007 WIGH PASSENGER HYDROFOIL was chosen for its well-understood winglets act as additional lift genera- (Continued From Page 1) aerodynamics, its large cross section, tors. While in the lowered position, a flat bottom side and simplicity of the sponsons provide buoyancy to re- higher speeds of WIG vehicles. Un- construction. The sponson airfoil duce the overall draft of the vessel. like a WIG,the majority of the lift and cross section is a Clark-Y 12% thick Internally, the vessel is split into two control forces are from the WIGH’s section. The decrease in cross sec- compartments. The forward com- foils. tion was chosen to reduce weight, partment has stadium style seating make deployment mechanically sim- (left facing forward in the illustration The objective of the WIGH design is pler, and provide for to obtain aerodynamic lift from the windows in the passen- in-air hull and minimizing the aero- ger compartment. dynamic drag of the hull. The net ef- fect is a significant (up to 10%) The hydrodynamic lift- improvement in the Lift to Drag ratio ing system is a set of of the vehicle. two T-foils with single struts. The section The improved L/D ratio translates di- chosen for both foils rectly into a reduction in propulsion was the YS-920 due to power with corresponding savings in its good cavitation fuel weight and engine weight. These characteristics. changes, in turn, reduce the structural weight etc. Small changes in aerody- The overall fully namic lift can have significant loaded weight of the WIGH Internal Layout changes in the overall performance vessel is 110,000 of the vehicle as they ripple through pounds. The forward foil carries ap- below) while the aft compartment has the design spiral. proximately 70% of the weight with regular row seating. The pilot house the aft foil carrying 30%. While a is in the forward compartment so the In the 2007 environment, fuel costs larger forward foil induces higher viewing window is situated at the have become a dominant highest point of the hull. part of high speed ferry operating costs. Toward The WIGH is only ex- this end, any savings in pected to operate in cata- fuel consumption will maran mode while in have a strong influence harbors with severe speed on the operating econom- limits. The key design ics of high-speed ferries. criteria for the sponson While the hydrofoil de- Renderings Showing WIGH Sponsons in Lowered Position design will be the transi- velopments of the 1970s drag on the aft foil, the larger strut tion from catamaran may have been driven by the search provides for better damage resis- mode to foilborne mode, which is ex- for speed in waves, the current gener- tance in the event of a collision. The pected to be achieved at speed of ation of work seeks lower fuel costs foils are equipped with a 25% chord about 25 knots. and improved operating economics. length flap for roll, pitch, and heave Due to the large disparity between the control, and the struts are equipped The chosen hull shape had to both hydrodynamic and aerodynamic with similar 25% chord rudders for offer the desired aerodynamic char- forces on the vessel it was determined yaw control. acteristics as well as provide enough that the best way to control the vehi- space for passengers, crew, and The vessel’s sponsons are electri- cle was through hydrodynamic con- equipment. The Clark-Y section, cally or hydraulically actuated in trols. The control surface actuators having a flat lower surface, airfoil both the raised and lowered posi- are all contained inside the vessel shape with a 25% thickness ratio, tions. In the raised position the Continued on Next Page
IHS First Quarter 2007 Page 3 WIGH Passenger Hydrofoil ROUND THE CLOCK OPERATIONS NEED The merger created one the largest (Continued From Previous Page) RELIABLE SPARES fleet of high speed vessels in the Asia Pacific region, said the company. hull, eliminating the need for strut From Ferry Technology, February Turbojet has a total 30 passenger ves- pods, further reducing drag. The 2006 sels comprising five vessel types and flaps are controlled through a redun- includes: 13 Jetfoils (Flores, Ma- astering the demands of 200 dant computing environment with a deira, Pico, Santa Maria, Sao Jorge, daily sailings is Hong Kong high frequency bandwidth for short M Urzela, Guia, Terceira, Funchal, operator TurboJet, which response times. The vessel maintains Horta, Lilau, Cacilhas and Taipa); serves vital commuter links between an average four to five foot height one PS-30 (Balsa); two FoilCats Hong Kong and Macau, and has re- from the surface of the water and will (Penha and Barca); 10 TriCats (Uni- cently stressed how important effec- cut through waves rather than track versal Mk 2001 to Universal Mk tive maintenance and spare parts them. 2010); and four FlyingCats (Univer- availability is to ensuring reliable op- sal Mk I to Universal Mk IV). The aerodynamic goals during the de- erations. sign of the WIGH were two fold. The A team of over 400 engineers, techni- With an average of a departure every first was to minimize the drag penalty cians and staff manage the mainte- 15 minutes, Hong Kong’s Turbojet of the hull and utilize the airflow nance and repair of its entire fleet at operations are one of the busiest in around the hull to generate lift, which the company’s shipyard on Stone- the world. The majority of Turbojet’s in turn would unload the foils. Un- cutter’s Island in Hong Kong. loading the hydrofoils allows for 11 million annual passengers, 90 per lower lift coefficients and smaller cent, are frequent users of the com- “Reliability is one of our key priori- planform areas, and thus reduced hy- pany’s services, and the other 10 per ties, ”said Jen-Ning Wang, director drodynamic drag. cent are group travelers. Of this aver- and executive committee member age yearly total, 87 per cent are de- Shun Tak - China Travel Ship Man- Athick section had to be chosen to ac- rived from its Hong Kong to Macau agement Limited. “In 2005 we had a commodate passengers and machin- route. trip reliability of 99.6 per cent. ery below deck. Extensive wind tunnel tests were carried out at the The company also University of Maryland to provide runs services to baseline data for comparison with Shenzhen and Macau Computational Fluid Dynamics and between Macau (CFD) calculations. and Shenzhen. Tur- boJet Sea Express The work reported in the paper sug- now also provides gests that Wing In Ground Effect Hy- links from Hong drofoils can offer 20% reductions in Kong International fuel use per passenger mile relative to Airport (HKIA) to traditional hydrofoils and 50% reduc- Macau and Shen- TurboJet Has a Total 30 Passenger Vessels, Which tions in fuel use per passenger mile zhen. Turbojet and Includes 13 Jetfoils relative to high-speed catamarans. Turbojet Sea Express These benefits can be achieved at are the operating brands of Shun Tak - “To achieve this it is important that high levels of passenger comfort and China Travel Ship Management the vessel systems are simple and with traditional passenger vessel Limited (STCT) company, which was easy to maintain. We have three sys- drivelines and components. established from the joint venture be- tem design rules: that they use proven tween Shun Tak Holdings Limited technology; spare parts availability; and China Travel International In- For additional information, please and technical capability. A good pre- vestment Hong Kong Limited in July contact Mark Rice (mrice@map 1999. corp.com). Continued on Next Page
Page 4 IHS First Quarter 2007 NEED RELIABLE SPARES erpillar Solar Taurus gas turbines, lower costs than when using fewer, (Continued From Previous Page ) each driving a Rolls-Royce Kamewa larger units. Multiple waterjets, how- 90511 waterjet through a Philadel- ever, impose a penalty in increased ventative maintenance program is phia 1000 gearbox. Turbojet’s Kow- transom width, which is usually un- also essential. loon to Shenzhen/Macau Shenzhen acceptable in high speed vessels. “The priorities for the design of our routes are served by the company’s Furthermore, says Wartsila, water- vessels are safety and their environ- 40m Fjelistrand-built FlyingCats, jets hitherto available on the market mental impact; meeting the regula- which can carry up to 303 passengers. are designed to cover all propulsive tions of local authorities and the The service between Macau and requirements for extremely high ves- IMO; and their appeal to the cus- Shenzhen usually takes approxi- sel speeds (up to more than 70 knots) tomer, in terms of ride control, facili- mately one hour and runs from 0945 and for very high powers on rela- ties, speed, reliability and con- to 1900 daily. They have a service tively small diameters. venience.” speed of 35 knots. LJX waterjets, on the other hand, are Turbojet’s 27m Boeing-built jetfoils NEW JET DESIGNS DELIVER FRESH said to cut out the extremes in hydro- have a capacity to seat a total of 240 THRUST TO MARKET dynamic design parameters and are passengers. They operate of speeds From Ferry Technology, December based on a completely new design up to 45 knots on the 24-hour service 2006 approach to create more compact between Hong Kong to Macau, units with heavily increased cavita- which takes around 55 minutes. The by Doug Woodyard tion margins. ferries’propulsive power is provided compact high performance wa- by two Rolls-Royce Allison 501-KF A mechanical design similar to the ter- jet recently introduced by gas turbines, each driving a A established Lips Jets’ series from Wartsila is optimised for fast Rockwell Powerjet 20 waterjet Wartsila is inherited by the LJX se- ferry propulsion and promises to fos- though a Powerjet 20 gearbox. ries, with all main parts of the stator ter further innovation in the design of and the steering assembly fabricated The 28m PS-30 Jetfoils, built by such tonnage. Compared with estab- from stainless steel plates. This al- Shanghai Simno Marine, can carry lished water- jets, the new Wartsila lows the designer to achieve mini- slightly more passengers, 260, and LJX unit reportedly offers a 25 per mum weight with maximum design has the same propulsion outfit with a cent reduction in flexibility. maximum speed of 45 knots. It mounting flange Waterjets remain the favored serves the Hong Kong to Macau diameter, a 10 per choice of propulsor for fast ferries, Common steer- route. cent overall the latest designs promising ing/reversing and weight reduction lighter and more compact installa- booster jets are The third vessel type to solely oper- and a 35 per cent tions with higher efficiency and thus possible, as ate on this service is the 35M increase in cavi- better control well as jets for fast Fjellstrand-built FoilCats, which tation margin. crash stop and re- have the largest passenger capacity versing, jets with nozzle closing de- of all Turbojet’s vessels at 45 knots. A key merit cited is that an optimum vices, and jets with inboard hydraulic They are Powered by two General number of waterjets can be selected systems. The oil-lubricated thrust Electric LM500 gas turbines each for a given propulsion power require- bearing remains inboard in the jet driving Rolls-Royce Kamewa 80 ment without dictating an excessive room with a water-lubricated marine SII/6 waterjets through Maag transom width. bearing supporting the shaft in the MPU-23 /G-50 gearboxes. In selecting waterjets for a high speed stator bowl; a design choice made for At 45m-long the 45-knot FBM Ma- vessel project, Wartsila explains, the reasons of easy maintenance, access rine-built TriCats can carry up to 333 required power is generally distrib- and reliability. passengers. They serve the Hong uted between multiple units to create Kong to Macau/Kowloon to Shenzen an installation with lower weight, routes. They are powered by two Cat- higher efficiency and (above all) Continued on Next Page
IHS First Quarter 2007 Page 5 NEW JET DESIGNS offer capacity for up to 1,000 passen- pump seal and generally reduced (Continued From Previous Page ) gers, over 800 lane-meters of trucks wear and tear. and 150 cars or a mix of heavy vehi- As an example of how the LJX cles and cars. waterjet will foster new fast vessel de- A new version of the waterjet control signs, Wartsila notes that the 36MW Incat founder and chairman Robert system, based on the Rolls-Royce of propulsive power for a stabilised Clifford believes that waterjets have common control platform, is said to monohull ferry is typically developed gotten bigger and better over the simplify installation and commis- by four diesel engines. Four waterjets years, and that they are much more ef- sioning since there are fewer compo- are then the logical solution, but these ficient than propellers for speeds nents and less cabling. rarely fit within the transom width. greater than 30 knots. “Weight and ef- ficiency were the biggest factors in The first size of S3-series jets, the choosing these new units,” he said. 63S3, will enter service in a number A common compromise is to install of Overmarine’s Mangusta 108 fast two 9,000kW wing jets and a single Kamewa’s successful SII series has yachts, each 32.9m-long vessel being 18MWcentral jet driven by a complex long been the mainstay of the powered by twin 2,040kW MTU high twin-input/single-output gearbox Rolls-Royce specialist’s medium- speed diesel engines driving the with two reduction ratios. An alterna- to-large waterjet range, exceeding waterjets for a speed of 37 knots. tive arrangement - using an 18MW 2,000 units in service. Technical ad- gas turbine instead of two central die- vances are incorporated in the new S3 Swedish designer Marine Jet Power sel engines - is unpopular because of design, initially available in specific (MJP) offers waterjets for input pow- the fuel consumption penalty. frame sizes but planned for progres- ers up to 10MW, claiming a high sive expansion. pump efficiency from a mixedflow Four LJX waterjets of equal size, pump and patented hub unit; a high however, will easily fit in the space A weight reduction of around 10 per reverse thrust, resulting from a pat- normally taken by the three un- cent over the earlier series is reported ented bucket design; and durability equal-sized conventional jets because along with increased compactness, in from an all-duplex stainless steel con- of the 25 per cent smaller diameter of particular a reduction in the diameter struction and easily replaceable hub the compact design, Wartsila asserts. of the transom flange that can be a unit. The vessel operator also benefits from critical point in catamarans with slen- greater redundancy and lower logis- der hulls. Thc center-to-center dis- Using FRP as the material for the tics and maintenance costs resulting tance between two S3 jet units can be waterjet intake gives more flexibility from a uniform propulsion installa- for optimising its shape for the best tion in which all jets and gearboxes performance and also fosters reduced are identical and feature similar parts. maintenance, says MJP. A new im- peller design is said to deliver more The first Wartsila LJX waterjets will thrust and acceleration, and excellent be delivered to Incat’s Hobart yard in results are reported from a new gener- Tasmania for driving two 112m-long ation Vector Control System (VCS) wavepiercing vehicle/ passenger cat- for steering. Kamewa’s New S3 Series is amarans at speeds in excess of 40 MJP’s new DRB (double reverse knots. Each installation will feature Headed into Production by the 63S3 Model bucket) waterjet introduced last year four waterjets with 1, 5 00mm- diame- logged a debut in an AB 88-class ter impellers and an inboard layout for reduced by around 5 per cent com- yacht from Italy, the three 1,500kW the steering and reversing hydraulics. pared with equivalent SII models. shaftlines serving the triple MJP 450 Due for delivery next year to Japanese DRB jets delivering speeds in excess customers, the 1,500 dwt ferries will Life-cycle costs are also cut thanks to of 60 knots. reportedly be the largest catamarans a revised bearing design yielding powered by diesel engines. Each will better running conditions for the Continued on Next Page
Page 6 IHS First Quarter 2007 NEW JET DESIGNS ASNE SYMPOSIUM - “Recent Developments in Lifting (Continued From Previous Page ) Body Ships and Small, High-Speed Hull Forms”, by Todd J. Peltzer, PE Released initially as a 450 model, the n ASNE sponsored High Speed (Navatek, Ltd.). DRB design will be offered in larger AHigh Performance Ships & - “Improvement of Hydrofoil Ships and smaller sizes as required by the Craft Symposium was held on Performances by Partial Cavitation” market. January 23-24, 2007 at the Sheraton by Dr. Eduard Amromin and Dr. Barcelo Hotel, Annapolis, MD. The jet unit features inboard hydrau- Svetlana Kovinskaya (Mechmath lics, a glassfibre intake and an LLC). all-stainless steel pump, steering and Very shortly thereafter, the Proceed- FOND MEMORIES reversing unit for strength and corro- ings were made available on the sion resistance. A floating driveshaft American Society of Naval Engi- Extracted, with permission, from enables the shaft to be extended up to neer’s website. It is recommended Fast Ferry International December the gearbox flange, making an inter- that you log on to see the variety of 2006 mediate shaft unnecessary. papers and presentations available. he December 1976 issue of Voith Turbo Marine, well known for THovering Craft & Hydrofoil its Voith Schneider Propeller pro- IHS was well represented during the was a slim 32 page edition. With gram, has entered the waterjet mar- Symposium in that Bill Hockberger no news section, the contents were ket for the first time with a fully (IHS Member) was moderator for limited to an editorial, four articles “Advanced Hull Forms” session and and two pages of advertising. Mark Bebar (IHS Member) was moderator for “JHSV, JHSS and The North American Director of LCS” session. There were several H&H, Martyn Reeves, contributed papers about hydrofoils or subjects ‘Seattle to Victoria by Jetfoil’an arti- related to them. An example is: cle sub-titled ‘First-hand Impres- “Subchapter T Passenger Hydrofoil” sions of Georgian Gulf Cruises Ltd’s by Mark Rice (IHS Member) and New Passenger Hydrofoil Service’. Michael Zauberman (IHS Member) In fact, the service was a 46-day trial of Maritime Applied Physics Corpo- from September 17 until November ration, and Dr. Jewel Barlow of the 1. As Martyn Reeves explained, “On University of Maryland. Also an- September 17, 1976, Georgian Gulf other IHS member gave a paper enti- Cruises Ltd inaugurated the first Voith’s Wateriet is a Fully Sub- tled: “Very Fast Planing Craft with merged Sub-Surface Design continental United States Jetfoil ser- Cavitation”, by Konstantin Matveev vice. The service was designed to de- submerged/sub-surface design in (WSU). Other papers of interest termine the feasibility of a which the water is processed linearly, were: year-round operation linking Seattle passing straight through the jet. - ‘WIG Design; Variable-Geometry and Victoria. This particular Jetfoil, Commercial vessels with speeds of Graduated Surface-Foil”, by David the Flying Princess, ran a single 24-40 knots are particularly targeted. L. Borman (International Maritime round trip per day.” Flight Dynamics, Inc.). Continued on Next Page Conventional waterjets normally Disclaimer suck in water from under the hull and Interested in hydrofoil history, discharge above the waterline, and IHS chooses articles and pioneers, photographs? Visit the are also incorporated within the ves- photos for potential interest to IHS history and photo gallery pages sel’s hull. The Voith system, how- members, but does not endorse of the IHS website. ever, is attached outside in two-or products or necessarily agree with http://www.foils.org four-unit configurations. the authors’ opinions or claims.
IHS First Quarter 2007 Page 7 FOND MEMORIES JIM WILKINS REMEMBERED tion of the world’s first combatant (Continued From Previous Page ) hydrofoil warships, the PHMs. The scheduled journey time for the 84 Retired Navy Capt. James Jim Wilkins was vice president of statute mile route was 1 hour 50 min- Rudyard Wilkins Jr., 78, of CDI Marine Inc. in Jacksonville, Fla., utes in each direction, the fare was Annapolis, died of heart failure from 1977 to 1981, group vice presi- $16 one way or $30 for the round trip. Dec. 13 at Anne Arundel Medical dent of engineering at the Avondale On the morning trip to Victoria, Van- Center. Shipyard in New Orleans from 1981 couver Island, a continental breakfast to 1988 and an engineering consul- and coffee cost $1.50, a doughnut and Born Oct. 6, 1928, in Orient, N.Y., tant and program manager for coffee cost 50 cents. On afternoon Capt. Wilkins graduated in 1950 from PRIME-MIDAS Inc. since 1988. trips, roast beef or ham and cheese the US Naval Academy and received sandwiches were available for $1.50. his bachelor and master of science de- Capt. Wilkins served first as Vice President and then as President of the A good selection of alcoholic spirits grees in naval architecture from the International Hydrofoil Society from was also available for $1.50 each and Webb Institute of Naval Architecture 1981 to 1984. soft drinks, milk or coffee cost 50 in Glen Cove, N.Y. He also earned a cents. There was also a smoking pol- doctor of engineering degree in naval Upon his military retirement he de- icy on board: “Cigarette smoking architecture from the University of veloped further expertise in only please. No cigars or pipes”. De- California at Berkeley. world-class shipbuilding construc- scribing the foilborne performance of tion techniques and served until the Flying Princess at 43 knots, Martyn A naval officer until 1970, he served day of his death to improve Navy Reeves said, “The ride was absolutely on the USS Stribling and USS Cape shipbuilding technology and proce- smooth with no audible mechanical Esperance. He was the dry-docking dures. noise other than the windscreen wip- officer at the Norfolk Naval Shipyard ers. Also, in the cockpit the engine and subsequently was a design engi- noise was inaudible.” In addition to the Bronze Star, he re- neer at the Naval Bureau of Ships. ceived the World War II Victory and Meritorious, China, Navy Occupa- Retreating to the passenger areas, he After teaching engineering at the Na- tion, National Defense, Korean and reported, “One interesting point is val Academy, he was planning and United Nations service medals. Capt. that the life jacket forms part of the production officer at the ship repair Wilkins was a charter member, first seat cushion, an unusual but practical facility in Subic Bay, the Philippines. deacon and third elder of the Evan- innovation on the part of Boeing de- Capt. Wilkins became the program gelical Presbyterian Church of signers! manager for the PHM NATO Hydro- Annapolis. Additionally he was a member of the Gideon Bible Society, “The large windows of the Jetfoil pro- foil Program and served as director of the International Hydrofoil Society vide excellent views for the passen- the Preliminary Design Division of and the Society of Naval Architects gers. On the top deck there is Naval Ship Systems Command and and Marine Engineers. He enjoyed essentially very little sensation of Naval Sea Systems Command. golf and solving jigsaw puzzles with speed and no indication that one is his grandchildren. foilborne except for the incredibly During the Vietnam War he served in smooth ride.” the Philippines and was assigned sev- Surviving are his wife, Betsy Meyer eral times for short duty in-country in Wilkins, whom he married in 1950; two sons, James R. Wilkins III and [Editor’s Note: John Martyn Reeves Vietnam where he earned the Bronze David R. Wilkins, both of was a Life Member of the IHS and Star. In Washington he was program Crownsville; one daughter, Susan M. well remembered by his fellow manager of advanced warship de- Fox of Annapolis; one brother, Bruce hydrofoilers. He unfortunately suc- signs, including design and construc- T. Wilkins of Solomons; and 10 cumbed to a fatal heart attack several grandchildren. years ago.]
Page 8 IHS First Quarter 2007 THE NIXON/VOLGA STORY exchange with Soviet Premier Suggested By Barney Black, IHS Brezhnev, Member gaining a Soviet hy- few weeks ago, Bill White sent drofoil in ex- Aan image of the Nixon Volgathat change for he stumbled across on the in- an Ameri- ternet and in turn Barney passed on can-made the details of the relevant website. It Cadillac.” was also covered it in an earlier IHS newsletter item. In case you don’t keep track of hydro- Soviet foil items posted on EBay, Garry Fry leader has just brought it to my attention that Leonid the Nixon Volga is now for sale. The Brezhnev current paint scheme is not as nice as sent a hydro- Soviet leader Leonid Brezhnev, left, toasted United States the light blue it had then, and the best foil boat President Richard Nixon one seems to have been the overall Volga 70 to Richard Nixon in return white scheme it was originally deliv- for a Cadillac. Arms Limitation Treaty on May 26, ered in shown below. 1972. “Recordings from President Richard Soviet leader Leonid Brezhnev, From the Magazine, The Nation; An- Nixon’s secret White House tapes re- toasted United States President Rich- chors Away; Posted Monday, Jun 19, veal that he and Chief of Staff H.R. ard Nixon (1969-1974) in Moscow, 1972: Haldeman worked hard on a tricky marking the signing of the Strategic “Now for the fill-in-the-blank portion of our test. Pencils ready? If Richard Nixon gives Leonid Brezhnev a Ca- dillac, then the Soviet leader should give the President a, Well, what? What socialist product evokes the Communist system the way a Cadil- lac does U.S. capitalism? A personal, hand-controlled Sputnik? A collec- tive farm?
“It is a taxing problem, and the Rus- sians have given up trying to solve it. Headed Nixon’s way by freighter is a gift from Moscow as capitalist as they come: a hydrofoil boat. If it arrives in time for the Republican Convention, Nixon will be able to rooster-tail through the waters of Biscayne Bay between his Florida home and the convention hall in true and glorious Delivery of Nixon’s Volga helmsman’s style.
IHS First Quarter 2007 Page 9 SAILOR’S PAGE
NEW OWNERSHIP FOR WIND - Don Maxwell (dmaxwell@ WindRider LLC also has the hull RIDER - RAVE windrider.com) has informed IHS molds and fixtures for the Rave and n the Autumn and Winter 2001 is- that the WindRider line of trimaran is contemplating making a new run Isues of the IHS Newsletter, we in- sailboats has been taken over by of Raves in due time. cluded a two part article on the WindRider LLC of Minnesota, USA of which he is a co-owner. WindRider Rave trimaran sailing hy- There are many WindRider Rave tri- drofoil. At that time, the sailboats Parts and accessories for the Rave marans now sailing in the U.S. and were being produced by Wilderness are available from the factory, at: around the world. Owners have Systems. www.windrider.com made many improvements to the Rave control systems and informa- tion on these activities can be found on the owners’ website at: www.windriderforum.com L’HYDROPTÈRE – THE QUIET ACHIEVER
or several years already, it has Fbeen the intention of this editor to include a comprehensive item in the newsletter regarding the devel- opment of the large French sailing trimaran hydrofoil l’Hydroptère in- cluding the achievements of this boat and its crew. Good images and considerable text were previously available on a non-official website, however, we were unable to make contact with the editor of that website at the time to gain permission to reproduce the ma- terial. Subsequently the unofficial website appears to have disappeared. The good news is that the official website for l’Hydroptère (www. hydroptere.com) is now significantly more comprehensive than it was sev- eral years ago. There is undoubtedly growing worldwide interest in this stunning craft following its more re- cent achievements. IHS has been in contact with Marlène Colegrave from the l’Hydroptère team and we
A WindRider Rave Foilborne via WindRider Yacht Club Forum Continued on Next Page
Page 10 IHS First Quarter 2007 L’HYDROPTÈRE – THE QUIET ACHIEVER
(Continued from Previous Page) hope to provide you with a more de- tailed article in the next edition step- ping through the evolution of the craft including some of the trials and tribu- lations the team has faced along the way. If you are not already aware of l’Hydroptère and are sufficiently in- trigued, then visit the official website and read about the recent achieve- ments yourself. Or simply view one of various video clips of the craft while underway foilborne. Particularly clear footage interchanging between views from onboard the craft and from an overhead helicopter edited with an evocative soundtrack can be found at the following link: http://www.hydroptere.com/accueil/i mages/videos/var/lang/FR/ rub/19.html ***********
Various views of this fantas- tic sailing hydrofoil, l’Hydroptère.
IHS First Quarter 2007 Page 11 WELCOME NEW MEMBERS Branch where he was responsible for Ocean Engineering department in (Continued From Page 2) developing all programs for the naval 2005. He began his engineering ca- architectural area, transferred to the reer as an engineering intern at Mari- Squadron’s emblem, PHMs were de- David Taylor Model Basin. At time Applied Physics Corporation. signed “To Go In Harm’s Way”. It DTMB first worked on controllers for His internship work included design was during the time period of 1983 hydrofoils. Spent several years deal- and installation of electric car heating through 1984 that Captain Horn ing with SES structural loads and systems, motion predictions of moved aggressively to prove and de- structural design criteria using proba- offboard ship crane systems, and velop the Squadron’s at-sea tech- bilistic methods. Developed first combined heating and power systems niques and multi-ship tactics. practical level III computer program for large building projects. After Application of “big-ship” thinking for estimating surface ship structural graduating he joined MAPC full time. and approaches had to be tested and reliability. Recent work in uncer- His engineering work included de- validated for the PHMs, or else inno- tainty analysis and load estimation signing a modern V/STOL seaplane vative approaches invented. Major led to report “Lifetime Seaway Load as well as structural design of various emphasis was placed on “keep ‘em Estimation (LSLE) Procedure with boats. His most recent work is the sailing”, or flying in the case of the Examples”. conceptual and preliminary design of PHMs. Captain Horn emphasized a Wing In Ground Effect Hydrofoil “operating successfully is the big (WIGH) ferry. He recently co- payoff for all the Squadron’s efforts in Gary Steene – Garry has held various authored a technical paper on this building, equipping, training, and management positions in the Austra- subject at an ASNE Symposium.( See maintaining this squadron of new lian and US shipbuilding industries at article on Page 1.) ships. Captain Horn recently retired yards that were focused on aluminum ********** after a long and notable career in the high-speed vessels since 1970. He US Navy. joined Maritime Dynamics, Inc. in 1997. He provides applications engi- neering support for customers in Aus- William Richardson - Bill (William tralia and Asia. There, Gary performs M.) Richardson graduated from MIT field engineering and commissioning NEW BENEFIT with a degree in Naval Architecture support to vessels with lifting foils and Marine Engineering. Started in and interceptors. IHS provides a free link from Hull Scientific Branch at Boston Na- the IHS website to members’ per- val Shipyard where one task was to sonal and/or corporate site. To re- quest your link, contact William find out why carrier deck edge eleva- Michael Zauberman – Michael re- White, IHS Home Page Editor at tors instead of stopping went to the ceived his BS and MS degree at Vir- [email protected] bottom of the China Sea. At Mare Is- ginia Tech from the Aerospace and land Naval Shipyard developed the first non-linear optimization program for the design of any ship type, sur- IHS BOARD OF DIRECTORS face or submerged. After several years in the Computer Applications 2004-2007 2005-2008 2006-2009 Sumi Arima Joel Billingsley Mark R. Bebar IHS OFFICERS 2006 - 2007 John Meyer President Jeffrey Benson Jerry Gore Dennis Clark Mark Bebar Vice President John R. Meyer John Monk William Hockberger
George Jenkins Treasurer William White Kenneth Spaulding George Jenkins Ken Spaulding Secretary
Page 12 IHS First Quarter 2007 The NEWSLETTER International Hydrofoil Society P. O. Box 51, Cabin John MD 20818 USA
Editor: John R. Meyer Second Quarter 2007 Sailing Editor: Martin Grimm Recent Developments in SUSTAINING MEMBERS Lifting Body Ships and Small, High-Speed Hull Forms
An Extract, by permission of ASNE, of a Paper presented at the ASNE High Speed High Performance Ships & Craft Sym- posium 2007 on January 24, 2007 in Annapolis, MD, by Cdr. Todd J. Peltzer, USN (Ret.), P.E. he trend towards small, fast, minimally-manned combatants chal- Tlenges naval engineers to develop innovative systems that meet evolving requirements. Improvements in the performance of smaller YOUR 2007 DUES ARE DUE craft are also needed for “brown water” applications. Recent efforts at IHS Membership options are: US$20 Navatek, Ltd. address these challenges with technology developments in for 1 year, $38 for 2 years, and $54 for two areas: lifting body ships, and small, high-speed hull forms. 3 years. Student membership is still only US$10. For payment of regular As an offshoot of lifting body ship research, Navatek has successfully membership dues by credit card us- demonstrated a high-efficiency propulsion pod, combining lifting body ing PAYPAL, please go to the IHS hydrodynamics, elec- Membership page at
Page 2 IHS Second Quarter 2007 LIFTING BODY SHIPS nated as the “G-Body,” the resistance, reduced slamming, and (Continued From Page 1) “H-Body,” and the blended wing improved course keeping. body, or “BWB.” - - This is accom- The challenges for designers in trad- Higher speed plished in part because the lifting ing between speed, payload, Hybrid lifting body ships. These are body itself is designed to be a hydro- seakeeping, and fuel efficiency are ship designs that combine a parent dynamically efficient shape, and so certainly not new, but the urgency for hull form (monohull or multi-hull) has a higher lift-to-drag ratio than the developing an achievable balance for with lifting bodies. Shown here is the parent hull. Reduced motions permit Navy combatants is far greater than it 65-ft, 50 LT (19.8 m, 50.8 ton) tech- higher operating speeds in a seaway has been historically. Additionally, nology demonstrator Midfoil,anex- due to both passive damping mecha- the requirements that have been de- ample of a hybrid lifting body ship; it nisms (large added mass and viscous fined as essential demand ship and combines a “G” type lifting body with effects) and an active ride control craft designs that are operational in a multi-hull parent. system. restricted littoral environments as well as in the open ocean. An addi- - Higher payloads, since for a given par- tional aspect of these requirements is ent hull lifting bodies that the designs must be extremely provide added dis- survivable and reliable. Thus, adap- placement and use- tation of commercial designs is not able volume. An likely to meet all the needs. existing hull design Navatek’s design approach for its retrofitted with lifting lifting body ships focuses on blend- bodies will gain dis- ing three complementary technolo- placement compared gies: 1. Innovative hull forms, 2. to the original, and the Lifting bodies, and 3. Active control volume in the lifting systems that provide either flight body can be used for control, ride enhancement, or both. Midfoil Hybrid Lifting Body Ship fuel or propulsion equipment. -An The goals of this approach are to pro- Variable Immersion A key aspect of integrated design,in duce ships and boats with improved lifting body configured ships is the which the ratio of displacement in the motions across the entire operational ability to reduce the wetted surface parent hull to that in the lifting bodies speed range, from zero to maximum, area of the parent hull through a com- is a design variable, can result in a with simultaneous improvements in bination of buoyant and dynamic lift smaller, shorter parent hull. This in powering efficiency. The methodol- from the lifting bodies and control turn will reduce the powering re- ogy to meet these challenging goals surfaces. This is referred to as vari- quirements and could also poten- includes extensive analytical and able immersion. tially result in a smaller structural computer modeling work as well as weight fraction. The consequence of significant at-sea testing using scale The potential benefits offered by in- these effects is a larger payload frac- demonstration craft. novative hull forms combined with tion, which in turn translates to en- lifting bodies and active control sys- hanced mission capabilities, extend- Lifting bodies. Lifting bodies are un- tems as integral components of a hy- derwater appendages with cambered ed range, or some combination of brid lifting body ship include: both. foil cross sections that generate dy- - Improved seakindliness - the qual- namic lift at speed. They are charac- ity of behaving comfortably at sea. terized by substantial volume, large This is accomplished through low The design space for lifting body planform areas, and low lift coeffi- amplitude, low acceleration motions. ships is large, considering the num- cients. Shown on page 1 are three ex- Improved seakeeping, or the ability to ber of possible combinations of par- amples of Navatek-designed lifting maintain normal functions at sea is bodies with struts. They are desig- accomplished through reduced added Continued on Next Page
IHS First Quarter 2007 Page 3 LIFTING BODY SHIPS Single Lifting Body (SLB). Typically MDI FLUSH WITH HIGH-SPEED FERRY (Continued From Previous Page) uses a planing deep-vee monohull as MOTION CONTROL CONTRACTS the parent. A single lifting body as- ent hulls and lifting body types and sembly is located at an appropriate From Ferry Technology, February- configurations. position to balance longitudinal hy- March 2007 drodynamic moments. Within this design space, a few spe- he past few months have seen cific configurations have been fo- Tandem Lifting Body (TLB). TU.S. ride control specialist VT cused upon. They fall into two fairly Typically uses a semi-planing deep Maritime Dynamics Inc. (MDI) broad categories designated as (1) -vee monohull as the parent. Two lift- flush with orders from the ferry in- Hybrid Small Waterplane Area Craft ing body assemblies are installed in a dustry, and in particular the fast craft (HYSWAC), and (2) Hybrid Deep-V tandem arrangement. market, where the company focuses (HDV). much of its efforts. Bow Lifting Body (BLB). Typically uses a displacement deep vee mono- MDI has recently supplied its active hull as the parent. A single lifting interceptor motion control system to body is positioned at the bow, some- the 38-knot high-speed catamaran what analogous to a bulbous bow. A Iyanough, which was recently deliv- second lifting device is required at the ered by Gladding-Hearn Shipbuild- stern to balance longitudinal hydro- ing to the Woods Hole, Martha’s dynamic moments. Vineyard and Nantucket Steamship Sea Flyer HYSWAC Con- Authority in Massachusetts. Other re- figuration One example of the three sub-catego- cent deliveries of interceptor systems ries of Hybrid Deep-V is shown here. The HYSWAC configuration can be include units for two Quicksilver characterized as a multi-hull parent monohulls built by North West Bay combined with a single large lifting Ships in Australia, also for Galaxy body near midships, and some means Wave and Key West Express, catama- of providing supplementary dynamic rans built by Gulf Craft in Louisiana, lift to balance longitudinal moments. USA. Midfoil is one example of the Other orders for systems include: the HYSWAC configuration. The 160-ft, supply of retractable T-foil and trim 320 LT technology demonstrator, tab systems to INCAT for four of its Sea Flyer, is a second example (see HDV-Single Lifting Body large wave-piercing catamarans; rendering). Sea Flyer employs an (HDV-SLB) combination T-foil and interceptor “H” type lifting body and a catamaran The SLB configuration is represented systems to Penguin Shipyards in Sin- parent hull. During extensive at-sea by a 35-foot (10.7 m) demonstrator gapore for three Shipping Corpora- testing, Sea Flyer demonstrated out- designated HDV-35, the first of the tion of India 35m fast ferries; and standing performance, recording a hybrid deep-vee demonstrators. interceptors to Aluminium Marine sustained top speed of 30+ knots; ex- Australia for its 33m catamarans des- hibiting minimal speed loss in sea- The paper presented at the ASNE tined for the Great Barrier Reef and way; and providing superb ride Symposium covered a broad range of the Seychelles. quality with exceptionally low accel- technology development efforts in erations. progress at Navatek to address the Joe Kubinec, general manager for range of challenges presented by Maritime Dynamics, claims that the The Hybrid Deep-V configuration Navy and other operational concepts company’s design offers the high- uses, as the name suggests, a deep that require high performance ships speed craft operator an effective con- -vee monohull as the parent hull. This and small craft. trol system that has low weight, low category is further subdivided by spe- cific lifting body configurations as Continued on Next Page follows:
Page 4 IHS First Quarter 2007 MDI FLUSH WITH HIGH-SPEED FERRY tical sample shows that an active in- listing of just fast ferry contracts MOTION CONTROL CONTRACTS terceptor fitted onto a high-speed would suggest. (Continued From Previous Page ) vessel can provide significant motion reduction in addition to trim optimi- Deliveries Orders Total power and low cost, with no exposure zation." to damage from floating objects or Catamarans 39 56 95 grounding. Constant trim optimiza- Hovercraft 1 1 2 tion improves overall propulsive effi- 2006 DELIVERIES AND ORDERS Hydrofoils 3 1 4 ciency, which can help to save fuel or Monohulls 4 2 6 Wavepiercing allow higher speed operation for a From Fast Ferry International, Jan- Catamarans 1 6 7 given power output. All of this may uary-February 2007 help to explain why application of Totals 48 66 114 this product has migrated to vessels orty-eight fast ferries were deliv- ered during 2006, the highest an- as small as 11m long. In addition, the F Passenger ferries nual number since 49 were system is said to be easy to install or 50-99 seats 10 4 14 delivered in 2003. The 66 vessels on retrofit on most monohulls and cata- 100-149 seats 17 7 24 order on December 31 is the highest marans; its simplicity can make trim 150-199 seats 1 12 13 number since 2001’s 68 and the 114 and ride control affordable to many 200-249 seats 4 7 11 vessels delivered and on order is the operators, and it can be used in con- 250-299 seats 4 3 7 best combined total since 2002’s 122. junction with foils or fins. 300-349 seats 5 2 7 MDI interceptors generate an in- 350-399 seats 1 1 2 crease in pressure on hull bottom However, this does not tell the whole 400-449 seats 1 15 16 plating directly ahead of the transom story. At the end of 2001, 30 of the 450+ seats 1 - 1 by intercepting the flow with a blade. vessels on order had capacities of Totals 44 51 95 more than 200 passengers and only At high speed, this blade has to ex- Passenger/vehicle ferries one had a capacity of more than 200 tend only a few centimeters below the 5-49 cars 2 7 9 cars. At the end of 2006 the corre- transom to generate pressure fields on 50-99 cars 1 2 3 sponding figures are 39 and six re- the hull plating equivalent to the pres- 100-149 cars - - - spectively. sure produced by a trim tab, fin or 150-199 cars 1 - 1 foil. This makes it possible to use the Both the number of vessels on order 200-249 cars - 2 2 interceptor - like a trim tab, fin or foil 250-299 cars - 2 2 - to provide forces for optimizing run- and the size of those vessels in- creased in 2006. One has to go back to 300-349 cars - - - ning trim and damping pitch and roll 350-399 cars - - - motions. 1997 to find a year in which both the number of vessels on order and the 400-449 cars - 2 2 The company has conducted a series number of large vessels on order was 450+ cars - - - of tests to characterize effectiveness greater than the current figures. Totals 4 15 19 of the motion interceptor on a HYDROFOIL ENTHUSIAST 36-knot, 44m catamaran. More than A fast ferry is regarded as a vessel ca- 100 three-minute data points were re- By Scott Smith, IHS Member corded on 15 different tests days at pable of carrying at least 50 passen- service speed in a variety of sea states gers, or an equivalent payload of am involved in a few hydrofoil and headings, with wave heights passengers and cargo, at a minimum Iprojects, but they are personal, not ranging from 0.6m to 3.0m. Tests service speed of 25 knots. Medium business related. And like a lot of were conducted in the sequence inter- speed and military versions of fast enthusiasts, progress is slow. Mostly I ceptor on, interceptor off, interceptor ferry designs are not included. As wanted to let IHS Members know that on, to ensure any variability in wave several companies build these, and I do own a couple of fairly rare hy- height would be averaged out. Mr. other types of vessels, production ac- Kubinec emphasized: “Alarge statis- tivity at some yards is greater than a Continued on Next Page
IHS Second Quarter 2007 Page 5 HYDROFOIL ENTHUSIAST to 3 years away. I have sent DVDs to a Also just recently discovered are four (Continued From Previous Page ) few people with photos and what of the original six Vickers hydraulic video I have on the hydrofoils, if you pumps from the ship. All are desig- drofoils that I would be more than would like a copy I can send you one. nated PV 3. Three are rated for 3000 happy to share pictures, videos, or [Scott’s email is: boatswithwings rpms at 3000 psi (Ships Service). The design information on. I have had @adelphia.net] other is for one of the turbines. It’s people visit to see and ride them, and rating is 5000 rpms for 3000 psi. So would be willing to take pictures or HIGH POINT UPDATE we need one more of each, one 5000 measurements for anyone looking for rpm for the other turbine and another specific information. I own the 1958 By Terence Orme 3000 rpm for auxiliary power. Please Grumman Hydrofoil that still shows inform me if anyone has ideas on how am the current owner and care- on your page as being sold by Myrel we could obtain these. They might be taker of PCH-1, High Point (HP). I Harner. I tricky to get because of FAA regula- would like to invite any and all in- tions. This summer we have some I also own 2 Dynafoils. I am building terested in discussion or even to tour plans for repainting the outer surface a machine shop onto my house for the ship. I obtained ownership in Nov. areas of the ship. The deck and cabin working on these projects, I hope to 05 and would like to inform the IHS house are much overdue. Damage have the shop finished in about 3 of our plans for HIGH POINT and control room will also be repainted months. The last time I took some- success up to this point. As far as this summer. We do the worst first! body for a ride in the Grumman, I PCH-1 is concerned my mission We have also obtained the interest of snapped the right front foil mount. statement is this: I believe it is easier some key individuals, original manu- My first project when the shop is fin- to rebuild than to re-engineer. My at- factures and such. The first step is be- ished is to repair the mount, and fine tempt is to do just that. I have read ing hullborne. tune the foil system to improve the much on the IHS web site about peo- handling of the vessel. Once it is run- ple’s different ideas for the applica- Currently I am working on back engi- ning well I intend to take high defini- tion of a former U.S. NAVY neering one of the Hydraulic pumps tion videos of the Grumman running, Hydrofoil. Here’s what I think. I will to conform with a new tier 2 status as well as high-resolution photos. not turn HP into a motor yacht. It’s a auxiliary generator set which will be wicked machine made for speed, oth- provided from the original manufac- I am currently re-working the ex- erwise all that matters is the price of turer Northern Lights. It will be a 4.5 haust and cooling system on the aluminum. John Deere Lugger motor with a 55 Dynafoil, and trying to make ar- KW alternator. According to the rangements to install a 4-stroke en- There’s a host of things one could do Shipboard Qualification Manual gine in the second hull. I have a with HP as an operating hydrofoil. I (gratefully provided to me by John 16-foot aluminum bass boat that I would be happy to discuss ideas at Meyer) this would be the reasonable plan to convert into a hydrofoil, any time. Other than general organi- replacement provided by the manu- mostly as a test-bed to experiment zation and disposal of much non-HP facture (N. Lights) today. This is the with different foil arrange- ments and related matter, our big success this first step for hullborne activity. Cur- control systems. When I am satisfied last year was finding the original tur- rently, there is nothing to provide with the results, I will use that system bine exhaust ducts that were removed power for any ships systems. to convert my 1957 Feathercraft into from the ship some years ago. They a hydrofoil runabout. Completion of are in good condition and intact in I will keep the IHS informed of my the hydrofoil conversions are quite a their original assembly including the progress any try to answer any ques- bit off, but I mainly wanted to let you outer shields and mounting points tions other members may have about know that I am more than happy to from exhaust point of entry to the heat current status or future plans for share anything I can about them to deflection tip (last configuration) out HIGH POINT. Thanks to many mem- anyone who asks. I do hope to make the stern. We discovered these at a bers in IHS, Sumi Arima in particular, detailed scale models of the Dynafoil scrap pile at Pier #3 in Astoria, Ore- things are a little easier! and Grumman, but that is probably 2 gon, not far from the ship. *****************
Page 6 IHS Second Quarter 2007 RODRIQUEZ RHS 140 MODEL WAVE Since that time, Gregor has continued MAPC UPDATE WAKE MEASUREMENTS IN SHALLOW to gather wave wake model test data. WATER, AUSTRALIAN MARITIME COL- The original database consisted of he year 2007 will be one of sig- LEGE (AMC), NOVEMBER 2006 tests performed in deep water (rela- Tnificant growth for Maritime tive to the model size and towing Applied Physics Corporation Courtesy of Martin Grimm, IHS speed) however the database has now Member (MAPC). The Company won new been extended to also consider wave production contracts on the Littoral n a IHS Newsletter article some wake in shallow water. He has Combat Ship program and the DDG Iyears ago, we reported on wave re-tested a number of very different 1000 program, both with General Dy- wake measurements undertaken on hull forms within the Australian Mar- namics. Under these multi-ship con- a 1:20 scale model of a Rodriquez itime College shallow water basin tracts, MAPC will be supplying RHS-140 surface-piercing hydrofoil which has been built since the wave components for the propulsion, flight in October 2002. wake research was initiated. Gregor deck, and watercraft launch and re- reports that up to covery systems. now, he has been unable to assign the MAPC built two unmanned surface time to analyse all vessels under an ONR program. the test data with These vessels are now at the Combat- about 600+ runs on ant Craft Division of NSWCCD various models to where they are undergoing mission be processed! systems integration work. Under IRAD funding, MAPC has incorpo- Wave wake clearly apparent behind model of The hydrofoil rated lessons learned and is preparing Rodriquez RHS 140 foilborne below towing rig, model was origi- for production contracts along with Australian Maritime College (AMC) Seakeeping nally built as a radio its partners. and Manoeuvring Basin (photo courtesy AMC) controlled scale model of the “Curl The tests were conducted by Mr. Curl” which once saw service on MAPC has been working on a Gregor Macfarlane, Manager of the Sydney Harbour. For the tests, the Subchapter-T hydrofoil ferry for Ship Hydrodynamics Centre of the model was stripped of its electrical Chesapeake Bay. A series of meet- Australian Maritime College in and radio control gear and ballasted ings have been held with the USCG Launceston, Tasmania, Australia. to the correct weight and centre of Marine Safety Center, residents of the Those tests were part of the process of gravity. town of Rock Hall, members of the gathering ex- Annapolis ferry committee, several perimental potential investors, and the Planning wave wake data Department in the City of Baltimore. for a range of The Company remains optimistic that hullforms to the wisdom of mass transit on water support will become evident and this will lead Gregor’s PhD to a high-speed passenger ferry sys- RHS 140 model underway during wave wake measure- tem on Chesapeake Bay. research. The ments (photo courtesy AMC) tests were the Continued on Page 12 first on a hydrofoil model in what was Disclaimer already an extensive database of Interested in hydrofoil history, wave wake measurements which to IHS chooses articles and pioneers, photographs? Visit the that point had been limited to tests on photos for potential interest to IHS history and photo gallery pages monohulls and catamarans. members, but does not endorse of the IHS website. products or necessarily agree with http://www.foils.org the authors’ opinions or claims.
IHS Second Quarter 2007 Page 7 SOME INTERESTING HISTORY It seems amiss that we have not fur- been detailed to meet the Official Re- nished you with anything on this pro- ceiver. The next day, Sea Ranger was ject which, thanks to Mark who put ashore and broken up. Although IHS received a letter recently from partnered up with Christopher Hook Sea Ranger flew fairly successfully Chris Stacey, C.Eng., MRINA, to form a new private Company, I was on maybe about 20 days of trials, sep- MIMarEST. involved with as Design Engineer for arated by spells of intense activity for over 7 years. Hook was unfortunately maintenance and modifications, no former colleague from my not with us long because of a dis- stills have survived as far as I know pre-IHS hydrofoil days recently A agreement over design details but the and the only proof this film which is wrote asking if the Mark Thorn- partners commitment to this project quite good. ton (originator of the UKHS and then was such that it had to continue. The IHS) we knew and worked with was finance was mostly from John Sloss I then had to earn a living and pay off the former Commander of HMS Pe- and when the firm ultimately folded my debts as a joint guarantor of the tard who found some Enigma code he lost everything and died, age firm, which I did and have done ever books in 1942. So I looked at your around 40, quite soon afterwards. since based on the comprehensive website which I have visited just once knowledge of hydraulics I acquired or twice previously, found that this So here is some outline material on during the construction and long was the same Mark (although we the Sea Ranger (see drawing). I am commissioning process. knew him well this was something we enclosing a CD containing a most in- never knew about), and also looked at teresting video of the very last day of your most interesting archives on operating trials off Dartmouth when many of the hydrofoil projects. unfortunately I was ashore having Continued on Next Page
Drawing of Sea Ranger
Page 8 IHS Second Quarter 2007 SOME INTERESTING HISTORY (Con- H. W. HAYNES WRITES tinued from Previous Page) n looking at Mr. Craig Loomes Cruise Ship Trimaran on page 8 of the IHS SEA RANGER Submerged Foil Hy- IWinter 2007 Newsletter, I thought you should take a look at M/V Earthrace drofoil Characteristics: (look her up on Google). She should be doing her global dash soon. If the form is Payload: 25 passengers similar, it seems Hull length: 31 - 4”(10.30m) more cozy at Hull beam: 15’ 6”(4.73 m) 148 meters Draft, foils retracted: 2’ - 5” (0. 8m) LOA than per- Draft, foils down: 8’- 9’ (2.8 7 m) haps MN Cruise speed: 35 knots Earthrace’s less Take-off speed: 18/20 knots comfortable Displacement: 9 tons (but purpose- Engines: 2 -Detroit diesels BV-53 ful) 25 meters LOA (snug). I At the time of the trials, there was an truly wish Pete 8mm film made, and later it was con- and Sheryl verted to PAL video, which in turn Bethune (and was then put on DVD quite recently. crew) a wonderful and successful global journey. Shown here is one of a few photos of Earthrace that I took on a look see tour a few months back (last September 2006).
Earthrace at Sea Ranger Launching Pierside [Editor’s Note: If anyone would like to borrow this DVD, please contact me at: [email protected]]
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The error of youth is to be- Editor’s Note: lieve that intelligence is a Here is a shot substitute for experience, from Barney while; the error of age is to Black showing believe that experience is a Earthrace in substitute for intelligence. action.
IHS Second Quarter 2007 Page 9 SAILOR’S PAGE
HYDROFOIL SAILING BACK Clywedog IN THE 70’S Lake, Wales. I By David M. Jackson made the mis- take of steer- recently began getting interested ing from the in high speed sailing again after I front, like an many years of only sailing lead ice boat, be- bottomed boats (J24s) and Lasers lieving at the etc. I thought your members would be time I could interested in a crude hydrofoil I built not afford the in Grammar School in 1972 - 1973 af- drag of rud- ter reading an article in ‘Yachts and ders etc. Next Yachting’ magazine by James time I will Grogono (designer of the ‘Icarus’tor- know differ- nado catamaran based sailing hydro- ently. It towed foil). My craft was mostly built from to fully scavenged materials (I was poor). It foilborne at was tested on the River Severn in Sailing Hydrofoil “High Flyer” Foilborne Circa 1973 less than 5 Shrewsbury UK and sailed on knots (the speed main foil assembly was about 13 feet on the power and both the bow foil and main foils boat didn’t reg- were of ogival section with the bow ister). In the foil at 3 degrees incidence and main photos it was foils at zero degrees incidence. The out-running a configuration of the craft was similar Boston Whaler to those adopted by Donald Nigg in at full throttle. the USA]. After the 4th sailing trial I broke off the front foil and crashed. It was never really put back together. I went off to be a Chemical Engi- neer. Now 30 or so years later it might well be time to build Mk 2. [Ed Note: In the sketch attached with his mes- sage, David es- timates that the Sailing Hydrofoil “High Flyer” Sketch of the Design Concept span across the Foilborne Circa 1973
Page 10 IHS Second Quarter 2007 DREAMS OF THE PAST: full load displacement of a standard sails and support structure and the ad- SAILING HYDROFOIL PAS- Kometa of around 60 tonnes). Seats dition of turbojet engine(s). None the SENGER FERRY would be provided for 90 passengers less, had such a proposal been shown (compared to between 100 and 120 to be feasible and progressed to pro- n the 1970’s and 1980’s, the annual for the Kometa depending on internal duction, the craft would certainly I“Jane’s Surface Skimmers” and configuration). have caught the public imagination! later “Jane’s High-Speed Marine If any reader knows more about this Craft and Air Cushion Vehicles” in- Editors Note: Considering the scale proposal and how far it may have pro- cluded not only details of powered of the sails and overall beam of the gressed, we would be interested to hydrofoil designs and production craft, the displacement estimate may hear from you such that we can report craft, but also an assortment of re- have been optimistic. The weight further in a future IHS Newsletter. search and personal sailing hydro- saving through the likely removal of foils. In the 1985 and 1986 editions, the pair of M401A V12 Diesels (re- and possibly others of that vintage, portedly 2 tonnes each) could not off- an intriguing sailing hydrofoil pro- set the structural weight of the rigid posal from the Union of Soviet So- cialist Republics (USSR) was also included. The short entry described a design of the Leningrad Ship Design Centre based on a conversion of a Kometa passenger hydrofoil into a sailing tri- maran. . The concept illustration in- cluded in the entry showed a Kometa style hull with two vertically-in- clined sail wings with a total area of 1100 square metres. The item indi- cated experiments were being under- taken in Leningrad with rigid wing-type sails with slotted flaps. The sail system was not intended to be an auxiliary source of propulsion but rather would constitute the main driving force. Estimated speed, with favorable winds, was projected to be up to 32 knots. The craft was in- tended to also be equipped with tur- bojet engines for generating the necessary thrust for take-off and foilborne operation and at least one of these is illustrated above the aft su- perstructure in the illustration. Length of the craft was proposed to be 39.5m (similar to the 35.1m for the standard Kometa), beam 50m (con- siderably more than the 11m of the Kometa) and displacement was esti- Hydrofoil Sailing Vessel Based on Kometa mated to be 58 tonnes (compared to a
IHS Second Quarter 2007 Page 11 WELCOME NEW MEMBERS MAPC UPDATE Under a contract with Crowley Ma- (Continued From Page 2) (Continued From Page 7) rine, MAPC has been modifying the design of a very low ground pressure completely captivated Mr. Roberts, MAPC is working for the Navy on a tundra truck that carries drilling sup- and provided him the good fortune to concept for aggregating multiple ship plies to the Alaska North Slope. This continue his passion at NSRDC hulls to form a “Sea Train” that would contract may result in an opportunity Carderock followed by Pegasus reduce fuel use and/or increase speed to construct a series of these unique (PHM-1) as Executive Officer. Non- for strategic sealift ships. These ef- vehicles. Among its other projects hydrofoil duties included Operations forts will result in a tank test at the are solar photovoltaic and fresh water Officer on USS Texas (CGN-39). Naval Surface Warfare Center, systems for Afghanistan. NROTC Executive Officer at Prairie Carderock Division (NSWCCD) this View A&M University, and acquisi- summer. Under a separate but related tion related duty at the Naval Mate- effort, we have worked for Bath Iron rial Command and the Naval Sea Works and ONR on a high-speed MAPC’s vision is focused on the con- Systems Command. Along the way, sealift ship hullform that recently tinued development of advanced ma- Mr. Roberts enjoyed expanding his completed tank testing at NSWCCD. rine vehicles. With the recent horizons at the Naval Destroyer increases in fuel cost, the Company School, the Naval War College, the MAPC currently has 5 Phase II Small envisions a new emphasis on effi- DOD Comptroller School, and Prai- Business Innovation contracts with ciency and will work in this direction rie View A&M University where he ONR and NAVSEA. Three of these through projects such as aggregated earned an MBA. Joel Roberts retired involve components for advanced un- ships, hydrofoil ferries, and ad- from the Navy in 1988. Since that manned surface vessels, another in- vanced machinery. time he has been employed as a de- volves an Unmanned Undersea Vehicle and the 5th is its work on ag- fense contractor with companies un- ********** der contract to Navy Ship Acqui- gregated ships. The Company is sition Programs, primarily the working hard to ensure that these ef- Arleigh Burke class destroyer pro- forts transition into production pro- gram. Joel is currently employed by grams. NEW BENEFIT BAE Systems as an Electronic Data Interchange (EDI) Systems Integra- IHS provides a free link from Under a subcontract with Structural the IHS website to members’ per- tion Engineer. He applies this tech- Composites, MAPC completed the sonal and/or corporate site. To re- nology to Earned Value Manage- fabrication of three HY80 cores for quest your link, contact William ment of shipbuilding contract perfor- the DDG51 twisted rudder programs. White, IHS Home Page Editor at mance reporting. This is one of the five production con- [email protected] tracts in place during 2007. ******** IHS BOARD OF DIRECTORS
2004-2007 2005-2008 2006-2009
Sumi Arima Joel Billingsley Mark R. Bebar IHS OFFICERS 2006 - 2007 John Meyer President Jeffrey Benson Jerry Gore Dennis Clark Mark Bebar Vice President John R. Meyer John Monk William Hockberger
George Jenkins Treasurer William White Kenneth Spaulding George Jenkins Ken Spaulding Secretary
Page 12 IHS Second Quarter 2007 The NEWSLETTER International Hydrofoil Society P. O. Box 51, Cabin John MD 20818 USA
Editor: John R. Meyer Third Quarter 2007 Sailing Editor: Martin Grimm SUSTAINING MEMBERS CRAFT WILL THINK FOR THEMSELVES Unmanned Surface Vehicles Will Venture Into Dangerous Waters By Edward Lundquist, N86 Public Affairs [Edward Lundquist is a retired Navy Captain. He works for Alion Science and Technology and supports the U.S. Navy’s Surface Warfare Directorate.]
he U.S. Navy is looking at new ideas and solutions for unmanned Tsurface vehicles (USVs) to protect ships as well as mission sys- tems for the Littoral Combat Ship (LCS). Research is underway YOUR 2007 DUES ARE DUE to give these systems more capability, including the ability to operate IHS Membership options are: autonomously. US$20 for 1 year, $38 for 2 years, and $54 for 3 years. Student mem- Unmanned systems offer many tactical advantages. USVs can per- bership is still only US$10. For pay- form difficult and dangerous extended missions in high sea states ment of regular membership dues by credit card using PAYPAL, please go to the IHS Membership page at
INSIDE THIS ISSUE - President’s Column ------p. 2 - IHS SURVEY ------p. 2 - Record Year for Hong Kong- p. 4 - Hi Tech Yachts ------p. 5 - W. Buckley Abstract ------p. 7 High Speed Hydrofoil Version of the USV - New Surface Drive ------p. 8 See Unmanned Vehicles, Page 3 - Sailor’s Page ------p. 10 PRESIDENT’S COLUMN IHS SURVEY he International Hydrofoil So- ciety has developed a question- To All IHS Members T In the previous newsletter I discussed naire to be used as a basis for a current Board efforts to develop and gain the Society continues to Survey of IHS Member skills and field a hydrofoil museum exhibit be- grow with a total of 19 new Experience. A ing spearheaded by Ken Spaulding. I members added to the IHS emphasized that hydrofoil history and The IHS, as a group, represents a Membership roles this year so far. By technology have great potential for source of hydrofoil experience and the way, you can view the Member- museum exposure to the public and knowledge unparalleled in the ship List (a new one was generated that IHS has extensive files of histori- world. Our charter directs us to pro- late July) by logging onto the IHS cal texts, photos, videos and DVDs vide channels to share this largesse website and put in the proper pass- suitable for an exhibit. We were con- with each other and to provide word. All IHS members have been in- sidering the possibility of both a per- points of contact to non-members formed of this password. If you have manent exhibit and one that was who desire to learn more about this been missed, please contact the readily portable for circulation to vari- exciting technology. webmaster ([email protected]). It ous maritime museums. is advisable for all to check the infor- The board of directors (BOD) of the mation on the List. If it is incorrect, As the Board worked this area over the IHS has sought to facilitate this please send changes to: Steve last several months we reached a con- sharing by establishing a data base Chorney: [email protected] clusion that our objectives would be of the membership reflecting spe- best served by starting with a “virtual” cific areas of expertise and interest I am pleased to report that Island En- exhibit on the web. It became clear of the individual members. When gineering has renewed its Sustaining that the “exposure” of such an exhibit complete, this data base will be Membership in the IHS. See an Up- would be dramatically greater than made available to the membership date on their activities on page 12. In that of an exhibit in an individual mu- as a whole and in a more limited so doing the IHS has two new mem- seum. Accordingly we are now mov- way, to non-members. Addi- bers: Stephanie Evans and Scott ing forward with plans to open a new tionally, the data will be used by the Henderson, both employees of Island hydrofoil website linked to the IHS BOD to prioritize ongoing and fu- Engineering. site. We also find that implementation ture projects. Elections of the Board of Directors of this approach will be easier and less At the same time the BOD would Class of 2007-2010 and Officers were expensive than developing a polished like to allow the general member- held in June. The results are: the museum display. We can start small ship to participate more directly in Class of 2007-2010 consists of Sumi with the materials in our possession the day-to-day governance of the Arima, John Meyer, Joel Roberts and and gradually expand the site. Society. Specifically, the BOD William White. The Officers are: The new site will also provide the ba- would welcome the assistance of President, John Meyer; Vice Presi- sis for development of a museum ex- the general membership in staffing dent, Mark Bebar; Secretary, Ken hibit at such time as we are able to certain vital management areas such Spaulding and Treasurer, George identify an interested museum. as website maintenance and finan- Jenkins. cial management. In order to ac- We will keep you posted on our prog- complish this, we must identify ress but, in the meantime, we do need Please see page 1 for the Society’s individuals who have the appropri- your inputs. Please send comments to membership dues. Now you can sign ate backgrounds and interests. This Ken Spaulding at kbs3131 up for $20 for 1 year, $38 for 2 years, information will be included in the @erols.com and $54 for 3 years, thereby saving data base. $6.00. John Meyer, President Continued on Page12
Page 2 IHS Third Quarter 2007 Both were designed UNMANNED VEHICLES remote control drones. “Converted feature article. manned craft have limitations, such as to fit within the LCS weight and size (Continued From Page 1) sea keeping, speed, tow force, persis- limitations. Both are twin-diesel ves- tence and payload. sels and were built by Maritime Ap- with low personnel risk and are not plied Physics Corp., of Baltimore. limited by human factors. USVs are Of great interest is developing auton- These craft are currently being evalu- ideally suited to patrol in shallow omous vehicle control so multiple ve- ated in at-sea testing. coastal waters where many threats hicles can work together as a team and lurk. make independent tactical decisions. The Navy is working on developing If a weapons release decision needs to autonomous vehicle control with dy- LCS is a modular focused mission be made, there will be a “man in the namically planned navigation, warship that will address one of three loop” with positive weapons control. on-board situational awareness and missions: mine warfare, anti- subma- digital nautical charts, which have rine warfare and anti- surface war- Other key areas being explored for been corrected and fused with current fare. The main combat capability USV improvement are communica- data. resides in the offboard systems in tions and data links; fault monitoring; those reconfigurable mission pack- payload interface and navigation sen- “Autonomy is the property that is in- ages. Weapons and sensors are inte- sors. troduced once the system begins mak- grated into the mission packages, ing its own decisions,” says Eric C. packed into modified 20-foot con- Today’s research and development ef- Hansen, head of the Autonomous tainers. LCS will be the first ship to forts will result in improved endur- Maritime Navigation (AMN) program employ unmanned vehicles on such a ance, speed and payload and will with Naval Surface Warfare Center large scale. expand the USV’s operational enve- (NSWC) Carderock Division’s Com- lope. batant Craft Department in Virginia “LCS has moved past exploring the Beach, Va. “Once “potential” of unmanned systems and you combine goals is deploying them as the primary with on-board re- combat capability for a Navy war- sources, and an ac- ship,” says Ken Montgomery of the curate picture of the LCS program office. “Our interests situation, the mis- are shifting from capability demon- sion computer can strations to production costs and ca- use the data to pacity.” choose the appropri- For example, the Naval Undersea ate tactical behav- Warfare Center in Newport, R.I. de- iors to achieve the veloped a remote control version of a goals.” rigid-hull inflatable boat (RHIB) The AMN research called Spartan Scout for unmanned Low- Speed, High Tow Force Version of the USV is focusing on tying missions. Spartan Scout is an ad- ONR has designed and built a pair of the on-board sys- vanced concept technology demon- very different aluminum USVs. One tems management to the navigation stration (ACTD) used for evaluating craft, the USSV-HTF, is designed to tools to allow rational and dynamic concepts for LCS. maximize high tow force (HTF). The mission replanning when presented Bob Brizzolara of the Office of Naval other, USSV-HS, is optimized for with complex changing situations, Research’s (ONR) Unmanned Sea high speed (HS). The 39-foot mono- Hansen says. hull USSV-HTF displaces 18,000 lbs, Surface Vehicle (USSV) Program The Navy is teaming with NASA’s Jet while the 36-foot USSV-HS is a hy- says ONR is looking at new pur- Propulsion Laboratory (JPL) to de- pose-built systems instead of con- drofoil displacing 20,000 lbs. See pic- verting existing manned boats into ture on page 1. Also refer to the Autumn 2005 issue of the IHS NL Continued on Next Page
IHS Third Quarter 2007 Page 3 UNMANNED VEHICLES A RECORD YEAR FOR HONG marginally, by 2.39% to 36,760, (Continued From Previous Page) KONG-MACAU TRAFFIC while the number of catamaran ser- vices using the Macau, China and velop reasoning, situational aware- From Fast Ferry International, Airport terminals in Hong Kong in- ness, dynamic path planning, and April 2007 creased by 4.90 % to 44,310. onboard resource management for igures released by the Hong USVs, drawing upon JPL’s experi- Both passenger traffic and services FKong Marine Department con- operated are expected to increase ence developing unmanned space- firm that a record number of craft, including the Mars Rovers. again this year, with Venetian Mar- 14,347,000 passengers traveled be- keting Services scheduled to intro- “Significant autonomy has been de- tween Hong Kong’s Macau and duce five Austal 48m catamarans by veloped and matured for the Mars China ferry terminals and Macau the end of 2007. Rovers and other planetary explora- during 2006. (See Table on page 5.) tion spacecraft. Longer duration The figure represents an increase of Beyond that, Venetian Marketing USVs and UUVs (unmanned under- 13.42% compared with 2005 while Services is due to introduce five more sea vehicles) have a very similar the number of services operated rose Austal 48m catamarans in 2008. New problem set as spacecraft,” Hansen by less than 1.5 %. World First Ferry has ordered two says. “A spacecraft and a ship at sea Austal 47.5m catamarans for delivery When passengers traveling between in the second half of 2008 and another are quite similar.” Hong Kong Air- ONR’s USSV program is also look- port and Macau ing at autonomous launch and recov- are added, total ery of USVs; more compact power carryings between sources and energy storage; light- Hong Kong and weight structural materials, blast and Macau increase to ballistic protection; and cost, 14,674,000 pas- manufacturability and repairability. sengers. The num- ber using the Airport route in- In addition to the LCS missions, creased by USVs will be employed to patrol wa- 37.98% in 2006, ters around moored ships. USVs can although the total monitor waterborne traffic, and can was still a rela- Macau services were operated from three terminals investigate, question or warn suspi- tively meager in Hong Kong and China, but from four following cious craft to maintain a safety zone 327,000 passen- the opening of the Tuen Mun terminal in around a ship. USVs can provide gers. November 2006 force protection, conduct bottom sur- The Department continues to detail veys and seabed profiling, inspect new operator, Hong Kong North West battle damage and can be configured passenger numbers for the individual terminals in Hong Kong but com- Express, has announced plans to in- to carry a weapon. USVs can travel to troduce a fleet of catamarans between an area of interest at high speed and bines the number of services oper- ated to and from each destination into Hong Kong’s Tuen Mun terminal and then remain on station for a pro- Macau. longed period of time operating at a single figure. In 2006, 81,070 ser- slower speeds. “Because they can be vices were operated to or from Referring to the rise in traffic on the made tactically expendable and with Macau, an increase of only 1.46% Macau routes in recent years, Tsang a shallow draft, they can operate very over 2005. Yam Pui, the vice chairman of New close to shore, or in other high threat The number of Jetfoil services be- World First Ferry (Macau), said last areas such as constricted river envi- tween the Hong Kong Macau termi- month that there has been “a remark- ronments greatly reducing warfighter nal and Macau actually fell risk,” Hansen says. Continued on Next Page
Page 4 IHS Third Quarter 2007 HONG KONG-MACAU although the schedule on this is cur- HI TECH YACHTS (Continued From Previous Page ) rently limited to just two return cross- ings each day. able increase in Macau tourist arriv- By Giorgio Fossati, IHS Member als since the opening up of the However, Zhuhai High-Speed Pas- gaming industry and the extension of senger Ferry is optimistic about the e are a brand new shipyard the [Chinese Government’s] Individ- new route, which is being operated in Waiming at manufacturing plea- ual Visitor Scheme.” partnership with North West Express. sure crafts (motor and sailing The company has also indicated that it boats) with its own brand specialized He continued, “With the forthcoming plans to order two or three new ferries in non-conventional boats and prod- opening of mega resorts and enter- in the next two years. ucts, highly technological and inno- tainment facilities in Macau, First vative. A great deal of importance is Ferry (Macau) expects there will be also given to sailing comfort, top continuous growth in the demand for The only ferries currently on order for quality fittings, highly personalized, ferry services between Macau and service on Hong Kong-Mainland and to the design of the topside. In China routes, two short: technology, quality, style, flex- CMCS 33m cata- ibility are the key elements. marans being built by Wang Tak, are Within this context our first project is due to be intro- to realize a motor boat to be mass- duced by Shenzhen produced, introducing the concept of Xunlong Shipping a quite standard open cruising boat between Hong having the ability to sail on hydro- Kong and Shekou foils. at the end of 2007. This type of boat is often used to transport passengers on short/me- Overall, activity on dium stretches and has also been de- the Chinese routes veloped in the military field, but so far it has never been used as a plea- Hong Kong." using Hong Kong’s Macau and China terminals was rela- sure boat. Webelieve, in fact, that this Mainland Routes tively unchanged in 2006. Total type of boat requires a technological carryings fell by 0.93% to 6,479,000 and engineering know-how, typical The closest Mainland China route to passengers, while services to and of the aircraft field and of the control Macau, Hong Kong-Zhuhai, record- from all four Hong Kong terminals in- systems technology, which was not ed similar percentage increases in creased by 0.84% to 70,850. and probably still today has not been traffic in 2006. Traffic rose by technically developed in most ship- 12.12%, to 1,823,000 passengers, Airport Routes yards. while the number of services oper- All four routes between Hong Kong ated increased by only 4.98% to Airport and Mainland China cities re- We want to put on the market a motor 11,170. corded high percentage traffic in- boat which has the possibility of run- creases, although this is not ning on hydrofoil and achieving an Zhuhai High-Speed Passenger Ferry unexpected considering the relatively adequate speed and comfort at sea in continues to operate from Hong low number of passengers carried. slight - moderate sea conditions (fre- Kong’s Macau and China ferry termi- Once again in 2006, with the excep- quent during the Mediterranean sum- nals and, following the opening of the tion of the Fuyong route, which serves mer season). Tuen Mun terminal by Hong Kong Shenzhen Airport, passengers appear Our new HTY 42’ hydrofoil open- North West Express in November to have been more willing to travel to cruiser is a fast family sport cruiser 2006, the company has expanded its Hong Kong Airport by ferry than to network to a third Hong Kong route, travel from it by ferry. Continued on Next Page
IHS Third Quarter 2007 Page 5 HI TECH YACHTS view sheer line of the boat. When un- boat. The weight of the empty 28’ (Continued From Previous Page ) folded the foils are on the contrary prototype is about 2000 kg at present well beam-extended at side allowing including foils. We are going to test it plus has the ability of running on hy- good transverse stability, entirely in an empty and full load situation drofoils. An operational limitation of carried out from the fore foils ar- (3500 kg) and validate geometry and 1.2 m wave height and Beaufort 4 rangement. stability in both conditions. wind was fixed on our specification. Our choice was in favour of a not too To simplify and cut costs, we have A characteristic of our system is that high foil load, say a relatively large used a 225 Hp outboard motor, the foils can be totally folded thus foil area in order to have a calculated mounted on a bracket adjustable in getting rid of any problem during take-off speed of 17 knots. As to pro- height with a system of hydraulic pis- mooring, and allowing traditional pulsion, we chose the water jet type, tons controlled by a proportional type of sailing when necessary. The the only possible solution for this valve. The foils of the prototype are maximum draft also must not be ex- type of boat. of hollow welded steel construction, cessive for shallow water use to en- but the final boat will have foils in sure standard mooring and In brief, the technical data of the pro- composite. The choice of steel for the anchoring. See illustration. ject are: study prototype was dictated from Length: 13.8 m (42’) the easiness to modify foil shape, Max Beam: 3.85 m area and camber. FL Displacement: 8500 Kg The prototype has been equipped Installed Power: 800 HP with an advanced portable multi- Max Speed: 37 Knots functional data ac- quisition system which allows us to record and watch on a real time on a HTY 42’ Forward Foils Folding 17” monitor all the System Layout measured parame- ters: drag and lift These assumptions lead to the obvi- HTY 28’ Prototype Boat - Fixed Foil Layout forces on each foil ous choice that lift surfaces must be To test our ideas, we chose to build a (8 load cells ), an- foldable and /or lifted when not in small prototype (28’ overall length), gular acceleration and speed on three use. Following reflections on sim- which is being manufactured in a axis (gyro-enhanced Attitude and plicity, cost and operating easiness standard version (without foils), and Heading Reference System), speed we opted for a fully-submerged aft we are going to start with all the test and acceleration, engine RPM, and foil (not exceeding the maximum “in water”, in order to measure its fuel consumption. beam) and a fore surface-piercing V performance in this condition; then shaped foil arrangement, in way that We have scheduled the Summer of we will compare this performance folding device problem and cost is re- 2007 for tests on the prototype and with the one of the final model (with stricted to the forward foil. The Spring 2008 for the launch and intro- foils). adopted configuration is inherently duction to the public. Ing. Giorgio stable. The foil surfaces on the 28’ boat are Fossati is General Manager of Hi fixed and not foldable, but geometry Tech Yachts. For any further infor- The fore foils are foldable using a two and parameters are comparable with mation contact Hi Tech Yachts hinges system, driven from two hy- the 42’ version. (www.htyachts.com); draulic rams. When hauled the two [email protected] parts-foils on each side of the boat are The foil load, on take-off, for the 28’ folded-together in a vertical position is about 954 lb/ft^2 and we are think- ************ and are not protruding out of the plan ing of using a similar one for the 42’
Page 6 IHS Third Quarter 2007 ABSTRACT OF A PAPER: IMPROVED sign involves truncation of both the ABOUT “LOCUS OF A BOAT DESIGN FOR SEAKEEPING: SPECIFICA- Operability and Survivability enve- DESIGNER 2” TION ORIENTED DEVELOPMENTS lopes so as to correspond to the maxi- y Katoro Horiuchi, IHS Member mum specified Sea State values for B By William H. Buckley, IHS Mem- the high performance craft involved. ber have been very fortunate to be in Asuitable figure for doing this is pro- Ian environment that afforded me s the result of long-term wave vided. the opportunities to design and de- Aspectra measurements obtained It is anticipated that design for re- velop new vehicles for land, sea and by NOAA’s National Data quired mission capabilities in the air. This book, “Locus of a Boat De- Buoy Center (NDBC), we are now Steep and Long Period seas wave cli- signer 2”, published by The Boat As- able to supplement existing Sea State mates will be important in the design sociation of Japan, is a record of my criteria with more precise and com- of future high performance craft. experiences, thoughts and emotions prehensive seaway criteria for estab- in the course of development of these lishing ship seakeeping design Note: Bill adds: This paper has been vehicles. Of the 20 chapters in this requirements. These climatic wave sent to SNAME for publication in book, six chapters are devoted to hy- spectra (CWS) have led to the identi- Marine Technology, and has been in drofoil boats. fication of three distinct wave cli- review by the Papers Committee for mates: Steep seas, Northern High some time now. There is more to the To achieve success, one has to Latitude seas, and Long Period seas. paper than I have covered in this ab- surmount many difficulties. A failure It is shown that values of existing Sea stract. However, the seaway criteria I might not give you another opportu- State criteria fall along the (interme- have covered, I suggest, is appropri- nity to develop a vehicle. Thus, the diate) Northern High Latitude seas ate to consider at this point. exciting experiences and the joy at boundary. Briefly, the first principles approach The Steep seas and the Long Period which I have taken to the seas boundaries form an inclusive seakeeping design, test and valida- parametric envelope in terms of sig- tion of ships is modeled after aircraft nificant wave height (Hmo) versus practice with which I am familiar modal period (Tp) of the associated from my responsibilities in the Loads CWS. These have been determined at Group at Bell Aircraft. 1 meter class intervals of Hmo. The Operability and Survivability Within the envelope ship mission envelopes are roughly equivalent operability requirements can be to the V-n-h diagram for aircraft specified for procurement purposes. structural design. These require that This envelope has been designated potentially critical design conditions the Operability envelope. be specified for load and motion analyses, static tests and flight test In addition, a Survivability envelope demonstrations. Naval architecture has been established based upon has no equivalents at this time. My measured extreme wave spectra. involvement with ship masters sug- gests that they know of such condi- In the case of both climatic and ex- Continued on Next Page treme wave spectra closed form ap- tions but most naval architects may proximations have been provided for not. use in analytical studies and for repli- Interested in hydrofoil history, In any case, the seaway criteria I have pioneers, photographs? Visit the cation in seakeeping tank facilities at developed is valid and stands on its model scale. history and photo gallery pages own. of the IHS website. The application of these seaway cri- http://www.foils.org teria to high performance craft de-
IHS Third Quarter 2007 Page 7 ABOUT “LOCUS OF A BOAT Voith Group and has focused its ex- easily - unlike some earlier designs DESIGNER 2” tensive expertise on evolving this featuring fixed pitch (FP) surface (Continued From Previous Page ) new idea, which offers a combination propellers. The maker claims that of efficient performance and excel- amazing fuel savings of between 20 whatever successes I had, were both lent manoeuvrability. per cent and 40 per cent can be unforgettable to me. A novel surface drive system from achieved, which, with the current I have included a large number of fig- Germany’s AIR Technology is price of fuel, means considerable ures, drawings and photographs in promising potential fuel savings economies. the book to explain technical con- of between 20 per cent and 40 per At the heart of this technology are cepts. I have also included a DVD cent and can be used for both fast two or more CP surface propellers with the book containing photo- and slower craft that are only submerged to the hub graphs and movie clips of many of the depth, even when the vessel is at rest. boats featured in the book. I hope that Vector Prop combines the benefits of These large diameter propellers re- readers of the book will enjoy view- surface propulsion, controllable pitch tain the high speed efficiency of the ing the speed and maneuverability of (CP) propellers and steering. It works surface concept, but because the top hydrofoil boats and their motion in by harnessing the efficiency and blades are always clear of the water, waves. The movie clips are in NTSC high-side thrust of a surface piercing even at low speeds, there is a strong format and region-free, so they can be propeller and, with computer control, ‘paddle wheel’effect at low speeds or viewed on a TV in the USA too. offers attractions at both high and low when stopped. speeds. I will consider myself fortunate if I am able to fully convey my emotions This effect is harnessed to generate a and my experiences during the strong side thrust that can be used to development of various kinds of ve- turn the craft or to move it sideways. hicles to readers through this book. Because the propeller blades are con- NEW SURFACE DRIVE PROMISES SIG- trollable, this side thrust can be varied NIFICANT EFFICIENCY BOOST by increasing or decreasing pitch at low speed. By Dag Pike The Vector Prop system uses larger From Ferry Technology April/May than normal diameter propellers, to 2007 At the heart of this system are two or more CP surface propellers allow a degree of draft flexibility. that are only submerged to the These propellers are mounted on By now, one would think that most of hub depth fixed shafts that exit the hull at the the various possible propulsion per- bottom of the transom, with a fixed mutations would have been explored At high speeds the ability to vary the cowling above to contain spray. Al- and tried, but yet one more new cre- pitch of the blades allows them to be ternatively, the propellers can exit the ation has appeared on the market. A optimised for the required speed. This hull bottom further forward, with the prime potential attraction of the Vec- pitch control also means that the craft hub just below the transom. tor Prop concept is that it can be used will come onto the plane quickly and for both fast and slow craft and it is The larger diameter propellers - twice claimed to offer tremendous flexibil- the size of conventional surface pro- ity and efficiency increases. Disclaimer pellers for the same size of craft - are German company AIR Technology IHS chooses articles and more efficient than smaller units, and has launched many innovative pro- photos for potential interest to IHS the relatively low revolutions limit pulsion developments in the past, in- members, but does not endorse cavitation losses and reduce the risk cluding the first large composite products or necessarily agree with of debris damage. the authors’ opinions or claims. propellers. Today, AIR is part of the Continued on Next Page
Page 8 IHS Third Quarter 2007 NEW SURFACE DRIVE PROMISES SIG- ALISWATH MAKES PROGRESS wave loadings, and environmental NIFICANT EFFICIENCY BOOST aspects such as location of the fuel Extract from Ship and Boat Inter- tanks, while ensuring the vessel also national, July/August 2007. complies with IMO HSC Code. How- The blades are made from high- ever, this is a step change for strength composite materials that he Italian shipyard Rodriquez high-speed ferries and we are confi- AIR has pioneered, and each blade TCantieri Navali and the class so- dent it will set a new benchmark for can be quickly replaced without the ciety Registro Italiano Navali clean, green, and quick sea transpor- need to docking the vessel. Also, the (RINa) are making good progress on tation”. vessel’s draft is comparable with that the development of the Aliswath en- found when using existing propul- vironmentally-friendly high-speed Aliswath is the result of collaboration sion systems. ferry. A full scale prototype is pres- between Rodriquez and RINa with ently under construction and is ex- the support of the University of The complete system is controlled by pected to undertake comprehensive Genoa and the Krylov Institute of St a computer, which adjusts the neces- sea trials this summer. Peterburg. The first Aliswath vessel sary engine speed, propeller pitch and is being built partly at Rodriquez’ the rotational direction of the propel- The Aliswath hybrid design com- Pietra Ligure yard and partly at its ler to match the throttle or joystick bines the small wetted area [Ed: this Messina facility. settings. A Vector Prop does not need should probably read “waterplane rudders since the steering control at area”] of the SWATH concept with a The aluminium hull will have an in- hydrofoil system. The stalled power of 6080kW from two prototype is designed to stern pods, as well as twin diesel main carry 450 passengers and engines mounted in the underslung 60 cars at speeds of up to torpedo hull and driving a high effi- 28 knots, while reducing ciency propeller. That compares with fuel consumption by 9300kW required for the existing 40% compared with ex- Rodriquez vessels of the same capac- isting designs. The de- ity and speed. sign is also configured to The stern pods system, developed by reduce wash, emissions, Rodriquez Marine Systems, features and the risk of oil pollu- innovative pulling propellers which A Vector Prop Twin Screw Installation tion. provide extra power, high manoeuv- According to Mario Dogliani of rability, and allow the vessel to con- speed is achieved by small adjust- RINa, “The Aliswath design has pre- tinue operating at speeds of up to 11 ments to the relative speeds of each sented us with some challenges, in- knots in the event of a main engine propeller. At low speed the steering cluding dealing with the hull strength, failure. control is achieved mainly by pitch and revolution adjustments.
AVector Prop can easily be used with a twin, triple, or quadruple engine in- stallation. Both model experiments in a test tank and full-scale tests on an 18m craft have confirmed the effec- tiveness of the design, and it is now being installed on several different types of commercial craft, including ferries, to test its long-term reliability. Rendering of AliSwath from Winter 2006 IHS Newsletter
IHS Third Quarter 2007 Page 9 SAILOR’S PAGE
THE OUTER LIMITS OF SAILING Dunkerbeck’s overall nautical-mile l’Hydroptère’s crew members believe record of 41.14 knots set last year. their hydrofoil can break 50 knots, the speed sailor’s Everest. “I wouldn’t be By Jim Flannery, Senior Writer With the records ratified by the World surprised if l’Hydroptère was the first Extracted from “Soundings” July Sailing Speed Record Council, to break the mythical 50-knot bar- 2007 reprinted with permission l’Hydroptère is the world’s fastest rier,” says Thibault confidently. from Soundings Publications LLC. sailboat when measured over this dis- tance. For 45-year-old Alain [Ed Note: This is a follow-on article Thibault sails l’Hydroptère with a Thibault, l’Hydroptère’s indefatiga- about l’Hydroptère, “The Quiet joystick, which adjusts fore-and-aft ble skipper, the records are the first Achiever” promised in the First Quar- trim by changing the angle of a hori- fruits of a life’s work. ter 2007 NL (pp 10 and 11). For fur- zontal elevator on the aft foil. Lateral stability is achieved using ballast. He ther images of the craft, refer to that Thibault has spent 20 years design- says the foils act like wings on an air- issue.] ing, building, breaking, redesigning plane. Moving through the water, and rebuilding hydrofoil trimarans boat that skims across waves they generate a difference in pressure that “fly” on three wing-like foils. like a giant albatross has set two between the wing’s underside and A “That which does not kill us makes us world speed records sailing - or topside. This difference in pressure stronger,” says the sailor of his flying - measured courses in the translates into an upward force that two-decade quest to build a big breezy North Atlantic off Lorient, lifts the boat out of the water so it hydrofoiler to sail across oceans at re- France. l’Hydroptère, the 18-meter flies. l’Hydroptère is able to achieve cord speeds. (60-foot) French sailing hydrofoiler, these high speeds because its hull is- l’Hydroptère’s n’t in the water creating drag. two main foils, 6.5 Stung repeatedly by breakdowns over meters each and the years, Thibault believes l’Hydro- angled inward, are ptère has been strengthened and its mounted along- design refined so that it finally is side pods at the ready to challenge some distance re- end of carbon and cords: the 24-hour speed mark and a titanium cross- trans-Atlantic. Yes, l’Hydroptère will beams on both be coming to New York - though sides of the main when, Thibault isn’t sure. “Since hull. A third, 1987 I have been preparing to cross shorter inverted oceans, and today the boat seems T-foil is aft and ready too,” he says. He doesn’t antici- doubles as a rud- pate many more modifications. “It der. l’Hydroptère in Rough Water seems now to have both reliability posted an average speed of 44.81 l’Hydroptère starts out sailing like a and performance.” trimaran, but at about 12 knots it be- knots over 500 meters and 41.69 Major improvements include the car- gins to lift out of the water on its foils knots over a nautical mile on April 7 bon and titanium crossbeams, pods on and “flies” 7 to 10 feet above the sur- in 25-knot winds and flat seas. Those the crossbeams for better stability in face with just the foils in the water. speeds eclipse the 10-year-old record rough seas, and “shock absorbers” - During trials in January it reached a of 42.12 knots set by the catamaran nitrogen-filled pistons that cushion speed of 47.2 knots, just shy of the Technique Advances in Class D (sail- the vessel and keep the load on its overall 500-meter sailing speed re- boats with more than 300 square me- foils below 28 tons. Fabricated at the ters of sail) and boardsailor Bjorn cord of 48.7 knots, set by Finian Maynard in April 2005 on a sailboard. Continued on Next Page
Page 10 IHS Third Quarter 2007 THE OUTER LIMITS OF SAILING tested a 6-meter model that carried a Thibault says the technological chal- (Continued From Previous Page) pilot. In 1991 Thibault reported that lenge all along has been to build a the 6-meter boat was “unstable in roll, light boat - about 6.5 tons - that’s ca- French factory that builds the enor- zigzagging, pitching, nothing pable of withstanding enormous mous Airbus aircraft, the pistons are works”. With ongoing backing from loads. The boat carries more than 100 similar to ones used to reduce load on Taberly, the team continued to trial sensors that measure loads and report the Airbus’ wings. Thibault also is and test the model, on the water and in to a computer, which sounds an alarm designing a “maxi” version of tanks and wind tunnels, modifying it when loads become perilously high. l’Hydroptère to challenge the along the way. They launched the first Still, he says, the helmsman’s exper- round-the-world sailing speed re- full-scale prototype in 1994. It tise remains a decisive factor. “ cord, and is building a 12-meter ver- reached 39.7 knots on its first sail, but l’Hydroptère operates in a stable and sion of it as a research platform for in 1995 a crossbeam broke on a run smooth manner,” he says. “The sen- developing more hydrofoils. between Lorient and Belle-ile, sors that prevent it from going too far France. In 1998 a metal fitting attach- aren’t enough, because in the end - l’Hydroptère, derived from the ing the foil to the beam broke, causing faced with the unknown - it is the man Greek word meaning “marine wing”, the starboard foil to fall off and send- who makes the final decision, not the was decades in the making. From the ing the design team back to the draw- electronics,” he says. “We’ve made a beginning its designers envisioned a ing boards - again. In 2002, after 10 few mistakes, but these are precisely blue-water racer melding marine and English Channel crossings, Thibault what help us progress.” aeronautical engineering. French thought l’Hydroptère was ready to sailing icon Eric Taberly started ex- race and joined Tracy Edwards’ Undaunted, the Frenchman appears perimenting with foil catamaran Maiden II in challenging the Round to be reaching his stride in designing models in 1976 with help from aero- Britain and Ireland speed record. But a record-breaking, oceangoing hy- nautical engineer Alain de Bergh and again disaster struck when a beam dro- foiler sailboat. In spring 2006 he Francois Lefaudeux, an engineer broke. In the Summer of 2005 announced a new partnership with with the French Navy Shipyards. In Thibault was ready to cross the Atlan- Swiss investors Thierry and Adrien 1985 Taberly passed the baton to tic from Cadiz, France to San Salva- Lombard, Patrick Firmenich and Thibault who assembled a team of dor, Bahamas, but just a few days into Alexandre Schnieter to build the lab engineers and negotiated partner- the voyage l’Hydroptère damaged a boat and the maxi hydrofoil, with ships with the European Aeronautic connecting arm on one of the cross- technical help from the Federal Defence and Space Company, beams in a collision with submerged Polytechnical University of builder of the Airbus; shipbuilder debris. Then it was de-masted in a Lausanne (Switzerland) and boat- ALSTOM and its Chantiers de 75-knot tropical storm while docked builder Bertrand Cardis’ Decision l’Atlantique shipyard; and France’s in the Canary Islands for repairs. S.A., which has built America’s Cup National Center for Space Research Back to the drawing board, Thibault boats. “Together we’ve dreamt up the to carry the project forward. rebuilt l’Hydroptère and re-launched ultimate boat, one that would go her in the Summer of 2006 with a around the world in 40 days” he says. The team developed two 1/15-scale However, he says his team still is models in 1987, and two years later taller and more aerodynamic 28- me- ter carbon-fiber mast, more sail area looking at the financial feasibility of (400 square meters), trampolines that project. made of lightweight Spectra, a After years of false starts, restarts and slightly longer boom, and pods on the new starts, Thibault is confident that crossbeams to help the boat sail he is on the right track but not foolish though rough seas. His new goal: enough to think that it will be all break the 500-meter and nauti- smooth sailing ahead. "l’Hydroptère cal-mile speed records, which he has is an avant-garde project very close in now done. spirit, approach and difficulties to Underside View of l’Hydroptère projects of the early days of aviation," he says.
IHS Third Quarter 2007 Page 11 IHS SURVEY ISLAND ENGINEERING UPDATE fielded jointly with Quantum Marine (Continued From Page 2) Engineering of Florida and has now been operating on the U.S. Navy’s sland Engineering, Inc. (IEI) con- Many IHS members have received a LSC(X) Sea Fighter for over two tinues to support model test pro- questionnaire, which we hope will I years. The system consists of two ac- grams for some very exciting new be filled out to give us the informa- tively controlled titanium T-foils for- technology- most recently the resur- tion needed to construct the IHS ward, two active transom inter- gence of the SES concept when we Skills and Experience Data Base. ceptors, and two dynamic built the first Alion/Keck Technol- ActiveSkegs™ for yaw control. The While we hope that the majority of ogies ‘Sea Train’ proof of concept vessel achieved a trial speed in excess the membership will allow unre- model, tested via remote control at of 50 Knots. System components are stricted access to the information Piney Point. As some of you may re- linked via an EMI resistant fiber optic provided, we will limit that access to call, the ‘Sea Train’ was publicly un- LAN. System performance has been the society membership or to the veiled this last year to the IHS by Dr. remarkable- we have recorded the BOD as any member directs. Pat Purtell. Working with Alion and highest gains ever for a control sys- Keck once again, we are currently en- tem of this type due to the cleanliness Some of you may have received this gaged in building a more detailed and message by e-mail with the appro- of the digital signal and low EMI of larger HSSL model that uses the Sea the fiber optic Ethernet system. The priate instructions. The system has Train concept. This model will also been set up so a member can return ActiveSkeg™ has proven to help re- use an Island Engineering ‘Spec- duce vessel course deviation by the information electronically. trum’ ride control. However, if one elects to fill out a roughly a factor of 10 in stern quarter- hard copy of the questionnaire, it IEI is also on the Norwegian Com- ing seas. should be mail to: pany Umoe-Mandal team working ************ on the T-Craft, and recently com- IHS SURVEY pleted engineering work for canards 8803 Creek Wood Place NW and stabilizers on board the NOAA Canal Winchester, OH 43110 SWATH Coastal Mapping Vessel be- ing built by VT Halter Marine. NEW BENEFIT The Board of Directors thank all those who may have already re- Recently IEI supported the re- com- IHS provides a free link from sponded by sending their Survey missioning by Seaward Services of the IHS website to members’ per- form to us, but we hope that all the USN LSC X-Craft ‘Sea Fighter’, sonal and/or corporate site. To re- members will also eventually re- and verified the operation of the quest your link, contact William spond to the Board’s request. If you Spectrum system and the SP-DAS. White, IHS Home Page Editor at have any questions or comments, This IEI system is IEI’s most ad- [email protected] please contact George Jenkins: vanced motion stabilization system, [email protected] IHS BOARD OF DIRECTORS
2005-2008 2006-2009 2007-2010
IHS OFFICERS 2007 - 2008 Joel Billingsley Mark R. Bebar Sumi Arima
John Meyer President Jerry Gore Dennis Clark John R. Meyer Mark Bebar Vice President John Monk William Hockberger Joel Roberts George Jenkins Treasurer Kenneth Spaulding George Jenkins William White Ken Spaulding Secretary
Page 12 IHS Third Quarter 2007 The NEWSLETTER International Hydrofoil Society P. O. Box 51, Cabin John MD 20818 USA
Editor: John R. Meyer Fourth Quarter 2007 Sailing Editor: Martin Grimm FOIL ASSISTED CATAMARAN SUSTAINING MEMBERS BUILT FOR CALIFORNIA OPERATOR From Fast Ferry International, July-August 2007
Two United States companies new to the fast ferry industry, Geo Ship- yard and Viking Fast Craft Solutions, have joined forces with South Af- rica’s Foil Assisted Ship Technologies to deliver a 25m foil assisted catamaran, Catalina Adventure, to Pacific Adventure Cruises in Marina del Rey, California. YOUR 2008 DUES ARE DUE IHS Membership options are: Geo Shipyard has been building aluminum commercial vessels, includ- US$20 for 1 year, $38 for 2 years, ing medium speed catamaran ferries, at its yard in New Iberia, Louisi- and $54 for 3 years. Student mem- ana, since 1979. Viking Fast Craft Solutions, which designed Catalina bership is still only US$10. For pay- Adventure, was established in 2000 in Staunton, Illinois, to specialize in ment of regular membership dues “the development, application and management of high speed vessel by credit card using PAYPAL, technology and design”. please go to the IHS Membership page at
INSIDE THIS ISSUE - President’s Column ------p. 2 - IHS SURVEY ------p. 2 - Rim Driven Revolution ----- p. 4 - Rodriquez’s New Designs -- p. 6 - Zisch-Boat ------p. 8 Geo Shipyard 25m Foil Assisted Catamaran Catalina Adventure During Trials - Sailor’s Page ------p. 10
See Foil Assisted Cats, Page 3 PRESIDENT’S COLUMN IHS SURVEY By George Jenkins, IHS Member In our last Newsletter, we advised To All IHS Members As I mentioned before, Ken you that your International Hydro- Spaulding is spear-heading an IHS I wish to report the Society’s contin- foil Society would be developing a initiative. He has provided a brief ued growth with a total of 20 new data base reflecting the skills and write-up on the subject: “OUR HY- members added to the IHS Member- experience of the membership. DROFOIL HERITAGE” in the 2nd ship roles just during 2007. By the quarter NL. In the third quarter News- Since that time your Board of Direc- way, you can view the Membership letter we mentioned that the Board tors has circulated a survey form to List (a new one will be generated at reached a conclusion that our objec- be completed by every member to the end of the year) by logging onto tives would be best served by starting reflect his or her hydrofoil-related the IHS website and put in the proper with a “virtual” exhibit on the web. A experience and interests. The qual- password. All IHS members have committee has been formed to man- ity of member response has been ex- been informed of this password. If age this project. The “exposure” of cellent and the data base is you have been missed, please contact such an exhibit would be dramatically functional. Unfortunately, the num- the webmaster (webmaster@ greater than that of an exhibit in an in- ber of the responses received is foils.org). It is advisable for all to dividual museum. Also, implementa- not yet adequate to reflect the full check the information on the List. If it tion of this approach will be easier character of this society. Ideally we is incorrect, please send changes to: and less expensive than developing a would like to have data from some- Steve Chorney: schorney polished museum display. Accord- thing approaching 100% of the ac- @comcast.net ingly we are now moving forward tive membership. At this I want to remind all of you that your with plans with a contractor, High time, despite a July initial mailing IHS dues payment for 2008 is due, Caliber Solutions, to open a new hy- and five reminders, we have only and that the Society has recently insti- drofoil website linked to the IHS site. 47% of the membership represented tuted an option for membership dues. As we move along, we solicit, here- in the data base. If you have already Now you can sign up for $20 for 1 with, our readers comments and rec- responded to the survey please ac- year, $38 for 2 years, and $54 for 3 ommendations. We think this is an cept my thanks. If you have not, years, thereby saving $6.00. You can important initiative. Let us know consider the following. what YOU think. Please send com- do that right now by going to - The data base will be used for fu- ments to Ken Spaulding at http://www.foils.org/member.htm#p ture BOD decisions regarding the [email protected] ay structure and products of the soci- Those of us in the Washington D.C. As your President and Newsletter Ed- ety. Your response to this survey area were fortunate to be able to at- itor, I continue my plea for volunteers represents your interests and expe- tend a Joint Meeting of the IHS and to provide articles that may be of in- rience and thus constitutes your the SNAME SD-5 Panel in October. terest to our members and readers. “votes” for the future of IHS. The subject was “Response Please send material to me ([email protected]), Bill Boat–Medium (RB-M) Ramping Up - The data base will give the most Hockberger (w.hockberger@ the Coast Guard’s Capabilities”, by direct and accurate source of com- verizon.net) and Ken Spaulding David M. Shepard, RB-M Project Of- munication with other members on ([email protected]). We will be ficer, US Coast Guard Office of Boat matters of mutual interest. The pleased to hear from you. Forces. You can download a copy of more entries we have in the data the presentation from the IHS website John R. Meyer, President base, the more complete searches (www.foils.org) by scrolling down to for shared interests will be. “Library”, click and go to “IHS Meet- ing Presentations/Papers”. Continued on Page 12
Page 2 IHS Fourth Quarter 2007 FOIL ASSISTED CATS gers on board. The main deck “The vessel was sea trialed using (Continued From Page 1) saloon is fitted out with 44 Arduous 27,800 lbs [12.600 kg] of weight to reclining seats in the forward sec- simulate the passenger load and Viking Fast Craft Solutions has held tion, cushioned bench seats around maintained 29.8 knots at 82% en- licenses for Foil Assisted Ship tables for 53 passengers, a refresh- gine load. She goes from 7 knots Technologies (FASTec) HYSU- ment kiosk forward and two toilets idle speed to 29 knots in just over 30 CAT Hydrofoil Supported Catama- aft. seconds. ran and HYSUWACHydrofoil Sup- ported Watercraft patents since the There is also padded seating for 21 “Noise levels on the ferry are very end of 2000. FASTec was estab- passengers on the foredeck, de- comfortable over the full range of lished two years earlier by Prof scribed by the builder as “great for cruising speeds and top speed. Vi- Dr-Ing K.G Hoppe to develop foil the whale watch season”, and a pad- king FCS with its associates per- assisted ships for the international ded bench across the stern for nine formed an advanced noise and market. passengers. vibration analysis using a computer model of the hull and propulsion Catalina Adventure Behind the wheelhouse on the upper system. This analysis also utilized deck, there is a VIP lounge for 15 data measured on past foil sup- Built to United States Coast Guard people with a small bar and toilet, ported catamaran vessels and de- Subchapter T regulations, Catalina and cushioned external bench seat- fined the most effective noise Adventure has two Caterpillar C32 ing for 57 passengers. treatment options. The noise level diesels, rated at 1,045 kW at 2,100 rpm, powering five bladed fixed pitch propellers via ZF 2550 gear- boxes. A Westmar 17 kw bow thruster is fitted in the starboard hull. The foil system consists of a fixed foil forward and an adjustable trim foil aft.
Geo Shipyard reports, “The hull and superstructure are constructed in aluminum and designed to Ameri- can Bureau of Shipping’s Guide for High Speed Craft. This is the ninth HYSUCAT design developed by Catalina Adventure Viking FCS in association with Prof Has A Full Width Fixed Foil Forward And An Dr-Ing Hoppe. Adjustable Trim Foil Aft
“The hull form has been continually Local residents and tourists using predictions were not exceeded dur- refined through the operational ex- Catalina Island ferries tend to travel ing trials. perience of each design. The foils with a lot of luggage and Catalina “The owner sailed the vessel from on Catalina Adventure, supplied by Adventure is fitted with a cargo han- Viking FCS, are made of high New Iberia, Louisiana, to Fort dling system and storage space for a Lauderdale, Florida, to have it strength stainless steel and utilize total of eight pallets weighing up to the most efficient foil shapes devel- transported by ship to its destina- 450 kg each in the port and star- tion in California. When asked how oped for the HYSUCAT hull to board hulls. date.” the transit across the Gulf of Mex- ico went, he said the seas were 5-7 ft Although certified for 149 passen- Before delivery, Geo Shipyard says, Continued on Next Page gers, there is seating for 199 passen-
IHS Fourth Quarter 2007 Page 3 FOIL ASSISTED CATS cent years - include air injection sys- Kort even proposed arranging an (Continued From Previous Page) tems and insulating arrangements electric motor around the ring driving that minimize mechanical contact the propeller. After all, if the motor is [1.5m-2.1m], she had an extremely with a ship’s hull via flexible rubber placed on the outer ring it can pro- pleasant ride and the crew did not mountings and insulation chambers. duce a far greater torque due to its in- have to slow down.” Van der Velden Marine Systems’ creased arm. This would eliminate the need for mechanical gears and Pacific Adventure Cruises rim-driven EPS thruster, however, is designed to counter cavitation at its give the propeller an undisturbed in- Catalina Adventure is Pacific Ad- source, explains the Dutch com- flow. venture Cruises’ first fast ferry. The pany’s project manager for R&D, company currently operates two Chris Maat: “Cavitation noise is It took another 70 years for the idea to boats on local services from Marina mainly generated at tip vortices by be translated into commercial reality. del Rey, near Los Angeles Airport, the pressure differential between the The final breakthrough was fed by the and on non-scheduled charter trips pressure and suction sides of the pro- availability of high-density perma- to Catalina Island. peller blades. In tunnel thrusters and nent magnet drives and sensor-less nozzles this is amplified by the clear- control technology as well as ad- Earlier this year, it applied to the ance between the propeller tip and the vances in bearing technology. Public Utilities Commission of the tunnel wall. State of California for authority to introduce scheduled passenger ser- vices between Marina del Rey and ”Our develop- Avalon and Two Harbors, Catalina ment team pro- Island. posed attaching the blades to an The application has been contested outer ring rather by Sea Planes Inc which, trading as than to the central Catalina Ferries, has been operating hub. This would seasonal services on the Marina del eliminate the Rey-Avalon-Two Harbors route for clearance and the past six years. In June 2006, the block the contact company introduced a 26m foil as- between the pres- sisted catamaran. sure and suction sides of the pro- RIM DRIVEN REVOLUTION CREATES peller blade, NEW THRUSTER GENERATION thereby prevent- EPS Tunnel Thruster Arrangement ing the generation From Marine Propulsion, June/July of tip vortices. Free propeller tips in 2007 the center have a far lower speed and In developing the EPS thruster, Van der Velden formed a consortium with Low noise levels, reduced weight and arc therefore less prone to cavita- tion." the Dutch companies Airborne De- space saving advantages over tradi- velopment, Combimac and JB tional bow and stern thrusters, cou- There is nothing new in the idea of Besturingstechniek. Its design is di- pled with high performance, vided into four main functional robustness and environmental friend- having a propeller with its blades connected to a ring and driven by that groups: the propeller, ring motor as- liness, are cited for rim-driven de- sembly, controls and the unit’s signs. same ring rather than a central hub. Reference literature shows that one of mounting into the hull. Various methods of countering cavi- the first to patent this concept was the tation noise in conventional tunnel German inventor Kort in the 1930s as thrusters - a development focus in re- an extension to his famous nozzle. Continued on Next Page
Page 4 IHS Fourth Quarter 2007 RIM DRIVEN REVOLUTION manent magnets which, when com- verters, depending on its size. In (Continued From Previous Page ) bined with the sensor-less drive larger models (800 mm in technology, need no mechanical con- cross-section and above) the motor is Propeller - As a mechanism that tact with the stator. This allows for a constructed with double stator wind- transforms the rotational energy of new approach to the scaling problem: ings. the ring motor into actual thrust, this rather than trying to seal the gap be- performs a key function. Having the tween rotor and stator, the system en- Asingle thruster can be controlled by propeller blades mounted on a ring ables water to flow freely between two frequency converters, each de- rather than a central hub offers poten- them. Both rotor and stator are well livering half the total consumed tially significant opportunities to re- protected against water. power. Should a stator winding or duce cavitation noise. A relatively frequency converter malfunction, the high number of blades - no less than EPS thruster is still able to operate at seven - further reduces the blade load A key issue to be resolved was to de- half its power. Using sensor-less con- and thus the risk of cavitation. sign journal and thrust bearings that trol technology makes the system re- could operate in the water. While wa- sistant to its environment, especially Acompromise between thrust perfor- ter-lubricated propeller shaft bearings the impact of debris, sand and mance and noise was found for the are well known in shipping, placing biofouling. blade profile, as thrust is also impor- the bearing on the outer diameter of An unconventional tant for vessel operators. The blades the propeller drastically increases the Ship Mounting - design offers new possibilities for are constructed from fiber-reinforced sliding velocity. All commercially mounting an EPS thruster into the plastic that offers two main advan- available water-lubricated bearings hull. The tunnel thruster version is tages over traditional metallic blades: operate at speeds up to 7mm/second, whereas a sliding velocity up to four mounted to a special ring, the dimen- sions of the thruster and tunnel ensur- - a lower weight reduces a propeller’s times faster is required for a ing there is a gap between the two. inertia compared with the rotor part rim-driven thruster. This gap allows a small amount of of the ring motor. The total inertia of water to freely circulate around the the blades is only a fraction of the ro- Research by Delft University of Tech- thruster, thus cooling the motor. tor inertia, eliminating a need for bal- nology’s mechanical engineering fac- ancing and stopping any damage to ulty led to a suitable thrust and journal bearing design that has been patented the blade from excessive noise or vi- The EPS thruster is mounted in a re- bration. by Van der Velden Marine Systems. Operating in plain unfiltered seawa- silient arrangement using flexible - favorable sound-dampening prop- ter, it is able to withstand the erosive rubber mounts on a ring that is erties, which help to curb cavitation welded into the tunnel; the mounting noise that cannot be entirely avoided. effects of sand, mud, debris and or- ganic material. system avoids direct mechanical contact between thruster and hull. Tests on the fiber-reinforced plastic Power cables pass into the hull using blades have demonstrated that their a feed-through. mechanical strength is excellent. Various material combinations were tested at Delft. The erosive material Ring Motor Assembly - The avail- found in natural seawater was simu- ability of permanent magnet (PM) lated by test water containing 5 per To ensure proper inflow to the pro- electric motors proved valuable when cent pure quartz, which was kept in peller, a streamline insert is placed on development of the EPS thruster was suspension. The results confirmed it both sides of the thruster, reducing started, in contrast to earlier attempts was possible to design a bearing with the tunnel diameter to the actual pro- to design a rim-driven thruster. The an operational life of 10 years in bow peller diameter. Such an installation high power density of PM machines or stern thrusters. method also allows a yard to install fosters a compact motor design. the thruster much later in the vessel Controls - The EPS thruster is con- construction process. The rotor part incorporates the per- trolled by one or two frequency con- Continued on Next Page
IHS Fourth Quarter 2007 Page 5 RIM DRIVEN REVOLUTION broadband noise generated by cavita- RODRIQUEZ’S NEW FERRY DESIGNS (Continued From Previous Page ) tion, and distinct frequencies gener- ARE ALMOST READY ated by the blade passing frequency From Ferry Technology August/Sep- Although various elements had been or the frequency drive. The latter are tember 2007 subjected to trials - for example, the clearly present and comparable to bearing and propeller blades were those of a conventional fre- Rodriquez has recently revealed that tested for mechanical strength - a test quency-driven thruster. The domi- the first prototypes of its of the complete EPS thruster was nant broadband cavitation noise, new-generation hydrofoil and deemed necessary to obtain total per- however, is of a magnitude 5-10dB AliSwath designs are nearing com- formance data with respect to thrust lower in the EPS thruster. pletion. “There are two and noise. new-generation hydrofoils under con- Priority was given to noise issues dur- struction at our yard in Messina, and ing development of the EPS thruster we will start testing the first of them in but the rim-driven construction offers September,” says Marco Pavoncelli, other benefits. The permanent mag- fast ferry business manager at net motor design and its direct cool- Rodriquez Cantieri Navali. “Also, the ing to the surrounding water facilitate AliSwath’s hull and gondola have greater power densities. been built, and the yard is now con- structing the prototype’s superstruc- ture.” Such advantages open up applica- tions additional to auxiliary bow and stern thruster installations, such as fully retractable propulsion systems for larger sailing yachts (leaving the EPS Thruster In Retractable hull undisturbed during sailing Form mode). Vertically adjustable propel- lers based on the EPS also offer mer- Rendering of AliSwath Avoiding scaling problems, a full its for tonnage operating in shallow size test was carried out in Marin’s waters, allowing the propellers of in- Once built, Rodriquez will look for an high speed tank at Wageningen in the land and coastal vessels to stay fully operator to collaborate in commercial Netherlands using a l80kW EPS800 submerged regardless of load. trialling of the first hydrofoil proto- thruster arranged in a 2 x 3.5m type, so that the builder can look at mock-up bow section. ways to improve upon the design. The EPS thrusters are available with five same will also be true of the prototype Thanks to the symmetrical inflow inner diameters (450, 550, 650, 800 AliSwath. Rodriquez is already work- and outflow in the EPS thruster, the and 1,050mm) and with 12 power rat- ing closely with Italian classification measured thrust is equal on both ings (22 to 295kW) as a tunnel or re- society RINa on the latter project. sides: significantly different from tractable thruster. Three installations conventional thrusters, which exhibit are in service, but seven larger and differences in performance between some smaller versions were on order Rodriquez is building two variants of port and starboard of up to 15 per in May 2007. the passenger-only new-generation cent. As well as being fully symmet- hydrofoil; one with a shaft and propel- rical, the delivered thrust per kW is *************** ler arrangement and one with slightly better than that of a conven- Rodriquez-supplied pods. The tional thruster. Aliswath is designed for low wake and low fuel consumption. It will be Noise generated by the thruster can be divided into two distinct groups: Continued on Next Page
Page 6 IHS Fourth Quarter 2007 RODRIQUEZ’S NEW FERRY DESIGNS A RADICAL KEEL fectively moving the lateral center of (Continued From Previous Page ) pressure aft; variable displacement; Extracted by Permission from Profes- resistance to stalling, since the keel is able to operate at speeds of 28 to 30 sional Boat Builder, October/Novem- angled back and in; and superior knots, and unlike the hydrofoils, will ber 2007 structure, because the rigging chain also have a car-carrying capability. plates can be attached directly to the “Both these designs form part of keel. A true engineer, Jonathan Howes Rodriquez’s focus on building ferries spends a lot of time trying to make with an environmental focus,” Mr things work better-in the marine uni- Pavoncelli says. “We are really con- verse in particular. Projects to date centrating on new projects and are al- have focused on several noteworthy ways trying to improve our designs to subjects: a ducted hull (for which no meet market needs. We are increas- information is currently available); a ingly more careful about new issues monofoil sailboat whose canted wing such as the environment and lowering lifts the fuselage/hull out of the water running costs, and really believe that so that only a foil remains immersed ; we are innovative in this field.” and a so-called Loop Keel, which is Rendering of Loop Keel Mr Pavoncelli notes that: ‘Although essentially a bulb affixed to the bot- we have never worked directly with tom of a sailboat’s hull by two convex port authorities when considering our blades or keel appendages. Here’s Howes’s explanation of vari- ferry designs, the operators for whom able displacement: “The Loop Keel To develop these concepts into mar- we are building certainly do; there- makes a yacht more stable by interact- ketable products, Howes teamed with fore we are indirectly involved with ing with the water flowing past it. The businessman James Macnaghten to them. We build vessels that not only interaction ‘attaches’ the water to the form Howes Macnaghten Technol- meet an owner’s needs, but hat also keel in a “bound vortex” and means ogy Marine, based in Cambridge, meet the requirements and limitations that any movement of the keel also has United Kingdom. of the ports that they serve." to move the attached water. This al- lows the mass of that water to be A patent on the Loop Keel was treated as if it had been added to the granted in 2003. He also highlighted a healthy fast yacht. ferry order book, with five 52m wave Comparing the Loop Keel to a fin keel piercing catamarans on order at the Howes, as it happens, is an aeronauti- of equal area and mass, Howes cites cal engineer, so it’s not surprising that Messina yard for the government of the following benefits: extra power Oman. “’The first delivery is sched- he is drawn some of his inspiration from dynamic righting, improved from aircraft. He notes that a number uled for November this year. This keel efficiency owing to the two “keel contract was extremely important to of airplanes have spread the load be- limbs,” which make its effective draft tween two “limbs”, notably the bi- us as it is our largest ever commercial “40% greater than its actual geome- fast ferry contract, worth around plane, but also the box-wing and try”, improved broach resistance, be- ring-wing designs enabling each to US$90 million.” All the vessels will cause when heeled, the forward part be capable of speeds of over 40 knots of the keel comes out of the water, ef- Continued on Next Page and will each have a four-engine pro- pulsion package. Three of them will Disclaimer be passenger only vessels and two Interested in hydrofoil history, will have a flexible design to allow IHS chooses articles and pioneers, photographs? Visit the them to operate in a rescue role." photos for potential interest to IHS history and photo gallery pages members, but does not endorse of the IHS website. *********** products or necessarily agree with http://www.foils.org the authors’ opinions or claims.
IHS Fourth Quarter 2007 Page 7 LOOP KEEL The inventor is Dr. Felix Wankel, the were created either by larger surface (Continued From Previous Page ) same man who built the rotary engine craft or by warm alpine winds. I have bearing his name. Today he is still de- seen films made during these tests, behave as though it has more wing- veloping the engine, but in his spare showing the Zisch-boat in waves ten span than it actually does. time he has been re-inventing the times higher than its length plummet boat. He calls it the Zisch-boat. The into the water and resurface with lit- word “zisch” is German for “zip.” tle loss of either speed or stability. Propulsion is by a Wankel engine, of course, through a normal inboard/ The photo below shows a radio -con- outboard drive. trolled model taken at Lake Con- stance. [Ed Note: A modern version Loop Keel Showing Bulb of the Zisch boat has been reinvented Dr. Wankel has been toying with by Katoro Horiuchi; see page 7 of To test his keel concept, two Laser ideas for new types of boats on and Third Quarter, 2007 IHS Newsletter.] hulls were obtained, one fitted with a off since 1937. Growing traffic con- Loop Keel, in which a 50-kg (110-1b) gestion on land led him to revive the Zisch boat project in 1962. Dr. Wan- I have seen demonstrations in the bulb was secured to the hull by 50mm tank of its fantastic stability, pro- x 25mm (2" x 1”) steel beams bent to kel thinks we must make better use of waterways and oceans for personal vided by its low center of gravity, and the correct profile, over which a the high waterline at the stern. It will wood epoxy foil was fashioned and transportation, for mass transit can- not provide a complete solution. . return to its normal upright position faired. The second hull was fitted when placed on its side on the water, with a conventional fin keel with and even when placed upside down bulb, totaling the same Surface area in the tank. Riding the wave crest and weight. Tank tests of each were sideways on the lake once resulted in conducted at Southampton Univer- complete capsizing. Recovery was sity’s Wolfson Unit. Some adjust- automatic, as a continued roll mo- ments were made, such as moving the tion. experimental keel aft 200mm (8") and the results are the basis for the above stated claims. Both boats were also rigged and sailed in the ocean for real-life analysis.
DR. WANKEL RE-INVENTS THE BOAT Front View of the Zisch-Boat (Note the Bi-Foil Arrangement) Extracted from Popular Science, Model skims along fairly smooth Dr. Wankel set out to create a boat June 1972 surface of Lake Constance at with the size, weight, carrying capac- By Max Fehlmann scale speeds corresponding to ity, and speed’ of a passenger car, ca- (Courtesy of Bob Miller, IHS Mem- modern superhighway traffic. pable of travel on the high seas as ber). well as in smooth waters. Aboat you can almost drive like a car The Zisch-boat is not the result of one on water? Sounds fantastic. Yet this single new idea, but a combination of boat exists, and has been tested suc- The Zisch-boat will do it. Scale several new ideas. As in the invention cessfully as a [radio controlled] scale model tests, both in tanks and on of his rotary engine, Dr. Wankel model. Two full-size boats are now Lake Constance, have proved its fea- showed fresh inspiration and com- under construction, and testing will sibility. Wave tests, particularly, pletely original thinking. start this month (June 1972). show convincing evidence of its true oceangoing capability. The waves Continued on Next Page
Page 8 IHS Fourth Quarter 2007 ZISCH-BOAT Dr. Wankel solved it with a simple de- tively low foil loading.] (Continued From Previous Page) vice. The demands of ocean-going capabil- But the hull was only part of the solu- ity have kept all conventional The air intake is located on the upper tion. Alone, the torpedo hull lacks the high-speed small craft off the high portion of the windshield. The open- desired stability, flotation, and. speed seas. The higher the requirements for ing is equipped with a valve that capacity, Dr. Wankel wanted a surface rough-sea navigation, the broader, closes when the boat is showered or vessel (since air drag is so much lower higher, and heavier the vessel. Horse- about to be submerged. The valve is than water drag). As such, it would power requirement and building costs controlled by a sensor at the wind- have to fight the waves. rise in proportion. The success of the shield base. The sensor takes the form Zisch-boat project depends on fulfill- of a small airscrew, It spins freely in ing two apparently contradictory the wind. The spinning shaft sends a Conventional surface craft fight conditions: It must be small, but signal to the valve to stay open. When waves by pounding against them. Dr. highly seaworthy, and it must be fast. a wave hits the windshield base, the Wankel found his answer in cutting airscrew stops its rotation. Instantly, a them off at the base, and thereby maintaining the boat in a steady level position. How?
Naturally, Dr. Wankel was influenced by the hydrofoil. Since hydrofoils have come into general use, a small marine revolution has taken place, both in civilian craft and military ap- plications, to obtain higher speeds. Profile View of the Zisch-Boat Dr. Wankel began to experiment with Clearly, hull shapes intended for con- signal is sent to close the air-intake new foil designs of his own. After stant surface contact would not be valve. When the airscrew resurfaces, several years, he had developed an suitable. What, then-a submarine? it resumes spinning, and the valve is extreme variant on the hydrofoil prin- No, a surface vessel, but borrowing reopened. The closed cabin has been ciple, a design best described as something from the submarine. The successfully tested in full scale. It was “glide flaps”, As used on the hull is torpedo-shaped. If the Zisch mounted on a conventional motor- Zisch-boat, the “glide flaps” are boat is to run in waves many times boat, a British-built Avenger, and ex- mounted as far apart as possible, with higher than the length of the hull, it tensively tested in the North Sea. inclined stilts to support the hull. The will be completely submerged from shape of the “glide flaps” is of vital time to time. The torpedo shape as- importance to their function. They do The inboard/outboard drive works as sures low drag, which means smaller not ride the waves, but cut through a rudder and steers the Zisch-boat speed loss during its moments of sub- them. In smooth waters, they just with precision. mersion. skim the surface. They have a wing The hull has a glass top over the pas- profile with an absolutely flat bottom, senger compartment, enclosing the The hull is submerged to the waterline set in an almost horizontal position. interior of the floating hull. The at zero speed, but “glide flaps” (foils) Under water, they have no more drag closed cabin was an absolute neces- lift it out of the water on accelera- than a hydrofoil, but have larger sur- sity. Any opening would rapidly fill tion-quicker than conventional hy- face, and correspond fairly closely to the hull with water. That posed an- drofoils, and with less power needed. the flotation area of a boat with flat other problem. The occupants require [Ed Note: This is because the foil area Continued on Page 12 ventilation, and the engine needs air. is relatively large and hence a rela-
IHS Fourth Quarter 2007 Page 9 SAILOR’S PAGE
THERE’S MORE THAN ONE WAY TO hull, Barnsley believes SailRocket’s, Barnsley, a senior test engineer for CHALLENGE THE SPEED RECORD predicted speed is way too conserva- Vestas, which manufactures huge tive. “We may do a lot more than 50 composite construction blades for By Jim Flannery and Jason Fell knots,” he says, presuming all goes wind generators, eliminates heel by well. putting a solid-wing sail out on a [Extracted from “Soundings”, July crossbeam that extends 25 feet out 2007 by permission] In its first run on Walvis Bay, from the bow. The wing is canted in- SailRocket went into a spin at 34 Fifty knots has been as elusive for ward at the same angle as an in- knots, snapping the mast of its new ward-canting hydrofoil, or wing, that sailors as the four-minute mile was solid-wing sail - a result of not balanc- for runners and the sound barrier for extends down into the water, also at ing the wing sail and hydrofoil quite the bow. pilots, but Paul Larsen and Malcolm right, Barnsley says. Larsen sus- Barnsley say SailRocket is ready to Speed pre- clock that speed and make history. dictions Not a proa or catamaran or monohull suggest that or sailboard or kitesurfer, SailRocket SailRocket is its own animal. “it is totally will reach unique,” says Barnsley, 50, its British 2.6 times designer. “I believe it is the best way wind speed to do 50 knots.” at 20 knots, and that Australian Larsen, the project man- should be ager and skipper, took SailRocket to enough for Walvis Bay, Namibia in southwest Larsen to Africa in early March to challenge eclipse 50 the sailing speed record of 48.7 knots knots. set by boardsailor Finian Maynard in 2005. On April 9 the 33-foot sailboat Barnsley and His SailRocket posted its best speed yet - 38.3 knots - pended racing for two weeks to repair Barnsley says SailRocket doesn’t like and did it with one of the two small the damage. The speedster went back waves of any size. A 2-inch chop re- planing surfaces that it rides on dam- into the shop April 9 to rebuild the aft duces speed 6 knots. “Six-inch aged. “The back one ripped off at the planing surface and again April 24 to waves, forget it,” he says. “We would- start of the run, leaving a very jagged replace the forward one, which also n’t ever try to sail the boat in that. It surface,” says Barnsley, speaking to was deteriorating. Both were would kill it dead.” Soundings from his home in strengthened to better handle a small Southampton, England. “The back chop on the bay. SailRocket’s design is so radically was sinking in and dragging very different than any other sailboat chal- badly. By all calculations we should Spidery and sleek, SailRocket is de- lenging the 50-knot barrier that never have gone 38 knots, but we signed to have no heeling moment, Barnsley isn’t sure what genus it falls did.” which is the main limitation to most into. “We need to invent a name for designs going faster, and a source of the concept,” he says. He says independently corroborated control problems at high speeds, Con- speed predictions suggest that ventional sailboats counteract heel- SailRocket will reach 2.6 times wind ing with weight, which causes drag. Barnsley says the purpose of the hy- speed at 20 knots, which means it SailRocket’s pencil-thin 33-foot car- drofoil isn’t to lift the boat out of the could set a new record with just more bon-fiber sandwich hull rides on tiny water (SailRocket planes) rather its planing surfaces fore and aft, each than 19 knots of wind. But judging Continued on Next Page from its performance with a damaged about the size of a paperback book.
Page 10 IHS Fourth Quarter 2007 THERE’S MORE THAN ONE WAY TO around the planing surfaces) doesn’t “French Trench” in Saintes Maries de CHALLENGE THE SPEED RECORD become a problem and cause drag. la Mer, France, making him the fast- “We’ve not seen any evidence of that est sailor on the planet. Five months (Continued From Previous Page) so far,” he says. later, in April 2005, Maynard topped purpose is to counteract the heeling his own time, reaching the current re- moment of the sail. Theoretical predictions say that the cord of 48.7 knots. In October 2005 boat can sail 55 knots in 22 knots of Maynard also set the mark for the When the 22-square-meter wing sail, wind, but at 53 knots, cavitation (tiny hydrofoil and crossbeam are all prop- fastest nautical mile: 39.97 knots. bubbles of water caused by the low That record was broken a year later erly balanced geometrically, there is pressure around the foils) is sure to no heeling moment, Barnsley says, so by Dutch boardsailor Bjorn kick in and cause additional drag Dunkerbeck, who touched 41.14 all the energy from the wind goes into SailRocket’s foil is designed to sup- pushing the boat forward, not over on knots. The records were ratified by press cavitation, Barnsley says. “If the World Sailing Speed Record its side. SailRocket has two rudders: the cavitation is relatively mild, we a standard sea rudder, which the pilot Council (www.sailspeed re- could find ourselves doing 55 knots,” cords.com). uses at speeds up to about 40 knots, he says. and an air rudder, which works like an aircrafts tail rudder and is de- Larsen, how- ployed at 40 knots after retracting the ever, won’t sea rudder. be reaching for that speed Barnsley says when properly bal- until he is anced SailRocket is naturally stable. ready. He “There really shouldn’t be a need for will crank the the pilot to do anything once he hits speed up the start gate” he, says. “He only has slowly in to go for 20 seconds.” successive The team chose Walvis Bay to chal- runs, testing lenge the record because of the favor- the balance, able conditions there for speed runs. testing his Barnsley says the wind is the right control - and tweaking, tweaking, Maynard, who is 32, began board- strength (18 to 22 knots) and blows tweaking. “We are very much aware sailing at age 8 with his parents in the from the right direction relative to the that one big crunch could be the end British Virgin Islands, where he now 500-meter course 80 percent of the of this project, so we want to be very lives. Standing 6 feet, 2 inches tall time from March into May. The careful,” Barnsley says. and weighing nearly 260 pounds, course is set up 15 to 20 meters off a ______some say his size and strength help low, flat, treeless spit of beach, and him maneuver his sailboard in 40- to because the wind usually blows off For more than a decade, no 50-knot gusts. the beach it has no dead spots and, in wind-powered vessel was faster on the beach’s lee, chop is minimized. the water than the 30-foot trimaran, Today, Maynard heads a small group Best wind is 20 degrees abaft Yellow Pages Endeavour, sailed by of fellow speed sailors called the SailRocket’s beam, a slightly broad Australian Simon McKeon which Masters of Speed (www.masters reach, Barnsley says. reached 46.52 knots in October 1993 ofspeed.com). Their mission is to ac- off Sandy Point, Australia. complish what no other sailor has yet The designer says he is “100 percent to do: break the 50-knot barrier. - Ja- confident” that SailRocket will break That changed, in November 2004, son Fell the world record. He also is quite sure when Irish boardsailor Finian it can break 50 knots so long as venti- Maynard touched 46.82 knots over lation (air getting sucked down 500 meters on a canal known as the *******************
IHS Fourth Quarter 2007 Page 11 ZISCH-BOAT data to the IHS membership or to ened with the Duffy Voyager, a (Continued From Page 9) the IHS Board of Directors only. high-dollar electric boat that can sus- tain 20 knots for two hours. So, I bottom, of similar weight, when run- - If you are concerned about the need something that will go at least ning on perfectly smooth water. time required to complete the sur- in the low 20s, with minimal power. vey form you should be aware that (I have a lot of propeller work to do At zero speed, the Zisch-boat looks it takes only about 20 minutes max- before I will have enough efficiency like a fish with only its tail in the wa- imum. Unless you have an unusu- even to try, but I’m working on that.) ter. Of course, the belly is also sub- ally broad background in all types Because of minimal budget, I’m merged. The important thing is that of hydrofoils, there are whole cate- stuck with lead acid batteries. Best these submerged “glide flaps” soon gories that you can skip (military, case, I have about 350lb of batteries rise to the surface as the boat gains commercial, recreational, pow- to carry, and best efficiency maybe 4 speed, and bring the entire hull out of ered/sail/human) etc. In fact, hp for an hour and a quarter (unless the water. had you started your form when you someone wants to lend me about Early tests established the superiority started reading this Newsletter, you $30,000 worth of lithium polymer of the glide flap with the flat under- would be done by now! batteries.) So, for maximum effi- ciency and some semblance of con- side over other types of hydrofoils. It Please cooperate and complete trol, after reading a lot here, the was also found that the boat’s behav- your survey form at your earliest Icarus and other sail work, and look- ior was greatly dependent on the pitch convenience. angle of the glide flap. By a change in ing closely at a foiler moth, I’ve ten- pitch, the Zisch-boat could be If you have misplaced your form, tatively concluded that Ilett-type changed from running through the you can download it at or we will inverted T-foils with wand depth waves to making long leaps in and out send you another form. To get an- controls at the four corners are a pos- of the water surface. In neither case other form, or if you have any ques- sible configuration. I’d appreciate was there any substantial loss of tions or comments, please contact any suggestions or encouragement. speed, nor was there any pounding George Jenkins: ; or phone: (703- (Or agreement with my computer against the waves. Pitch movements 683-4357) which says I’ll make it about half the were held within a tight range, paral- distance.) 24-MILE ELECTRIC BOAT RACE lel within a few degrees to the water- NEW BENEFIT line. By Charlie Iliff, IHS Member Now that the Wankel engine is [was in IHS provides a free link from At the Wye Island Marathon, on the the IHS website to members’ per- 1972] revolutionizing the automobile Eastern Shore of Maryland in Octo- sonal and/or corporate site. To re- industry worldwide, will we see a ber, I set a new record at about 9 quest your link, contact William similar “Wankelizing” in boating? knots with a 58’ 8-oar shell, with an White, IHS Home Page Editor at IHS SURVEY electric outboard. I am now threat- (Continued From Page 2) IHS BOARD OF DIRECTORS - If you are concerned about pri- vacy, you can opt to restrict your 2005-2008 2006-2009 2007-2010
IHS OFFICERS 2007 - 2008 Joel Billingsley Mark R. Bebar Sumi Arima John Meyer President Jerry Gore Dennis Clark John R. Meyer Mark Bebar Vice President John Monk William Hockberger Joel Roberts
George Jenkins Treasurer Kenneth Spaulding George Jenkins William White Ken Spaulding Secretary
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