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“The Maltese Falcon: the Realisation” Hiswa Symposium 2004

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“The Maltese Falcon: the Realisation” Hiswa Symposium 2004 The International HISWA Symposium on Yacht Design and Yacht Construction 2004 _______________________________________________________________ “The Maltese Falcon: the realisation” Hiswa Symposium 2004 By Tom Perkins, owner and project manager (USA) Gerard Dijkstra, naval architect G Dijkstra & Partners (NL) Perini Navi project team (IT, TK) Damon Roberts, Director Insensys Ltd (UK) CONTENTS ABSTRACT BACKGROUND 1. DynaShip history 2. Past Experience The scale of things Sail plans suitable for large ocean going yachts Development of free-standing rigs 3. Maltese Falcon Proposals Why the DynaRig Hull 3-Ultra Yachts 4. The team RESEARCH 5. Research and testing Historic research tests Scale model (1:6), single sail, operational tests Tank tests Scale model (1:6), structural tests Friction tests “luff” tape Virtual sailing CFD sail camber CFD sail loads Scale model (1:40), sail trials Test rig (full size), single sail and sail handling systems tests. 6. Defining boundaries General Performance Load cases Operational limits Safety THE “MALTESE FALCON” 7. Lines and appendages, the concept 8. Hull structure 9. The rig Sail plan Sail handling systems Spars 1 The International HISWA Symposium on Yacht Design and Yacht Construction 2004 _______________________________________________________________ Mast rotation 10. The sail 11. Operational aspects Performance Manoeuvring Sail sets Safety CONCLUSIONS ILLUSTRATIONS AKNOWLEDGEMENT REFERENCES ABSTRACT The DynaRig owes its origin to work done in the Sixties and Seventies by W Prolls, at the time he believed the system could provide propulsion for ships. The rig was never build. The idea has been resurrected for a remarkable three-masted square-rigger that can point like a fore-and-aft rigged yacht. Due to the application of the now available Carbon composite materials the idea has become a reality. The authors describe the thinking behind - and the development and research put into realisation of this revolutionary rig using the results from wind tunnel, towing tank, FEA analysis, test models etceteras. The rig will be placed on an 87meter long hull. The DynaRig is a square rig. The masts are free-standing with yards connected rigidly to the mast. The sails set between the curved yards in such a way that when deployed there are no gaps inbetween the sails enabling each spar’s sail plan to work as a single sail. The sails roller furl into the mast. The sail is trimmed to the wind by rotating the mast. The low windage (no stays) spars, fitted with the curved yards, effective single piece sails and freedom of bracing angles combine to give the rig improved aerodynamic efficiency when compared to a traditional square rigged ship. Efficiency of the DynaRig is about two times the efficiency of a traditional square rig. The 87m vessel is currently in build by Perini Navi. Naval architecture for hull and rig is by G Dijksktra & Partners and interior design and exterior styling is by Ken Freivokh. The styling is at least as innovative as the rig concept. The rig final engineering and build management is by Insensys. Sail handling systems are by Perini Navi. The owner is also, in effect, project manager. 2 The International HISWA Symposium on Yacht Design and Yacht Construction 2004 _______________________________________________________________ BACKGROUND 1. DYNASHIP HISTORY (Ref. 15) The vision. In the beginning of the Sixties, a man dreamt up a vision of modern automated sailing vessels - tankers, bulk carriers and even cruise vessels and big yachts- sailing the oceans with speeds up to 16-18 kts. The ships could be big, up to 60.000 DWT, and with sail areas up to 12.000 square meters divided over as many as 6 masts. Because of the automatization, the numerous crews of the windjammers were no longer necessary, the new type sailing ship could be managed by the same limited number of crew as onboard a conventional, diesel powered vessel. The possible fuel saving, depending upon the trading route, were in the order of 40% to 60% with all related environmental advantages. The name of the man was Wilhelm Prölss, a German engineer living in Hamburg. He named his sail-system the DynaRig and the ships: DynaShips or DynaSchiffe. Institut für Schiffbau der Universität Hamburg Mr. Prölss himself was neither naval architect nor marine engineer; his line was hydraulic systems. Hence, in order to further his project, he contacted the Hamburg University to get practical assistance with his idea. Already during the Fifties, some theoretical studies regarding sail propulsion had been carried out by H.Thieme and B.Wagner (later also by P.Schenzle) and the DynaShip idea was well received. The Hamburg Senate provided funds to carry out a number of wind tunnel tests in order evaluate the DynaRig. To this purpose small ship models were constructed as was a part of a mast. The tests showed, not surprisingly, that the DynaRig was superior in performance to traditional square sails. Developments In 1967-68 Mr. Prölss took out patents on his rig in all shipbuilding countries worldwide. He also tried to interest German ship owners in his ideas, but to no avail. In 1974 Mr. Prölss died. Before that time Capt. Jens Bloch had already shown interest in the DynaShip and, together with an American partner, he took over the patents and started marketing & promoting the project. None of the contacts however ended up with a building contract. Partly because the first oil crisis, after a couple of years came to an end and partly because at that time no full set of working drawings and specification of the DynaRig existed. No shipyard was willing on the existing basis to build a prototype and guarantee her performance. No further research was done and no test rig was constructed. In 1978 an agreement was made with the holders of the patents and the Belgian Cockerill Shipyard Hoboken to develop a 30.000 DWT bulkcarrier equipped with a DynaRig. Dertailed drawings and a specification was worked out and an EEC grant for building a test mast was secured. But the same year the yard ran into grave economic problems that forced them to close down. The design work completed was lost. Another reason for the DynaRig not having been built in the past is technical. The open slot in the front of the mast made it very difficult to build a mast in metal and yet with sufficient stiffness to withstand the torque loads. This problem was not solved. Modern windships (Ref 9) In the 1996-1999 period wind propulsion for cargo vessels, named WindShips, was again researched. The DynaRig managed aerodynamically well in these tests, but was beaten in the end mostly by a new competitor, the so-called “hard” sails. A “hard” sail is constructed as an inner core of steel, clad with fibreglass. The total cost of sails measured over the expected lifetime (18-20 years) of a commercial vessel is more economic for a “hard” sail than for a “soft” sail. Unless we will see a marked drop in the square meter price of “soft” sails, it is not likely we will see commercial vessels equipped with a DynaRig. However, sailing cruise ships and mega yachts present a potential market for the DynaRig. 3 The International HISWA Symposium on Yacht Design and Yacht Construction 2004 _______________________________________________________________ 2. PAST EXPERIENCE The scale of things The past experience of Perini Navi and GD&P in large sailing yachts is combined in Maltese Falcon. Without this experience the undertaking of the project would have lacked a solid basis. Illustration 2a shows large sailing vessels GD&P has designed or has been involved with. There has been a gradual but rapid increase in size. The sail plans shown are to the same scale. Of particular interest to the project is the 47m Aerorig sloop. This yacht carries a free-standing rig which is just as tall as Maltese Falcon'c rig. Unfortunately the launching of the Aerorig yacht is delayed and we can not use the experience of this large Aerorig in the design stage. However, early 2005 we might get some sail trials experience with this large freestanding rig. Perini Navi has build more large sailing yachts over 50 m l.o.a. than any other yard and has a lot of in-house experience with their proprietairy sail handling - and sail control systems. Sail plans suitable for large ocean going yachts Already as far back as 2001 GD&P researched rigs for 80m + sailing vessels. The study was done for Greenpeace International. At the time they were looking into the feasibility of building a 80 m loa environmental friendly campaign vessel. Around the world range was requested. Sail was to be main propulsion, the diesel engine was the secondary propulsion. Hence the designs show "soft" sail rigs and no "hard" sail rigs. The "hard" sail rigs would have been too small in area. Even with their associated high lift coefficients they would not have been sufficient powerful as main propulsion. Illustration 2b shows the result. The sloop rig was never considered but is included in the illustration for comparison. Missing in the illustration is the staysail fisherman three-masted schooner, due to the fact that the hull was medium/light displacement there was no need to fill all possible area with sails to get sufficient sail area. Discussing the pro's and con's of each rig would be a book in itself and is outside the scope of this paper. At that time the Aerorig two-masted schooner was selected as the most suitable option. Both from economic, performance and handling points of view. The Dynarig was a close second, but the rig would have been too expensive to develop and build at that time.
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