The NEWSLETTER International Hydrofoil Society P. O. Box 51, Cabin John MD 20818 USA

Editor: Barney C. Black SPRING 1997 Co-Editor: John R. Meyer

HIGH SPEED VESSELS LEAD INTERNA- NEW IHS HOME PAGE NEW The IHS home page on the World TIONAL FERRY INDUSTRY GROWTH Wide Web has moved. The new URL is: http://www.erols.com/foiler Reprinted From Marine Log, Jan 1997 HELP A STUDENT “I have been unable to find any High speed vehicle-and passenger-carrying ferries are now the practicing hydrofoil specialists, leaving fastest growing segment of the international ferry market. Though most of my research in dusty books high speed passenger craft have been around for thirty years, the spur printed in the 1940’s!” So writes Owen to the sector*s growth has been recent technological advances that have Morris, a student at University of New- improved the economics of this type of vessel operation. This has castle. Every month, IHS receives two or opened up a wide sphere of potential deployment. three calls for help from students and hob- byists working on hydrofoil projects. If “With technology still developing rapidly,” predicts Ocean you can help occasionally with advice, Shipping Consultants of Chertsey, England, “the period to 2005 is design criticism, and ideas, please contact likely to witness considerable advances in both vessel design and in the IHS. We promise not to overload you! acceptance and adoption of the fast ferry concept in ferry markets throughout the world.” NEW IHS E-MAIL ADDRESS NEW At Marine Log*s Ferries ‘96 conference in Fort Lauderdale, [email protected] Ocean Shipping*s director Stephen Hanrahan further predicted that while the scale of growth of passenger-only fast ferries might slacken, the fast car/passenger sector would continue “to display a high level of dynamism.” INSIDE...

The underlying economics of fast ferries, noted Hanrahan, are M President’s Column (2) case-specific. For example, it is often claimed that, generally, fast fer- ries do not suit sailing times of over approximately three hours, because M Launching of the passenger comfort factor. However, the sailing distance must be FLAGSTAFF (5) sufficient for the fast ferry to yield a significant time savings compared with a conventional ferry, justifying its higher operating costs and M AMV Workshop (7) higher fares. Other factors noted by Hanrahan: frequency of sailing; assured high level of traffic; and suitable infrastructure at both ends of M Letters to the Editor (8) the ferry leg (fast passenger embarkation/disembarkation; sufficient road/ rail links). M News Digest (13) See High Speed Leads on Page 3 WELCOME NEW PRESIDENT’S COLUMN MEMBERS Evan Riddle is from Mobile AL and has an interest in small hy- The TRB also has other commit- REPORT ON THE 1997 drofoils as opposed to planing boats tees that deal at least partly with marine MEETING OF THE which pound too much and sail- topics, but they are a distinct minority. TRANSPORTATION boats, which are too slow. See his Those concerned with highways and RESEARCH BOARD “Letter to the Editor” on pages their supporting technologies and indus- 9-10 of this Newsletter for info on William Hockberger tries are the most prevalent by far – per- this enthusiastic new hydrofoiler. haps 90% of what the TRB is involved [IHS President John Meyer yields in. Nevertheless I came away with a clear Stephen J. Duich, a veteran his space in this issue to IHS Board Mem- awareness that the TRB is the focus of a hydrofoiler, now resides in Burke ber William Hockberger for this report] great deal of activity of interest to marine VA. He reports that his best recol- industry people, including AMV special- lections of the “good old days” The Transportation Research ists. aboard PLAINVIEW include sea Board (TRB), which is a part of the Na- trials in Elliot Bay which included tional Research Council (under the Na- Here are a few pertinent items that the ship becoming airborne, his tional Academy of Sciences), held its were discussed in sessions I attended: first foilborne flight at the helm, the annual meeting in Washington DC in tie-snipping ceremony honoring Jan. 1997. Over 7,000 people attended, • Five high speed catamarans were ac- Dr. Frosh*s (ASN-R&D) foilborne and the meetings filled the Shoreham, quired by a company to ferry workers flight at the helm, failure of the Sheraton Washington, and Washington and supplies from shore to Deer Is- starboard strut up-link during the Hilton hotels. There were some 450 tech- land, in Boston harbor, where a large INSURV Final Contract Trial, and nical sessions and panel discussions, industrial project has been underway. all the great “Plankowners” who plus meetings of over 200 standing com- It*s a genuine fast ferry service, worked so hard to advance the hy- mittees specializing in various areas re- though obviously for a select clien- drofoil concept. lated to transportation. I joined the TRB tele. as an affiliate and attended a full slate of Ken Cook heads up Hydro- sessions over three days. • General Dynamics has formed a sub- foil Inc. in Lake Worth FL. Visit his sidiary to operate two catamaran fer- home page to see his R/C models: The TRB*s Ferry Committee met ries from its old Fore River shipyard in www.gate.net/ ~caseyc/ hydrofoil .html. one evening that week, and John Meyer Quincy MA to downtown Boston and Ken is marketing his design for an [IHS President], Allan Ford (of the US to Logan Airport. The craft were built ultra-high speed commuter hydro- Hovercraft Society), and I attended as in Massachusetts by Gladding-Hearn foil that can be configured for any guests. The Ferry Committee is chaired and began operation in Nov. 96. It*san combo of passengers and freight. by Martha Reardon, who has been a con- InCat design carrying 149 passengers, sultant in the ferry business for about 20 has a max. speed of 35 knots but nor- B. J. Meinhardt of New years. It has 25 members, including ferry mally cruises at 30, is propelled by Cambria MO is owner/operator of owners and operators, government trans- two Bird-Johnson waterjets, has a BJ Co., whose holdings include real portation planners, consultants in the GRP hull and aluminum superstruc- estate, petroleum reserves, heavy ferry business, and at least one university ture, and costs about $1.5M each. equipment and machine tool sales, professor – but apparently no designers crane service operation, machine (they are content to use ferries designed • Arthur Imperatore, the big New York shop services, as well as partner of elsewhere but built in the USA, and de- City ferry operator, gave an interest- Dive Works, a water rescue and re- signers are not missed, at this point). I ing presentation on his routes into covery service. He is co-owner of was allowed time to give a short briefing Manhattan, two of which carry 2-1/2 PHM-2, as reported in the Winter on the Advanced Marine Vehicle (AMV) million passengers a year each. They 96-97 IHS Newsletter. workshop we have been planning. are not fast ferries, but what was of in- Continued on Page 15 Continued on Next Page

Page 2 IHS Spring 1997 NEW MEMBERS HIGH SPEED LEADS around the world grew by more than (Continued From Previous Page) (Continued From Page 1) 60%. “Catamarans are now the largest Eliot James is President of According to Hanrahan “whilst [quantity, not size] vessel type in the fast Custom Composites Company and the sailing time, and therefore voyage ferry profile with high volumes of deliv- its sister company, Advanced Com- length, is effectively limited by the na- eries in recent years displacing hydro- posite Technologies in Salisbury, ture of passenger accommodations, the foils as the leading fast ferry. The current Missouri. The company manufac- sailing part of the overall transport leg total of 543 catamaran vessels represents tures tooling and parts for aviation, needs to be sufficiently large within the approximately 43% of all fast ferries marine and heavy truck industries. overall transport chain... to generate a worldwide, with this easily the fastest He is a partner with BJ Meinhardt valuable time savings.” While passen- growing type,” Hanrahan adds. De- in Dive Works. Eliot is a partner gers may be ready to pay a premium for signed basically with two narrow alumi- with BJ in ownership of PHM-2. speed, “this premium may vary directly num hulls bridged by a wide deck, the with the overall time savings involved in catamaran offers larger passenger capac- Matthew DeLaney joins us their total transport leg.” A 2-hour sav- ity than a similar length monohull ferry, from Broken Arrow OK. He is cur- ings will be more significant on a rela- and is able to support multiple passenger rently building an experimental ra- tively short journey than in a total decks. It is generally faster than conven- dio-controlled hydrofoil model for journey time of over 12 hours. tional monohulls, with a new generation a proof-of-concept design that will of catamarans (“wave-piercers”) devel- some day enable him to obtain a Fast Ferry Option oped in recent years to offer a smoother patent. We wish him much success. ride through the piercing of waves rather While the switch to fast ferries has than riding over them. Malin Dixon - We welcome a often been made at the expense of con- new member from the UK. Malin ventional ferry tonnage on existing runs, Catamarans are the most signifi- attended the University of Cam- the speedy new vessels have also enabled cant vessel type in fast ferry markets in bridge 1978-82, where he majored new ferry routes to be opened up. What*s Scandinavia, Europe, Hong Kong, Aus- in engineering, specializing in elec- more with their sleek modern lines and tralia ,and the Americas. tronics. He then worked as an in- promise of comfort – often in aircraft strumentation engineer for about type seating – fast ferries have re-awoken The hydrofoil is the next leading six years. Since then he has been Di- a consumer interest in ferry transporta- fast ferry type, making up 32% of the rector of OnSpec Oscillators, es- tion that was previously slumbering. market at the beginning of 1996. “There tablished in 1988 to meet the need Ferry operators making the switch to are two types of hydrofoil: surface pierc- for fast delivery crystal oscillators, high speed face a seeming confusion of ing foils and fully-submerged foils. Hull and is now selling a wide range of choices. No one type of vessel has shape is a deep ‘V* and made from alumi- crystal oscillators. His home page: emerged as the “standard” fast ferry. num. Foils are arranged in tandem, are of http://www.onspec.co.uk Hanrahan notes five main vessel types a‘V* configuration, hollow, constructed within the world fast ferry fleet: catama- from high tensile steel, and fitted with K. I. Matveev is a student at rans, monohulls, hydrofoils, hovercraft, controllable flaps. The vessels are driven the Acoustical Institute, Shvernika, and surface effect vessels. [We would by two high performance diesel engines Moscow, Russia. He is currently add SWATH (small waterplane area, turning screw propellers. Because of the our only member in Russia or the twin hull) vessels to the choices thanks to very nature of the vessels, hydrofoils re- former Soviet Republics. their ability to maintain a reasonable quire relatively deep water in case of service speed in challenging sea condi- power failure in which case they become tions -Ed.] hullborne. This vessel type [sur- IHS OFFICERS 1996 - 1997 face-piercing hydrofoil] strongly favors Exponential Growth John Meyer President good sea conditions, with poor seakeeping in adverse weather tending to Mark Bebar Vice President Since 1990 fast ferry design and restrict operational suitability,” engineering technology have grown ex- Hanrahan explains. George Jenkins Treasurer ponentially. Between 1990 and 1995 the number of catamaran ferries in operation Continued on Next Page

IHS Spring 1997 Page 3 HIGH SPEED LEADS ate a regular schedule from Singapore land route. Last year, it carried 3.5 mil- (Continued From Previous Page) Changi Ferry Terminal to Nongsa Point lion passengers and 1.4 million vehicles. Terminal at Batam. Traveling at 38 mph Traffic on routes serving Nanaimo is [Modern surface piercing hydro- top speed with a passenger load of 20 and forecast to grow by more than 17% over foil design, coupled with automatic con- two crew members, the hovercraft can the next ten years, Michael Martin, direc- trol systems have improved rough complete its journey in 15 minutes. tor of special projects at B.C. Ferries told weather seakeeping ability of this vessel the Ferries ‘96 conference. type. -Ed.] Booms and Slumps “If we were to maintain the status Fully-submerged foils “employ Fast ferry deliveries between 1988 quo on these routes,” Martin explained, fully retractable, fully-submerged stain- and 1995 have seen various booms and “we would need to invest more than $40 less steel foils and are propelled by two slumps. The current European market million in terminal expansion at Horse- water jet pumps driven by gas turbines. has lulled. “The shift in importance from shoe Bay to accommodate vehicle traffic The vessels are relatively expensive in Europe to the Far East is to the fore. In [and] at least $70 million to improve terms of running costs however, they are 1988, 55% of all fast ferry newbuildings roadworks at Nanaimo, probably a lot able to run 45 knots in rough waters.” were destined for European markets; by more.” What*s more “there is no room, 1995 this figure had reduced to 16%,” no land, no space to expand either of Monohulls are cheapest in terms Hanrahan reports. The Asian market, these terminals.” of newbuilding, operating, and mainte- however, seems to have taken up the nance costs. Distances of over 20 miles slack with “newbuildings aimed at China B.C. Ferries took a two-pronged favor the use of single-ended ferries. At and Hong Kong increasing from under solution to the problem, It decided to re- the start of 1995, monohull fast ferries to- 24% in 1988 to almost 55% in 1995. This move all heavy commercial truck traffic taled 178 vessels, 14% of the market, yet serves to emphasize the scale and pace of from the route and redirect it to a new ter- they are the most important fast ferry fast ferry market growth in Asia-a feature minal south of Nanaimo. That frees up type in the growing Japanese market. which, together with continued penetra- badly needed terminal space, but still left tion by ferry craft of new and existing B.C. Ferries with “too many vehicles SES design is based on a light- conventional ferry markets, is set to fund needing to sail at the same time.” The an- weight aluminum or fiberglass catama- continued and rapid overall sector swer: a fast ferry solution. The relatively ran hull with a flexible skirt seal at bow growth,” he forecasts. benign sea-states on this route, noted and stern. This traps an air cushion which Martin, and its length – 28 miles – made is pressurized by diesel or gas turbine North American Market Potential it ideal for high speed ferries. driven fans, and the vessel is propelled by diesel or gas turbine driven screw pro- In the North American fast ferry As a result, under the management pellers. SES ferries represented 6.5% of market, Hanrahan comments that there of a new B.C. Ferries subsidiary, Cata- the total number of fast ferries at the start exists a “substantial potential... in the maran Ferries International (CFI), a of 1996, half of this number operates in USA for [fast] ferry penetration of new group of British Columbia yards, is cur- the Asia/Pacific markets, according to and existing passenger trades. The main rently building a large high speed cata- the Ocean Shipping Consultant*s report. ferry operators in the country are plan- maran that matches environmental ning to introduce fast ferry tonnage to requirements so that the vessel will have Hovercraft, popular in Hong their fleets, and numerous other plans ex- low wake and wash characteristics, and Kong, are driven by aircraft-style propel- ist for similar developments. The contin- acceptable exhaust emission levels. lers and can reach up to 50 knots or more. uing development of fast ferry Based on technology developed by Incat “There are 53 vessels operational world- technology is likely to see further pene- of Australia, the vessel is designed to wide, sharing 4.2% of the ferry market,” tration of USA passenger trades.” carry 250 vehicles and 1,000 passengers Hanrahan explains. at a 37 knot cruising speed. The 122.5 m An interesting example of one ship is powered by four MTU 20 V 1163 Among the most recent deliveries North American operator*s reasons for diesel engines coupled with KaMeWa noted by Marine Log is a SCAT SF2000 introducing a fast ferry service is pro- type 112 waterjets. It is planned to be Eagle hovercraft, built by SCAT Int*l, vided by British Columbia Ferry Corpo- completed and in operation by the mid- that was recently delivered to LKN ration*s Horseshoe Bay, West Group Singapore. The vessel will oper- Vancouver, to Nanaimo, Vancouver Is- Continued on Next Page

Page 4 IHS Spring 1997 HIGH SPEED LEADS THE LAUNCHING OF or five feet before making a landing. (Continued From Previous Page) FLAGSTAFF (PGH-l) Such a landing is quite tolerable, and in fact a loss of hydraulic power demonstra- summer. Martin adds “It has become By Robert J. Johnston tion while foilborne is a requirement of something of a cliche to speak of the US Coast Guard upon certifying a ‘win-win* solutions. But if ever there Your editor has asked me if I could passenger hydrofoil. was such a thing, fast ferry technology is provide some material for the 1997 it. A win for passengers, a win for the Spring issue of the IHS NEWSLETTER. So Grumman selected an area in economy, a win for the shareholder, and a When wondering what might be of inter- Stuart, Florida where the construction of win for the shipowner.” est, I looked at a piece of hardware in my the hydrofoil could be kept completely possession which was cut from an extru- separate from the aircraft work. A team Like B.C. Ferries, US operators of sion of the main deck material for the of mechanics were selected who were fast ferries seem to have preferred to look FLAGSTAFF. On this extrusion are versatile in at least two trades with the outside the USA for proven foreign de- etched the following words: objective of working as a group without signs that can be built in the US under li- concern for trade cognizance. “Bob Johnston” cense. Though Incat designs have long Plank Owner dominated the US scene, there are now Having selected the location and FLAGSTAFF (PGH-1) other challengers in the picture. Exam- the personnel to construct the vessel, at- Launched: January 7th, 8th, and 9th! ples include the decision of the tention was directed to the logistics of the 1968 (We cut this from the strength deck decisions. Among the issues were the Mashantucket Pequots to build the FBM - and the damn boat is still too strong!!!!) questions of launching, how and where. Tricat at their Pequot River Shipworks in From your friends at the The Grumman Stuart facility was an air- New London CT, and the growing suc- Grumman II Iron works cess of Dakota Creek Industries, port, across a road from the Inland Water- Anacortes, WA, with AMV designs. way. The Inland Waterway is a protected Meanwhile, New York Fast Ferries has This etched extrusion was given to route which a boat can use to make a looked to Nigel Gee & Assoc. of the UK me when I departed Grumman to work sheltered transit from New York to the for the design of its new 35 knot boats for Bill Ellsworth on the US Navy*s Ad- Florida Keys. built at Derecktor Shipyards, vanced Hydrofoil Program at the David Mamaroneck NY. Taylor Research Center. Looking at The section of the Waterway near those words defining the launch dates Stuart is called the Indian River. The E-Cat brings back memories of a time of much question of moving the boat from the apprehension, but also in retrospect a building site to the edge of the River was An attractive US design described time with a touch of humor. no problem. The ISSUE became how to at Ferries ‘96 is the Halter E-Cat – a low launch the boat. Grumman owned the wake concept for transit areas that are The story really begins a couple of property on the River, so modification of wake-sensitive and close to housing con- years earlier when contracts were the site was not a problem. The issue was centrations. The Halter E-Cat produces a awarded to Grumman and Boeing to the launch method. The Marine Division low wake throughout its speed range, and build two hydrofoil gunboats for the US proposed strengthening the property*s maintains high speed with modest power Navy, the FLAGSTAFF and bulkhead and lifting the boat in by TUCUMCARI, respectively. At cranes. The design of the craft required IHS E-MAIL ADDRESS: Grumman this award immediately led to that the gunboat be capable of being the decision as to where to build the gun- lifted on to a ship for transit purposes. [email protected] boat. Grumman had built the DENISON The facility manager, who owned a fish- a few years earlier in an aircraft assembly ing boat that he trailered and ramp area. A lesson was learned at that time launched, favored using that method for Disclaimer that to control the cost of constructing a launching the gunboat. He convinced the IHS chooses articles and hydrofoil, it should not be built in the management of a cost saving, and against photos for potential interest to IHS same area as aircraft or need the strict the best arguments of the Marine Divi- members, but does not endorse discipline of specialized mechanics. A sion, won the decision. And so a launch products or necessarily agree with failure of a hydraulic system in an air- the authors’ opinions or claims. craft can be disastrous; however in the Continued on Next Page case of a hydrofoil the ship may fall four

IHS Spring 1997 Page 5 FLAGSTAFF completed, the music started and the we were going to have to move quickly (Continued From Previous Page) craft started its trip into the water of In- because the sand kept coming in as fast as dian River. It rolled about 20 feet and they could move it. The divers were ramp, large enough to handle the FLAG- stopped. The tug went to full power and cleared and the tugs were signaled to STAFF was constructed. pulled and nothing moved. Divers pull, and again nothing happened. The quickly discovered that from the time lights were turned off and the crowd dis- By early January 1968 the FLAG- they had come out from the ramp until persed. It was back to the drawing board. STAFF was ready to be moved and the rig started to move, sand had built up launched. Arrangements were made for a on the ramp and prevented further move- It was decided to use winch power set of house-moving dollies to transport ment. to assist in moving the launch rig. The the craft to the launch site and for its trip game plan was to obtain a Diesel pow- down the ramp and into the water. The Now came decision time. The next ered winch, sink pilings for a purchase, house movers who were furnishing the high tide was at about 10:15 PM. The de- holding a pulley, and secure a line to the dollies were also hired to assist in the cision was to bring another tug, make an- deck of the hydrofoil. Both the winch and launch. An early-morning move time other effort of clearing sand from the the piling were going to have to be well was established to complete the move ramp, and attempt another launch at high anchored for the effort to succeed. The before the start of work hours so as not tide in the evening. As it was going to be moving crew were concerned that any interfere with the activities of the airfield dark, lighting was needed for the work- side pull would damage the dollies. We and plant. So before eight o*clock on the men. A carnival had its winter quarters convinced them that we would minimize morning of January 7th, FLAGSTAFF nearby, and night lighting was obtained any side pull. Their only comment was had reached the launch ramp and was in from them. The lights were quite garish that they were glad their boss was not position to roll down the ramp into the with multi-colors, but they did an excel- there. The effort was scheduled to re- River. High tide was at ten o*clock which lent job of lighting the work area. They sume at daylight on 8 January. was the appointed time for the christen- also attracted people in the Stuart area as ing and launch ceremonies. Mrs. Towl, word spread of the Navy ship stuck on As daylight came and we arrived wife of Grumman*s Chairman of the the launch ways. As the crowd began to at the launch site, we were surprised to Board, was to do the related honors. As gather, bringing their beach chairs to see that the food vendors were already an aside the Chairman, Clint Towl, had watch the proceedings, enterprising food there and expecting a crowd as the day made the final decision as to the method dispensers brought in their trucks to sell wore on. They were not disappointed. of launch. He owned a winter home their wares. So the whole scene began to Pilings were driven as deep and secure as nearby and was very much interested in look like a carnival with the FLAG- possible. A powered winch was brought what went on at the Stuart plant. The STAFF the main attraction. in and secured to some large trees on the ramp went down onto a sandy bottom property. By late afternoon the tugs were and had some distance to navigate before As ten o*clock approached the di- brought back, divers had performed their the hydrofoil was completely afloat. vers went to work removing the sand tasks and we were ready to make another from around the wheels of the dollies and attempt in spite of a steady on-shore The big concern of the Marine Di- the two tugs were readied for their pull- breeze. The GO! signal was given, and vision had been the worry that an onshore ing effort. The divers kept reporting that Continued on Next Page breeze would pile up sand around the dollies and prevent the launch vehicle from completing its trip into the water. IHS BOARD OF DIRECTORS As the morning dawned a strong onshore breeze was apparent. Therefore extra di- 1995-1998 1996-1999 1997-2000 vers were brought in to keep the sand from building up around the dollies. A William M. Ellsworth Jerry Gore Mark R. Bebar tug was ordered to help pull the craft into deep enough water for floatation. All was William J. Erickson Jim King William Hockberger in readiness at ten o*clock. Mrs. Towl did a most proper job of naming the FLAG- John R. Meyer Mark Rice George Jenkins STAFF and breaking the champagne bot- tle over the bow. The ceremonies Peter Squicciarini Ken Spaulding Ralph Patterson

Page 6 IHS Spring 1997 FLAGSTAFF moved into deeper water and the FLAG- PLANNING THE (Continued From Previous Page) STAFF launch was completed. The WORKSHOP ON crowd cheered, and then quietly dis- ADVANCED MARINE the launch rig started to move with a persed. The food vendors offered hot VEHICLES great cheer from the crowd. Eyes were on dogs and coffee to all the crew and the the piling: as the rig moved, the piling show was over. The house movers even William Hockberger slowly started to come out of its location. got their dollies on shore before their After the craft had moved another seven boss showed up that evening. The A committee of members of the or eight feet, the piling pulled loose. FLAGSTAFF crew started the onboard US Hovercraft Society, the International Diesel generators and hull drives and un- Hydrofoil Society, and the Society of Na- We were stuck again! der her own power went to spend the val Architects and Marine Engineers night securely tied up at Evenrude*sex- (SNAME) panels on advanced marine And so we assembled around that perimental marina. vehicles and maritime economics has fateful drawing board again. We had all been planning an AMV workshop in noticed a small tree at the far end of the From her birthplace, the FLAG- Washington this year. Because of the at- property, making it closer to deep water STAFF went to Palm Beach, Florida tention and interest they receive, fast fer- than the piling we had driven. The tree where it passed extensive sea trials for ries were chosen as a focus for our AMV was about eight inches in diameter and the US Navy. After acceptance, the craft discussions. Initially there appeared to be had been discussed as a holding point. It was deck loaded for transit to San Diego a clear agenda of topics to be covered, was problematical whether its roots were for additional Navy evaluation and read- but progress slowed when it became ap- deep enough to give us a secure point. ied for assignment to Vietnam where she parent that there are wide-ranging opin- The decision was made to give it a shot. performed rapid sea patrols. Upon return ions as to who needs what information. Our meteorologist informed us that a to the United States the FLAGSTAFF wind shift could be expected during the was assigned to the Coast Guard for eval- Discussions with ferry industry next morning hours. So the decision was uation of the hydrofoil in their missions. people reveal that, while interested in made to drive the piling as deep as possi- It was ultimately sold to fellow IHS AMVs, they do not see AMVs as rele- ble and to use the tree to help hold the pil- member, John Altoonian of New Jersey, vant to their own requirements. Several ing in place. We would work into the believe that the performance of a modern evening hours of the 8th and have all 30 knot catamaran is near the upper edge hands and facilities ready for a try late in DISCOUNT FOR IHS of what their riders would be willing to the morning of the 9th. So we returned to MEMBERS pay for. Most do not perceive any actual work with our beautiful lights and with problems a workshop should address, our interested crowd present. Oh how I Ken Cook of Hydrofoils, Inc. nor do they think they are missing infor- wished for that stronger bulkhead and was so pleased to discover (and join) mation our workshop might provide. For those two cranes to lift FLAGSTAFF IHS that he has offered a LARGE example, Martha Reardon, TRB Ferry into a floating position! discount to IHS members. Ken de- Committee chairman, expressed her be- signs and manufactures super fast lief that there are no legislative changes The morning of the 9th came, radio controlled hydrofoil models in needed, no new or improved ferry de- along with our crowd of rooters and the kit form or ready to fly. There are signs they can*t already obtain, and no accompanying food vendors. As our gas, electric, and nitro-methane new methodology needed for analyzing a crew assembled and the tugs were posi- powered models. For info, contact ferry system to determine what is re- tioned our divers reported some relief Ken at (561) 964-6399, or you quired. She supports the idea of a work- from the sand due to a now seaward canlink to the Hydrofoil Incorpo- shop on the basis that any discussion of wind. It was well into the afternoon be- rated web site from the IHS home ferries is helpful, but there is no specific fore everything was in position for the page (http://www.erols.com/foiler). benefit she would expect from it. We of next try. And so again the GO! signal was Note that IHS does not endorse course disagree and think we may be able given and all eyes focused on that little products or services, so Ken’s prod- to convince ferry industry skeptics that in tree. The launch rig started to move and ucts will have to stand as their own the right situations, AMVs can be more the little tree began to bend and bend it recommendation. [We would like to profitable than conventional ferries. did, but the roots held fast keeping the hear details from anyone who buys piling in place. Slowly but surely the rig and operates one of these R/C racers. Continued on Page 16

IHS Spring 1997 Page 7 LETTERS TO THE EDITOR

Pride of Ownership Hydrofoil that can accommodate 50 to knowledge of such a thing? I*d appreci- 150 passengers for use in the Philippines. ate a reply from any who could even I have noticed that misinformation Jowie D. Witongco, III, President speculate on this. in letters and articles propagate to be- PROSPEC USA Evan Riddle come facts if they are not corrected by 909-428-2028 voice [email protected] editorial comment. One correction is that 909-428-8200 fax Capt. Ron Fraser of Astoria, Oregon [email protected] owns HIGH POINT, not Diversified Ma- The concept of using a pendulum rine. He is slowly refurbishing the HIGH to control port and starboard foils to POINT to someday cruise on the hull to- [Fast Ferry International in Eng- make a coordinated turn was tried when ward Alaska. Another correction is that land is the premier source of the informa- mechanical control systems were being the owner of FRESH-1 is Dave tion you asked for (they publish an studied. I think the experimenter was Symington of Seattle, Washington. He annual directory issue of their magazine, Gordon Baker. The whole concept of me- also has the struts, the demonstration and they also sell a computer database of chanically controlled foil systems was in foils, and the transit foils stored at Silver- the same information but with more de- due course overtaken by the use of elec- dale. He has asked for suggestions on the tail). You may be able to find the FFI di- tronic systems. I don*t know of any at- use of FRESH-1. rectory in a library such as at a university tempt to control foils longitudinally in a Sumi Arima with marine-related programs. The data- seaway with a pendulum. [email protected] base covers operators, builders, and in- Bob Johnston dividual vessels. FFI*s internet address is [email protected]. Their phone is IHS Home Page Whither the Hydrofoil Market? +44 1580 766960. Their mailing address is FFI, Milrose House, Sayers Lane; Ten- I am impressed by the IHS home I*m personally a bit pessimistic terden, Kent TN30 6BW; UK. Their home page. I*m downloading it to study at my for hydrofoils in government or commer- page on the World Wide Web is leisure (local phone calls aren*t free cial fields. It seems as though various http://www.fastferry.co.uk (you can or- here!). However, the pictures are much competing transportation technologies der the database on line using a credit more detailed, and take much longer to have diminished the advantages of the card). -Ed] download, than they need to. foilborne crowd. USS PEGASUS Malin Dixon (PHM-1) was a wonderful ship, but the I am looking for a source of infor- [email protected] acquisition and maintenance costs would mation on commercial hydrofoil craft have scaled very badly in comparison to (manufacturers, operators, etc.) I would [The home page has progressed to RO-RO and SWATH ships... or like to know whether craft the size of fer- the point that it has moved from the edi- chunnels. SESs offered some advantages ries are available, and whether they can tor*s personal Compuserve account to its over hydrofoils, and they too have fallen be used for short trips (100 miles or less) own account. See page 1 of this issue for to the same factors. This isn*t to say that I down the Atlantic seaboard line. the new address. IHS members are asked feel hydrofoils are doomed, merely D. Lerman to visit the home page from time to time searching for the wrong market. [email protected] and help answer the posted requests for [See info on FFI above -Ed.] information. -Ed] There was one pleasure craft man- ufacturer in Newport Beach, Ca. that Where To Buy produced the DynaFoil (from the com- Mechanical Stabilizer pany of the same name) and I remember Please provide me the names of sitting of the back of one and zipping I*ve come across an interesting the people or manufacturers of Hydro- across Mission Bay passing up the mechanical device for stabilizing sub- foils, their position, telephone, fax and Glaspar ski boats in 1976. For $2,700 it merged foils on small craft. It consists of email address. I would like to get in touch was hard to beat, but Kawasaki had a a weighted pendulum that, of course, with them as I want to buy a Commuter better sales machine for the Jet Skis. swings on a pendulum and turns a bell crank to kick foils up and down. Any Continued on Next Page

Page 8 IHS Spring 1997 LETTERS TO THE EDITOR [If you are thinking of an engine- than US dollars. In either case, bank fees (Continued From Previous Page) powered hydrofoil, you can get plans and and surcharges would eat up a large part components for this project from Hydro- of the $20. Like his predecessor, our cur- Yamaha demonstrated an OU-32, foils, Inc. PO Box 6006; Lake Worth FL rent treasurer shows no inclination to which was a fully enclosed, two-man hy- 33466; 561-964-6399 voice or fax. If a change to a more customer friendly pol- drofoil and it appeared on, I believe, “Be- sail boat is what you have in mind, you icy... and it is hard to argue with his eco- yond 2000" [a television series on the may want to contact David A Keiper of nomics. Many overseas members simply Discovery channel]. That was the epit- Williwaw fame: DAK Hydrofoils; 123 obtain a US$20 bill (cash) from their ome of the personal hydrofoil, lacking South Pacific Street; Cape Girardeau bank and mail it in. So far none has been only automated height control. This is MO 63703 USA, phone: 573-651-6582, lost in the PO. Other people have friends the market where hydrofoils might best email: [email protected], web or associates in the US who pay for them be pushed for adoption Price/perfor- page: http://www.igateway.net/~dakh. If and are later reimbursed. Still others mance in this area are more nearly com- anyone in Europe desires this info, your have business in the US and pay when parable with other personal water craft point of contact is Claus-Christian they are here, sometimes for a couple of vs. military vessels and large fast trans- Plaass ([email protected]) -Ed] years at a time. If none of these methods ports. I just wish that Yamaha had really suits you, then by all means go ahead and released the OU-32. There were rumors Please Send a Check send a check for the equivalent of $US20 out of Australia, then silence. I still have with perhaps a bit extra to feed the vora- a video clip of it. I am glad to have found your site cious banking system. -Ed.] Carl Allison and will be applying for membership. I [email protected] have for several years, been very inter- Nigg Flying Fish ested in designing, discussing, and build- ing a prototype. I am looking forward to My interest in hydrofoils began I am quite certain that Yamaha meeting your members and learning with a number of pounding rides on the never put a hydrofoil into production. more about the organization. Mobile Bay, Gulf of Mexico, and estuar- Several Japanese companies evaluated Bill Hodge ies. Like my grandfather*s mutterings: the use of hydrofoils along with other [email protected] “...there*s gotta be a better way than high speed marine vehicles. Hitachi, who this”..., as he trudged rutted roads in a built Supramar designs PT.20 and PT.50, mule-drawn buck-board wagon, I and Kawasaki, who built their version of Joining From England pleaded for relief from the pitfalls of wa- the Boeing-designed Jetfoil, were the ter travel: rough ride, slow speed, and only major Japanese companies building I am interested in joining. Do you high fuel consumption. My rediscovery in production quantities. Mitsubishi and take credit cards? Have you any mem- of hydrofoiling, (we thought they were Mitsui seriously considered building bers in England? hot back in Junior High), has taken hold production hydrofoils. Sumitome Heavy Malin Dixon and has not yet let go. Industries Ltd did build three Italian-de- [email protected] signed Sparvieros for the Japanese Mari- Powered craft were my first expe- time Self Defense Agency. [At last count we had an even rience. Planing boats were too rough and Bob Johnston dozen members in England, not that displacement hulls too slow. Both re- many when you consider that the IHS be- quired constant attention to fuel levels. gan there over 25 years ago through the Sailing vessels seemed an answer. Do It Yourself efforts of a retired Royal Navy officer CDR Mark Thornton and a transplanted I didn*t mind the light airs, as these vessels will move until better I am currently thinking of building South African, Countess Juanita winds are found. I did not care for maxi- a small 2 man craft capable of traveling Kalerghi. IHS headquarters moved to the mum hull speeds of only six knots on bal- through the afternoon chop of Peconic United States in 1987. As for how to pay lasted keels or the tendency for Bay on Long Island. I work with alumi- for membership, which costs $20 annu- center-boarders to fall over. Budget con- num, and have access to CNC Router and ally in US currency, that occasionally straints would not allow large fast boats many other shop tools. Please contact me presents inconveniences. Unlike many of sail or power. Then I saw the if you could help. other, more commercially organized Ketterman Tri-foiler on “Beyond 2000.” Chris Marotta (and more expensive) professional soci- [email protected] eties, we are not set up to accept credit Continued on Next Page card orders or checks in currency other

IHS Spring 1997 Page 9 LETTERS TO THE EDITOR (Continued From Previous Page)

I frantically sought this and other sailing foilers out from every corner of the globe, but I*ve found surprisingly little. What I did find is the Flying Fish. The designer, Mr. Nigg sent me blueprints on the sailing canard hydrofoil. It has no moving parts for incidence control save for the pilot*s weight shift to keep the ca- nard rudder-foil in trim. Mr. Nigg assures me that the craft is well designed for its purpose and offers a platform on which to develop further. Photo From Volga 70 Promotional Brochure — “Amazingly Stable”

Many aerospace concerns have a wealth of information on wings in ground effect and pivoted airfoils that machine. About 28 ft long by just over 6 Nizhnyi Novgorod Shipyards vary in incidence but maintain a constant ft. wide, it has a riveted magnesium /alu- angle of attack. Hang glider wings have minum alloy hull with stainless steel You asked about the Gorki Ship- been attached to small sailboats. Rigid foils. The front foil has two levels of yard, builder of Meteor class hydrofoil wing designers have made inroads to- blade, and the rear has a single level. The ferries. Meteors were created at wards safe and efficient service. Com- hull has steps to reduce drag. It has an “TSentral*noe konstruktorskoe byuro po puters allow for more advanced, open passenger area with 6 removable sudam na podvodnykh kryl*yakh im. R. automatic control systems that more seats, and there are watertight bulkheads E. Alekseeva” (and maybe other struc- aptly could be called ‘hydronics* (a deri- between the bow section /passenger sec- tures around “Krasnoye Sormovo” plant) vation of ‘avionics*). As always, the ma- tion /and engine compartment. It is pow- and produced at Zelenodol*skiy Ship- rine and aerospace communities can use ered by a 6 cyl. 106 hp Volvo diesel yard and probably at “Volga” Shipyard. information gleaned from experimenta- driving through a Volvo leg with an 8 tion and experience to the advantage of inch extension in it. Once she*s flying, I think production of Meteors is both. The coming century begs for fast, fuel consumption drops way down (be- suspended. Other hydrofoil ships (“ships fuel efficient means of travel. With naval cause the hull isn*t pushing water) to on the underwater wings” = “suda na architects still wrestling with a centuries about 2-3 gallons/hour @ 28 knots. Try podvodnykh kryl*yakh”) and “air-cav- old concept of sailing yacht, it would be that with a Bayliner! ern” vessels are made (business-class refreshing to see a turn to foil-stabilized boats mainly). Web page is: http:// www. platforms. Comments are welcome. She weighs about 3,500 lbs., and I inforis.nnov.su/n-nov/yarmarka/nnregion/ Evan Riddle think the payload is around 1,500 lbs. I prom.html.e (The Industrial Potential of 165 Pinehill Dr. have estimated the weight / payload / fuel Nizhny Novgorod Region). The page is Mobile AL 36606 consumption ratio to be about the same in Russian, but suffix “.e” dynamically [email protected] as an old chevy 1/2 ton pickup. While it transliterates it to English alphabet. See was built as a river boat, it was also ad- also “Krasnoye Sormovo” and AO Volga 70 vertised as being seaworthy in about a “SOKOL” there and also at http:// www. force 2 sea, which doesn*t sound all that unn.runnet.ru/nn/industry/sokol/main.htm. I own a Russian-built 1974 Volga seaworthy on the ocean. I*ve had it out in Youcan grab phone numbers for the vari- 70 hydrofoil. I*m looking for info on this some pretty big seas and, although it ous shipbuilding enterprises in Nizhny at boat if anyone can help. The old girl was won*t “fly” in anything over a 2 ft. sea, its http://black.inforis.nnov.su/infobase/yel- imported from Russia (so the story goes) amazingly stable even in the short 5 ft. low/yellow.w(Russian). To search further, by some businessmen who were doing waves, due to the foils acting as keels. use the Russian search engine at http:// some engineering work (?) over there, Rick Jackson www.rambler.ru. but didn*t want to be paid in rubles. They Box 111 Michael Poliakov took stuff like these hydrofoils, tractors Gabriola, B.C., Canada, VOR-IXO [email protected] etc. instead. They are really an amazing [email protected] Continued on Next Page

Page 10 IHS Spring 1997 LETTERS TO THE EDITOR (Continued From Previous Page) PT 150 Lives

Here is a photo of a phantom! By this, I refer to “Back to the Future” in the IHS Newsletter [Winter 96 - 97, p. 15].I was a little disappointed to read such a mistake as “the PT 150 was never built” in such a fine paper. As you can see by the photos, the vessel was fully materialized, and this as a car carrying vessel! (Note the movable ramps in the aft end of the superstructure). However it is correct, that the vessel never did carry cars on any ordinary trip, as the aft compartment of the superstructure was convertible from car space to passenger saloon and vice The PT 150 DC Expressan by Westermoen Hydrofoil in Mandal Norway 1971. versa, and that from the first day of sail- ing this compartment was in passenger layout. Due to the big weight increase of the maiden voyage in Hovering Craft navia (especially in Norway and Den- the vessel as built compared to the design and Hydrofoil (a forerunner for Fast mark) since 1960, when the first weight, it never became realistic to carry Ferry International) Sep 1968 and FFI hydrofoil, a PT 50 Sirena, was put in ser- cars, and the aft ramps were removed. July-Aug 1993. vice between Sweden and Finland. This conversion was carried out before Sren Struntze the summer of 1971. Two more PT 150 DC*s were de- Frederiksdalsvej 128 livered in passenger-only layout for 250 DK 2830 Virum The maiden voyage of the vessel, passengers, Queen of the Waves deliv- DENMARK Expressan (later renamed Prince of the ered Oct 1970 and Princess of the Waves [We meant to say that the PT 150 Waves) took place the June 24, 1968, and delivered in the spring of 1971 (I am as actually built and put into service did the vessel was running the Göteborg - building a model of Queen of the Waves not carry cars, but that is not how it came Frederikshavn route that summer. You in scale 1:40). Like the Expressan, the out in print... ouch! -Ed..] can find a description of the vessel and two additional vessels were built by Westermoen Hydrofoil A/S in Norway.

The vessels had a vagrant life (please see the above mentioned FFI Fast Food July-Aug 93), and were all three put in service on the Copenhagen-Malmö route The first Poti-built Kometa hydro- in the period 1972-76. I can tell you, that foil has been turned into a cafeteria in it was a very impressive view, when downtown Poti on the Black Sea close to these vessels passed foilborne through the Turkish border (per letter from Tim the outer harbor of Copenhagen! Timoleon in May 95). Martin Grimm If you want more information on the PT 150 DC hydrofoils (or other high The Letters To the Editor sec- speed vessels in this area), please contact tion allows hydrofoilers to ask for or me, and I will try to help you the best I The car loading ramps shown in the provide information, to exchange photo above were later removed. The can. We really have a lot of experience ideas, and to inform the readership greater than planned as-built weight of concerning high speed passenger vessels of interesting developments. All are the PT 150 DC made it impractical to in this corner of the world, with more invited to participate. carry vehicles in addition to passengers. than 100 vessels set in service in Scandi-

IHS Spring 1997 Page 11 MEMBER NEWS MEMBER PROJECTS Karl Duff of Port Orchard, IHS member Don Burg, president WA wrote a note: In February of Air Ride Craft, Inc.,Miami FL brought 1997, after a long delay, the Wash- us up to date on his project to build a 52 ington State Ferries were protected foot demonstrator of his patented by a decision by the State Trans- Seacoaster. Don*s design promises im- portation Department in prohibit- proved ride characteristics in rough wa- ing private fast-ferry competition ter compared to a standard Surface Effect from the Horluck Ferry Service. Ship. They had requested a license to op- Model of proposed 55 knot, 600 pas- erate to Seattle from three west Don explains that, “the standard senger Seacoaster ferry Puget Sound terminals. SES consists basically of a catamaran hull with fore and aft flexible seals, each reports that he has recently model tested Roger Gallington of Des seal running between the side hulls. and is satisfied with a retractable hydro- Moines WA, recently reported: On Blowers generate pressurized air into the foils located within the air cushion areas. February 16th, Philip Chesley and cavity thus formed. The air cushion This will replace the fixed foil shown in I took turns operating our 15-foot within the cavity supports 80 to 90% of the sketch. The retractable foils reduced hybrid hydrofoil test craft on Lake displacement. Efficiencies and load car- pitch motion in rough water by about Washington. The fully submerged rying capabilities of the SES at moderate foil supported 95% of the weight. Along with John W. Ward, we have formed a 3-person “sweat equity” corporation (GAL, Inc.) to develop this hybrid which combines a fully-submerged hydrofoil with a stepped planing monohull. The craft is naturally stable, very strong, and has no underwater hinges or other mechanisms. Over HYDROFOIL

the next months we plan to maneu- BLOWER ver the craft at heavier weights and DISCHARGE higher speeds in rougher water. The Seacoaster air cushions are molded into the twin hulls as shown Bob Johnston recently (April) reported that he had re- to high speeds are outstanding compared half, with an increase in drag of about turned from the hospital after an to conventional hulls and catamarans. 8%. operation followed by a week of re- Unfortunately, the forward cushion is se- covery. He is doing well and after verely affected by waves, causing degra- Don reports that the demonstra- several weeks of taking it easy, he dation in ride qualities and a notable tor*s hull is finished, and he is moving promises that he will be back on the increase in resistance in moderate to ahead to obtain and install the engines. golf course ready to challenge Tiger heavy seas.” He plans to have the craft in the water for Woods! We all wish him well, and a sea trials in about three months. He is speedy, full recovery. As shown in the sketch above, the marketing his craft as suitable for pas- Seacoaster is a pure catamaran, senger ferries and offshore gambling non-flexible seal SES design, which Don boats in lengths up to 150 ft. Looking to has patented internationally. The air the future, he can envision a 180 ft ver- NEW IHS HOME PAGE NEW cushion cavities are molded into the hulls sion open ocean ferry operating between and are relatively unaffected by rough Miami and Havana, and even a 700+ ft The IHS home page on the water. A small hydrofoil between the trans-oceanic Seacoaster freighter! Web has moved. The new URL is: side hulls forward insures good pitch http://www.erols.com/foiler damping to improve the ride even fur- Don may be reached by email at ther, but at a cost of increased drag. Bob [email protected] or by land mail at

Page 12 IHS Spring 1997 HYDROFOIL NEWS DIGEST

AUSTRALIAN YARDS employment will rise 40% to just over Australia. Even the figure of 13%, the re- CONTINUE TO DOMINATE 2,000 workers. By June 1999, the yards port points out, was “abnormally high WORLD MARKET anticipate that total production will be due to the construction of two large fer- worth A$619 million, and they will have ries for the Fremantle to Rottnest Island Fast Ferry Int*l, Jan-Feb 1997) over 2,500 employees and contractors. tourist trade and a large river cruise ves- The 1,433 employed in June 1996 repre- sel to operate on Swan River.” If there was doubt lingering in sents an increase of 385 over June 1995. anyone*s mind about just how important Of these, 35% were on direct contracts Growth, which has been taking the fast ferry industry is to Australia in with the yard and 65% were contractors. place over an extended period, has been general, and Western Australia in partic- helped immeasurably by both state and ular, they should consider figures pro- The report notes, “The industry federal government support. Despite re- duced for the Western Australian suffers from shortage of skilled labor, re- cent hiccups with the bounty, this contin- Shipbuilders Association in the middle flected in the high number of apprentices ues to be the case. Active involvement, of 1996. According to these, in 1995 light and trainees – almost 20% of the work not just through direct subsidies or price weight shipbuilding in Australia pro- force. 93% of all apprentices and trainees support mechanisms, has created a thriv- duced 30% by value of the world market, are engaged in trade areas of hull con- ing and expanding center of excellence. with Western Australia claiming 60% of struction, engineering and fit out. This is particularly noticeable in the de- the country*s share and Tasmania taking velopment of infrastructure and the cre- 35%. The remainder is accounted for by “The industry utilizes a predomi- ation of a dedicated shipbuilding zone in Queensland (3%) and South Australia nantly contract labor force. This allows Henderson by the state government. (2%). In stark contrast, Australia*s con- shipbuilders the flexibility required to tribution to shipbuilding in general was maintain productivity in a highly com- This has made both waterfront and minimal; the country produced a mere petitive international industry.” industrial land available on a commercial 0.5% of the world*s vessels by value and cost recovery basis and has, in partner- 0.025% by gross registered tonnage. Ferries and cargo vessels ac- ship with industry, produced basic com- counted for 86% of total production. munal facilities. Moreover, it has, again The prize is well worth having. Work/charter vessels and luxury motor in consultation with the shipbuilders, During the 12 months to June 30 1996 yachts accounted for 5% each and fishing created a master plan for the future devel- light weight shipbuilding was worth vessels for just 4%. opment of the Henderson area to accom- A$196 million to Western Australian modate the expected growth of the yards, and the total is continuing to grow. In the 12 months to June 96, 84% industry. The plan includes: Forecasts, based on secured contracts, of the Western Australian light weight anticipate that the figure will nearly dou- shipbuilding industry*s production was • The diversion of major arterial roads ble, to A$381 million, in the correspond- for export, 13% was for WA customers around the estate to provide a more ef- ing period of 1996-1997 while and 3% was for customers elsewhere in ficient working environment and im- proved waterfront access for the Relative Value of Western Australian Shipbuilding By Vessel Type transport of vessels. % of Production By Value • The extension of breakwaters provid- Vessel Type 1994 1996 1999 ing additional protected waterfront Ferry & Cargo 69 86 93 land to industry members. Fishing 3 4 1 • The creation of large flooded working bays to accommodate vessels of up to Work/Charter 6 6 1 300 meters in length. Luxury Motor Yachts 22 4 5 Source: Western Australia Light Weight Shipbuilding - July 1996 Continued on Next Page

IHS Spring 1997 Page 13 AUSSIES DOMINATE JAPANESE OPERATOR BELLA CENTER, COPENHAGEN (Continued From Previous Page) ADDS SECOND JETFOIL 24th-26th FEBRUARY 1998 • TO FLEET The allocation of land for a Marine In- CALL FOR PAPERS dustry Technology Park adjacent to (Fast Ferry Int*l, Jan-Feb 1997) the main shipbuilding precinct. We are delighted to issue a Call for Kyushu Shosen has introduced a Papers for the l4th Fast Ferry Interna- The first stage of the plan, the con- second Kawasaki Heavy Industries Jet- tional Conference which will take place struction of a northern breakwater, is foil 929-117, acquired from another Jap- in Copenhagen on 24th - 26th February now underway, following the approval of anese operator, on its 1998. We have already received offers of A$7.6 million funding by the State Par- Nagasaki-Fukue-Narao route linking abstracts of proposed papers from sev- liament, and is due for completion by the Kyushu and the Goto Islands. The fully eral authors, and we are now issuing a end of summer 1997. submerged hydrofoil, delivered in 1990 general call for papers to give the maxi- to the Higashi-Nihon Ferry Company as mum notice for everyone wishing to sub- In the financial year to June 30 Unicorn, has been renamed Pegasus 2. mit a title and abstract. 1996, A$3.64 million was invested in Kyushu Shosen introduced Jetfoil employee training, A$11.8 million in 929-117 Pegasus in the same year. For While papers covering all aspects land and buildings, A$7.0 million in new the past seven summers, Unicorn has of the industry will, of course, be wel- plant and equipment, and A$740,000 in been in service between Hokkaido and come we are particularly interested in research and development. Investment Honshu on Higashi-Nihon*s Hakodate those covering the topics of vessel oper- of a further A$23.6 million is committed Aomon route. It is to be replaced this ating experience, new designs and devel- for the 1997 financial year and over year by a Mitsubishi Heavy Industries opments, and safety. A$58 million is programmed for 100m passenger/vehicle monohull that is 1997-1999. due to be delivered in June. Authors are invited to submit their titles and abstracts for presentation at the 4th INTERNATIONAL MARINE LOG PROVIDES Conference and are requested to limit CONFERENCE ON FAST SEA NEWS OF INTEREST TO them to 500 words. Abstracts should TRANSPORTATION HYDROFOILERS reach the organizers no later than July 31st. All authors selected will be in- FAST ‘97 will take place in Syd- The lead story in this newsletter formed by September 30th, and com- ney, New South Wales, Australia 21-23 was reprinted from Marine Log. This pleted papers will be required by July 1997. FAST ‘97 aims to contribute magazine is available free to qualified November 30th. In all cases the work to the design, construction, and safe and members of the maritime community. To should be original and not have been economical operation of high speed ma- qualify, you need to buy, use, or recom- published, or offered for publication, rine craft. Every aspect of such craft and mend the types of products and services previously. their operations will be examined and offered by Marine Log‘s advertisers. For discussed. There will be approximately more information, contact Marine Log, Abstracts and titles should be sent 110 technical papers presented across 345 Hudson St., New York NY 10014, to: Giles Clark, Fast Ferry International, four concurrent sessions. For informa- phone: 212-620-7200. Milroy House, Sayers Lane, Tenterden, tion, contact Baird Publications – FAST Kent TN30 6BW, UK or email to: ‘97 Conference Secretariat, P.O. Box For users of the internet, the Ma- [email protected]. 460, South Yarra, VIC 3141, Australia; rine Log home page on the World Wide phone: 61(0)3 9826 8741, fax: 61 (0)3 Web is http://www.marinelog.com. Here 9827 0704. Send internet email to: you can find information on such topics IHS 25th Anniversary Celebra- [email protected]. as News Updates, US Shipbuilding Con- tion/Conference Proceedings

To order a copy of the Proceed- ings containing a complete collection NEW IHS HOME PAGE NEW IHS Membership for full of papers presented, send US$18.50 time students is only US$2.50 for shipment within the US or $25 for The IHS home page on the World per year. If you know people in- international shipment to George Wide Web has moved. The new URL is: terested and eligible, please en- Jenkins, Treasurer; 713 S. Overlook http://www.erols.com/foiler courage them to join now! Drive; Alexandria VA 22305 USA.

Page 14 IHS Spring 1997 1996 DELIVERIES AND ORDERS 1997 TRB MEETING Fast Ferry Int’l, Jan-Feb 97 (Continued From Page 2) Vessel Design Delivered Ordered Total terest here was the overall process and Catamarans 46 50 96 the fact that Imperatore has done all Foil-Assisted Catamarans 0 2 2 the right things to produce a viable, profitable ferry service. Hovercraft 0 0 0 Hydrofoils 1 0 1 • A great deal was said about Hydrofoil Catamarans 0 0 0 “intermodalism” and the need to make intermodal connections simple/effi- Monohulls 22 24 46 cient. Most examples cited involved Surface Effect Ships 0 0 0 freight movement, but the principles apply equally to passengers. Any de- SWATHs 0 1 1 velopments that make intermodal Wave-Piercing Catamarans 5 1 6 transfers faster and easier favor fast marine vehicles because the benefits Totals: 74 78 152 of greater speed on the water will be Passenger Ferries Delivered Ordered Total less likely to be lost through ineffi- ciencies in port. 50-99 seats 2 4 6 100-149 seats 4 1 5 • A representative from Washington 150-199 seats 7 7 14 State Ferries gave an excellent presen- tation on their new methodology for 200-249 seats 9 8 17 modeling the demand for ferry ser- 250-299 seats 1 4 5 vices in the Puget Sound area.

300-349 seats 14 12 26 • A Maritime Administration represen- 350-399 seats 5 7 12 tative spoke on the USA*s inland wa- terways as a greatly underused 400-449 seats 5 5 10 transportation resource: more than 450+ seats 3 10 13 just barges should be moving on them. Totals: 50 58 108 • A currently-ongoing project was de- Passenger/Vehicle Ferries Delivered Ordered Total scribed to develop fast ferry service on 10-49 cars 2 1 3 Narragansett Bay, connecting Provi- dence and Newport, RI and other 50-99 cars 2 0 2 points in the area. 100-149 cars 4 4 8 I spoke with people who partici- 150-199 cars 13 7 20 pated in panel discussions touching on 200-249 cars 1 2 3 marine issues, some of them senior De- partment of Transportation officials and 250-299 cars 0 3 3 House and Senate staff members. They 300-349 cars 0 0 0 all professed interest in ferries and AMVs and gave some thoughts on how 350-399 cars 2 1 3 to promote their consideration, and our 400-449 cars 0 0 0 AMV workshop committee has been fol- lowing up on those ideas. 450-499 cars 0 2 2 Totals: 24 20 44 Overall, the Transportation Re- search Board meetings were interesting

IHS Spring 1997 Page 15 AMV WORKSHOP... AMATEUR YACHT RESEARCH (Continued From Page 7) SOCIETY A major reason for planning the [Hydrofoil sailors may be inter- workshop this spring was the knowledge ested to contact AYRS. The following in- that the Intermodal Surface Transporta- formation is drawn from their web site: tion Efficiency Act (ISTEA) is up for http://ourworld.compuserve.com/homep reauthorization this year, and it was ages/Fishwick/ayrs.htm -Ed.] thought we could provide useful infor- mation to legislators and staffs involved The AYRS is a UK registered Ed- in that process. The original 1991 ISTEA HOW HYDROFOILERS KEEP FIT ucational Charity dedicated to finding bill provided US$100M for ferry pro- out how to make yachting better (faster, TRAMPOFOIL® is a hu- jects and had other useful features. AMV more fun, whatever you want it to be). man-powered hydrofoil with flapping ferries might get a boost if the legislators Our members run from sober sided pro- wing propulsion. This water bike is pro- knew more about them. fessional yacht designers and builders to pelled without any engine, sails, or oars. bearded eccentrics full of ideas that they The TRAMPOFOIL® gets its support- But discussions with House and cannot make work. From our members ing and propelling force completely from Senate staff members involved with have come the modern sailing the hydrodynamic lift on its hydrofoils. ISTEA have indicated that it is very late multihulls, self-steering gear, sailboards, The waterbiker jumps with both feet to- for any new information to influence the a flock of successful sailing hydrofoils, gether and pushes the hydrofoil alter- course of that bill. Work began on it a the World Speed Sailing Record system, nately up and down. The waterbike is year ago, and the companies, industry etc. Now people are taking off with started and landed on a jetty (or a boat). groups, and states that have a stake in the kiteboats and autogyro-sails, and the first To start, the waterbiker has to reach 2.5 outcome have long since acted through amphibious bicycle! their representatives to try to affect the m/s (5 kn) by pushing out from the jetty. According to the manufacturer, it is easy parts they care about. In a meeting with a Membership is open to anyone in- to learn, and after some practice the very active marine industry union lobby- terested in the improvement of yachts waterbiker can land safely on the jetty. ist who meets regularly with those in- and equipment through research and de- The trained athlete can race in distances volved with the ISTEA bill, a group of us velopment. The Society publishes a up to 6 km. The speed achieved in calm gained a good impression that the new quarterly newsletter (worth the price of conditions over longer distances is ISTEA legislation will at least be reason- subscription in itself, IMHO), plus 2-4 around 3.5 m/s (7 kn). The max speed ably good for ferries, even if it does not single subject (*very* cutting-edge) over 50 m is around 5.5 m/s (11 kn). deal with AMVs specifically. booklets per year. Subjects range from “Natural Aerodynamics” (birds’ wings For more information, contact A major point made by the con- and vortex generation/reduction), to TRAMPOFOIL AB, Box 5341, 102 47 gressional staffers was that we should fo- “Self Steering,” to “21st Century Stockholm, Sweden, phone: +46-8-665 cus on their industry constituents to Multihulls.” Subjects generally run 10 07, E-mail:[email protected] influence legislators and the ultimate about 3:1, high tech:cruising subjects. legislation. So we have come back We hold 4-6 meetings each winter in the around almost to where we began, but UK (usually West London), and an an- with a clearer picture of what should be Students nual meeting in the NE United States. done and how, and who should be in- Associated with the AYRS is a free email volved in the workshop. The workshop Wanted discussion group, open to non-members has now been scheduled for June 4, 1997 as well as members, but non-members in a Maritime Administration conference will not be sent the new publications. room, and it will focus primarily on the industry: the operators and builders, and [For membership info visit the the companies supporting them. We hope IHS Membership for full AYRS home page or contact Michael to show those in the industry where time students is only US$2.50 Ellison, AYRS, Pengelly House, Wilcove, AMV technology stands and where it is per year. If you know people in- Torpoint, Cornwall PL11 2PG England, headed, what alternatives are now avail- terested and eligible, please en- phone: +44 (1752) 812 003, email: able for use and how they perform, and courage them to join now! [email protected]. -Ed.] how they can approach the problem of

Page 16 IHS Spring 1997 The NEWSLETTER International Hydrofoil Society P. O. Box 51, Cabin John MD 20818 USA

Editor: Barney C. Black SUMMER 1997 Co-Editor: John R. Meyer

Special IHS Report... IHS HOME PAGE The URL for IHS’s home page is: http://www.erols.com/foiler. If ADVANCED MARINE VEHICLE you are not a web surfer but are curious about the home page, IHS can provide WORKSHOP TARGETS USA you with a hard copy printout on request.

By John R. Meyer AMV WORKSHOP PROCEEDINGS If you want a package containing a Why Not More High-Speed Ferries in the USA? copy of each paper presented at the June 1997 AMV Workshop, please send a check, to cover printing, handling and The Society of Naval Architects and Marine Engineers mailing, for US$10.00 made out to the (SNAME) Panels on Advanced Marine Vehicles and Maritime Eco- IHS at PO Box 51, Cabin John MD 20818 nomics, The International Hydrofoil Society, and The United States USA. Hovercraft Society held a workshop Advanced Marine Vehicles(AMVs) For The United States Intermodal Transportation System on June 4, 1997 IHS E-MAIL ADDRESS at the US Department of Transportation, Washington DC. There were 55 attendees. The objectives were to present the AMV state-of-the-art; [email protected] to foster interest from shipbuilders, owners/operators, and investors in fast ferries; and to contribute to the creation of a national strategy for developing fast ferries as a component of the USA*s intermodal trans- INSIDE... portation system.

AMVs include fast monohulls, catamarans (including M President’s Column (2) wave-piercer and SWATHS), hydrofoils, surface effect ships, and air cushion vehicles. Dramatic advances in design and performance in re- M Miami Shipbuilding (3) cent years, and steady increases in size, have greatly expanded their range of appropriate employment. AMVs have proven their depend- M Russia’s Legacy (5) ability and safety — and their economic viability — as ferries in Europe and the Pacific Rim. US ferry operators and transportation planners M One Oar (7) have begun to consider AMVs, and a few operators are already acquir- M Letters to the Editor (8) ing them. The reauthorization process for ISTEA (Intermodal Surface Transportation Efficiency Act) this year, called NEXTEA, has focused M News Digest (13) additional attention on AMVs. M The Air Chair (16) See AMV Workshop, Page 11 WELCOME TO NEW PRESIDENT’S COLUMN MEMBERS Dr. Samuel Bradfield is from Melbourne Beach FL where he is I hope that all of our members will retary Ken Spaulding has been sending President of Hydrosail, Inc. He has have noticed the improvements, avail- out responses to the regular mail and been involved with sailing hydro- ability of additional services, and in- E-mail requests for sample Newsletters foil systems since 1977. During that creased activity of the Society over the and other information. Of course, he time he has designed, developed past several years. This has occurred as a sends along an IHS brochure with an in- and fabricated a number of hydro- result of a “labor of love” on the part of vitation to join the Society at the same foil sailboats. His e-mail address is the Society Officers, the Board of Direc- time. It is through the Home Page that the [email protected], for our read- tors members, and others. Society is expanding its membership, ers who would like additional info. with a growth rate of about 14 the first six The IHS Newsletter itself is a months of this year. Weimin Hu is a naval archi- shining example of this, and is due to tect and structures engineer at Barney Black and the many hours he de- A highlight of recent IHS activi- Maritime Applied Physics Corp. in votes of his private “family time” to edit- ties is its participation in the Advanced Laurel MD. He obtained his BS de- ing and composing this much improved Marine Vehicles Workshop in Washing- gree in Naval Architecture and publication. He has also found time to ton DC on June 4. The Workshop fol- Ocean Engineering at Shanghai put the Society on the “Web.” The IHS lowed about eight months of planning on Jiaotong University, Shanghai, Home Page is continuously being im- the part of the three sponsoring organiza- China, and his MS degree in Ocean proved. The text will soon be enhanced tions including the IHS. William Engineering at Florida Tech. He is by an album of hydrofoil pictures which Hockberger played a major role in its a Ph.D. candidate of Structural En- have been scanned from old and new planning and also presented an interest- gineering in the Aerospace and photographs. We plan to annotate each ing paper on Choosing the Right Ferry. Ocean Engineering Department at picture with a short description of its Please see the feature article on page 1 Virginia Tech. He worked as a Na- characteristics and history. Also many of for more details, and the note about or- val Architect for two years in China the interesting stories that have been dering a copy of the Workshop Proceed- and as an engineer for one year at published in past issues of the Newsletter ings. the American Bureau of Shipping. are being uploaded to the Home Page. John R. Meyer Many of these are the series of great hy- President Richard Jackson is the drofoil yarns as told by Bob Johnston. proud owner of a 1974 VOLGA 70 Also the PHM history will be included, Russian-built 28 foot hydrofoil. See along with Helmut Kock*s stories (and the Spring 1997 issue of the IHS eventually pictures of his hydrofoil de- Newsletter (page 10) for more info. velopments). All members are encour- aged to “log on” from time to time to see Richard D. Jones heads up the latest additions. Wilderness Systems in High Point NC for design and manufacture of A fallout of the Home Page is the hydrofoil sailboats. He has joined vast amount of electronic mail being forces with Dr. Sam Bradfield to generated. This has put even a greater produce his design which is work load on Barney Black, who distrib- planned for early 1998. utes questions, queries, requests for free Newsletters, etc. to various members in Dr. Daniel Savitsky has spent the Society who can help respond. I am nearly 50 years in marine research pleased to report that the E-mail part of and teaching with emphasis on the job is being taken over by Ralph IHS Member Rick Jones teamed with high speed marine craft. He was Patterson. He has agreed to administer Dr. Sam Bradfield to produce this hy- initially employed by the Edo Cor- IHS E-mail in the future and keep track drofoil sailboat due out in early 1998 of who does what in response. IHS Sec- Continued on Next Page

Page 2 IHS Summer 1997 NEW MEMBERS Hydrofoil Pioneers... (Continued From Previous Page) THE RISE AND FALL OF MIAMI SHIPBUILDING poration where he designed float type alighting gear for water-based Part One — The Rise aircraft. He then joined the Na- tional Advisory Committee for By Robert J. Johnston founded Hydrofoil Corp. in Annapolis Aeronautics (NACA), where he MD to undertake the necessary hydrofoil performed basic research on the After graduating from MIT in R & D. Gibbs and Cox was the design ac- hydrodynamics of seaplanes. In 1948, I was assigned to the New York tivity, and Bath Iron Works was to be the 1947 he joined the staff of the Naval Shipyard, where I engaged in con- builder. The Navy recognized that the Davidson Laboratory at Stevens verting the Essex Class aircraft carriers project was not practical, creating a di- Institute of Technology where, in from piston aircraft to jets. After two lemma for the development team, who addition to many other studies, he years in Planning and Estimating, I be- had to keep Bush in the Navy*s corner developed a methodology for eval- came the Design Officer for the lead de- and not upset the Navy*s entire R & D uating the hydrodynamic perfor- sign of these conversions. All indications budget. In fact, the Navy had classified mance of planing CRAFT. Relative were that I was headed for a naval career the hydrofoil program to avoid divulging to his involvement with hydrofoils, in aircraft carriers. In 1952, I was being what many considered was a total waste he was associated with the develop- transferred to the the aircraft carrier type of money. My orders were to report to Dr. ment of a hydrofoil ferry using sub- desk at the Bureau of Ships when I got a Bush once a week and keep him in- merged foils with a unique simple call from CAPT Cliff Grimes. I had formed of the Navy*s hydrofoil activi- mechanical control system, and worked for him in New York, and he was ties. contributed to the development of now Assistant Chief of the Office of Na- SKI-CAT, a catamaran craft sup- val Research. He said, “Johnny, how With this introduction to my new ported by a submerged high aspect would you like to be the US Navy*s Hy- assignment, I began to explore the over- ratio hydrofoil aft and planing hy- drofoil Project Officer?” I responded, all Navy hydrofoil program. It was much dro-skis at the bow. This craft was “Cliff, I don*t know what you are talking broader than the Bush destroyer project. extensively tested by the US Navy. about.” He answered “Look it up, you are The Bureau of Aeronautics was inter- He retired as Director of the it.” With that, I was off to Washington ested in using hydrofoils to improve Davidson Laboratory in 1989 and DC to be the Hydrofoil Project Officer in landing operations of seaplanes. Gordon is currently Professor Emeritus at the Office of Naval Research. Baker and the University of Minnesota Stevens Institute of Technology. were studying Vee foils. Bill Carl was Dan continues to be professionally My assignment was a rather rude pursuing a high speed vehicle of interest active in many aspects of hydrody- awakening as to the workings of the Re- to naval aircraft applications. Miami namics. search and Development (R & D) world Shipbuilding Corporation (MSC) had of the US Navy. What I had assumed was made an arrangement with Christopher Thomas Wuhrmann is an in- to be a technical assignment was fore- Hook, an eccentric British hydrofoiler, dependent photographer in Stans, most a diplomatic one. The US Navy had who had developed a submerged-foil Switzerland, where he and his never taken hydrofoils seriously in spite craft controlled by surface feelers. Work brother own a Photo-Agency spe- the German navy*s achievements in was underway to develop an electronic cializing in local news, railways, World War II. Dr. Vannevar Bush, scien- automatic control system for a sub- ships, and other subjects. His fa- tific advisor to President Truman, had a merged foil system at Gibbs and Cox. ther was Chairman of the major input to the Navy*sR&Dbudget. The consensus of this hydrofoil commu- Waser-Shipyard in Stansstad, who Based on some erroneous data, he had nity was that despite the impracticality of built the first post-war von Schertel concluded that in any future European in- Dr. Bush*s destroyer plans, there was volvement the Navy needed hydrofoils still an opportunity for the program to for rapid transits to Europe and to avoid provide high speed naval capability in the growing menace of the submarine. IHS E-MAIL ADDRESS: rough seas. [email protected] Dr. Bush had obtained funds to Continued on Next Page build a destroyer size hydrofoil, and had

IHS Summer 1997 Page 3 MIAMI SHIPBUILDING busy day in the office, an evening meal With these thoughts in mind, (Continued From Previous Page) together was always a pleasant affair, and along with concern over the family life many good ideas were left sketched on with me as a naval officer and the fact With the Korean invasion, the dining napkins. It was through this asso- that naval pay was not outstanding, I be- Navy became concerned about the speed ciation that I got to know the Buhler gan to think about returning to civilian of the amphibious forces to transit from brothers and their very interesting father, life. This was a difficult decision as both ship to shore. So the need for higher Emil. In fact, on several occasions I was my wife and I thoroughly enjoyed navy speeds for the amphibious craft became a invited to attend the daily family meeting life, particularly the group of people, en- requirement. To increase the speed of the on events of the day that took place with gineering duty officers, with whom we LCVP personnel carriers became the an evening beverage at Emil Buhler*sde- were working. Several opportunities had Navy*s first operational requirement for lightful and interesting home. been offered to me to pursue the develop- hydrofoils. An operational requirement ment of hydrofoils, but I had not given and request for bids was prepared. The After an eventful two years with them any serious consideration up to that major requirement was for these person- the Office of Navy Research, I was or- time. We finally decided to explore civil- nel carrier landing craft to become capa- dered to the Bureau of Ships. My time in ian opportunities that had a future poten- ble of making 35 knots from ship to shore ONR had given me the opportunity to tial. With this I began to inquire and look rather than the existing 8 knots. The craft look at hydrofoil activities all over the at where I might find a future business had to be capable of landing on the world. This included getting to know and home. Several opportunities were pre- beach, but did not require amphibious work with all USA hydrofoilers includ- sented to me. Bick Moorman, MSC*s operations. To many, the MSC proposal ing many dedicated and technically representative in Washington DC, was a surprise as the most feasible and strong government personnel. Also a trip learned of my activities and came to me technical sound bid submitted. Their pro- to Europe was ordered to study the re- with an offer of an assignment with posal won the technical competition mains of the German WW II effort, to MSC. Studying MSC led me to conclude based on the Hook hydrofoil concept visit the first commercial operations of a that this small shipyard had the potential over such other competitors as Gibbs and hydrofoil built by Supramar in Switzer- to succeed in the hydrofoil world. It had Cox, The Hydrofoil Corporation, and land, and to learn as much as we could the capability of building what I foresaw Baker Manufacturing. Negotiations took about the hydrofoil work that Russia was as the Navy*s future requirements for hy- place, and a contract was awarded to doing. Phil Eisenberg accompanied me drofoil craft and an excellent technical MSC to build a full scale hydrofoil on this venture, and Dr. Georg staff. I considered two other opportuni- LCVP(H). This contract was later modi- Weinblum, a former paper clip scientist ties: one, with Chrysler Corp., which was fied to include a manned scale model at the David Taylor Model Basin who interested in establishing a future hydro- construction and test prior to the full had returned to Germany and was head of foil group, and the other with my friend scale construction. This model was the School of Naval Architecture at Bill Carl, who owned Dynamic Develop- named the “dα/dt.” It should be noted Hamburg University, was our guide. My ments on Long Island NY. At that time that based on the results of Gordon assignment to the Bureau of Ships was a Bill*s workload could not really afford Baker*s test craft HIGH POCKETS,a bit of a disappointment, as I was desig- another employee. With that I went to second contract was let to the Baker nated to work on the landing craft desk. Miami to visit Paul Buhler, the treasurer Manufacturing Company for construc- This would be the type desk to which the of MSC. Paul was most open with me tion of a second LCVP(H) using sur- hydrofoils under construction would be and discussed the financial position of face-piercing Vee foils. assigned if and when they joined the MSC. Financially MSC was not a com- fleet. Time and events had passed me by pletely sound corporation, but the future With the award to MSC for the to return to the world of aircraft carriers. prospects were good, and there were no lead in the landing craft program, I It was obviously a long time before the insurmountable problems. He and his started to spend more time visiting and LCVP(H) would be fleet ready. In the brother Ted, the president offered me a working with the MSC technical staff. meantime Navy storage spaces were position as Vice-President of Engi- This group, headed by Jean Buhler and filled with landing craft which were dete- neering with responsibility for the hydro- including engineering professors from riorating. My assignment became one of foil programs. Jean Buhler said he was Miami University, was most impressive preserving these assets for future Naval comfortable with my assignment and the for a small shipyard. Not only were they needs. Compared with being the hydro- prospect of our working together. After a talented group, but they made visits by foil project officer of the U S Navy, this some serious family discussions, I re- Naval personnel very pleasant. After a was not an exciting assignment. Continued on Next Page

Page 4 IHS Summer 1997 MIAMI SHIPBUILDING RUSSIA*S LEGACY: Fourteen MURAVEY-class patrol (Continued From Previous Page) VARIATIONS ON A THEME hydrofoils are in service, but several are non-operational. Whereas the MATKA signed from active duty and joined the By David Foxwell class and its close relatives have a single Naval Reserve (I am pleased to be able to hydrofoil forward, the MURAVEY has a say that after 25 years of service I retired [© 1997, Interavia SA, Switzer- large hydrofoil forward and two smaller as a Captain USNR). With this, in the land. Reproduced with permission, from hydrofoils amidships to provide addi- summer of 1954 I joined MSC. Janes International Defense Review tional lift. March 1997.] From my Navy background I One of the most recent additions knew that submerged foil systems with The Soviet Navy experimented to Russia*s patrol force is the electronic automatic control were the extensively with several types of ad- DERGACH-class, classified as Guided way of the future. Looking at MSC*s vanced hullforms, leading to a number of Missile Patrol Air Cushion Vessel.These LCVP(H), my initial plan was to develop hydrofoils and an SES entering service, twin-hulled SES vessels displace around a suitable automatic control system for with varying degrees of success. 750 tonnes, are about 65m overall, and the craft. The only other known system at are powered by gas turbines. The two that time was being developed at MIT for The MATKA class is a hydrofoil, DERGACH-class vessels, BORA and a Gibbs and Cox runabout. We therefore but differs from Western hydrofoil de- SAMUM, were built at the Zelenodolsk decided to develop our own system. We signs by having a single, forward, hydro- shipyard and were commissioned in hired Walter Keller as an electronic de- foil rather than one forward and one aft. 1990 and 1994, respectively. According veloper to head this effort. We found out This missile-armed vessel was first seen to Jane*s Fighting Ships 1995/96 the de- that Ted Rose, a strong technical innova- in 1978. It had a hull like that of the sign is unreliable, and no more will be tor and well known by the Navy, was OSA-class monohull and single hydro- built. As with many classes of ex-Soviet available. He had been Dr. Bush*s Chief foil forward similar to the TURYA class. Navy surface warships it is difficult to Engineer at the Hydrofoil Corporation This made it a better sea boat than the know whether the failure of these vessels when a borrowed aircraft autopilot had OSA. However, the MATKA class is be- should be attributed to design faults, poor been installed on their test craft LAN- ing phased out of the Russian fleet, and manufacturing, or the Russian Navy*s TERN. He agreed to join us as Chief En- all vessels of the class in the Baltic Fleet generally moribund state. gineer and brought in his son Rod, a were scrapped in 1995. bright engineering undergraduate, who They are undoubtedly high-speed initially worked for us during his sum- The TURYA class remains in ser- vessels; the BABOCHKA could make 45 mer vacations. Ted was also able to bring vice, but some vessels have had their kt foilborne, and the DERGACH class an with him US Navy support for some foils removed, and many are non-opera- impressive 58 kt. The Russian gas tur- study contracts that included retractable, tional or have been scrapped. The bines on most of these fast craft are prob- right angle gear drives and designing BABOCHKA-class patrol hydrofoil also ably less reliable than Western models foils for fatigue life that supplemented featured the single hydrofoil forward, but and consume a lot of fuel. When our engineering income. We needed a only one remains in service. foilborne, the foils are noticeably hydrodynamicist and were fortunate to short-legged and not “sea friendly.” lure Ray Wright who had a background in sea plane development to join us. With the technical staff complete, full atten- IHS BOARD OF DIRECTORS tion was devoted to making the Navy*s LCVP(H) program a success. The name 1995-1998 1996-1999 1997-2000 for this craft came from Jean Buhler who from his friend, Walton Smith, learned of William M. Ellsworth Jerry Gore Mark R. Bebar a long-legged insect found far at sea called HALOBATES Sericeus. William J. Erickson Jim King William Hockberger

John R. Meyer Mark Rice George Jenkins

Continued on Next Page Peter Squicciarini Ken Spaulding Ralph Patterson

IHS Summer 1997 Page 5 MIAMI SHIPBUILDING HALOBATES demonstrated 35 kt in through the speed range of interest. We (Continued From Previous Page) 5-foot waves, good banked turning char- got the Navy to make an AKA, which acteristics, and the ability to partially re- was a converted DE, available with a full The design work on HALOBATES tract and remain foilborne. However any Navy crew. Trials were scheduled to be was well underway. Jean Buhler*s seaman who looked at the cumbersome run out of Fort Eustis on Chesapeake knowledge of wooden hull ship design feelers, used that argument to reject the Bay. Jean Buhler designed and made a proved useful in the design of the hull, concept. Fortunately an automatic con- dynamometer to measure the drag of the particularly the fitting of the bow door. trol system was ready for installation and DUKW, and we were off to tow it to a Retraction of the foils and over-the-stern sea trials. The successful trials allowed speed of about 20 knots. drive were particularly difficult. The op- the Naval personnel who witnessed them erational schedule for the design called to visualize a practical naval hydrofoil. We arrived at Fort Eustis to find for the landing craft to leave the mother At the same time the Navy became inter- our DUKW being readied for towing. ship with the foils and drive fully ex- ested in British developed air cushion ve- Much to our surprise we found the Army tended and as the craft approached shal- hicles that could transit ship to shore, personnel hurrying about with much pa- low water to continue to fly with the then crawl up on the beach. Naval inter- perwork. The Navy*s AKA was berthed equipment partially retracted. Finally be- est in the LCVP(H) waned as the Navy at the Fort, and we were assigned berths fore hitting the beach all was fully re- studied air cushion vehicles as landing on board the ship. Now a little aside: tracted but with craft underway craft. However, a final contract mod al- During WW II, I was in charge of a de- hullborne. In the meantime the design of lowed HALOBATES to serve as a sea sign office manned by Naval Officers the Hook feelers which controlled the trial test bed for gas turbine engine. Thus and Bluejackets. We were given special foils became more cumbersome as they MSC installed and tested the first gas tur- projects that the Navy did not want to put were scaled up from the test craft. This bine on a Naval vessel (a Lycoming into civilian design groups. One of our put more emphasis on the need to elimi- T-53). design projects had been to prepare plans nate these feelers for any craft that would to convert DEs to AKAs. This project be acceptable to the Navy. In a lab The successful HALOBATES sea was primarily redoing the internal ar- equipped for development of the auto- trials led the US Army to become inter- rangement of the DE to provide berthing matic control system, a simulator was in- ested in applying foils to their landing and living space for transporting Army stalled along with one of the first craft. Colonel Spears, one of the fathers contingents. In redoing the forepeak area computers in Miami. The heat was on the of the Army*s DUKW, thought that foils to accommodate troops, we had to put staff to come up with an acceptable sys- could increase the sea speed of this vehi- some of the bunks together than allowed tem. cle. He and Rod Stevens of Sparkman by Navy design practice, making it very and Stevens visited us in Miami, partici- difficult occupants of these berths to turn In 1957 HALOBATES was com- pated in one of our HALOBATES sea tri- over. When this spacing finally was fi- pleted and ready for sea trials with its me- als, and initiated the contracting process nally approved I can remember saying chanical feelers for foil control. Some to get a DUKW flying on foils. This was “Well, I know I shall never have to sleep time had been lost when the to be a MSC project, but — since the there.” Well guess where the berth was over-the-stern drive that was designed Army foresaw a production contract for that was assigned to me... one of the “too and built for us by Cabi-Cattaneo of Mi- DUKWs on foils and since these were close” berths! lan, Italy failed its test. Ted Buhler had wheeled vehicles for land operations gone over to witness these tests and dis- —we had to accept the Lycoming Divi- Finally all arrangements were covered that the completed design would sion of AVCO as the prime contractor. complete, the dynamometer was in- not retract. The gear train locked up on They had no hydrofoil experience, so the stalled in the tow rig, and we were ready retraction. This caused a major modifica- initial design, conversion, and sea trials to head to sea to conduct the towing tests. tion which included having to accept became MSC*s responsibility. The underway trials lasted about two some bearings with shorter life than we days, and we were able to gather the nec- had initially specified. It also put Senior Our first concern was whether a essary data for the design of the propul- Cattaneo in mourning as he had designed DUKW could achieve take off speed sion system. To our pleasant surprise the the gear train, and at that time he was one without swamping, and if it could, what DUKW planed beautifully, and we got of the few gear designers who had pro- was the power required for take-off? The the craft up to take-off speeds of interest duced right angle drives. Anyway, trials Army was willing to loan us a DUKW for finally got underway in 1957, and tests if we could provide a ship to tow it Continued on Next Page

Page 6 IHS Summer 1997 MIAMI SHIPBUILDING (Continued From Previous Page)

without any swamping. So a delighted test crew returned the DUKW to Fort Eustis. To our surprise we were greeted by unhappy Army personnel. Having as- sumed that the test craft would be lost during the towing they had assigned all unaccountable material for their DUKW operations to our loaner. Now they had to undo all that paperwork!

Using the data from the trials and 24 ft. to windward of the main hull and adapting data from HALOBATES,in- ONE OAR IN THE WATER rig. The main hull is 22 ft. long (plus an 8 cluding its autopilot, and using a By Dave Culp ft. sensor arm) and the boat is 26 ft. wide Lycoming T-53 gas turbine for main pro- [First appearing in AYRS #112] (plus 8 ft. overhang at the canard wing) pulsion, a flying DUKW was designed, overall. The masthead is 26 ft. above the and successful demonstration trials were deck and the mainsail (a stock Prindle 16 conducted in Miami waters. Mel Brown, I’ve built an aerodynamically bal- catamaran main, but set on a beefier a former Navy colleague of mine, was anced hydrofoil with automatic 2-axis cut-down Prindle 19 mast) is 170 square hired at MSC to be the project manager control via surface sensors. It flies on a feet (sq. ft.). The boat carries an addi- for the program. Speeds in excess of 30 single foil (the one oar of the title), and tional 32 sq. ft.. in the air rudder (jib?), kt were demonstrated (compared with uses aerodynamic elements to supply and 128 sq. ft.. in horizontally mounted the 5 kt of the conventional DUKW). 3-axis control and overcome both heel- airfoil elements. All aerofoils are sym- ing and pitchpoling moments from the metrical sectioned rigid wings. Seeing the craft rise from the wa- conventional catamaran rig. The basic ter with its wheels in place was quite a boat design is Greg Ketterman’s, de- Auto Controls sight. Our measured mile was along the signer/ builder of LONGSHOT and Miami Beach Causeway, which had a TRIFOILER. My input was to design the For roll control there is a 4 ft. by 16 road running alongside. I think we construction details and subsystems and ft. wing element, mounted on and free to caused some near accidents as drivers the actual construction. The foil and rotate about, the cross beam. Its center of saw this cumbersome vehicle rise from some substructures were built by Larry effort is 15 ft. to windward of the main the sea and come to about the same speed Tuttle of Santa Cruz CA, who built the hull. This wing is actuated by a leading as they were making in their autos. foils for LONGSHOT and all edge mounted surface sensor on an 8 ft. TRIFOILER prototypes. arm. This sensor gives the wing a nose up With the success of these trials, attitude when hullborne and a nose down the US Marine Corps became interested The new boat is powered by con- attitude when the windward ama rises in increasing the waterborne speed of ventional soft sails. It is innovative in us- too high. At low speeds, the upward lift their amphibian vehicles. Later on, the ing only one hydrofoil; an inverted “J” from the wing helps ama lift-off. At Lycoming Division of AVCO was to foil similar to LONGSHOT’s. The boat higher speeds, downward lift from the build LVHX-l based on the hydrofoil gains 3-axis stability when flying wing counteracts heeling due to sail principals demonstrated in MSC*s through use of aerofoil elements. Pitch, forces. Greg’s VPP program indicates Flying DUKW design. Food Machinery roll, and heave are auto-controlled via that best speed (at highest efficiency) Corp. also built LVHX-2 using sur- surface sensors, and yaw control is pilot will be achieved when this wing is nomi- face-piercing foils. MSC did not partici- induced via a bow mounted air rudder. nally not loaded, either positively or neg- pate in these ventures for reasons that are atively. The aerofoil elements aren’t included in the rest of the story... but that The boat is a ‘one way’ proa. meant to carry significant load at speed Though it sails quite happily on the ‘off’ (too much induced drag). Their main tack, it can do so only when hullborne. Continued in Autumn 1997! The pilot sits in the windward ama, fully Continued on Page 10

IHS Summer 1997 Page 7 LETTERS TO THE EDITOR

Lake Lucerne to build a wing in ground effect stabilized gether for take off and operating at full by foils and powered by sail because... speed (or high seas) and yet drop 1 or 2 I enclose my membership applica- If you could make a sailboat float out for cruising in calm sea states at re- tion. My father was Chairman of the On a cushion of air, duced speed? Since such a link would re- WASER-SHIPYARD in Stansstad, who You could go as fast as you dare, quire a clutch of some sort even with a built the first post-war von Schertel hy- On a wing and a prayer. “free” turbine to keep the unpowered tur- drofoils. The shipyard also built the first Evan Riddle bine from acting as an air pump (or commercial passenger hydrofoil [email protected] would it?), Is there be a way to use linked FRECCIA D*ORO in 1953. The shipyard [Nothing like a bit of versification turbines (ones which have the output was the home of the SUPRAMAR proto- from our unofficial hydrofoil poet laure- shaft directly connected to the compres- types for many years. So my father told ate to add tone! -Ed.] sor section)? These turbines are consid- me a lot of tales about these famous high erably more plentiful and less expensive. speed boats when I was a child. Unfortu- Power For HERCULES Eliot James nately he died in 1989. In June 1988 I [email protected] took my first trip on a hydrofoil boat on Accumulation of equipment to put Lake Maggiore, between southern Swit- the [former USS] HERCULES underway Three turbines into one pump (as- zerland and Italy. On this trip, I shot my towards Missouri is nearly complete. suming HERCULES still has the single first photograph of a hydrofoil. It was the The MTU [diesel engines] have been ALRC foilborne waterjet) would be slow beginning of a fever. I*m not a mated with the original gearboxes, test tough. Would need a combining/reduc- sailor, engineer, student or a doctor. run, and are ready to install. Our control tion gear with three input pinions. His- Since 1993, I*m an independent photog- system is the original helm yoke coupled torically, such arrangements have not rapher. My brother and I have our own with the original servo-controlled hy- been successful. Backing off on total in- Photo-Agency, specialized for local draulic actuators via a programmable stalled hp would also reduce thrust mar- news, railways, ships, etc. We work also logic controller (PLC). This alteration gin at takeoff in higher sea states/high on commission for companies and pri- differs from the original design of resis- temperatures. If HERCULES is operat- vate people (documentary, advertising, tor networks but in tests has performed ing at a much lower full load displace- weddings and many more). We make flawlessly. Of course the real test will be ment, this may not be that important. Last also commercials, documentaries, and in sea trials. The PLC also takes inputs issue is complexity. Much simpler plant cartoons on video and film. You see, from switches at the helm and controls all with a single LM-2500. Have never there is no direct connection between my engine/gearbox functions as well as in- heard of “linking” gas turbines as sug- profession and my passion. In the last puts from the engine monitoring sensors gested by Mr. James - I don*t think it*s 10-12 months, I began a serious search- which are projected on a computer feasible. It may be appropriate to check ing for any kind of info and photos to screen at the helm. with turbine manufacturers. write a book about the hydrofoils on Mark Bebar Lake Lucerne, Central Switzerland. Our research towards foilborne [email protected] Thomas Wuhrmann operation continues. All literature indi- Bahnhofstrasse 18 cates approx. 15,000 hp is required to fly Your President is Not a Crook CH-6370 STANS the ship. This is the power necessary to Switzerland bring the ship onto foils at about 30 knots The IHS newsletter provided me and then accelerate to 40+ knots. Once some direction for seeking info on a boat OdetoaWIG the hull is clear of the water, the drag re- I am currently investigating. I have found duction is so significant that the hp re- that the boat was imported by Kettenberg The IHS web site looks great! The quired to sustain foilborne operation at Marine in Oxnard California. They went Nigg FLYING FISH may share its name say 35 knots would be approx. 1/3 of to- out of business in 1978. I am still seeking with several craft. There*s also a German tal power??? Of course the turbine en- data on this boat. An article in the news- wing in ground effect craft by the same gine will gobble nearly as much fuel at letter noted that an American company name. I*m afraid Donald Nigg*s boat is reduced power setting as at full power. bought ten 6-passenger VOLGA class one of a kind and purely of his gifted cre- My question is, (finally): Would it be fea- ativity and stubborn tenacity. I*m trying sible to link three 5,000 hp turbines to- Continued on Next Page

Page 8 IHS Summer 1997 LETTERS TO THE EDITOR get. I*m still in the concept stage and (Continued From Previous Page) would like to discuss ideas with other hy- drofoil designers/builders. hydrofoils back in the 1960s. This may Neil Morris be the type of boat I*m looking at. [email protected]

This is what I know now: approx. [If you want a motor powered craft, you can get plans and components The Berlin Waterbike Team’s ALAHW length - 25 feet, beam - approx. 6 feet; (See Letter This Page) fully riveted aircraft aluminum construc- from Hydrofoils Inc.; PO Box 6006; Lake tion; originally I/O powered by a Volvo6 Worth FL 33466; 561-964-6399 voice or cyl. diesel (though there is currently no fax; web: http://www.hydrofoil.com.If Hobie TRIFOILER engine or drive); various components you are talking about a sailing vessel have Cyrillic name plates; 6-passenger with hydrofoils, contact DAK Hydrofoils, I suggest that you provide a link to interior configuration with three alumi- 123 South Pacific Street, Cape the Hobie TRIFOILER web page at: num seat frames along each side of the Girardeau MO 63703, phone: http:// www.paw.com/Sail/hobie/trifoiler.html. interior; hull has “stepped” configuration 573-651-6582, (e-mail: It is the best well marketed hydrofoil for like a flying boat; built in Finland (or [email protected]), (web site: the general public. Also it was difficult to maybe Russia), and appears to be 1960s http://www.igateway.net/~dakh). An- find your web site. Considering its poten- vintage. The boat may have been other contact for sailing hydrofoils is Dr. tial importance and the purpose of the “gifted” to Richard Nixon by the Finnish Sam Bradfield. He does not have a web Society, perhaps some recoding of the government. The boat was last registered site, but he can be reached at: Prof. S. search engines catalogues could be done. in California in 1974 (I am currently in- Bradfield; Hydrosail, Inc.; 3040 South Harry T. Larsen vestigating former owners through the AIA Highway # 154 F; Melbourne Mercer Island WA 98040 CA. Dept of Motor Vehicles). It sounds Beach FL 32951; [email protected]. like this boat is a Volga 275. -Ed.] [The home page has been revised The boat is in “rotting position” in ALAHW to emphasize “hydrofoil” as a key word a local boat yard with the swamp grow- and has been re- registered with various ing in it; it looks pretty much, as my wife Guten Tag! We are doing lots of search engines. We are interested to hear commented, like a “piece of [vulgarity calculations for the Air Lift Aided Hy- about other experiences good or bad deleted!].” I am thinking of buying this drofoil Waterbike (ALAHW). Besides finding the IHS web site via search en- boat with the idea of restoring the hull using Computational Fluid Dynamics gine. The Hobie Tri-Foiler home page and re-powering it with a modern (CFD) methods for resistance prediction has been added to the IHS “Links Out” big-block and outdrive, or perhaps and optimization programs for wing con- page per your suggestion. -Ed.] retro-fitting it with a modern outboard figurations, we do some work on details. We know about the difficulties and try to mounted to a “sea-drive” with power The Letters To the Editor sec- avoid as many mistakes as we know of. trim and a vertically adjustable tion allows hydrofoilers to ask for or jack-plate. Are hydrofoil boats very sen- provide information, to exchange We have built a CPP to be used on sitive to CG location, thrust vector and ideas, and to inform the readership the boat and tested it on two different relative height? Can you recommend any of interesting developments. All are hulls. A special pump driven by the shaft texts that will educate me on hydrofoil invited to participate. Opinions ex- inside the lower bulb will be controlled theory and design? Before I jump into pressed are those of the authors, not by dynamic pressure to achieve the right this sort of a project, I want to find as of IHS. much background data as possible. Any pitch at the right speed. But still there is leads or info would be most appreciated. the money... I mean no money! I guess that is the problem for most enthusiastic Frank Eichstadt IHS OFFICERS 1997 - 1998 [email protected] waterbike builders. It is a pity that Ger- man universities do not invest in practi- John Meyer President Build It Yourself cal research by their students. Claus Abt Mark Bebar Vice President I*m interested in designing and [email protected] George Jenkins Treasurer building a high speed single or two seater hydrofoil and need as much info as I can Ken Spaulding Secretary

IHS Summer 1997 Page 9 ONE OAR IN THE WATER thus controls the canard’s attitude, the ca- ~daveculp/speedsl/sheerspeed.html. The (Continued From Page 7) nard controls the bow’s altitude (and thus boat is complete and in the water, but the hull pitch angle), and the foil slaves we’ve only managed about 1 1/2 hours of along after, doing all the real work. sailing time this year, and all in winds un- function is to auto-control heeling (and der 12 kt. The boat has expected teething pitch), allowing the pilot to keep sail The advantages: 1) The highly problems. The over square (wider than power ‘full on’ and concentrate on loaded main foil doesn’t need to be actu- long) and asymmetrical geometry create course keeping. Greg credits this ated and is rigidly bolted to the hull. 2) helm balance challenges. The helm auto-control with his successes with The main strut is vertical and thus resists changes quite significantly from port to LONGSHOT. We designed the rest of the ventilation. 3) Only one surface piercing starboard tacks and also from hullborne boat’s dimensions and weights around strut minimizes spray loss and ventila- to foilborne attitude. The boat has not yet this parameter. The wing does see both tion sites. 4) Wetted surface is mini- flown and I expect it will need another positive and negative transient loads, of mized; in this case, exclusive of the season’s tweaking before we get it right. course, as the boat and pilot respond to sensors’ ‘footprints,’ wetted area is about Nothing has broken yet and the boat sets wind and wave. The net design goal, 3.73 sq. ft.. up rather easily in about 1-1/2 hours with however, is no lift. Third, yaw: Greg has specified an Second, pitch: Greg has come up air rudder in order to reduce wetted sur- ABS ISSUES REVISED with a rather clever approach here. The face and induced hydrodynamic drag. main (only) hydrofoil is positioned well GUIDE FOR HIGH-SPEED His VPP shows that aero drag at speed CRAFT aft on the main hull, under the sail’s cen- will be less than hydro drag of an equiva- ter of effort. It is aft of the main hull’s lent water rudder. Fast Ferry Int*l Apr 97 center of gravity, but coincides with the boat’s overall CG when the ama is flying. It is significant that all aerofoil el- A revised edition of its Guide for The foil actually carries 98-100% of the ements are providing minimal lift and Building and Classing High-Speed Craft boat’s weight at speed. There is a canard drag at top overall boat efficiency; the has been published by the American Bu- wing at the bow of the main hull (actually sensors are contributing less than 10% of reau of Shipping. The classification soci- two wings—one on either side of the the total drag; and designed boat speed is ety says, “In response to the many recent bow—but cross linked to move as one). 3.1 times true wind speed (46.8 kt. boat changes that have affected this dynamic The canard’s center of lift is 16 ft forward speed in 15 kt. true wind speed). Lest one sector of the marine industry, ABS has of the hydrofoil. This wing is actuated by suppose these predictions are extreme, I amended its first Guide, published in a second surface sensor, also on an 8 ft. note that Greg degraded efficiency fig- 1990, in a major undertaking. arm. (Both sensor arms are somewhat ures from those used for LONGSHOT. flexible, to attenuate the sensors’ being Foil L/D suppositions are from empirical “The result is an enhanced stan- buffeted by small waves). data taken from in-the-water boats using dard which takes into account advances very similar foils. A similar VPP run on in hull forms, material usage and propul- The hydrofoil is permanently set LONGSHOT predicted 2.3 times wind sion machinery as well as the new IMO at a slight positive angle of attack (it is speed at 15 kt. true and the boat has been Code of Safety for High Speed Craft. The also asymmetrical, using a NACA 63 se- measured at 2.5. Greg actually thinks revised Guide offers designers, builders ries low-drag section), but at hullborne that these figures are conservative. and operators of these specialized craft speeds, its lift is insufficient to raise the the latest technological guidance for boat; also drag is fairly low. The aerofoil Results To Date steel, aluminum alloys and fiber-rein- canard has a pre-set positive angle of at- forced plastic construction.” tack set by the sensor. When boat speed First, the boat is heavy. The VPP and thus apparent wind is sufficient for supposes the all-up weight with pilot to The Guide is available in three the canard to lift the hull’s bow (we want be 480 lb., of which 280 is in the ama. volumes. The first details the overall cri- about 12 kt. boat speed and 18 kt. appar- Actual all-up weight is about 555 lb., teria related to design, evaluation and ent wind speed at this point), the bow-up with 290 in the ama. This will surely in- survey, while the other two contain crite- hull pitch angle adds to the hydrofoil’s crease take-off speed and lower top ria related to hull and machinery selec- angle of attack and the hull lifts out. If the speed, but very little. tion, including joining methods for the bow rises too high, the sensor calls for a three construction materials. negative attack angle on the canard and Construction went well. Details the bow comes back down. The sensor are in my web page: http://www.dnai. com/ Continued on Page 16

Page 10 IHS Summer 1997 AMV WORKSHOP (Continued From Front Cover)

Agenda • Welcome by Paul B. Mentz, Maritime Administration R&D Coordinator, and Introduction: Background and Objectives, by Philippe Goubault of Band, Lavis & Assoc., Inc., Chairman, SNAME Panel SD-5 (Photo Courtesy of Maritime Applied Physics Corp.) • A new video: Advanced Marine Vehicles, by Advanced Marine QUEST Overtaking Another Navy Ship Enterprises sponsored by SNAME. • Markets for Fast Ferries and the QUEST UPDATE rections in waves which at times reached Prospects for Generating Revenue,by a height of eight feet. It was observed that By John Meyer Jennifer J. Zeien of Fort & Schlefer, the ride comfort in this small craft was re- LLP; Chairman, SNAME Panel 0-36, markably good, and it was able to main- For the benefit of newer IHS Maritime Economics tain foilborne speeds without excessive members and IHS Newsletter readers, power demands. The data collection sys- • Discussion: Why Not More High- QUEST is a Hydrofoil Small Waterplane tem on board has collected a huge Speed Ferries in the USA? Area Ship (HYSWAS) demonstrator amount of information which is being craft, 12-tons and 27 feet in length, de- analyzed. • AMV Types and Their Worldwide signed, built and tested by Maritime Ap- Employment Today, by David R. plied Physics Corp. (MAPC) under a US Current plans are to incorporate Lavis of Band, Lavis & Assoc., Inc. Navy Small Business Innovation Re- modifications to QUEST during the next • A Range of Fast Ferry Designs,by search Program contract. Articles on this Peter Lenes of Halter Marine Group subject have appeared in previous issues of the Newsletter, namely: Autumn ‘95, • Discussion: Availability of Proven, pg. 9, and Autumn ‘96, pg. 6. HYDROFOILS IN KIT Reliable, Economical Fast Ferries FORM • Rules and Regulations Governing In November of 1996 and David A. Keiper of WILLIWAW Ferry Characteristics, by Jack Booth, March-April 1997 time frame, intensive fame announced that DAK Hydrofoils is US Coast Guard rough water trials were carried out in the Norfolk VA area. QUEST was located at taking advance orders for do-it-yourself • Choosing the Right Ferry: Relating and supported by the US Navy Amphibi- kits to get your catamaran flying on hy- Performance to Profitability,by ous Base in Little Creek VA. A contin- drofoils. According to Mr. Keiper, “Our William A. Hockberger, Consultant gent of US Navy and civilian personnel foils should be suitable for the Hobie 14, were in attendance during both trial peri- 16, and 18, Nacra 5.2, Prindle, Sea Spray, • Financing for Ferry Acquisition,by ods and witnessed QUEST operations A-class, others, plus some home-built Eugene Miller, Fort & Schlefer, LLP from boats operated by the US Coast catamarans. We expect a catamaran with • Discussion: Major Factors Inhibiting Guard and US Army with photographic these foils to be able to fly in a true wind Broader Use of AMVs and video coverage by MAPC and Navy of 9 to 10 kt. In ideal conditions, foils Summary of Discussions photo teams. MAPC took the opportu- may double the speed. Mostly, foils will nity to catch QUEST with the US Navy add 50% to speed.” Contact David A. The AMV video highlighted the DDG-51 Destroyer headed out to sea as Keiper, DAK Hydrofoils, 123 South Pa- growing problem of surface transporta- shown above. cific Street, Cape Girardeau MO 63703, USA; telephone:573-651-6582; internet QUEST successfully operated e-mail: [email protected]; web site: Continued on Next Page foilborne at speeds up to 35 kt in all di- http://www.igateway.net/~dakh.

IHS Summer 1997 Page 11 AMV WORKSHOP highway-related projects and a relatively There are many ferries in the Seat- (Continued From Previous Page) low percentage into ferry projects. There tle WA area, and there is free downtown is also a fairly widespread ignorance bus service for ferry passengers. The tion in and around major US cities, many about the nature and potential of AMVs. question was raised whether it is possible of which are near water. The US Navy*s However, examples of successful opera- to use highway money for passen- AMV development successes exemplify tions supporting the New York airports ger-only ferries, in view of ferries as di- the technological strides made during the were cited. There is a general perception rect substitutes for highways. Is the 1970s and 1980s in the USA. That this that ferries are “slow” compared to Lewes DE to Cape May NJ route good technology has been commercially trains, etc. Commuter AMVs could serve for fast ferries? Band Lavis Assoc. did a adopted worldwide was illustrated in the tourist routes in off hours or off seasons. trade-off study five years ago. This is a video by a host of fast ferries of all types The 1984 Urban Mass Transportation tourist route, and tourists don*t tend to be operating in Europe and the Pacific Rim. Authority (UMTA) study is still gener- so time-sensitive; they are looking for a ally applicable to USA operations. good time. There is an absence of Long Jennifer Zeien discussed ferries in Island NY to Connecticut fast ferry the transportation system, pointing out Further discussion covered the routes, whereas it would appear that this that they do not operate in isolation, but differences between USA and Europe re- area would be a good place for them. are only one link in the intermodal trans- garding ferry utility. Also, if the demand portation network. She asserted that de- for faster water transportation is there, it Mr. Mentz said that the US De- mand for fast ferry services ultimately has been demonstrated that people will partment of Transportation relies mainly arises from individual choices among pay extra for speed. Vallejo CA looked on private industry and doesn*t advocate competing modes of travel. Zeien then into all aspects of ferry use before buying particular alternatives, but DOT is inter- outlined two types of ferry markets: new ferries, including off-peak, tour- ested in ferries and supportive. MARAD commuter-based and tourist-based ser- ist-based uses for the ferries. The possi- has participated with the Defense Ad- vices. For the former, she showed a hy- bility for a Baltimore - Annapolis MD vanced Research Projects Agency pothetical service load factor profile. For ferry was mentioned; although there was (DARPA) on ferry projects, and can pro- the latter, she noted that tourist-based fer- one some years ago that went out of busi- vide Title XI loan guarantees to fund ries must usually carry vehicles as well as ness, but a combined passenger - freight them. For the NEXTEA it was suggested passengers, and that marketing is needed ferry might be successful on that route. It that ferry proponents emphasize traffic and important because the service is not was proposed that such a ferry carry pas- congestion mitigation and air quality im- founded on constant use by a single rider sengers during the day but freight at provement aspects. ISTEA emphasis is pool. The balance of Ms. Zeien*s paper night. A comment was offered that fed- on freight transportation, and 95% of related the differences between commu- eral money for ferries comes through present ISTEA funds go through the ter-based ferry services and general highway appropriations, but that even if MPOs (Metropolitan Planning Organi- cargo and the cruise market. She went on those people are conscientious and hon- zations), which have latitude to decide to describe a profile of ferry market ge- est, they are still quite unaware of fast how best to invest the money. Some re- ography, operating scenarios, and evalu- ferries and what they might offer. In cer- cent ferry projects had gone through the ation factors for a proposed ferry service. tain specific areas, such as MPOs, and it was remarked that this is LaGuardia-Manhattan NY, private how things are supposed to work. To open the morning discussion money has been successful in starting period, moderator Tom Mackey asked and operating faster ferries. Studies at Grumman years ago are why there are not more AMVs in the still relevant today. Problems cited in- USA. He referred to current heavy traffic The need for maintenance, reli- cluded debris in the water, traffic, termi- areas. It was noted that the Maritime Ad- ability, and backup craft was highlighted, nal connections, river ice, etc. The ministration (MARAD) had a mandate to as was passenger perception of safety importance of local government support influence the utilization of the water- and comfort. There must be a willingness was stressed, and positive examples in ways. The possibility that companies to use alternatives (to highway transpor- New York City, Virginia, and North like Federal Express might turn to AMVs tation) in future planning, but there must Carolina were cited. In many areas how- to bypass traffic gridlock areas was men- be distinct geographical advantages to ever, there is strong political resistance. tioned. Also it was commented that fer- justify use of AMV ferries. In state-run ries were simply not generally ferries, there may be negligible incentive David Lavis described types of recognized as logical alternatives by to upgrade for higher speed. AMV hullforms, gave state-of-the-art many planning organizations. A high percentage of government dollars go to Continued on Page 14

Page 12 IHS Summer 1997 HYDROFOIL NEWS DIGEST

PRESENT AND FUTURE “It is the ten year prediction that is has been successfully demonstrated both PROJECTS DETAILED IN the most interesting! For this, I have ex- in the US. and Japan. -Ed.] SINGAPORE trapolated from the past 20 years to give a indication of where the industry may be. “The development of fast ships is Fast Ferry Int*l, May 1997 What do we expect of operating speeds in on a steep learning curve and this is cer- 2007? Today we have two lines of prog- tain to continue as weight saving tech- Several of the speakers at the 13th ress to confuse us - calm water ship and nology keeps moving ahead. The conflict Fast Ferry International Conference that open water wave piercer. of speed versus deadweight will however was held in Singapore at the end of Feb- remain. ruary took the opportunity to discuss ei- By 2007 I think it is reasonable to ther medium term projects, possible long assume that most fast displacement cata- An additional complication is the term developments or the operation of marans will be capable of speeds over 50 attitude to speed and wash from the envi- vessels that are already in service. We se- knots. As we already have hovercraft ronmentalist lobby. There is no doubt lected one. and two K Class catamarans in service at that higher speeds and higher displace- over 50 knots, this is not a startling reve- ment can only be achieved in open wa- Whither Fast Vehicle Ferries? lation. But it must be kept in mind that ters. some operators will find difficulty in jus- A speaker who gazed into the tifying the high cost of high speed. Those “Freight ships will require much crystal ball at the conference was Incat who can justify the cost will do so be- higher deadweights whilst maintaining Tasmania*s Robert Clifford, who, not cause of the higher utilization. moderate to high speed. The HHS has set unsurprisingly, restricted his comments the standard and the world is watching to passenger/vehicle ferries. “Sixty knot craft will generally be and waiting to see who will be the next to available by 2007 and these will serve order other craft of this capability. It is He feels, “In five years* time, I be- sheltered areas, e.g. the River Plate and unlikely to be Incat built for some years. I lieve I can reasonably predict that the the Kattegat. High utilization will also be believe Incat is likely to continue to serve vast majority of fast ferries will be 91m achieved by fast turnarounds, which in the middle market. The 1,000 passen- wave piercing class, powered by diesel some cases will be less than 10 minutes. ger-250 car mark is not likely to be ex- engines with capacities of around 900 What will these ‘ships* look like? What ceeded by Incat. passengers and 240 cars. Incat is geared options does the operator who wants to to produce five or more of these craft a compete with aircraft have? Is it a flying “I favor the view that the main- year from our Hobart shipyard. Simple boat capable of say 300 kt or wing in stream fast operators will go for moder- mathematics suggest that well over 20 ground effect at 150 kt, or something a ate size and high frequency of service. If such ships will dominate the market in little less ambitious? I have to predict, I suggest size may well five years* time. stabilize at below 100 meters. Such a “I favor a boat that takes advan- craft is unlikely to be severely restricted “Other yards will produce both tage of lift from wing like surfaces, yet by sea states but, at 1,000-1,500 passen- larger and smaller craft and others may which remains essentially a ship. It gers, will still be small enough to main- try to copy us with similar sized vessels. might, for example, have a displacement tain frequent services.” Associated yards will produce a number of 400 tons with lift from the wings pro- of vessels under Incat license agree- viding, say, 350 tons. I see it with three Robert Clifford also gave some ments. Some will be similar to our wave very narrow planing hulls and powered thought to fast car ferry production. He piercing craft and others will be simpler by water jets and gas turbines. [It is not reminded delegates that after 74m but faster, like our 50 knot K50, the first clear if Mr. Clifford really means Hoverspeed Great Britain was built in of which is currently being built in “wings” or did he mean to say “foils?” 1990, “For three years, only two vessels Panyu, China. In five years* time, at least If the latter, it has already been invented; per year were averaged. By 1993-1994 ten vessels built at the Chinese yard will it is called Hydrofoil Small Waterplane numerous yards around the world had be in service. Area Ship (HYSWAS), and the concept entered the market. Continued on Next Page

IHS Summer 1997 Page 13 SINGAPORE AMV WORKSHOP In further discussion, the use of (Continued From Previous Page) (Continued From Page 12) ferries in Europe was noted, particularly in the Baltic as floating entertainment “Unfortunately for them, and per- examples, reviewed attributes and spe- bases (casinos, bars, orchestras, etc.). haps fortunately for the overall good of cific issues associated with each AMV Avoiding taxes of the terminal nations the industry, some yards have already de- type, cited trends for high performance was discussed. Tom Mackey suggested parted the scene. The fast ferry business vessels worldwide, and listed obstacles that this workshop*s sponsoring organi- is clearly not for everyone. A special flair to fast ferry development. He described zations should develop standards for is required to blend high performance the “advanced means of lift,” i.e. means comparing AMV types, also that we with reliability and safety, and yards of lift other than buoyancy or planing should learn more about their safety and which have proven highly experienced at forces. These are: support by water/air environmental implications. He has building conventional ships have made a static and dynamic lift, and combinations heard about large wakes hitting people mess of their first fast ferries. of same, referred to as hybrid ship forms along the shore. and illustrated by the Hydrofoil Small “Today we find there are less Waterplane Area Ship (HYSWAS) and How is money for fast ferry work builders of fast ferries than there were a the Surface Effect Ship (SES), an raised in Europe? Information from year ago. No doubt new players will ap- air-cushioned catamaran. He illustrated those programs is usually not readily pear on the scene but others will depart. all of these concepts in a “Lift Pyramid.” available in the USA. A reply was that A serious limitation to the growth of the He reported trends for high performance government money is still relied on industry will be the availability of expe- vessels worldwide including fast ferry there, but that they also require specific rienced constructors of craft, and unless deliveries, speeds of fast ferries as of individuals to support them if they are to mega-dollars are injected into training 1996, and distribution by hull type. Lavis be successful. Norway sponsored much personnel to construct ships and manage noted the growing sizes, speeds, and work in the 1980s. The Australians his- the projects, ten years of progress may technological advances that have helped torically have built many different types still see the world production of 50 ships the AMV industry. He then described the and have received abundant government per year as an almost unobtainable goal.” obstacles to fast ferry development, in support and money for export-oriented part, lack of information or understand- fast ferry construction. An attendee ing of their possibilities, perceived reli- noted that some successful European fer- ries carry both people and freight and STUDENTS WANTED ability issues, large number of hullform types (difficult to make an informed stated, “Many people there are looking IHS membership costs full-time choice), inflated performance claims by for fast entertainment as well as fast students only US$2.50 per calendar year. builders, and regulations poorly adapted transportation.” Wake generation in deep to fast ferries. Lavis concluded that (1) water is not a problem, but more work on military needs promoted past advances, fast ferry use in shallow water is needed. IHS 25th Anniversary Celebra- but today the commercial sector has the The use of prediction programs and tion/Conference Proceedings lead; (2) Europe and the Pacific Rim model tests to resolve shallow wa- have been quicker to adapt the AMV ter/wake problems was discussed. To order a copy of the Proceed- technology, (3) the USA market can be ings containing a complete collection significant, and (4) a national strategy is Mr. Lenes was asked about cus- of papers presented, send US$18.50 needed to generalize AMV use. tomer response to the HMI portfolio. He for shipment within the US or $25 for said there have been no USA customers international shipment to George Halter Marine, Inc. (HMI) unsuc- for the designs they have licensed from Jenkins, Treasurer; 713 S. Overlook cessfully proposed an E-Cat for Wash- foreign sources and added that it would Drive; Alexandria VA 22305 USA. ington State Ferries, but Peter Lenes said not make sense to build those designs for that they will soon build a prototype us- other foreign customers due to the li- ing their own funds. Also, HMI designed cense restrictions. As to damage stability Disclaimer the SEAFLIGHT catamaran with funding of the various AMV types, Mr. Lenes commented that catamarans in general IHS chooses articles and from MariTech, and they almost suc- were excellent in this respect because of photos for potential interest to IHS ceeded in getting a customer for it. It was the greater compartmentation. members, but does not endorse based on a semi-SWATH concept for products or necessarily agree with which Stena holds patents. This necessi- tated licensing and created other difficul- the authors’ opinions or claims. Continued on Next Page ties if the project were to proceed.

Page 14 IHS Summer 1997 AMV WORKSHOP evaluate any number of candidate ferries for each specific project. My main objec- (Continued From Previous Page) or sets of circumstances. The process de- tive is to lay out the process framework scribed applies to any type of ferry, not so that the analysts will be sure to include just AMVs. In fact, one reason for carry- all of the relevant factors. Often some A question about wave-piercers ing out such an analysis is to determine major parts of the problem are analyzed and their seakeeping performance and what the ferry*s performance should be. in detail, but whole pieces are left out, commercial prospects was raised. Some- which compromises the results.” An at- one volunteered the information that the The ultimate measure of candidate tendee said that computer programming Stena HSS has bilge-keel-like fins at the craft*s suitability for a ferry is the profit- is relatively cheap and that we should de- stern that reduce stern motions. ability it will enable the ferry company to velop this program and make it available. Summing up the discussion period, Mr. achieve. There are various technical and He suggested that we should then test the Lenes commented that we must “sell to operational measures (ferry speed, ca- program on historical examples. A com- the USA infrastructure” and change the pacity, total number of customers car- ment was, “Ultimately, contracting and prevailing “car culture” mentality. ried, etc.) that are very important, but cash-flow realities drive any program.” they are mainly important as inputs to the A participant noted that a successful Jack Westwood-Booth*s goal was determination of overall company profit- technique of European ferry operators is to cover US Coast Guard (USCG) initia- ability. The analysis process must be to move their vessels around as markets tives for safety of high speed craft and aimed at developing information as to vary. partnership with industry to facilitate the the profitability implications of the many construction of US-built vessels. He decisions and choices to be made. Eugene Miller cited three exam- noted that the International Maritime Or- ples of financing in his presentation: ganization (IMO), which adopted the A viable ferry operation must Dynamically Supported Craft (DSC) have many components besides the ferry Code in 1977, recognized the need to re- • The M/V Kennicott is being built for itself: routes, terminals, support facilities vise it, and in 1995 published the High the Alaska Marine Highway for $80 and personnel, management and admin- Speed Craft (HSC) Code. The USCG ac- million, of which the Federal High- istration, customers of various kinds, ef- tively helped develop this Code and way Administration is providing ficient connections with the existing moved to incorporate it into USA regula- US$64 million, ISTEA US$1 million, transportation system, agreements with tions. The USCG wants to bring USA de- and “oil spill funds” US$15 million. area governments, etc. Each component sign standards in line with international The State of Alaska is also setting must be chosen to be compatible with all standards. He concluded that by taking a aside a US$6.6 million reserve fund. the others — a “total system approach” to pro-active approach to safety now, the selection. Also, attaining the highest pos- USCG, in partnership with industry, can • An Atlanta tourist submarine project sible profitability depends on avoiding provide a strong foundation from which raised US$7.35 million to buy a US$3 any constraints that are not absolutely this small, but rapidly growing industry million sub plus other things. They necessary, to permit the widest range of can continue to prosper. used a first round of financing to raise choice among those components. US$400,000 to pay for arranging the Ralph Patterson, moderator of the second, main financing round. During the discussion period, an afternoon session, led the discussion pe- attendee asked if induced demand for riod. It was noted that SNAME SD-5 had • The third example was a Title XI case. ferry services had been considered in the worked with the USCG in reviewing sec- One thing that was clear is that the fees model presented. Hockberger said, “not tions of the new AMV code. It was noted involved are quite large, which is a de- explicitly, but this is an important consid- that manning and training are definitely terrent to small operators. eration. Once a ferry service is begun, it addressed in the new Code; it gives far will provide transportation from an area more flexibility to the designer. Mr. Miller gave an example of a that may previously have been too iso- loan having an 8 or 15-year term but with lated for people to travel from easily, and William Hockberger showed in the payments amortized on a 25-year it may then become attractive as a place his presentation Choosing the Right term. This reduces the regular payments, to live or work.” When asked if the pro- Ferry that one can follow a systematic which is a benefit to a company getting cess described had been reduced to process to determine if a particular ferry started, but it leaves a large balloon pay- spreadsheets and calculation procedures, could be operated profitably in a particu- ment to be made at the end of the term. If to facilitate application to specific craft lar set of circumstances. That process can the company is doing well at that point, it in specific situations, Hockberger said, be applied as many times as necessary to “No, this should be done on a case basis Continued on Next Page

IHS Summer 1997 Page 15 AMV WORKSHOP HYDROFOIL WATER (Continued From Previous Page) SKI should have no difficulty getting the loan refinanced. by Tony Klarich During the discussion of inhibit- Sit down and get ready for the ride ing factors, it was noted that the people, of your life. The Air Chair is expanding such as operators, one believes are most the limits of the possible on and above in need of information about fast ferries the water. In the six years since its intro- think there is nothing more they need to duction, the world*s first flying ski has know. No ferry operators attended the become an exciting contender in the workshop. The Transportation Research world of water skiing. It*s fun to ride, en- Board (TRB), of the National Research tertaining to watch, and is still new Council and National Academy of Sci- enough to be on the cutting edge. ences, is where much of the activity in transportation is centered in the USA. To get ready, take a minute to fas- Ferry industry people go there to find out ten together the aircraft-grade aluminum what is happening and see other people hydrofoil to the upper ski and seat tower. they need to know and work with. One A seat belt and foot bindings with are two major shortcoming, however, is that security features that keep the pilot af- ferry people meet and talk primarily with Air Chair riders have discovered fixed to the Air Chair for greater control other ferry people. A better way to spread that the foil slashes through the water like and safety. New riders use a deep-V han- the word about ferries might be for ferry a Ginsu knife, and long rides are less tir- dle to help keep the ski straight during people to attend non-ferry TRB sessions ing than conventional skiing. Less drag starts. When the boat first accelerates so as to be on hand when new transporta- also makes the Air Chair attractive for most of the resistance is on the board. As tion projects are being discussed that owners of personal water craft or boats speed increases to about 14 mph, the un- might include opportunities for ferry use. with as little as 25 hp. Rough water is no derwater foil generates lift and becomes problem because the ski glides smoothly the main steering mechanism. The most above the turmoil below. When it*s too common downfall for beginners is lean- choppy to enjoy anything else, you can ABS GUIDE ing back. That*s okay for a water ski, but still have a great time on the water. More (Continued From Page 10) do it on an Air Chair and it will turn into a good news is that you don*t need a wake bucking bronco. The key to success is to make big air jumps. Lift is generated breaking forward at the waist to get the According to ABS president Rob- by a combination of speed and tech- foil riding level through the water. While ert D Somerville, “High speed craft and nique; it is not dependent on leg strength in this position beginners adjust their related concepts are expected to have a or wake size. Once a rider has acquired height above the water through con- significant effect on the marine industry the skills, jumps and flips can be per- trolled handle positioning. With arms as it advances into the next century. ABS formed anywhere behind the boat. Even straight to the front, raising them causes has worked hard on developing its re- coming down from all that air has its ben- the board to go down, while lowering the sources to enable the organization to be efits. The foil breaks the water first, de- arms them results in a rise. well positioned for evaluating and class- creases the shock, and makes for cushy ing new designs and innovative concepts landings. Intermediate-to-advanced riders as they are presented.” use body English rather than handle posi- For info, contact Bob Woolley, tion to control altitude and direction. The cost of the new Guide is President, Air Chair; 2175 N. Kiowa Higher boat speeds increase the control US$100.00. Order on-line from the ABS Blvd. Suite 102; Lake Havasu City AZ sensitivity, and big air can be grabbed web site at http://www.eagle.org,orbymail 86403; phone: 520-505-2226; e-mail: with little effort. Quickly leaning back to ABS Book Order Section, Two World [email protected]. For a subscription to exposes the foil*s surface to the water Trade Center 106th Floor, New York NY Tony Klarich*s Air Chair newsletter and generates tremendous lift. So much 10048, USA, or by fax to 212-839-5208, Flight, contact him at: 31566 Railroad air is attainable with so little effort that or by phone to 212-839-5016, Canyon Rd. #101; Canyon Lake CA the only limit is usually psychological.

Page 16 IHS Summer 1997 The NEWSLETTER International Hydrofoil Society P. O. Box 51, Cabin John MD 20818 USA

Editor: Barney C. Black AUTUMN 1997 Co-Editor: John R. Meyer

Window into the Legislature... IHS HOME PAGE The URL for IHS’s home page is: http://www.erols.com/foiler. If CALL FOR MAJOR DOT FERRY STUDY you are not a web surfer but are curious about the home page, IHS can provide you with a hard copy printout on request. By Joel A. Glass, Washington Editor Marine Log June 1997 AMV WORKSHOP PROCEEDINGS If you want a package containing a copy of each paper presented at the June American ferry operators and domestic shipyards that build 1997 AMV Workshop, please send a passenger and passenger/vehicle ferries could enjoy boom times if an check, to cover printing, handling and interesting new piece of legislation filed by Rep. Robert Menendez mailing, for US$10.00 made out to the (D-NJ) ever becomes law. The new proposal (H.R. 1630) from the legis- IHS at PO Box 51, Cabin John MD 20818 lator, who sits on the House Transportation and Infrastructure Com- USA. mittee, would establish the Ferry Intermodal Transportation Act, aimed at boosting and expanding ferry operations throughout the USA, as well as in all US possessions. The measure authorizes US$18 IHS E-MAIL ADDRESS million per year for fiscal years 1998 through 2002 (taken from the Intermodal Surface Transportation Efficiency Act of 1991*s Highway [email protected] Trust Fund) for the Transportation Department to conduct a major study of USA ferry transportation. INSIDE... The study results would go to the House Transportation and In- frastructure and Senate Commerce, Science and Transportation Com- M President’s Column (2) mittees. They would identify: M Miami Ship... Part II (3) • Existing ferry operations, including the locations and routes served M The HYDROFLIER (5) • Name, official number, and description of each vessel operated as a ferry M Russia’s OLYMPIA (6)

• Source and amount, if any, of funds derived from federal, state, or M Letters to the Editor (8) local government sources supporting ferry operations M News Digest (13) • Impact of ferry transportation on local and regional economies. M Hydrofoil Voyager (16) See Major Study, Page 12 PRESIDENT’S COLUMN CLEOPATRA*S BARGE Dr. Paul Johnston, Smithso- [IHS President John Meyer gra- Hydrofoil inventors, hobbyists, nian Curator of Maritime History, ciously relinquished his space in this is- students, and experimenters are active all addressed a joint meeting of IHS, sue so that your Home Page Editor over the world. Mike Stevenson’s efforts the US Hovercraft Society, and the Barney C. Black could write about the are highlighted in this issue. We regu- SNAME SD-5 Panel on October 2, IHS website.] larly receive email from students seeking 1997 at the Fort Myer Officer*s advice on projects, and various IHS Club in Arlington VA. He related “The International Hydrofoil So- members have been generous with their the saga of America*s first ciety (IHS) is an all volunteer, help ocean-going yacht, CLEOPA- not-for-profit organization of and for TRA*S BARGE. Built in 1816 by people who design, build, operate, or The IHS website consists of the George Crowninshield of Salem, simply are interested in commercial, mil- main page at http://www.erols.com/foiler with profits from privateering in itary, research, or recreational hydrofoils and several subpages: the War of 1812, the 100-ft yacht of any size. Your participation is encour- was fast and lightly constructed in aged and welcomed.” This message • Posted Messages (Hydrofoil-Related the pattern of a privateering pre- greets visitors to the IHS home page. Chat, Info Sharing, and Networking) decessor. She employed an uncon- ventional sail configuration and By attracting correspondents from • Announcements ( Hydrofoil-Related included every available mechani- all over the world and drawing in many Current Events and Information) cal innovation for steering, sail handling, and fluid systems. On new members, the IHS website has • Purposes and Activities of the one occasion she achieved 13 kt for broadened the make-up and character of International Hydrofoil Society the Society. Veteran IHS members who a ten-hour run. Her interior ar- have not yet visited the website may have • The People at IHS (the officers — rangement and outfit were ex- noticed some of the changes reflected in names and email addresses) traordinarily elegant, a notable affront to the frugal mariners of the scope of the articles and letters pub- • How to Join IHS and Why lished in the newsletter. Hydrofoils are Massachusetts. everywhere it seems, not just in the pas- • Glossary of Hydrofoil Terms senger ferry and military industries. In 1817 the owner embarked • Hydrofoil Basics - A Brief Tutorial on a bizarre six-month Mediterra- Hydrofoil sailors now participate • Links to Other Interesting Web Sites nean cruise. Thousands of “roy- strongly. Pioneering hydrofoil yachts- alty” and hoi polloi were man David A. Keiper’s book Hydrofoil • Stories of the Hydrofoil Pioneers entertained. The Barge was shad- Voyager is reviewed on page 16 of this is- owed by the French, who suspected The posted messages area con- sue. Dr. Sam Bradfield’s hydrofoil sail- a plan to rescue Napoleon from the tains email traffic, mostly questions boat due to be produced in early 1998 island of St. Helena. The logs and asked and answers received, on a variety was pictured in the Summer newsletter. diaries of this voyage could easily of hydrofoil-related subjects. Some of inspire a comic opera. the messages — those of general interest New historical interests have been and those that haven’t gotten stale with brought to our door. Alexander Crowninshield died on the passage of time — are reprinted in the McClair’s son Douglas proposes to re- board his beloved Barge in 1817. newsletter. In fact, the ratio of electronic store the PLAINVIEW (his proposal is The yacht was sold into commer- messages to those that come in via the US detailed in the Letters section of this is- cial service. Following runs to Rio Postal Service has gotten quite high... an- sue). Rick Jackson owns a Volga 70 hy- and Charleston, she was sold to other effect of the website. Electronic drofoil. Frank Eichstadt is considering Hawaii’s King Kamahameha II, mail has made IHS much more respon- buying Richard Nixon’s Volga 270 hy- and she became the royal yacht sive and timely in its mission to dissemi- drofoil and restoring it. And of course, and flagship of the Hawaiian fleet. nate knowledge to the public... a new Eliot James and B. J. Meinhof have In 1824 the Barge, now HA*AHEO benefit, delivered without an increase in bought ex-PHM 5 for restoration. OHAWA*I (PRIDE OF HAWAII), the price of membership.

Page 2 IHS Autumn 1997 Hydrofoil Pioneers... WELCOME TO NEW MEMBERS THE RISE AND FALL OF MIAMI SHIPBUILDING David A. Keiper heads up DAK Hydrofoils in Cape Part Two — The Fall Girardeau, Missouri and is well known in the sailing community. By Robert J. Johnston keeping a substantial workload in the His book Hydrofoil Voyager is re- summer time when the yachting frater- viewed on the back cover of this is- The projects described in the pre- nity was centered up north. So one of the sue. For years IHS has received vious newsletter kept Miami Shipbuild- Board*s primary interests was to diver- inquiries about how to locate David ing Co.*s(MSC*s) hydrofoil activities sify. MSC had for a number of years built and how to buy his hydrofoil kits busy and successful from 1954 to 1958. a cement block making machine that for catamarans. We are delighted Another interesting contract was for a could be expanded (by adding compo- to have him as a member and to an- clandestine hydrofoil craft that could be nents) from a one-man machine to an au- nounce that he is once again manu- launched from a submarine*s torpedo tomated producer of blocks. A number of facturing his kits due to popular tube. The craft was to be so rigged that these machines were in operation includ- demand. two men could assemble the hydrofoil ing many in Cuba. MSC also made a rig in the water and proceed to shore for plow that could turn Everglades swamp- James Stewart is President their operation. The craft was to be capa- land into producing fields for agriculture. of Motion Design Creations, in ble of being submerged and hidden un- This plow pulled by a tractor could plow Hudson, Quebec, Canada. He and derwater while the shoreside operation up and pulverize the coral and spread it his colleagues have been working was underway. The two men then re- out so that planting could take place. So on a concept using “pivoting hydro- turned to the submerged craft and pro- these products and others provided a foils for planing craft.” The con- ceeded foilborne back to the submarine. non-seasonal work load for the yard. Of cept involves blending the foils* MSC was assigned the craft and hydro- course our primary workload came from efficiently-generated lift with hull foil design, and the outboard marine in- the repair and maintenance of yachts and lift on planing craft so that the two dustry got the task of coming up with a small inter-island freighters. MSC had a lift sources work together to reduce suitable outboard motor that could with- particularly good reputation with the hull drag over the full range of the stand the submerged period. This project sailing fraternity. When the Southern craft*s speed. became known at MSC as the “Cigar Racing Circuit moved into Miami for the Boat.” We built and successfully demon- winter season, MSC was able to under- Richard Flint,ofWest strated the craft with Prof. John Gill as take the majority of the yard work re- Richland WA, is enrolled in the the project engineer. John, in a hunting quired for these ocean racing yachts. Westlawn Yacht Design Course. accident as a boy, had lost one arm. John Studies so far have concerned hy- also insisted on being the test pilot for the Recognizing that through the hy- drodynamics, basic calculations for trials, so the controls were cleverly de- drofoil effort we had established a rather hull displacement, coefficients of signed for a one hand operation. MSC large and talented engineering organiza- form, stability, trim and balance, successfully completed their part of the tion, we were concerned about keeping etc. Studies have also focused on craft, but the design of an outboard motor an adequate workload to maintain this manual drafting and drawing of capable of withstanding and restarting capability. We therefore decided to es- the lines plans. He is interested in after a submerged period was never de- tablish a subsidiary, Miami Engineering the use of hydrofoils, especially for veloped. Corporation, to provide engineering ser- private/ recreational uses. vices to the many small industries in the So from 1954 to 1958 MSC was Miami area. To incorporate such an orga- James Leflar is from busily occupied with interesting and nization we had to have a licensed engi- Conway, Arkansas, and is a student challenging hydrofoil projects. I was neer as an officer of the corporation. So at Webster University in Little elected to the Board of Directors and Ted Rose and I started studying to pre- Rock, AR. He is interested in hy- while I was interested in all the work the pare ourselves to sit for the examination. drofoils and wishes to learn more yard was undertaking, most of my time We went to Jacksonville FL and sat for about them by joining the IHS. and energy was focused on the hydrofoil Continued on Next Page projects. We continually worried about

IHS Autumn 1997 Page 3 MIAMI SHIPBUILDING construction, and test of this craft. Before culties on a major project to modernize a (Continued From Previous Page) the contract could be awarded, Charlie State of Georgia boat. During this same Denison died. With his demise, the period, while launching the schooner planned funds became US$l.5 million. NORTHERN LIGHTS, number 4 railway three days taking the tests. Fortunately Bill Carl agreed to take the contract at ran off the track. These events put MSC we both passed. I was made the president Dynamic Developments at this price in a critical financial bind. The Navy, of Miami Engineering Corp., and we with Grumman*s backing. Bill was con- who followed our financial status closely were incorporated. This organization un- vinced that he could get other companies with their frequent auditing of our con- dertook some work for Eastern Airlines to contribute their expertise and products tracts, became concerned about our abil- but did not interest many other Miami or- to get aboard this new transportation ity to perform the work that we had under ganizations to use our engineering skills. concept. Bill was successful at this but he contract. MSC was informed that in or- We did become a purchasing agent for a risked everything he owned to get der to undertake future Navy work we number of Latin American companies, Grumman*s backing. would need a change of management. using our skills (and discounts) to attract Particularly in jeopardy was our chance customers. Among other things, we MSC watched these procedures to compete for the PCH. This led to a learned how to design pumping systems with interest and tried to get into the ac- lengthy and emotional Board Meeting in for the transfer of molasses from shore to tion. We could not undertake such effort which the situation was discussed from ships located some distance off Cuba. without being fully paid. We even con- many angles. The outcome was that Ted tacted Supramar of Switzerland to be- Buhler would step aside as president Two hydrofoil projects of interest come a US builder of their designs. They with me as his replacement. Paul Buhler began to take place. The US Maritime sent Senior Carlo Rodriquez to Miami, would resign as Treasurer, and a Navy Administration (MARAD), aware of the who was Supramar*s primary licensee at accountant would be brought on board as commercial interest in hydrofoils in Eu- Rodriquez*s Shipyard in Messina, Italy, his replacement. Bick Moorman was rope and the successes of the Navy*shy- to negotiate an arrangement whereby made a Vice-President to work closely drofoil program, developed a growing MSC could offer a design to MARAD. with the Navy to assure them we were interest in this promising type of We were never able to make Rodriquez taking all steps to be qualified to under- waterborne transportation. MARAD*s understand the cost and time it took to get take the PCH. Coordinator of Research Charles R. a commercial design approved by the US Denison was an enthusiastic supporter of Coast Guard. Also, Supramar wanted a Now my perspective of MSC took this concept of commercial transporta- guarantee that we would build a mini- on added responsibilities. I learned what tion. He awarded Grumman Aircraft En- mum of five hydrofoils if we were it meant to meet a weekly payroll. In re- gineering Corporation an extensive granted a license. So MSC was forced to viewing our financial position, I found parametric study for the future use of watch from the sidelines as the MARAD out that if all our accounts receivable commercial hydrofoils. Grumman had program developed. were current we really would not have a acquired half interest in Dynamic Devel- financial problem. Customers such as opments, Inc., Bill Carl*s company, who The other hydrofoil program that Arthur Vining Davis, probably the rich- had been instrumental in encouraging the was developing was the US Navy*s plan est man in Dade County, was a good cus- parametric study. When Bick Moorman to build a hydrofoil craft suitable for tomer buying some of the machinery we and I went to see Mr. Denison, he in- anti-submarine warfare. In late 1957 the produced as well as maintaining his formed us that in order to accomplish Bureau of Ships (BUSHIPS) Preliminary yacht. When he was approached about what he wanted to do he had to have a Design Branch began the study of a de- getting his account current he replied, “I stronger company as his advocate than sign that would ultimately become the am current; my debts are paid on a MSC. We essentially did not have PCH. MSC provided consultation to this l20-day basis.” When I informed him enough political punch or financial sup- group as the design advanced. We were that all of our suppliers expected to be port for his planned efforts. The purpose convinced that project was just right for paid on a 30-day basis, Mr. Davis com- of this parametric study was to determine MSC, and that was where our future lay. ment was, “If you can*t accept my terms, the type of hydrofoil craft best suited for I*ll have to go elsewhere.” I was also sur- future express cargo and passenger ap- At about this same time several prised at the number of wealthy yacht plications. This led to the design of unfortunate mishaps in the yard took owners that owed us considerable DENISON, an 80 ton experimental craft place. We underbid and overran a con- amounts of overdue monies. In discuss- with a speed of 60 knots. MARAD had tract to overhaul an Air Force rescue boat Continued on Next Page budgeted US$7.5 million for the design, and at the same time ran into cost diffi-

Page 4 IHS Autumn 1997 MIAMI SHIPBUILDING (Continued From Previous Page)

ing this with northern shipyard owners, I found out that there were a number of wealthy yacht owners who were using the shipyards to finance their yachting. Working on these accounts became one of the new President*s primary responsi- bilities. Some progress was made in this effort, enough so that Bick Moorman could report to us that we would be able to be a bidder on the forthcoming PCH program. In late 1959 the bid package was received at MSC. Based on a set of contract plans and defined government foil possibilities. We found that tacking supplied items, the contractor was to THE INTERFLIGHT on the foils was just not quite possible quote on preparing the detail design and with the limited rig we had, but that light building and testing the hydrofoil. Ru- HYDROFLIER TAKES OFF hydrofoils were indeed fun. Having a mors were running in the industry that a small outboard motor close at hand, and buy-in bid was to be expected, such as By Mike Stevenson more time on our hands than was safe, Grumman had done on the DENISON the SPORTFOIL quickly came into be- program. With this knowledge I re- We knew we had to do some- ing. quested a meeting with Admiral James, thing about all the “personal Chief of BUSHIPS. I had known the Ad- watercraft” taking over the peaceful har- miral since his days on the Carrier con- bors of the world. You know how irritat- version program. He was quite cordial, ing the little dirt-bikes-of-the-sea can be: and when asked about the buy-in rumor, noisy, smelly, loud, far too popular. At he said that only responsive bids would least that’s the way we felt when we set be acceptable to the Navy. A responsive out to build a quiet alternative, the bid would be one that, based on Navy es- INTERFLIGHT HYDROFLIER (see timates, could be built for the bid price. photos above and on page 7). This was to SPORTFOIL — Build-It-Yourself With this, MSC went to work on a bid. be a zero-emissions craft (i.e., electric), Plans Available From the Author Considerable time and money was de- so we wanted a low-drag hydrofoil. From voted to this task, as winning the PCH experience we knew that a hydrofoil is no When we began to design the contract was the future of MSC. Bids fun when it’s down in the water. Since HYDROFLIER, however, we needed were submitted in early 1960. MSC*s bid most harbors have a lot of 5-knot zones, something new for three reasons: The was US$4.1M. the boat should be able to fly at just under very light wing-loading SPORTFOIL 5 knots. An electric-powered hydrofoil was barely able to make it on 4 hp.; we We were excited when we re- had to be efficient, and it had to be fun de- would have more drag with the control ceived a telegram saying to gather our spite low power. This meant being able to surfaces needed for 3-axis stuntability; material and come to Washington DC to stunt around in it like an airplane (which and we had to stick with a low- power negotiate on a contract for the PCH pro- is what a hydrofoil feels like). The drive. gram. While we were getting ready to en- HYDROFLIER would need true 3-axis ter into negotiations, a second telegram controls with an airplane cockpit feel, i.e. We came up with an assisted-lift arrived saying that MSC was no longer in stick and rudder-pedals. the running for a contract and not to come hydrofoil. By having a buoyant underwa- ter section lifting part of the load, the to Washington. I immediately went to But first some historical back- wings don’t have to work as hard. We did Washington to visit again Admiral ground: Twenty years before, we de- this by putting a torpedo-like keel with a James. When I met with the Admiral, he signed and built the SPORTFOIL as a Continued on Next Page goof-off project to explore sailing hydro- Continued on Page 7

IHS Autumn 1997 Page 5 MIAMI SHIPBUILDING buying MSC to get the experience of ing engineers in automatic control sys- (Continued From Previous Page) MSC*s technical staff. Lycoming*s Chief tems and hydrodynamics. We arrived at Engineer took the position that they had Dynamic Developments on August 1, also invited the BUSHIPS officer in learned enough as prime contractor on 1960. Our first efforts were to convince charge of procurement to attend the the Flying DUKW program that they Bill Carl to add an automatic stability meeting. Admiral James repeated what could go it alone. After very serious dis- system to the DENISON surface piercing he had told me in the earlier meeting. cussions, a proposition was worked out foils. On 30 August 1960 I took off for It- Considering our price to be responsive, for the purchase of MSC to be presented aly as the program manager for a joint we had been invited to negotiate. Then to the AVCO Board. At the Board meet- venture of Grumman and Rodriquez to procurement informed him that since ing to take up this issue, it was brought produce an Italian Navy Hydrofoil. And there were lower bids, these bidders had out that just a year earlier, AVCO had so one career ended, and another began. to state that they could not build the PCH sold a shipyard they owned in New Jer- for the price submitted in order for their sey. At that time they had convinced their [IHS member Jean Buhler is putt- bids to be declared non-responsive. Boe- stockholders that it was a smart move to ing together the entire history of MSC. ing was the low bidder at US$2.1M. get out of shipbuilding. On this basis they Anyone who, like Bob Johnston, is able to Though MSC knew — and thought the turned down the purchase of MSC. contribute information of this effort is Navy knew — that the material require- encouraged to contact IHS. -Ed.] ments could not be met for US$2.1M, These decisions led to the last Boeing said that they could build the Board meeting of MSC that I would at- PCH for the quoted price. And so in June tend. It was held at Kenilworth Hotel on RUSSIA*S OLYMPIA Miami Beach. The Kenilworth was a ho- l960, Boeing was awarded a contract for By Konstantin Matveev US$2.08 million to build the PCH. tel owned by Leo DeOrsay, who was a stockholder of MSC, and Arthur I would like to tell about new Rus- Godfrey, for whom Leo DeOrsay was a This was a terrible blow to MSC. sian hydrofoils. Such ships as RAKETA, financial administrator. MSC had bene- Our future in the hydrofoil world looked METEOR, and KOMETA have merited fited from this arrangement from time to most discouraging. With the approval of world recognition. Some hundreds of time. At this meeting I announced that the Board and the major stock holders, them were built, but during the last de- MSC could no longer compete in the hy- we undertook to sell MSC to a major cade, a new generation of hydrofoils has drofoil world, and that I was resigning as company. Our initial contacts brought been created in Russia. High durability, president of MSC effective July 31, several responses of interest, among low cost, excellent navigability, and 1960. them Chris Craft, Loral Electronics, comfort are the real features of modern Grumman, and AVCO. Although Loral Russian hydrofoils. I participated in test- Knowing the condition of MSC, put a representative in the plant for sev- ing of OLYMPIA, a commercial hydro- Grumman had been after me for some eral weeks, only Grumman and AVCO foil designed to transport passengers on time to join them. I received calls from showed true interest. cruises of up to eight hours. Areas of op- others, but only considered joining eration are seas and large lakes. Range of Grumman. I was also greatly concerned Grumman saw the advantage of a travel from home port is 50 miles in open about the personnel of MSC, many of shipyard building DENISON and consid- sea or 100 miles in a closed sea. The main whom I had convinced of MSC*s future ered moving all their hydrofoil personnel features of OLYMPIA: and assets to Miami as their hydrofoil fa- to get them to join. I talked with cility. However the facts that MSC was a Grumman representatives and Bill Carl Profile length, 42.5 m unique shop, that Grumman was the only regarding the talents of MSC*s technical Profile width, 14 m major aircraft manufacturer that was staff. With full agreement all technical Hull width, 8.3 m non-union, and that part of the property personnel of MSC were offered jobs at Profile draught, 4.6 m Dynamic Development to work on the was leasehold stopped their interest. Displacement, 138 tons DENISON contract. So when I went to Diesel engines (2), MTU 16V306TB84 AVCO was looking for help and a Long Island NY, most of the technical Power of engines, 1905 kW each place to build the LVHX. There was seri- staff went with me. Most of those who Cruising speed, 37 knots ous discussion within the Lycoming Di- went North had learned to like Florida Max. Range, 300 n. miles vision as to how to handle the living too much to stay. But I stayed with Max. Passenger capacity 250 forthcoming contract for that effort. The Grumman until I retired along with Rod Continued on Next Page Vice-President for Engineering urged Rose and Ray Wright who became lead-

Page 6 IHS Autumn 1997 OLYMPIA HYDROFLIER We tried to get some companies (Continued From Previous Page) (Continued From Page 5) interested in it, but their response after seeing the videotape was: “Why is it so Passengers are accommodated in controllable buoyancy chamber that we slow?” This was irritating because we bow, middle, and stern salons. The ma- could fill or blow like a submarine. Vari- were trying to make it slow. It’s easy to chinery spaces are located between the able buoyancy in the submerged section make a fast hydrofoil, but we made one middle and stern salons. Above are ser- allowed for differing pilot weights and that could go slowly as well. They didn’t vice sections. A bar is in the stern salon. in-flight trim corrections. An added ben- understand and didn’t want to get in- A deck-cabin is located between the bow efit of being able to house the batteries in volved. Interestingly, we recently heard and middle salons. the torpedo section, where they wouldn’t that a personal watercraft company in weigh down the foils as much, would be southern California is working on an as- The hull, of welded construction, good for the electric version. sisted-lift hydrofoil. is made of 1561 aluminum alloy. The foil system consists of bow and stern main We used a foils with auxiliary foils above the bow 5hp Honda and the mid foils to assist take-off. The 4-stroke outboard entire foil system is of welded construc- at first, to work the tion. A titanium alloy is used for the bow kinks out. This en- foil; the stern foil is stainless steel; and gine was clean the stabilizer and mid foils are an alumi- running, even on num alloy. Rudders are installed on the gas. We reasoned struts of both the bow and stern foils. that if the electric power idea didn’t The two main diesel engines d rive work, a low-emis- through flexible joints, reduction gears, sions version run- and inclined shafts to variable pitch pro- ning on CNG or pellers. Diesel auxiliary power-plants propane would still be a vast improve- We shelved the HYDROFLIER drive AC generators at 43.2 kW each and ment over the conventional two-strokes. project, but recently revived it to con- cooling compressors at 24.3 kW each. tinue development with the help of stu- An air conditioning system provides We made a 1/3-scale model with a dents. The next model will have ventilation and maintains a constant, small electric motor to test the as- improved foil sections, a more lami- comfortable temperature in the passen- sisted-lift idea a bit before going to nar-flow type torpedo, and possibly a ger salons, service sections, and full-size. The model was encouraging, variable-pitch propeller. The new model deck-cabin. eventually able to do foilborne fig- will also begin exploring electric power ure-eights in a pool. One thing we needed options. These machines will offer stu- The ship is equipped with an auto- to answer was the small instability prob- dents a lot of fun and education! Hope- matic motion control system that enables lem of lifting a weight out of the water fully this partnership will eventually lead the ship to keep to a given course and al- with a single buoyancy source: sort of to the building of a larger, twin-hulled leviates pitch and roll motions in rough like standing on a beach ball in the pool. four-seat version, which is waiting in the water. The system consists of a central wings; we’ll see what the future holds. gyroscope, accelerometer sensing ele- Our contradictory-sounding ideas ments, and auxiliary foil elements. came together in the first HYDROFLIER. HYDROFLIER is not yet avail- It would go 10-12 knots (remember: able, but plans for building your own The OLYMPIA project was devel- 5hp), and was really maneuverable. It SPORTFOIL cost US$15 from Back oped by the Central Hydrofoil Design could get up on foils in less than two Yard Yacht Club; PO Box K; Del Mar Bureau (Nizhniy Novgorod), while pro- boat-lengths and could stay foilborne at CA 92014; phone 619-481-3111; duction was accomplished by Morye 4+ knots. The controls took getting used email: [email protected]; website: Feodosia Shipbuilding. The first ship to, but people seemed to be able to fly www.steveproj.com/BYYCHome.html.The was built in 1993. Service was imple- pretty well. You could solo right away, SPORTFOIL is 12 ft. LOA, beam: mented in Europe from the Black Sea to but the learning curve was just steep 6’-10” w/foils, 4’hull only, wt. = 150 enough to keep it fun. Continued on Page 12 lbs +engine (5 to 15 hp outboard).

IHS Autumn 1997 Page 7 LETTERS TO THE EDITOR

Stunning PHM Update arms in the same sweeping motions. Rigs and Hydrofoils, and #101 Windmills When we did dock for fuel and supplies and Hydrofoils, These are is available in In a deal made with the company we were always treated as royalty; the USA from Multihull Books, 421 Han- that purchased the other five PHMs for dredges gave way to us, and lockmasters cock St., North Quincy MA 02171, and scrapping we have traded the gave us the lock to ourselves. The foils there are other sources. You will find a ex-HERCULES (PHM-2) for the made the lockage tricky but we never had link to the AYRS home page from the IHS ex-ARIES (PHM-5), the only PHM that a problem. website. Also, check out Hydrofoil Voy- still had the foils attached. We oufitted ager, reviewed in this issue -Ed.] this ship with original MTU diesels for We had to change the name of the hullborne ferry back to Missouri. The en- ex-ARIES, so we dubbed her PEGASUS. Ski Foil Questions gine installation is complete; so are the The original is gone now for good. It may hydraulic system and electrical system be a while before we acquire the neces- I own a ski boat that I want to fit (consisting of one 60-cycle genset and sary funds and parts (GE LM2500s aren*t with foils. My specs: Direct drive prop, one 400 cycle genset). We have a new plentiful or cheap), but it is our full inten- mid engine mount, 20 foot length, 90 PLC controller that lets us retain the orig- tion to fly the ship. inch beam, 2,500 lbs., 44mph top speed, inal helm, and electro-hydraulic actua- Eliot James 280 horsepower, and hull style is deep V tors that operated the steering and thrust Custom Composites Company bow to 10 degree V back to transom. I am reversers as well as monitor the power RR 2 Box 192 desperately trying to modify the shape of train. Our shakedown cruise was on the Salisbury MO 65281-9664 the wake with a single trim plate of vari- Cooper River in Charleston SC. 816-777-3300 voice; 816-777-3302 fax ous sizes and shapes using hydraulics to [email protected] adjust the angle. But all I really achieve is We finally made it to Missouri. [Hydrofoilers can keep up with pushing down the bow and creating Got some great pictures of our ship under and participate in the on-going technical harder wakes from all the extra hull in the the St.Louis Arch. There was an opening discussions about this craft; see the Post- water. I discovered by mounting the plate on the waterfront, and we just pulled in ings section of the IHS website -Ed.] on 4” struts below the hull surface I am like we owned the joint. The trip took getting a more suitable wake. I don*tre- about 45 days and covered over 2,100 Need Sailing Rig ally want to raise my hull completely out miles. The ship preformed excellently. of the water, but if I could get my stern Our only mechanical problems were A friend and I are building a sur- from 8 ” below waterline to a couple with the 60 cyle genset and our launch. face sensing, 2-man sailing hydrofoil. inches below waterline I think I might ac- The foils do hinder us in docking, so we We have been working on it for two complish my goals. Also I do have a spent most nights anchored. The recep- years. It tows good (behind my power mounting location for a forward foil if tion we received was exactly the same boat) but we haven*t successfully sailed recommended. I am a metal fabricator from SC to MO, amazment! If we were it yet. It requires 25 kg of force to get it and welder so I am able to fabricate the paid one dollar for every picture taken, over the hull/foil hump and then drops foils. Could you please help me with the we could have bought a brand new off to 16 kg. The speed at which it goes specs. on the foil such as the surface area LM2500 for cash! Everyone we met over the hump is about 8 MPH. We are needed and what the cross section of a asked, “What is it? ” and “What are you having trouble getting a sufficiently foil should be shaped like? Currently the going to do with it? ” Initially we an- powerful rig, are looking at about a 10 sq flat plate is 39”x11”. swered in great detail; conversations metre rig unstayed! Any suggestions? Dean Yaeger about restoration and preservation were Michael Robert Coote [email protected] carried out with boats putting alongside, 109a Richardson Rd. and everyone yelling to one another. Mt Albert Auckland, New Zealand Ride Control For Cat Eventually that got tiresome, and the an- Ph/Fax 09 815 3365 swers got shorter! no matter where we [email protected] I am a naval architecture student at were we had company, it became quite [You might want to invest the Technical University of Berlin, Ger- comical to see boaters running along side US$12.00 ($4.00 each) in the Amateur many. I am working with an engineer in with the resident expert explaining the Yacht Research Society*s (AYRS*s) pub- Continued on Next Page operation of the foils always using his lications #90 Hydrofoil Options, #97 Sail

Page 8 IHS Autumn 1997 LETTERS TO THE EDITOR preserve an early version of today*sac- what happened to the struts. The tail (Continued From Previous Page) complishments. Those of you involved strut was to go for fatigue testing at in the early days of hydrofoil develop- Carderock, but I don*t know if any ment are keenly aware of the pioneering funds were made available to do so. Australia, far away from all my smart spirit of your peers. I feel that it is worth The tail strut was of interest because books. We have a problem designing a saving in the form of a demonstrable ves- of the HY130 steel construction. hydrofoil assisted catamaran ferry. We sel, one that stood apart in its day. The would be interested to gain wisdom on AGEH was the fastest ship in its class, • The HUDAP (Hydrofoil Universal standard profiles selected, design proce- and the world*s largest aluminum hull Digital Autopilot) sat on the barge in dures, and cavitation and performance vessel in its day. Now it sits on a beach (I storage without preservation. I believe prediction. It would be very helpful, if think in Goose Bay, Oregon). A number that when the barge was cleaned of you could name some websites or other of people and associations have gotten HYSTU parts, the HUDAP was sent sources dealing with these problems. together to restore other vessels in differ- to scrap. We have used a IBM PC with Sebastian Bade ent categories; I would like to do this for D to A (Digital to Analog) and A to D [email protected] a vessel that helped to develop an indus- converters to provide flight control on try. Its use would be as a floating/travel- the HIGH POINT as a feasibility dem- Save PLAINVIEW ing museum. I am interested in your onstration. With considerable amount responses. Please contact me at my email of programming, PLAINVIEW could I enter this post to generate inter- address below [or by regular mail c/o possibly have a couple of PCs config- est and start a discussion on the feasibil- IHS -Ed.]. For those of you that think this ured to provide the ACS function. ity of something near and dear to me. My is futile, please respond as well. life has been greatly molded by the Douglas M. McClair 4) The retraction actuators were events that many of you gather to discuss [email protected] left on the ship. I do not know if they are and review — the creation and improve- Response... still there. I also do not know the final re- ment of the hydrofoil. I have never been I believe the PLAINVIEW is be- sults of the incidence control actuators. directly involved in your field, but my fa- yond restoration as an operational hydro- To replace these actuators alone would ther has. Many of you know him, Alex- foil for the following reasons: be cost prohibitive. ander M. McClair. In recent discussions, we were reflecting on the hydrofoil pro- • The PLAINVIEW hull is owned by a As an alternative, Ron Fraser, the gram, the pioneering spirit of thepeople church group, and the ship is now owner of HIGH POINT, is working to get involved, and the tight bonds that were moored in the Columbia River east of the ship operational hullborne. It could formed among the teams that created the Astoria. I do not know the intent of the be made operational foilborne with res- AGEH, PCH and PHM. I often take great church, but I suspect the hull could be toration work and gas turbines. The gas pride when I see commercial hydrofoils had for a price. The cost of moving it turbines and diesels were removed when in use (not that Alec was the father of the and mooring it at some location will the ship was sold for scrap, but the gear- hydrofoil); our family lived a lot of years also add to the cost. boxes are still intact as well as all the foils revolving around the boats and the ship- and struts. Most of the work done by Ron yards that made them. We were all pres- • The US Navy scrapped PLAINVIEW so far is to remove unwanted equipment ent at the launches of these ships with all the major equipment re- such as the test instrumentation and in- mentioned. It was long ago. Since then moved, including the struts, diesels, stalling generators and head equipment. I the use of these ships has grown. As it gas turbines, outdrives, and Auto- am sure Ron would accept any help in continues to grow, there is an element matic Control System (ACS) elec- getting his ship restored. missing from the early days of progress: tronics. After storing the main struts a living example of early hydrofoil de- on the Hydrofoil Special Trials Unit Regards to your dad. We had quite sign and manufacture. This has been the (HYSTU) barge for a period of time, a time together when he worked for topic of many conversations between me when HYSTU was preparing to close, Lockheed Shipbuilding and Construc- and my father (as well as many of you). the gear boxes were removed from the tion Co. and I worked for Supervisor of Which has prompted me to begin a jour- struts, and the struts were scrapped. Shipbuilding, Construction, and Repair, ney. A journey to look into the feasibility The gear boxes were below decks of Seattle on the PLAINVIEW project. and logistics of resurrecting a ship, the the barge when the barge was turned Sumi Arima AGEH PLAINVIEW. I have an interest in over to the Acoustic Range on Fox Is- [email protected] this to retrieve the AGEH, and restore it land. I do not know where the gear to operational status. The purpose is to boxes are today. I also don*t know Continued on Next Page

IHS Autumn 1997 Page 9 LETTERS TO THE EDITOR power to drag ratio? I don*t know if I*m have had a few visitors stop by to see the (Continued From Previous Page) asking the right question. A basic foil de- boat. If mutually convenient, I can take sign would be nice... I could fabricate it if them for a ride (the boat is kept on a I had plans and dimensions. trailer). I am pleased to talk with anyone Needs Exercise Cary Taylor whom I can help. Re: sale of kits/ con- 617 St. Anns versions, the market interest has not so Is it possible to build a one-man Douglas AK 99824 far been sufficient, i.e. no one has ex- hydrofoil, powered by muscle (pedal) [email protected] pressed an interest in buying a kit. No and, if yes, where can I get plans? Response... one has asked about buying the boat ei- Ingo Fengels Our experience with home-built ther. [email protected] hydrofoils has led us to conclude that low Harry Larsen wing loading is VERY preferable. Most [email protected] [See the TRAMPOFOIL® Human builders go for low drag, which means http://home1.gte.net/hlarsen0 Powered Hydrofoil at their web site, small foils, which leads to high loads. I http://www.trampofoil.se. -Ed.] took a look at the DAK site, Adding Foils http://www.igateway.net/~dakh, and it does Safety Rules have some good looking foils. Another I want to obtain any drawings or site you should look at is ours! We have a pictures that might aid me in the design I read in the Summer ‘97 issue of set of plans for building a small powered and installation of hydrofoils on my Vic- the IHS Newsletter about the American hydrofoil. At any rate, you should look at tor Model Products “Wildcat” Radio Bureau of Shipping (ABS) rules for high different approaches to narrow down Controlled Catamaran. Any suggestions speed craft and will order a set. Do you what you want to build. Our as to which type of foil (ladder or single) know if there is a set of US Coast Guard SPORTFOIL plans are viewable at: http:// to use would be greatly appreciated. rules for safety? www.stevproj.com/SpecPurp.html. Our lat- Tracy L. St. Phillips Stan Siegel est hydrofoil project is at: http:// Laser [email protected] [email protected] www.stevproj.com/XBoats.html. Building a pretty good sport hydrofoil is not really Boeing 929 JETFOIL [The U S Coast Guard publishes a magic. Youshould be able to have a lot of multi-volume “Marine Safety Manual” fun, but don*t let the preponderance of Anyone curious about the opera- that can be downloaded from their technicalities weigh your project down. tion of the Boeing 929 JETFOIL feel free website: Mike Stevenson to respond. I operated the first boats in http://www.dot.gov/dotinfo/uscg/ wel- [email protected] Hawaii and then moved to Seattle work- come.html. The USCG (and IHS) partic- Response... ing with Boeing Marine Systems as cap- ipated actively in reviewing the Most people who call/Email me tain in their test group. International Maritime Organization*s are enthusiasts or would-be designers / (IMO*s) safety standards for high speed builders; that is they want to build a hy- craft, published as Chapter X of the Inter- The Letters To the Editor section drofoil, not buy one. When asked the national Convention for the Safety of allows hydrofoilers to ask for or provide cost, I say that conversion of a 24ft Life at Sea (SOLAS), available from var- information, to exchange ideas, and to outdrive-powered craft such as TALARIA ious booksellers. See the IMO home inform the readership of interesting de- III would be about US$20,000. Not ex- page http://www.imo.org for more info. velopments. Much additional corre- pensive, in boating terms, but beyond the -Ed.] spondence is published in the Postings casual hobbyist*s budget. The callers are section of the IHS web site. All are in- usually deterred when they find out it re- Build Your Own vited to participate. Opinions expressed quires an autopilot. If so, I suggest the are those of the authors, not of IHS Hobie Trifoiler mechanical submerged I am trying to find plans to build a foil concept or the Russian and Florida hydrofoil (engine powered). More effi- model boat hydrofoil surface piercing IHS OFFICERS 1997 - 1998 cient means of transportation for South- design concepts as approaches to con- John Meyer President east Alaska are desperately needed. I do sider. The questions are usually about have an existing hull to experiment with. the hydrofoils, an area where I have little Mark Bebar Vice President There is a lot of mystery around this kind knowledge, my background is better in of project; no one seems to know the ba- George Jenkins Treasurer the fields of automatic control, hydrau- sics. Is there a formula for weight to lics, analog electronics and software. I Ken Spaulding Secretary

Page 10 IHS Autumn 1997 DEVELOPMENT OF A HULL FORM Navatek Ships, Ltd., founded in 1987, is pioneering the research, devel- opment, and engineering of a variety of hull technologies, including SWATH (Small Waterplane Area Twin Hull), SLICE (a fast SWATHhull variant incor- porating four underwater pods) and MIDFOIL (a SLICE hull derivative em- ploying an underwater foil instead of pods). In conjunction with its MIDFOIL R&D program, Navatek Ships studied a variety of foil hull variants, including ad- Navatek’s NAVAFOIL Due To Begin Construction in 1998 vanced hydrofoil and FOILCAT technol- ogies. In 1996, Navatek*s parent hydrofoils and catamarans. The NAVAFOIL craft is scheduled to begin in company Pacific Marine acquired intel- FOILCAT 2900 is a hydrofoil-assisted the first quarter of calendar 1998. The lectual property rights to the WESTFOIL catamaran combining the best properties completed craft will be put into commer- and Westamarin FOILCAT 2900 tech- of the slender hull catamaran with the cial service while it also serves as a dem- nologies, together with demonstration speed capability of hydrofoil craft fitted onstrator for potential customers and as a craft. Navatek is currently modifying and with fully submerged foils. It entered ser- test bed for further design refinements. refining those technologies to produce a vice in 1992 between Norway and Den- new hydrofoil called NAVAFOIL. mark and subsequently ran in [For more info on NAVAFOIL, commercial service in Indonesia before contact Michael Schmicker, Vice Presi- The WESTFOIL fully-submerged Pacific Marine acquired it in 1997. The dent of Business Development; Navatek hydrofoil design was pioneered by NAVAFOIL design will incorporate from Ships; 841 Bishop St., Suite 1880; Hono- Westfoil International of the USA. Con- the FOILCAT 2900 its catamaran hull lulu HI 96813 USA; phone: struction began on the 25-meter form, flight control instrumentation, WESTFOIL prototype in 1987, with sea low-flying concept, and Z drive propul- trials taking place in 1991. Pacific Ma- sion. rine acquired the prototype in 1997. The NAVAFOIL design will adapt from the According to Michael Schmicker, WESTFOIL its foil construction technol- Navatek*s VP of Business Development, ogy, flap actuation via electric servo mo- “The NAVAFOIL design will also feature tors, air propeller propulsion system, and refinements and enhancements devel- air/water propulsion gear boxes. oped by our in-house engineering staff. These include improved microprocessor The FOILCAT 2900 was devel- technology, electronic performance, air WESTFOIL oped by Westamarin West a.s, a Norwe- propeller technology and composite and gian company specializing in high-speed other materials, and advanced servo mo- IHS 25th Anniversary Celebra- tors.” Finally, the NAVAFOIL adapts the tion/Conference Proceedings foil arrangement and ride control system pioneered in the Boeing JETFOIL. To order a copy of the Proceed- ings containing a complete collection Two different designs of the of papers presented, send US$18.50 NAVAFOIL are being developed for the for shipment within the US or $25 for market, including a passenger ferry international shipment to George (Mark I), and a sightseeing/tour boat Jenkins, Treasurer; 713 S. Overlook (Mark II). Construction of the first FOILCAT 2900 Drive; Alexandria VA 22305 USA.

IHS Autumn 1997 Page 11 MAJOR STUDY practical alternatives are insufficient OLYMPIA (Continued From Page 1) or do not exist. Ferries provide alter- (Continued From Page 7) natives to other transport modes that The study also must identify po- are facing severe capacity constraints. the Baltic Sea. Currently two such ships, tential domestic ferry routes in the US LAURA and JAANIKA are operated on and possessions, and develop informa- • Ferries do not require the construction the Helsinki, Finland - Tallinn, Estonia tion on them, including location that of costly infrastructure such as roads, route by Tallink Express. might be served and estimates of capac- bridges, or tunnels, thereby reducing ity required, capital costs of develop- environmental impacts, capital in- During OLYMPIA*s trials, there ment, annual operating costs, local and vestment, and the time required to be- was one negative phenomenon — regional economic impact, and potential gin operation. so-called singing of foils. The sound gen- for the use of high-speed ferry services. eration on the foil at cruising speed was • Ferries reduce single-occupancy vehi- so intense that it violated the certification Once the report has been sent to cle traffic, thereby reducing traffic requirements for passenger ships. Initial Capitol Hill, the Transportation Depart- congestion, air pollution, and energy measures could not eliminate this prob- ment must arrange meetings with the use. Ferries are flexible because ves- lem. I developed a mathematical model chief planners for each metro area where sels and some loading facilities may of autovibration in the foil system at the a ferry service is operated, or for where a be shifted to new locations to respond trailing edge of the wing based on von potential route has been identified to dis- to changes in demand or in times of Karman*s theory, theory of elasticity and cuss the results of the study and the avail- national emergency. Lighthill equations. This model de- ability of federal and state resources for scribed the experimental data well. providing ferry services. • Joint efforts by private operators and Using this model, the designers of local governments already have re- OLYMPIA and I developed a foil profile The Menendez Bill also autho- sulted in innovative and successful that eliminated the “singing”of the foils rizes US$7 million a year for Fiscal ferry operations in many urban areas. without diminishing their hydrodynamic Years 1998-2002 for a new Title XI pro- performance. We patented this method. gram. It would authorize the Secretary of The Department of Transportation Transportation to guarantee, or make a strategic plan for the National Transpor- Here in Russia there are many hy- commitment to guarantee, the payment tation System (NTS) urges emphasis on drofoil projects in the proposal stage, but of the principal of, and the interest on an those modes of transportation that pro- after OLYMPIA, no new project has obligation for ferry operations in the mote those interests of critical impor- come to fruition. Negotiations take place transportation of passengers or passen- tance to our country, including clean air, constantly, but nobody wants to invest gers and vehicles in the USA and its pos- reducing energy consumption and safe, money to develop new ships. All would sessions. Although these guarantees and comfortable, and cost-effective transpor- like to buy only ready ships. That*swhy commitments would be subject to all tation goals that ferry transportation em- OLYMPIA, KOLKHIDA, and others are laws, requirements, and procedures ap- bodies. Ferry transportation is an being built in small numbers, and there is plicable under Title XI, a formal Rule important and unique component of the no opportunity to create a new hydrofoil. would have to be promulgated by the NTS which should be encouraged and All young specialists have left their de- Transportation Department to provide supported in those communities for sign bureau to work for trading compa- ferry operators with “a simplified appli- which it is applicable. nies. Trade and oil are the only profitable cation and compliance process for guar- businesses in Russia now. antees and commitments made under this [H.R. 1630 was introduced on [Bill].” May 15, 1997. It has been referred to the Most Russian designers and man- House Committee on Transportation and agers of high-speed ships believe that the If the legislation is passed as writ- Infrastructure where it is under review by USA will become the world leader in this ten, it would bind Congress to the follow- the Subcommittee on Surface Transpor- sphere in the near future. I agree with ing findings: tation and the Subcommittee on Coast them. There is money available that Guard and Maritime Transportation. To could be invested in development of • Today*s ferries are a critical transpor- research the status, contents, sponsors, high-speed ships, and there are geo- tation component in many communi- and other information on this or other graphic features (Great Lakes, Carib- ties, providing vital transportation bills before the US Congress, go to bean Islands, sea coastline) which enable services for passengers, automobiles, website http://thomas/.loc.gov, a service the hydrofoil to be the fastest and cheap- buses, and trucks in locations where of the US Library of Congress. -Ed.] est kind of transport in some areas.

Page 12 IHS Autumn 1997 HYDROFOIL NEWS DIGEST

FERRY OPERATORS IN A HURRY ity to Sayville ferries on Fire Island, and once routine and is now sought as an eco- TO ADD FASTER CRAFT the 31 knot FRIENDSHIP V, a 350 pas- nomical, environmental alternative. senger catamaran ferry. Other customers have been involved in by Linda Gillett ferry transportation for many years and Marine Log May 1997 Composite hulls aside, are in the market for new, high-tech ves- Gladding-Hearn is currently building an sels to replace older boats which have be- Though plenty of conventional aluminum-hulled Superferry to operate come outdated.” vessels are still being ordered, demand the Cape Cod-Nantucket route for for high speed ferries is continuing to Hyline Cruises in Hyannis. The GREY Challenge to Incat grow. There seems to be no let up in the LADY II, a 149 passenger, 4,500 hp Incat US and worldwide appetite for fast fer- design fast ferry, is to replace the Though Incat designs have long ries. Most US yards specializing in this 1995-built GREY LADY I. “The GREY dominated the USA fast ferry scene, they tonnage have healthy order books, and LADY II is faster and has better Maritime are now being challenged by designs word is that at least one of them will soon Dynamics Inc. ride control system. It*sa from another Australian shop - Ad- announce an export order (no, don*t look tough run on that open water route, and vanced Multihull Designs. for it among the pending Title XI appli- the ferries operate five or six times daily, cations; it*s being financed through the all year round, in any condition. Even Dakota Creek Industries, engine builder*s financing associate). when the airport closes, the ferries are Anacortes, WA, has been selected to still going,” Duclos explains. The cross- build Washington State Ferries*(WSF*s) Demand is such that the main ob- ing on the new 35 kt ferry will be one new fast passenger ferry, with an option jective at Gladding-Hearn Shipbuilding, hour compared to a two-hour journey on for a second. “The selection process was Somerset, MA, has become “faster a conventional ferry. The GREY LADY II long and complicated. We did not select building time” according to its president, is due for delivery in November 1997. the ferry that was the cheapest to build, George Duclos. “We subcontract outside but the ferry that would provide the best companies to build the hulls, while we New York Cats life cycle cost and reliable service,” says build the cabins,” he says. “There are just a WSF company spokesperson. “The fast not enough hours in the day to do both.” A New York operator in the mar- passenger ferry design is the AMD385, Gladding Hearn is one of two US licens- ket for somewhat higher speeds is New capable of 34 kt nominal transit speed. It ees of Australia*s International Catama- York Fast Ferry. Earlier this year, it put is projected to have a low wake profile rans (the other is Nichols Brothers, two high-speed passenger catamarans that will permit us to operate at normal Whidbey Island, WA). Its range now in- into service in New York Harbor. The transit speed through Rich Passage. That cludes vessels with composite hulls. New York 38 design was developed by means a run between Bremerton and Derecktor Shipyards, Mamaroneck, NY, downtown Seattle of under 30 minutes, “Our decision to build composite to meet the demands of a high-volume which is half the usual trip time. The hulls came because we are continuously commuter service in the city*s harbor. ferry can do 30 knots with one engine off developing hulls to be lighter,” says Designed by Nigel Gee & Associates of line. That means our maintenance crews Duclos. “The two 65 ft, Incat XP300 fer- the UK, the two vessels, FINEST and can service high time engines without ries [FLYING CLOUD and LIGHT- BRAVEST, load from the front and carry taking the vessel out of service.” The 143 NING] we delivered to Water Transpor- 350 passengers at 35 kt. The 37.7 m slen- Continued on Next Page tation Alternatives for commuter service der hull catamaran produces a low wake between downtown Boston and Logan and has low fuel consumption. Airport have strong composite hulls with Disclaimer good acoustic and thermal insulation.” “Derecktor Shipyards has seen in- creased interest in ferry vessels, particu- IHS chooses articles and Duclos is hoping to repeat the larly high-speed boats,” says Mary Ann photos for potential interest to IHS company*s busy 1996 schedule of four Clerkin of Derecktor. “Our clients are members, but does not endorse fast ferry deliveries. As well as the two from all around the world, many from products or necessarily agree with Incat XP300s, Gladding-Hearn supplied cities where ferry transportation was the authors’ opinions or claims. a 85 ft ferry with a 400 passenger capac-

IHS Autumn 1997 Page 13 HURRY TO ADD FAST FERRIES ing work on a 125 ft 800 passenger ferry Casino Service (Continued From Previous Page) for an undisclosed client. The two-deck, monohull ferry will have a 28 ft beam Though the first boat from the ft 350-passenger vessel will have four and a design draft of 7 ft. Three engines, Mashuntucket Pequot Tribal Council*s Detroit Diesel 16V149 engines, each at providing a total of 1350 hp, will give the new yard in New London, CT, will serve 1800 hp, and each driving Bird John- ferry a service speed of around 14 knots. its Foxwoods casino, the tribe has taken son/MJP model J650 water jets. Delivery is to take place in early 1998. no gamble on its design. It will be a FBM Marine Group TriCat. Proven in Hong Conventional Ferries Hawaiian SLICE Kong, the TriCat, which is powered by Taurus 60 M gas turbines, will attain 51 Besides fast ferries, WSF remains A new ferry design is being con- kt. The tribe has rights to build and sell in the conventional ferry market. The sidered for Hawaiian waters [see article, TriCats in North and South America, the Jumbo Mark II Class Ferries MV TA- page 11]. “The SLICE is an economi- Caribbean and Hawaii. COMA and MV WENATCHEE, built at cally feasible option for a medium-speed Todd Shipyards, Seattle, and at its sub- ferry for inter-island operation in Ha- Bigger As Well As Faster contractor, MCI in Bellingham, travel at waii,” says Michael Schmicker, vice a moderate speed of 18 kt. Each 460 ft in president of business development for “The trend in Europe and Scandi- length, the two ferries will carry 2,500 Pacific Marine, Honolulu. “There is no navia is towards larger [fast] ferries, par- passengers and 218 cars and will be the other state in the US, with the possible ticularly those in the 100-150 vehicle first of three of a new breed of jumbo ves- exception of Alaska, that has the same capacity range,” says Dave Luck, man- sels to enter service with WSF. The ves- sea state conditions as Hawaii. Our ager, marine applications and ship inte- sels feature more comfortable seating, open-ocean sea state means we get 8-12 gration, GE Marine & Industrial reduced vibration, and lower noise lev- ft seas in winter, sometimes even reach- Engines. els. ing 16 ft. This provides a tremendous challenge to the ride quality of a ferry. And while demand in the Asia Pa- Another major conventional ferry We had originally considered the cific has tended to be towards high speed, project is underway at Halter Marine, SWATH vessel as an option, as all cata- passenger-only ferries, he envisions re- Moss Point, MS, which is building a 120 marans and monohulls would not con- quirements for more vehicle capable car/750 passenger ship for the State of tend with the ride. Increasing the high speed vessels could develop in the Alaska, valued at $80.3 million and SWATH*s speed (20 kt) to that of a me- future. scheduled for delivery next April. Atlan- dium-speed or fast ferry would mean tic Marine Inc., Jacksonville, FL, earlier doubling the horsepower, and that is not “There are even some of these this year delivered the passenger/vehicle cost effective. The SLICE, on the other type vessels being looked at in the US as ferry JEAN RIBAULT built for State of hand, is 50 percent faster than the a means of transportation,” he notes. But Florida, Department of Transportation. SWATH, reaching higher speeds for the unlike Europe where ferries have tradi- The 168 ft x 64 ft ferry, designed by same horse power (3,425 hp for each tionally been a preferred form of trans- Cunningham and Walker Marine Con- MTU engine on the prototype).” portation, Luck points out that US sultants, Inc., St. Augustine, FL, can interest in high-speed vehicle/passenger carry 220 passengers and 40 vehicles. It The 104 ft, 30 knot SLICE proto- ferries has to be cultivated. With the has replaced the operation of the 45-year type incorporates a high-speed SWATH MDV 3000 order, GE*s portfolio in the old BUCCANEER ferry between ship technology designed by Lockheed fast ferry market includes applications of Mayport and Fort George Island, FL. Martin and built in Hawaii by Pacific 12 LM2500 gas turbines in two Traveling at 12 knots, the ferry is pow- Marine under a cooperative agreement Aquastrada Class vessels and three Stena ered by two EMD 645E6A main engines with the US Navy*s Office of Naval Re- HSS 1500 catamarans. at 975 hp each with Lufkin RS1616 re- search. “Hawaii needs an inter-island duction gears driving 66 inch 4 bladed ferry transport system, and we will ulti- “Gas turbines, either in combina- bronze propellers at each end. The vessel mately get one. We hope it will be in the tion with diesels or by themselves, have has two Detroit Diesel 60 kW 1,200 rpm form of the SLICE ferry. It will have two advantages for both cats and monohulls,” main generators and one 25 kW emer- applications, serving the tourist market states Luck. “While there is considerable gency generator set. as a sight seeing passenger ferry, and debate over which hullform is better, we then as a mixed traffic vessel, carrying Blount Industries, Inc., Warren, cars and trucks, for the local market.” R.I., is currently beginning the engineer- Continued on Next Page

Page 14 IHS Autumn 1997 HURRY TO ADD FAST FERRIES CALL FOR PAPERS MEMBER NEWS (Continued From Previous Page) International Conference on High fit in both markets quite well, particu- Performance Marine Vehicles V. H. Van Bibber is preparing an larly in weight-sensitive applications.” 24-26 February 1999 article on the Personnel Transport Mod- Zevenwacht, South Africa ule (PTM) now being produced for the If owners are looking to build op- US Navy’s Landing Craft Air Cushion erational flexibility into a fast ferry, they Papers are invited on the design (LCAC). Van Bibber was involved in the must also consider the stricter standards and operation of high-performance ma- design and manufacture of these modular regarding NOx exhaust emissions. An rine vehicles such as hydrofoils, units, which can be set up quickly on the advantage claimed for gas turbines is that wing-in-ground (WIG), air-cushioned LCAC cargo deck and used to transport NOx emissions are about one-third to vehicles (ACV), surface effect ships troops or to evacuate civilians and casu- one-fourth of the output of an equivalent (SES), fast monohulls, multihulls, etc. alties. When not in use, the PTM can be diesel engine on a per unit basis. and related topics such as hydrodynamic disassembled and stored in one 8 ft. x 8 ft. or structural analyses, economic and eco- x 20 ft. van. Chantiers de l*Atlantique, GEC logical aspects, etc. Papers of a survey Alsthom*s shipbuilding subsidiary, has character are encouraged and will be At the end of June 1995, Charles won an order to supply a 11500 given extra printing space. Authors are G. Pieroth left (Northrup) Grumman af- Corsaire-type high speed monohull car encouraged to give value to the readers, ter 32 years and established Sound Tech- ferry to Sweden*s Rederi AB Gotland. such as detailed design data or details of nology Management, Inc., a consulting The order follows a cooperation agree- methods. Abstracts should make clear firm that provides technology planning ment signed recently between Chantiers which details will be revealed. There will and licensing services. de l*Atlantique and Leroux & Lotz. The be no parallel sessions. Each paper will 112 m ferry will carry 700 passengers be allotted 10 pages of printing space on CDR John W. Peterson, USN is and 140 cars at a service speed of 35 A4 format, and each lecturer will be al- finishing his second year in the Washing- knots between Stockholm and the island lowed 20 minutes for the presentation. ton DC area serving in J-3 on the Joint of Gotland. Built jointly by the two ship- Proceedings will be bound in hard-cover. Staff. He is looking forward to taking yards, the ferry will have a steel deep V command of USS HOPPER (DDG 70) hull with an aluminum superstructure. Key Dates late next year. This ship will be some- Propulsion is supplied by four 7080 kW what slower than his previous command, Submission of abstracts: 1 Sep 98 USS HERCULES (PHM 2), but he thinks Notification of acceptance: 14 Sep 98 he will make do somehow! DESIGN OPPORTUNITY Submission of papers: 1 Nov 98 Early registration : 1 Nov 98 IHS Member Malin Dixon is un- IHS regrets to report the passing Conference dates: 24-26 Feb 99 dertaking to design a small hydrofoil of Marilyn Martin, who was killed in a car accident on September 21, 1997 boat that is an alternative to a Rigid In- Current Details for HiPer ‘99 are flatable Boat (RIB). Malins runs an elec- while on a business trip in Pascagoula posted at website: http://www1.sun.ac.za/ MS. Marilyn is well known to those who tronics company in England and finds local/academic/fak_ing/meg_ing/home.html. that the main thing he is short of is time to worked with the PHMs as the NAVSEA apply to this project. Is there an engineer- person in charge of logistics. Marilyn re- For early registration, contact Dr. tained her active interest in the PHMs af- ing graduates who would be interested in Volker Bertram, Ship Technology Re- coming to work for Malin to get this off ter they were sold for scrap, and in her search; Lammersieth 90; 22305 Ham- spare time she was helping Eliot James the ground (or water)? Is there a designer burg, Germany; tel: +49-40-2984-3173; with a similar or compatible project in and B. J. Meinhof obtain manuals, draw- fax: +49-40-2984-3199; electronic mail: ings, and parts to restore ex-PHM 5, mind that would like to collaborate? If [email protected]. so, contact Malin Dixon by email for which they bought at auction. At her me- more information ([email protected]). morial service in Alexandria VA, the To submit an abstract, contact mourners sang two hymns chosen by her Gerry Thiart, University of Stellenbosch family because they were Marilyn’s fa- STUDENTS WANTED Dept. of Mechanical Engineering; 7600 vorites — both were Christmas carols — Stellenbosch; South Africa; tel: and the choice was both poignant and ap- IHS membership costs full-time +27-21-8084261; fax +27-21-8084958; propriate. Marilyn will be missed as an students only US$2.50 per calendar year. email: [email protected]. exceptionally competent and caring

IHS Autumn 1997 Page 15 Book Review... HYDROFOIL VOYAGER

by David A. Keiper

“If someone told you that a Force 4 puff of wind on 380 sq. ft. of sail could lift a sailing yacht weighing a ton and a half right out of the water, and make it go faster than the true wind speed, you might not believe him. But that is exactly what can be done.” So begins Hydrofoil Voyager, David Keiper*s story of how he designed and built the 31*4" sailing yacht WILLIWAW, then logged almost 20,000 miles of cruising around the Pacific to test and fine tune the design. You*ll never get closer to boat building, The late afternoon sun catches WILLIWAW streaking across Hawaiian waters open-ocean sailing, and hydrofoiling at 20 knots, powered by the northeast tradewinds. The hard-working leeward without actually doing it yourself. Keiper foil is almost hidden in its own spray. Molokai Island is seen in the distance. tells his own story, and the precision of his telling — he seems to recall every problems along with the author, and you Keiper is creating new designs on his wave, squall, and leak — pulls you into arrive with him at solutions by following computer and manufacturing foil kits for the adventure with him. Read, and you his reasoning (not all of the “how to” daysailing catamarans and power boats. are there, thrilled as the hull surges up to nuggets are buried in the story, however; sprint on its foils; impatient as the sea if you prefer your data bulletized, go to IHS members may order Hydro- goes flat in a dying wind; inventive as the appendix “How to Build a Hydrofoil foil Voyager directly from Hinsdale some new crisis presents itself for a solu- Sailing Yacht”). Press, 123 South Pacific Street, Cape tion hundreds of miles from land. Girardeau MO 63703 USA to receive the Design and construction details discounted price of US$25 incl. shipping are not the end of useful information in (US$7 extra for shipment overseas). You Keiper*s book. The author (with readers can contact the author by email at in tow) also faces the perils of infectious [email protected] and visit his web disease on remote islands, creates ways site http://www.igateway.net/~dakh. to pay for extended voyages, and solves the thorny problem of recruiting female [Reviewed by Barney C. Black] crew (yachting is largely a male sport, Setting the bow foil by inserting one unfortunately). of two shear bolts below the water- line. It is a wet job out at sea. Will there be a Hydrofoil Voy- ager, Part II? As Keiper muses, “... somehow, the time, the place, the situa- Hydrofoil Voyager is rich with tion, and the money, all have to come to- hard-earned insight on how to design, gether as they did when I created build, and sail your own boat, hydrofoil WILLIWAW. I trust that these things will or not. By “living” through a design*s all come together... I would be happy to trial by sea, you gather the lessons as they work in partnership with others to bring become evident through experiences about the reality of hydrofoil trimarans during the voyage. You confront the sailing all over the world.” Meanwhile Retracting WILLIWAW‘s stern foil

Page 16 IHS Autumn 1997 ABOUT THE IHS WEBSITE Note that the additional material on this partial page was intended for the The announcements area provides Newsletter, but there was not space to an immediate forum to publicize upcom- include it. The printed edition was ing news and other items of interest that and is limited to 16 pages. There was otherwise would have to wait for the no electronic version available in quarterly newsletter. This forum is avail- those days. - Editor able to the members and to individuals or organizations with news of interest to hydrofoilers. Submit announcements to IHS via email or by post.

A separate page contains links to other relevant websites. If you provide hydrofoil related services, your website should be there... let IHS know. There is a tremendous range and wealth of infor- mation accessible from this page, so it is well worth exploring here.

The Stories of the Hydrofoil Pio- neers page aims to put all the past news- letter articles in this category onto the web. Unfortunately, progress has been slow getting this information up due to the volunteer editor’s inexperience with graphics as well as other demands on his time. This is an area where some outside help would be greatly appreciated.

For the future, we would like to improve the postings section from its present rudimentary state to a fully func- tional usenet??? usernet??? with search capability, ability to thread messages on similar subjects, listserver, etc. But this will have to wait for a volunteer with the knowledge and time to implement it. The day may come.

But now and in the future we need for knowledgeable hydrofoilers to visit the postings page periodically and help IHS BOARD OF DIRECTORS out with answers to some of the inquiries we receive. If you can answer one of the 1995-1998 1996-1999 1997-2000 questions asked, go ahead and corre- spond directly with copy to IHS... just William M. Ellsworth Jerry Gore Mark R. Bebar click on the inquirer’s name to open an email message and let the process of William J. Erickson Jim King William Hockberger communication proceed. And if you are the one with the question, then ask away! John R. Meyer Mark Rice George Jenkins

Peter Squicciarini Ken Spaulding Ralph Patterson

IHS Autumn 1997 Page 17 The NEWSLETTER International Hydrofoil Society P. O. Box 51, Cabin John MD 20818 USA

Editor: Barney C. Black WINTER 1997-98 Co-Editor: John R. Meyer

Hydrofoil Pioneers... HYDROFOIL VIDEO ANYONE? Your Board of Directors is consid- ering the possibility of creating a half- SMALL-BOAT HYDROFOILING IN THE hour video documentary of “Hydrofoil History” with the cooperation of the US 1950s — THE STORY OF THE Naval Surface Warfare Center, Carderock Division. We plan to write a narrative and assemble video clips collected over many UP-RIGHT HYDROFOIL KITS years to depict the worldwide develop- ment of hydrofoils. The video will treat early concepts, many small, experimental By craft, commercial and military hydrofoils, Thomas G. Lang closing with the Foilcats of today. IHS would pay only for narration costs, but I was active in small-boat hydrofoil development from 1952 to this requires dipping into the IHS treasury. 1960. During this period, I designed about 12 hydrofoil configurations, We believe it is prudent to proceed only if and then built and tested them with the help of my father. I obtained a there is enough interest on the part of IHS patent on the final hydrofoil design, and licensed it to a company in members to purchase such a video to help California which made and sold about 80 all-aluminum kits for con- defray these costs. It can be assumed that verting planing boats to hydrofoil boats. My story may help others to the price will be compatible with the “go- design and build a hydrofoil, or to develop a hydrofoil kit for sale. ing rate” for videos of this length and subject matter, approx. US$30. IHS there- I worked in torpedo hydrodynamics at a US Navy laboratory in fore needs your input. Please give us your Pasadena CA. My father had a shop in his garage at nearby Redlands. reaction to this proposal by email I typically spent a few weeks designing each new hydrofoil configura- ([email protected]) or regular mail. tion, and then my father and I would spend the next few weekends making hydrofoils, and testing them at Lake Elsinore or the Salton Sea. INSIDE... All designs consisted of add-on foils which converted existing 14-ft to 16-ft boats into hydrofoil boats. The hydrofoils typically added ten M mph, doubled the fuel mileage, and smoothed the ride in waves. President’s Column (2) M All of my earlier hydrofoils were made of steel. Their upper and New Members (2) lower surfaces were curved plates welded at the leading and trailing M edges, and then finished by carefully grinding the two edges to the Peter Payne, Melvin Brown, required shapes. The later hydrofoils were made from 6-inch alumi- and Bob Ripley (6) num extrusions using a die — ordered from Alcoa — which had a M 16-510 NACA airfoil cross section. Letters to the Editor (7) M News Digest (10) See Hydrofoil Kits, Page 3 PRESIDENT’S COLUMN WELCOME TO NEW MEMBERS Michael Koronaios has been a student at Staffordshire Univer- Although somewhat belated, I sin- the information, reports, and papers, etc. sity in England for 2 years, and he cerely hope all IHS members and their available to first, our members, then to will complete his studies in June of families enjoyed the Holiday Season and other hydrofoil enthusiasts without con- 1998. His Bachelor’s major is in will have a happy and rewarding 1998. suming a lot of volunteer time and finan- business, but he plans to study one cial assets of the Society. A policy on this more year to obtain his MBA. Next As we look back over 1997, we matter is being developed. All members semester he will work on a market- have a lot to be proud of regarding our will be advised shortly. ing planning project for a Greek accomplishments as a Society — con- hydrofoil company. He has had dif- stantly moving ahead to fulfill its pur- We will continue to need every- ficulty finding information about poses and objectives. I personally one’s support and help in 1998, as we hydrofoils or fast ferries (including appreciate the time and effort of the IHS have further plans for doing great things the market for hydrofoils, or infor- officers and Board of Directors. Thanks to improve services to our own members mation from hydrofoil companies, especially go to Barney Black and those and others interested in hydrofoils. how they prepare their marketing who have supported him in his many plans, etc.). He is seeking help from personal contributions to the modern- In a different vein, it is always anyone who has or can direct him to ization of the Society, bringing it into the regrettable to report the passing of our such information. electronic age. I can’t really say enough fellow hydrofoilers. We learned of three, about that because words are inadequate. namely, Mel Brown, Bob Ripley, and CLARIFICATION Peter Payne. Bob Johnston has done a The IHS website includes a Hy- masterful job of writing tributes to Bob Dr. Georg Brustad of Dynamica drofoil Tutorial. Although brief and rudi- Ripley and Mel Brown in this Newsletter. a/s informs us that after reading the arti- mentary, it is now complete with figures You will also find Bob Ripley’s eulogy, cle “Development of a Hull Form” in the to illustrate the text. Some of these fig- written by his son, on the IHS website. Autumn 1997 IHS Newsletter, that the ures need improvement in quality — and Peter Payne, long known to many of us, reader gets the impression that we are working on that. Also, a host of only recently had joined IHS. His most Navatek/Pacific Marine has rights to the hydrofoil pictures have been incorpo- recent hydrofoil contribution was deliv- ride control system of the FOILCAT rated in the Photo Gallery. We will be ered at FAST ‘97 in a paper “On the 2900; however, rights to this system be- adding text to describe each hydrofoil. Maximum Speed of the Dynafoil.” This long to Dynamica, according to Dr. Brus- Also, more photos will be added. I re- was the last of his many varied technical tad. For more information contact Dr. quest members (and others) to send in contributions to this interesting field. Brustad by email ([email protected])or good quality photos that are missing and visit his website at http://www.dynamica.no. would be good additions to the Gallery. As I have reminded all of you IHS did not intend to make any assertion many times, the Society is an all-volun- about the rights to this system, and has no I hope that all of you on the In- teer organization, and we rely on the fi- means of verifying such rights. ternet will look into the IHS Home Page nancial support of our members to pay from time to time as additional material operating expenses. You will find with and improvements are made. Barney’s this Newsletter a “DUES NOTICE.” It 1998 DUES ARE DUE links to other organizations are really will be much easier during the remainder IHS Membership is still only fantastic — performing a great service to of 1998 if all will respond during the next US$20 per calendar year (US$2.50 people like myself who are not as adept few weeks to this call for dues. Those for students). Your renewal or new at “surfing the net” as Barney is. who have been negligent about their membership is important and needed. 1997 dues, please recover your reputa- Please remit 1998 dues as soon as Your Board of Directors, who tion by enclosing a double check to cover possible to IHS at PO Box 51, Cabin meet every month, are struggling with both years. John MD 20818 USA. Overseas resi- the challenge of hydrofoil information dents with no easy way to send US distribution. IHS receives many requests Best wishes for a great 1998! funds overseas should contact IHS for for information. The challenge is to make John R. Meyer, President suggestions.

Page 2 IHS Winter 1997-98 HYDROFOIL KITS After several months of use, it be- (Continued From Page 1) came clear that an all-steel kit was too heavy and expensive to be marketable. The first few configurations con- Therefore, I purchased an extrusion die sisted of two surface-piercing, V-shaped from Alcoa, and all subsequent foils were hydrofoils mounted in tandem on a 14-ft made from extruded aluminum, together rowboat, with different kinds of roll-sta- with their attachments. To save weight bilizing means attached to each side. Fig- Fig. 2 — This 1954 three-Vee hydrofoil and cost, the foil units were designed to ure 1 is a photo of one of these earlier attained 35 mph with a 25 hp Johnson be bolted on. Figure 3 shows one of our hydrofoil configurations which was sta- outboard. The author is driving, and next all-aluminum, hand-made foil con- bilized in roll on each side by a spring- his father is seated next to him. figurations attached to a fiberglass boat. mounted planing plate. The outer ends of the planing plates were bent upward to could be mounted on most 14-to-16 foot Figure 4 shows the bow foil. Note help keep the plates from submerging in boats without bolts. The kit weighed the plate extending above the center of turns. The bow foil angle was controlled around 300 pounds. With a 25 hp Johnson the foil tube; this plate is used for adjust- by a control stick which could either be outboard, the largest outboard available ing the foil angle. The plate angle is con- locked in position, or operated by a pas- at the time, this hydrofoil boat achieved trolled by a short threaded rod which is senger in the front seat. The boat was about 30 mph with a full load of five attached by a universal joint to a long rod powered by a 10-hp Mercury outboard, people, and a maximum speed of about having a handle located near the driver. and achieved 32 mph with 2 people on 35 mph. The ride was remarkably good, The bow foil angle is adjusted by rotating board. We sportingly called it “the fastest even in fairly large breaking waves. The the rod, and can be adjusted when under- rowboat in the world.” boat was so stable that it could be oper- way. The bow foil is retracted by remov- ated “hands off” in waves. ing two bolts from the central collar, and then pivoting it up and over the bow. If the peak-to-trough height of breaking waves reached around twice the operating depth of the foils, then head waves would begin to hit the hull, and the larger following waves would occasion- ally cause the boat bow to plough into the wave crests, slowing the boat. This typi- Fig. 1 — 1952 hydrofoil design, the cally only happened under conditions “fastest rowboat in the world.” when other boats of a similar size headed for shore for safety. This hydrofoil boat Other side-mounted roll stabi- operated well in large ocean swells be- Fig. 4 — The bow foil is attached by lizers evalutated on this boat included: cause they are typically fairly long, so the four bolts. Note the angle adjustment (a) a negative-dihedral hydrofoil, (b) the boat simply followed the water surface. plate and threaded rod positioned same foil with a welded-on tip extension above the center of the cross tube. which had a positive dihedral, (c) a hori- zontal, arc-shaped planing foil placed Figure 5 is a close-up photo of a flush with the bottom of the boat at the stern foil mount. The hydrofoil angle can transom, and (d) a small V-shaped foil be adjusted at rest by rotating the large attached to the underside of the horizon- knob shown in the photo. Also shown, is tal planing foil. The latter design worked a spring-loaded motor mount which per- so well that we then eliminated the center mits a short shaft outboard to be used V-foil at the aft end, leaving simply one with a standard short transom; this mount bow foil and two stern foils. automatically lowers the motor about 5 Fig. 3 — One of the first all-aluminum inches when thrust is applied. Alterna- The next major set of hydrofoil hydrofoil designs mounted on an exist- tively, a long shaft outboard can be configurations began with the design ing fiberglass boat. With a 40 hp Scott mounted on a standard short transom. shown in Figure 2, consisting of a three- Atwater outboard motor, this boat Vee,all-steel, clamp-on set of foils which achieved around 39 mph. Continued on Next Page

IHS Winter 1997-98 Page 3 HYDROFOIL KITS I found that a reasonable design load for Figure 8 shows a stern foil in its (Continued From Previous Page) shearing off a foil is around 500 pounds. retracted position. Each stern foil is at- If the design load is too small, the foils tached to the transom with three bolts. The motor shown in Figure 5 is a 40 hp break free too often; if the design load is Scott Atwater. A 35 hp Evenrude was too large, people can be hurt and/or the Figure 9 (next page) shows a 15-ft also used on this boat. With either motor, boat damaged. I once hit an empty soda fiberglass boat outfitted with the produc- speeds of around 39 mph were achieved can floating on the surface that wrapped tion foil kit. With a 65-hp Mercury out- with two people in the boat. around the bow foil. The drag of the can board, this boat achieved 47 mph. The was not large enough to shear the foil off, unique aspects of this foil configuration but it caused my passenger and me to lose are in the use of: (1) differential dihedral our seats and receive minor bruises, but angles, (2) rear hydrofoil splay, (3) spe- fortunately nothing got broken. cial overall shapes with quick-mounting method, (4) a retraction system, (5) meth- Iap- ods for foil angle adjustment, (6) means plied in 1959 to release foils upon impact, (7) an op- for patents on tional motor mount, and (8) an optional the final hy- propeller design. To elaborate on each of drofoil con- Fig. 5 — Each aft hydrofoil is bolted to these unique aspects of the configuration: figuration and the transom, and retracts about a 45- degree axis at the inboard end. Note on the spring- (1) The outer sides of the rear V- the adjustable spring-loaded motor loaded motor foils have a 30 deg. dihedral angle, while mount, and the short-shaft outboard. mount. The their inner sides have a dihedral angle of patents were Fig. 6 45 deg. This differential dihedral pro- We designed and tested several al- issued in 1963 duces a roll moment when turning that ternative bow foils in the 1950s, includ- as US #3,094,960 and #3,140,685. In makes the boat bank nicely into turns. ing a base-vented bow hydrofoil, a 1960, I licensed these pending patents to Also, the bow foil had a 35 deg. dihedral superventilated bow hydrofoil, and a Up-Right Scaffold Co. (Berkeley, CA) in the upper part, and 45 deg. dihedral in spring-mounted bow foil designed so that whose scaffold materials, namely alumi- the lower part; for a given hydrofoil its angle of attack automatically reduced num extrusions and castings, were also depth, this design provided more takeoff when lift and/or drag increased. The suitable for the foil kits. This company area, and a higher turn rate at design base-vented hydrofoil concept was pat- quickly designed and made the necessary speed than a foil with a constant dihedral. ented as US #3,077,173 in 1963. How- tooling, and began selling Up-Right Hy- ever, these alternative foils did not seem drofoil Kits in 1961, Figure 6, for $375. Continued on Next Page to work as well as the final bow design. Figure 7 shows a production bow A note of caution for future hydro- foil in its retracted position. This bow foil designers: No matter how careful one unit is mounted using four bolts. is, the chances are that the foils will hit either a floating or a submerged obstacle if a boat is used often enough. For safety, I recommend attaching foils with shear bolts or shear links. To recover a sheared- off foil, a cord several-hundred-feet long is recommended. I once tried to retain a Fig. 8 — Each stern hydrofoil is sheared-off foil with a 15 ft cable, but the mounted to the transom with three cable snapped. Another mistake is to de- bolts, one of which is used to adjust its sign a V-foil to rotate about a horizontal angle by rotating the large knurled axis after hitting an obstacle. I tried this knob. The small container with the one time, and hit an unseen mud bar. The black lid to the left of the inner end of bow foil sheared off as designed, but the Fig. 7 — The bow foil can be retracted the foil contains 500-ft of coiled cord rear foils rotated back about 15 degrees, from the driver’s seat, or adjusted in for retrieving the foil if it hits an obsta- scooped up mud, and broke the transom. angle by the driver when underway. cle and shears free from its mount.

Page 4 IHS Winter 1997-98 HYDROFOIL KITS (Continued From Previous Page)

(2) The rear Vees were splayed rearward about 1.5 deg. as a safety fea- ture. This splay caused the outer part of each rear Vee to operate at a lower angle of attack than the inner parts of the Vees. In the tightest turns, without this splay, the outer side of the outer foil would ventilate first, causing the boat to sud- denly tilt out of the turn. However, with splay, the inner side of the inner V-foil ventilates first, causing the boat to tilt Fig. 9 — Boat equipped with the production Up-Right Hydrofoil Kit. This boat strongly into the turn (much safer). achieved 47 mph with a 65 hp Mercury outboard, and could carry six people.

(3) The rear foil extrusions were ratchet, and gently pushing the bow foil spring-loaded motor mount which at- bent into a triangular shape which pro- forward with a paddle until gravity takes taches to the boat transom so that the vided a continuous surface consisting of over to rotate it back down until it rests outboard motor will automatically lower a V-foil with an inverted horizontal por- against an adjustable stop. For trailering, about 5 inches when thrust is applied. tion welded together at the upper inboard the rear foils retract about a fore-and-aft When thrust stops, the springs automat- corner. Prior to bending, the horizontal axis, angled around 45 deg. from the ically retract the outboard back to its portion was placed in a special press, and vertical, which permits them to pivot up- original position, well above the waves. its camber was reversed so that, after ward and backward out of the water. bending, this portion provides lift when (8) It was not in the kit, but I immersed. The horizontal portion of each (5) The bow foil can be adjusted in developed a special propeller which im- rear foil was mounted above the bottom flight by rotating a rod with a handle proved on the then-available propellers of the boat, but low enough so that it located near the driver. Such an angle for faster boats. Basically, this prop acted helped to reduce trim at hump speed be- adjustment is needed if one or two pas- much like an automatic transmission fore takeoff. During turns, the horizontal sengers move from the front seat to the with overdrive. The propeller was de- surface of the inner hydrofoil dips into back seat, or if five or six passengers are signed to superventilate (from exhaust the water and generates lift to help in- carried instead of one or two. Generally, gas emerging from its hub) when the boat crease the turn rate and control the bank the rear foil angles do not require chang- accelerated from rest so that full engine angle. The bow hydrofoil assembly is ing; however, they can be changed by RPM and power are available. The prop mounted with two bolts through the bow rotating a large knurled knob which ad- then automatically base ventilated upon stem, and one bolt rearward on each side. justs the angle of a plate attached to each reaching about 25 mph, and the engine Each stern foil is mounted with three foil relative to the transom. speed reduced about 1,000 RPM, provid- bolts through the transom. ing the overdrive feature. The prop then (6) All three foils are attached by remained base ventilated up through (4) The Vee bow foil is attached to shear links so that each foil will individu- cruise speed. However, if accelerated to an above-water horizontal tube. To re- ally shear free of the boat if it strikes an maximum speed, the propeller again su- tract, the foil and tube are rotated until the obstacle with a force greater than about perventilated so that maximum engine foil is a little beyond its inverted position. 500 pounds. Each foil is recoverable by RPM and power are available. I later The foil is rotated by two cables which a 500-ft cord attached to the boat. found that this prop worked well even are wrapped around the foil tube on one when partly out of water; therefore it end, and around a ratchet winch on the (7) Typically, a standard long- would eliminate the need for either a long other end which is located near the driver. shaft outboard motor is mounted on a shaft outboard motor or a spring-loaded After raising the bow foil, the boat bow boat with a transom designed for a short- motor mount. This propeller concept was can be beached, typically without raising shaft outboard in order to lower the pro- patented in 1963 as US #3,109,495. the aft foils. After leaving shore, the bow peller 5 inches for hydrofoil operation. foil is lowered by releasing a catch on the Alternatively, I designed and patented a Continued on Next Page

IHS Winter 1997-98 Page 5 HYDROFOIL KITS IN MEMORY OF MELVIN BROWN made significant contributions to the suc- (Continued From Previous Page) cess of the Flying DUKW. by Robert Johnston About 80 of the Up-Right Hydro- Mel’s interests in the amphibious foil Kits were sold around the world in As I read the MIT Technology Re- field turned to using the air cushion con- 1961 and 1962, although most of the kits view for Nov/Dec 1997, I learned that cept for this application. Mel then joined were sold in the US. I heard that one kit Mel Brown died on 16 Mar 97. While Bell, where his interest in air cushion was used by the Boeing Company as a never active in IHS, Mel was an early landing craft developed. When Bill chase boat for their hydrofoil craft. An- contributor to hydrofoil development. Ellsworth and Jim Schuler undertook the other kit was later resold and used by the responsibility for the Navy to develop Navy in Vietnam. The Up-Right com- Melvin W. Brown was commis- this concept they brought Mel in to head pany did a fine job of manufacturing sioned in the US Navy upon graduation this effort at the David Taylor R&D Cen- design and packaging. About 300 kits a from the Naval Academy. He had an il- ter. The success of this effort is displayed year had to be sold to be profitable, so lustrious WWII war record as a survivor by current day acceptance of LCAC production was discontinued in 1962. I of the sinking of the USS INGRAHAM. (Landing Craft Air Cushion) as the stand- still have one unused kit, and one used Out of crew of 230 he was one of 11 that ard for the Navy and Marines. Mel’s con- kit, both of which I would like to donate survived several days in the water before tribution to the US Navy will long be to a museum, but have not yet found one being rescued. Mel told me that the long remembered, and we at IHS are proud which has display space available. wait for rescue took many lives, but, he that he was also a “hydrofoiler.” Thomas G. Lang said every time he thought he couldn’t [email protected] continue to hold on he told himself, “I can’t die now, I haven’t even lived.” IN MEMORY OF BOB RIPLEY IN MEMORY OF PETER PAYNE Upon being rescued, Mel continued his war experience in the South Pacific later by Robert Johnston Peter R. Payne headed up Payne taking command of USS LUDLOW. Fol- Associates in Severna Park, MD. Though lowing WW II Mel attended MIT and in Robert K. died of a heart attack he became a member of IHS only re- 1949 earned Masters Degrees in Naval while playing golf near his family’s win- cently, he has been associated with the Architecture and Marine Engineering. ter home at Sanford NC on 3 Dec 97. I Advanced Vehicle world for many years. After several years with the US Navy have heard it said that a golfer’s wish is He designed and built the Avian 2-180 Bureau of Ships he resigned his regular that when his time comes he may be in VTOL autogyro in 1958-59, the most Navy commission in 1955 and joined the the middle of a golf game. There he is recent such aircraft to be FAA certified. Naval Reserve, retiring as a Commander. enjoying the blue of the sky, the green of He was responsible for the first two the grass, and the lie of that little white manned SWATH-like craft, the FICAT It was while on duty with the Bu- ball near an approach shot to the green. catamarans, (1964-66). Other marine-re- reau of Ships that he became involved This must have been Bob’s wish also lated firsts include the Gayle Boat series with hydrofoils. These were the early rather than suffering a long illness. of supercritical planing hulls (1965-69), years when the Navy was trying to deter- the first passive laminar flow underwater mine whether there was any naval re- As Captain Robert Ripley on duty vehicle (1968), the SEAKNIFE (1971), quirement for hydrofoils. Mel joined the in the Pentagon, he was an outstanding the WAVESTRIDER foil-supported cata- team of supporters that believed in the supporter of the hydrofoil concept for marans (1982-84) and the Dynafoil continuation of support for investigation military applications. His duty there oc- (1995). of this principle. He was involved with curred while the US Navy’s policy was the planning of the necessary programs to promote a NATO hydrofoil program. Author of two textbooks and over that led to the construction of the R&D A NATO working group was formed to a hundred archival publications, Peter vessels and ultimately the PGHs and the study advanced ship types and to select Payne has been chiefly responsible for PHMs. In the meantime I had also joined the platform best suited to perform the development of “added mass” plan- the Naval Reserves and was heading the NATO missions. Four ship types were ing theory during the past 20 years. He Miami Shipbuilding hydrofoil effort. considered. The British Navy supported has also been involved in the developing When we received the contract to put the the air cushion vehicle, the Swedish dele- BOAT3D, the first general purpose time- Army’s DUKW on foils, we needed a gation argued strongly for their catama- domain PC computer program for fast program manager for this effort. Mel boats. joined us as this program manager and Continued on Page 9

Page 6 IHS Winter 1997-98 LETTERS TO THE EDITOR

1965 Classic Plans To Build into running order. I am looking for any and all information about this or sister We have for sale a 6-seater hydro- I am looking for the plans to build craft. The Manufacturer Tag gives the foil: Classic 1965 Russian-built Volga 9 the ‘Solo Hydrofoil’ that was in the Sep data: Metal Boat Co. Div. of Grumman Meter hydrofoil - Volvo Penta Diesel 67 issue of Mechanics Illustrated.Itis“a Aircraft Eng. Corp. Ser # 4-G-14-RW. 115HP - Aluminum hull, stainless steel 1-man Hydrofoil; foam-filled fiber-glass Stew Fischer foils — restored in original boat show hull by an Italian designer.” Have others [email protected] livery. Call or send email for full info. built this that you are aware of? Is there Response... John Taylor a more modern design? phone (UK): 1736 33 10 18 George Faulknor The foil system was developed by [email protected] [email protected] William (Bill) P. Carl, President and ma- jor stockholder of Dynamics Develop- Pontoon Foils Super Cavitation ment Inc. (DDI). DDI was acquired by Grumman Corp. when they decided to Looking for a 18’ to 22’ standard I am a Ph.D. student at the Univer- establish a hydrofoil division. For some or tri-toon pontoon boat used for recrea- sity of Stellenbosch. I am looking for time DDI manufactured the foils that tion (fishing and skiing). Top speed information on super cavitating hydro- were designed to be used with the Grum- should be somewhere around 35-40 mph, foils (base ventilated and fully cavitat- man 14-ft aluminum runabout. The de- powered by an outboard motor. Major ing) for possible application to hydrofoil mand for this hydrofoil was steady but consideration is a very stable and smooth supported catamarans. Could you pro- not enough to become a major product of ride on inland waterways and lakes. vide me with references? Grumman. While I was head of Grum- George Kelley Gunther Migeotte man’s marine division we continued to [email protected] [email protected] stock spare parts and kits for customers. [Attention hydrofoil entrepre- [We do not have a handy long list Grumman and Northrup became a new neurs: IHS has received several inquiries of the many papers written on this sub- corporation named Northrup Grumman. about add-on foils for pontoon boats... ject, but start with the IHS References It is my understanding that even before maybe an unexploited market. -Ed.] Page at http://www.erols.com/foiler. Refer- this new conglomerate, the Grumman ence No. 62 will refer you to Young Shen hydrofoil effort had ceased. I suspect that Need Sea Scooter Info ([email protected]). He is an expert any spare hydrofoil parts were out of in this field and can lead you to a more inventory before the merger. Perhaps Bill I am looking for a picture/s of a material. He is at the US Naval Surface Carl may have more info. If you want Sea Scooter built in the late 1960s. Note Warfare Center, Carderock. Contact him design info he is the one to contact. He the drawing [below] from 1969 US pat- and give him more specifics regarding may know what happened to any spares. ent 3,456,609 by Peter Thomas and your particular project. - Ed.] Bill’s address is: Mr. William P. Carl; PO Mence Nott. The craft was built. I saw Box 767; Kilmarnock, VA 22482 USA some foilborne video clips with one per- Grumman 14’ Runabout Bob Johnston son riding. I think they tried to market it. [email protected] Amiram Steinberg, Naval Architect I own a Grumman hydrofoil. It is [email protected] a little over 14 ft. long. Its beam is about Gordon Baker’s MONITOR 5 ft. It is of aluminum construction. The ribs and gussets show a definite aircraft I am interested in information on influence. It flies on three foils, two for- Gordon Baker’s sailing hydrofoil MONI- ward and one full width astern. It is pro- TOR. My world wide web page http:// pelled by a 40 hp outboard with an home.worldonline.nl/~hbsmits/hydrofoi.htm extended shaft and lower housing (fac- might interest you. tory). Although I last rode in and saw this ir. Hanno Smits boat running in the late 60s it is in some [email protected] disrepair at present. I believe that I have most of the “original” parts to put it back Continued on Next Page

IHS Winter 1997-98 Page 7 LETTERS TO THE EDITOR TUCUMCARI Hydrofoil.” These kits owned enterprise and controls the most (Continued From Previous Page) can sell for over $100, so I’m going to be of shipbuilding industry in China, includ- real careful when I build it.I have a friend ing shipbuilding, engines and ship equip- [See the Hydrofoil Pioneers sec- who has [another] model kit of TUCUM- ments. Under CSSC there are a number tion and the Posted Messages section of CARI he would like to sell. He’s asking of diesel factories for marine use. Among the IHS website for MONITOR info and $75 for the kit, which is unbuilt. Please those, there are two factories manufac- photo. - Ed.] let me know if you are interested ASAP. turing high speed diesel engines for high Bill Faulkner speed crafts and hydrofoils. They are Commercial Operating Costs [email protected] Luoyang Diesel Factory and Sichuan [Go to the Photo Gallery section Diesel Factory. Luoyang Diesel Factory Does anyone have reliable cost of the IHS website. - Ed.] is in Luoyang, Henan Province. It manu- data on the experience with the Jetfoil factures 12V180 diesel, 1200 HP and ferries operating in Hong Kong. I’m in- Response... MWM diesel 400-1000 HP. They have terested in operating and maintenance the license of manufacturing MWM. costs as well as any recent cost experi- TUCUMCARI particulars and Sichuan Diesel Factory is in Sichuan ence in building new boats. plan and elevation views are in “Boats of Province. They have the license to manu- Stan Siegel the USN”, Navships 250-452 issued May facture STYER diesel about 1000 HP. If [email protected] 1967 and available through the US Gov- you need detail information, please let Response... ernment Printing Office. The booklet of me know the items. CSSC promised to general plans is PGH2-845-2533352. I offer the information. I think a lot of this kind of infoap- know the set of drawings originally held Shi-Tang Dong pears in Fast Ferry International articles. by SUPSHIP Seattle has been destroyed. [email protected] I don’t recall when I last saw anything Sumi Arima about JetFoils, but I’m sure it has been [email protected] Hydrofoil Textbooks there at times. In FFI you can find info on seasonal and annual traffic, revenues, Russian/Chinese Diesel Engines I’m a French student leading a pro- profitability, various aspects of cost, ject entitled “The Hydroptère, Hydrody- costs of acquiring new craft (of all types) I am looking for the manufacturer namics of Foils.” My task is to do some and facilities, etc. One may speculate on of hydrofoil engines based in China. calculus with these foils. So please help the reliability of some of it, but my opin- Originally the manufacturer of this par- me in finding this information (I can’t ion is that it’s generally credible. I’m ticular model was from Russia. The ves- locate it anywhere)! inclined to think that if companies don’t sel is a ferry. I am not sure of the Sebastien Thellier want certain info to get out, they hold it manufacturer of the engines, but I know [email protected] close and don’t put out spurious informa- it is the same engine as used in the Chi- tion just to confuse people. A fair amount nese Navy; it was like an M-104A model. Sailing Catamaran of the same kind of info is presented at Rachel L. Haynie annual industry conferences such as Fer- [email protected] I am curious whether any com- ries’97 or Cruise+ Ferry, though again I Response... pany or organization has added hydro- don’t know when JetFoils per se may foils to a sailing catamaran. My cat is 44 have been discussed. We use engines M401A and ft, fiberglass. It seems to me that foils can Bill Hockberger M417A on hydrofoils METEOR and be housed, extended, and retracted into [email protected] VOSKHOD produced now in Russia. The the underside of the area between the producer of these engines is AO hulls. Are there commercially available TUCUMCARI Model Builder “ZVEZDA”: Russia, 193012, St. Peters- stock parts to do this? burg, ul. Babushkina, 123; phone: +7- Steven Need info on PGH-2 TUCUM- 812-2620747, marketing department: [email protected] CARI. I have a Aurora model that I want +7-812-2628142, fax +7-812-2673776. Response... to build as accurately as possible to the Konstantin Matveev real thing while it was in the Far East. [email protected] As far as I know, no one puts foils All I have to go on is the box art. The box Response... on any 44-foot fiberglass sailing catama- is dated 1969, kit #727-250. Aurora is out rans. I assume that this is an offshore, of business, and the kits are collector I contacted China State Shipbuild- items. The kit title is “Boeing PGH-2 ing Corporation (CSSC) that is the state Continued on Next Page

Page 8 IHS Winter 1997-98 LETTERS TO THE EDITOR passengers, and crew of 4. METEOR is BOB RIPLEY (Continued From Previous Page) 34.6m length, range of 320 nm, 116 pas- (Continued From Page 6) sengers, and 5 crew. KATRAN is 34.5m cruising catamaran. I see quite a few length, range of 150 nm, 155 passengers, rans, the French group presented their problems involved, partly the way you and 5 crew. Production time for either concept for a SWATH vehicle, and the suggest doing it. Many cats have too little VOSJOD-2 or METEOR is 5-6 months other nations led by the US delegation, clearance between the underbelly and the after signing of the contract; keep in presented a strong case for the hydrofoil. water, and foils retracted to there would mind, however, that winter weather con- These discussion continued through sev- hook almost every wave coming through. ditions during the period Dec though Apr eral meetings of the working group in The foils would also need some rather preclude delivery of METEOR during Brussels NATO headquarters. I was fancy folding mechanisms. I fear the sea those months. The price of either ship in privileged to attend several meetings of would make short work of the foils, tak- the production version, with optional air this group, but one meeting stands out in ing them apart quickly (the water forces conditioning installed, is well below my mind. Most of the concepts had been exerted on foils can be greater than one US$1M. You now have the option with put aside with the exception of the cata- ton per square foot at times). Further, if METEOR of substituting German en- maran and the hydrofoil. The Swedish your boat is solid fiberglass, it won’t lend gines for the standard Russian engines; delegation head, a Navy Captain, had the itself well to foils and high speed sailing. however this raises your overall cost to floor and his big argument was that any Fiberglass can flex considerably, making slightly above US$1M. METEOR is the vehicle should be tried out under combat secure foil attachment problematic. Also, most rapidly expanding type of hydrofoil conditions. Then Bob Ripley took the as the fiberglass hulls flex, one can not in Russia. These ships are also supplied floor with his big deep voice and in his keep the rigging tight enough for effi- (with the air conditioning option in- own inimitable way said “Captain, if you cient high-speed sail rigs. I don’t know stalled) to China. Production time for would like to join a war, come join ours. of any commercially available stock hy- KATRAN is normally 10 months after You might not like it, but it is the only drofoil parts: each company has to obtain signing of the contract, but keep in mind war we have.” At that point discussions its own extrusions, forgings, etc. A long the restriction on winter delivery. Your ceased, and the hydrofoil was adopted time ago, we offered some stock alumi- cost for KATRAN will be between unanimously. The rest is history with the num foil extrusions, but soon discovered US$2.0M and US$2.8M depending on US building the PHMs, assisted in the that experimenters were unable to utilize machinery, electronics, and outfitting op- early design by the Germans and Italians. them effectively. tions that you select. Hydrofoils of this Italy built a smaller patrol hydrofoil, and David A. Keiper type were supplied to the Virgin Islands the British evaluated the hydrofoil prin- [email protected] and are employed by Virgin Hydrofoil ciple by acquiring a Boeing-built mili- Service Inc. tary version of the JETFOIL. Where to Buy a Hydrofoil Konstantin Matveev [email protected] Bob was an IHS stalwart. The time We are interested in contacting a came that the future of IHS was depend- builder for hydrofoils 70-80 passengers ent upon moving the headquarters from to operate in Lake Nicaragua. It has been Letters To the Editor allows hy- England to the USA, Bob Ripley was one difficult to locate this information. drofoilers to ask for or provide informa- of the movers and shakers that brought Raul F. Calvet tion, to exchange ideas, and to inform the this about, and IHS continues to grow and [email protected] readership of interesting developments. thrive with the management over here. In Response... Much additional correspondence is many of our meetings, Bob’s voice was published in the Postings section of the heard, always in a constructive way and There are three types of Russian IHS web site. All are invited to partici- adding to the knowledge of the group. hydrofoils currently in production that pate. Opinions expressed are those of the you should consider: VOSJOD-2, ME- authors, not of IHS. Bob was raised in Montana and TEOR, and KATRAN (a variant of the IHS OFFICERS 1997 - 1998 was a 1949 US Naval Academy graduate. KOLKHIDA). VOSJOD-2 and METEOR He earned a master of arts degree in are for freshwater rivers and lakes, John Meyer President education at Stanford University. He though there is a VOSJOD-2 variant, the served in destroyers, cruisers, and am- VOSJOD-2M for salt water use; KA- Mark Bebar Vice President phibious ships, and commanded three TRAN is used on large lakes and in sea George Jenkins Treasurer ships, two in combat zones. After his areas near the coast. VOSJOD-2 is 27.6m length, range of 270 nautical miles, 71 Ken Spaulding Secretary Continued on Page 11

IHS Winter 1997-98 Page 9 HYDROFOIL NEWS DIGEST

SUPERJET-40 FOIL ASSISTED RIDE CONTROL RETROFITTED TO JETFOILS PROPOSED FOR THE CATAMARAN ORDERED INCAT/NICHOLS 30M VESSEL VANCOUVER-VICTORIA RUN

Fast Ferry Int’l, Nov 1997 Fast Ferry Int’l, Nov 1997 The Seattle Post-Intelligencer re- ported on October 21, 1997 that several Japanese-operator Ishizaki Kisen Nichols Brothers Boat Builders ferry operators submitted formal propos- has ordered an Hitachi Zosen Superjet-40 reported details of a refurbishment pro- als to B. C. Ferry Corp. to provide year- foil assisted catamaran for operation be- gram completed earlier this year on an round, high speed ferry service between tween the islands of Honshu and Shik- International Catamarans 30m vessel Vancouver and Victoria. Far East Hydro- oku. The new design is a development of that the Whidbey Island yard originally foil Co. Ltd. and Clipper Navigation, Inc. the Superjet-30, eight of which have been delivered in 1986. Work included new of Seattle WA teamed in a joint venture delivered by Hitachi since 1993, includ- passenger interiors and the retrofitting of to propose two 240-passenger Boeing ing two to Ishizaki Kisen. Jointly devel- a Maritime Dynamics Inc. (MDI) ride 929 Jetfoils operating daily from early oped by the company in association with control system utilizing aft trim tabs. morning until late at night from the the University of Tokyo and Setouchi SeaBus Terminal in downtown Vancou- Craft Company, the Superjet range, Hita- The vessel was purchased last year ver to Swartz Bay north of Victoria, ac- chi reports, “Provides passengers with by Catalina Channel Express Lines from cording to the Post-Intelligencer story. improved ride comfort even at high Alaskan operator Phillips Cruises & speed. Hydrofoils located between the Tours. Renamed CAT EXPRESS, it re-en- Clipper Navigation now carries V-shaped hulls have auxiliary flaps tered service towards the end of May 97 400,000 passengers a year between Seat- which control ship motion. This is sup- on the company’s routes between south- tle and Victoria using four high-speed pressed to one-eighth compared with ern Los Angeles and Catalina Island. catamarans and the PRINCESS MAR- conventional catamarans.” GUERITE III, a car-passenger ferry Capacity is now 350 passengers in leased from B.C. Ferries. The Post-Intel- Compared with the Superjet-30s twin deck saloons and external seating on ligencer quoted Clipper Navigation delivered to Ishizaki Kisen, the Superjet- the upper deck. Service speed, Nichols President Darrell Bryan as predicting 40 design is 7.5m longer and 1.6m wider, Brothers reports, is 28 kt, and the vessel that about 600,000 people would use the gross tonnage is 110 grt greater, passen- normally carries a crew of five or six. proposed new service the first year. Far ger capacity is 25% higher and installed East Hydrofoil operates a fleet of 20 Boe- power is more than doubled to increase According to the yard, “MDI ing Jetfoils, carrying 11 million passen- maximum speed by 7 knots. worked closely with the vessel’s designer gers a year between Hong Kong and and Nichols Brothers to design a system Macau. The company is owned by Stan- The new vessel is to be introduced for the vessel taking into account the ley Ho, who has extensive business inter- between Matsuyama and Moji. Sched- prevailing sea conditions of the route. ests in Vancouver, according to the uled crossing time will be 2 hours 30 MDI provided the detail design and hull Post-Intelligencer article. minutes and two return journeys a day are integration of the trim tabs, the hydraulic to be operated. specifications, and the electronic control- The Post-Intelligencer reported ler. Nichols Brothers fabricated the trim that a list of pre-qualified bidders for Hitachi Superjet-40: Length over- tabs, and designed and procured the hy- various potential fast-ferry routes in Brit- all — 39.0m; Beam molded — 11.4m; draulic system.” ish Columbia includes the Clarke Group, Draught Without foils — l.9m; Displace- owner of Harbour Ferries of Vancouver, ment — 300 tonnes; Passengers — 200; Disclaimer Spacious Yachts Ltd. of Nanaimo, B.C., Maximum speed — 45 knots; — Main and TTS Transportation Systems Inc., engines 4 x high speed diesels, 100% IHS chooses articles and also of Nanaimo. Other bidders include mcr, 2,750 ps; Propulsion — 2 x water- photos for potential interest to IHS operators from New York, San Fran- jets; Classification — JG members, but does not endorse cisco, London, Sydney, and Singapore. products or necessarily agree with the authors’ opinions or claims. More News Items on Next Page

Page 10 IHS Winter 1997-98 NEWS DIGEST LLOYD’S REGISTER OUTLINES BOB RIPLEY (Continued From Previous Page) CHALLENGES FACING HIGH (Continued From Page 9) SPEED CRAFT REVOLUTION 98 Maritime Reporter Oct 97 retirement, Bob stayed active in military Revolution98 is an Around The http://www.marinelink.com affairs as a member of the board of The World powerboat attempt to break the Retired Officers Association. He also en- 83-day record set in 1960 by the US The technical, environmental and tered Montana politics to run for the US nuclear submarine TRITON. Youcan join human challenges confronting the rap- Senate. He attracted a respectable the adventure first hand by logging in idly expanding high-speed craft industry number of votes, but was not elected. (http://www.revolution98.com) to see the were recently highlighted by Chris Wade, Daily Updates, Photos, and — once un- managing director of the Marine Divi- Above all, Bob was great family der way — the position of the REVOLU- sion of Lloyd’s Register (LR). man. There is no better evidence of this TION. Official Start is from Miami FL on than the profoundly moving tribute writ- February 28, 1998. Speaking at FAST ‘97, Mr. Wade ten by his son, Robert K. Ripley, Jr. The emphasized that, to meet these chal- text is posted on the IHS website at PHOTO GALLERY ADDED lenges, classification societies would http://www.erols.foiler/ripley1.htm, and it is have to extend their involvement beyond well worth reading, even for those who The IHS website has a new gal- structure and machinery. The service ex- did not know Bob personally. lery of hydrofoil photographs; go to : perience essential to calibrate theoretical http://www.erols.com/foiler/fotos.htm. This is calculations or to validate model experi- To Martha, Bob Jr., and the rest of a modest beginning that will grow incre- ments is still limited for larger high- the family: we share your grief in the loss mentally over time. IHS members and speed craft. of a good friend and a wonderful col- visitors to the website are invited to sug- league. The “old timers” of IHS will be gest (and provide) additional photos for In formulating its Special Service the keepers of the corporate memory of inclusion. The gallery also needs a one- Craft (SSC) Rules, LR adopted a first what Bob did for hydrofoils world wide, paragraph description of each vessel fea- principles approach taking account of the for the US Navy, and for the International tured... please pick your favorite environmental envelope for the intended Hydrofoil Society. hydrofoil and draft the paragraph; IHS service, the loads to which the craft is can use the volunteer help! subject, the strength assessment, and the IHS HOME PAGE acceptance criteria. The URL for IHS’s home page is: AMV WORKSHOP PROCEEDINGS http://www.erols.com/foiler With continued research, Wade If you want a package with a copy feels this philosophy may be extended of each paper presented at the June 1997 into a load factor and resistance design AMV Workshop, please send a check, to approach, a complete departure from the NEW BENEFIT cover printing, handling and mailing, for empirical rules which now predominate. IHS provides a free link from the US$10.00 made out to the IHS at PO Box IHS website to members’ personal 51, Cabin John MD 20818 USA. High speed craft can be con- and/or corporate site. To request your structed from an array of materials in- link, contact Barney C. Black, IHS cluding composites, aluminum alloys, Newsletter and Home Page Editor at high tensile steels or, increasingly, a com- [email protected]. Students bination of these materials. Concern in this area, according to Mr. Wade, is re- IHS 25th Anniversary Celebra- Wanted lated to the ability to carry out effective tion/Conference Proceedings and economic repairs on unforeseen cir- cumstances and in remote locations. Mr. To order a copy of the Proceed- Wade also suggested that classification ings containing a complete collection societies can and should play an impor- of papers presented, send US$18.50 for tant role in resolving these problems shipment within the US or $25 for IHS membership costs full-time when they arise and, more importantly, international shipment to George students only US$2.50 per calendar prevent their recurrence by introducing Jenkins, Treasurer; 713 S. Overlook year. Why not join now?! rule changes. Drive; Alexandria VA 22305 USA.

IHS Winter 1997-98 Page 11 VIRGIN FOILS IN VIRGIN WATERS

HYDROFOIL SERVICE, TOURS

By Norita Lee Virgin Islands Business Journal http://www.vibj.com Since introduction of the Russian- built hydrofoil KATRAN-1 to the Virgin Islands waters in April 1995, Virgin Hy- Hydrofoil System of KATRAN-1 Built by Volga Shipyard and Operated By drofoil Services, Inc. has been making Virgin Hydrofoil Services, Inc. (Photo Enhanced By Stan Louden) waves in the commuter ferry business. Virgin Hydrofoil has tapped yet SEAKEEPING PREDICTION The original intent of the craft was another new market with the introduction SYSTEM INTRODUCED to offer passengers another way to com- of inter-island transportation of cargo at mute between St. Thomas and St. Croix, reasonable rates. Maritime Reporter, Oct 97 but immediately following its debut it http://www.marinelink.com became obvious passengers were riding Traveling at 34 knots average, the the vessel for pleasure, not just business. craft makes the 40-nautical mile crossing Consilium Marine AB recently in- Today that fleet has grown to four ves- between St. Thomas and St. Croix in one troduced its new SAL Seakeeping Pre- sels, all owned by Virgin Hydrofoil Serv- hour and 15 minutes, riding on foils diction System (SPS) whose purpose is ices and backed by Swiss investors. which raise the cabin eight feet above the to provide information regarding wave water. The St. Thomas-San Juan trip induced dynamic effects on the ship. The Charters and commuter ferries are takes two hours. The fare for round trip information is obtained by theoretical becoming an important part of the com- passenger service between St. Thomas calculations in combination with meas- pany’s future. In addition to the St. and San Juan is $37. According to urements of the ship motions. Thomas-St. Croix daily ferry commuter spokesman Stan Louden, this is less than service, the operation has expanded with regular air fare rates to San Juan. The SAL SPS allows basic con- charter services to Puerto Rico and the figuration monitoring of bow slamming, British Virgin Islands, a sightseeing his- The Virgin Hydrofoil website is green water on deck, hull vertical bend- torical tour around St. Thomas and St. http://www.st-thomas.com/hydrofoil, email: ing moment, acceleration levels and ef- John, and weekend ferry services from [email protected] or phone 1-340-776- fective heel angles. SAL SPS displays St. Thomas to San Juan. 7417. Volga Shipyard is at http://www. responses in a processed form in terms of plugcom.ru/~volga; email: [email protected]. the most probable maximum value en- countered during a certain period of time.

The new system also features a more sophisticated forecast intended to serve as an operational guidance tool in critical situations. This service allows the operator to test the outcome of different actions prior to executing them in reality and will also indicate the optimum cor- rective action. IHS E-MAIL ADDRESS [email protected]

Page 12 IHS Winter 1997-98