Final Report D&D

Design of a Concept Expedition Sailing Yacht Sami Patroun, Pol Oses, Nadir Balena, Marius Milatz, Alec MacLean

Table of Contents Introduction ............................................................................................................................................ 1 Design Brief ............................................................................................................................................. 1 Aims & Objectives ................................................................................................................................... 2 Parametric Study ..................................................................................................................................... 2 Classification Rules .................................................................................................................................. 3 Area of Operation ................................................................................................................................... 4 Vessel Outline Specification .................................................................................................................... 5 Safety Considerations ............................................................................................................................. 6 General Arrangement ............................................................................................................................. 7 Hydrostatics .......................................................................................................................................... 11 Appendage Design ................................................................................................................................ 14 Main Propulsion Systems ...................................................................................................................... 18 Fuel System ........................................................................................................................................... 29 Heating and Insulation .......................................................................................................................... 31 Fresh and Black Water System .............................................................................................................. 32 Structural Design ................................................................................................................................... 33 Mast & Rigging Design .......................................................................................................................... 38 Sail Plan ................................................................................................................................................. 43 Deck Plan & Rigging Circuit Design ....................................................................................................... 44 Conclusion ............................................................................................................................................. 45 Rendering Appendix .............................................................................................................................. 46 References ............................................................................................................................................. 50 Data Appendix ....................................................................................................................................... 52 Technical Drawing Appendix ................................................................................................................. 55

YEP107 Marine Craft Design and Development – Design of a Concept Expedition Sailing Yacht

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Introduction

The following document will detail the design and engineering of a concept 24m expedition sailing yacht. This report will detail all the research carried out, and the design of every component as well as the theory behind the design. The design team is made up of 5 members:

Sami Patroun Pol Oses Nadir Balena

Marius Milatz Alec MacLean

These 5 members then formed the design team ‘M - SNAP’, which would go on to design the concept exploration yacht as per the desires of the Client. Each team member had their own individual tasks to carry out, and it is because of good teamwork that this report and concept design was able to be produced.

Design Brief

The initial brief was to design yacht to meet the following criteria set out by a Client;

24m length overall

Be able to access water depths

as low as 2.5m

Steel or Aluminium

construction

Single engine with bow

thrusters or twin screw

arrangement

Be able to cover 2500Nm under

power

2 months unsupported work

with 2 crew and 6 passengers

Biological and Geographical

Laboratory

Category A

From this point, the design team set about carrying out several research tasks, in order to get a better idea of what type of vessel the team were looking to design.


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Aims & Objectives

The aim of the project was to produce a yacht that would meet with the Client’s requirements and expectations, as well as be visually aesthetic and be suitably functional. The objective was to build a strong a boat as possible, as well as meeting several classification rule societies’ guidelines, thus producing a yacht that not only meets the necessary requirements of the authorities, but will be of functional use to the owner.

The main objective behind this project however was teamwork. When a group of designers are assigned a project, it is vital that the team pull together and carry out their own individual tasks to a high standard and meet the deadline, so that the final product can be the best it can possibly be.

Parametric Study

The parametric data is to help guide the designer so that the vessel has suitable parametric values.

The parametric data that was used was a group of yachts around the same size class and has a hull construction of aluminium. The yachts varied between having ketch mast setup to a singular mast and also between exploration yachts to cruising vessels.

The parametric data considers all of the vessels data from length over all (LOA) to the Upwind Sail Area. We used the data to compile ratios such as the Slenderness Ratio, Length Breadth Ratio and the Sail Area Displacement Ratio. These values were then used to form several graphs that could be manipulated to define a rough estimation of the vessels dimensions and characteristics.

At the beginning a list of 53 vessels was gathered but when creating the graphs for the parametric data it was found that there where to many anomalies. It was also found the data was inaccurate which made the best fit line that was used in the end have a lower value of regression. This is a measure of how well the data points fit the line. After this, vessels that were as close as possible to the specifications stated by the Client were used. The list came down to 30 yachts and found that the data gave a best fit line more suitable, as the value for regression was higher.

The best fit line gives the designer a rough estimation where the yachts dimensions should lie. In this parametric study, the team looked at several design ratios, as previously described, and were able to produce a graph to compare the results of the data gathered. These graphs along with the respective ratios used in calculation of the graphs are shown overleaf in Figures 1, 2 and 3. Also shown on each graph is the data point for the designed boat. As can be seen the ratios that were calculated for the exploration vessel lie near the best fit line on these three graphs.


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Figure 1: Length/Breath Ratio Graph Figure 2: Sail Area Displacement Ratio Graph

Figure 3: Slenderness Ratio Graph

Classification Rules

There are many dangers associated with these regions which mean regulations for constructing a vessel like this are very challenging. This craft has been designed as an ocean going vessel according to the MCA MGN 280 Code of Practice by the Marine and Coastguard Agency [23]. This rule applies to Small Vessels in Commercial Use for Sport or Pleasure, Workboats and Pilot Boats – Alternative Construction Standards.

In conjunction with MGN280, many aspects of the vessel have been designed according to other classification society requirements, recognised by MGN 280.

Since MCA does not give any regulations especially for crafts operating in Polar Regions, classification requirements from IMO SOLAS [22], MARPOL [20] had to be considered. Certain components have been designed according to these rules in coalition with the MGN280 specifications;

Structures Dave Gerr (Elements of Boat Strength) [1] Rigging GL I-3-3 Special Craft Rule [19] Propulsion Systems GL I-3-3 Special Craft Rule, Dave Gerr, ABS

Guideline [21], SOLAS and MARPOL


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Area of Operation

The boat is designed to operate in all open waters at an unlimited distance from the shore, because of the Category A rating the boat carries. The boat will predominantly work in the two Polar Regions, which each have their own independent 6 month season (shown below in Figure 4). When the boat travels at a speed of around 8.5 knots, it will take around 60 days for refuelling and restocking stops. This will allow the team to spend 4 months in each Pole.

Figure 4: North and South Pole seasons

The weather conditions the crew and passengers are likely to experience could potentially be very rough in the open seas of the Atlantic. There are many dangers associated with these regions which mean regulations for constructing. When the boat is in the Polar Regions, the weather will be very cold climate, with high sun intensity. The snow provides a sharp reflection of the sunlight and is one of the reasons why the area is so cold. The more blue water and darker shades on the land or water will mean that the air temperature will be warmer in these areas.

The prevailing wind direction in the North Pole is an easterly and this is the expected wind direction until the boat will reach 60° Latitude, when the yacht will cross the tropic of Capricorn. After this, due to the International Tropical Convergence Zone (ITCZ) that the prevailing winds direction will completely change direction. A diagram represent this can be seen in Figure 5 on the right hand side. This is because the yacht has left the Polar air cells, and has entered into the Ferrel air cell area. The wind direction will then be changing constantly through the trade winds from an angle of around 45° latitude and 15° latitude.

Figure 5: ITCZ Diagram

From here, the boat approaches the tropic of Cancer (30° latitude), and the Hadley air cell, which is linked to the ITCZ area, where the winds are once again will be prevailing from the east. The pattern is reflected completely around the equator. A diagram showing this is shown below. This geographical predictive data can be used in order to predict when the boat will be using fuel, and to which port would be preferred to moor up and restock the vessels supplies.


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Vessel Outline Specification

General Hull Material Superstructure Basic Function

Aluminium Aluminium Exploration Yacht

Dimensions LOA LWL BOA BWL Freeboard Draught Min Draught Max Displacement Upwind Sail Area

24.63 m 22.12 m 6.95 m 6.11 m 2.14 m 2.50 m 4.76 m 60.60 T 295 m2

Capacities

Fuel Fresh Water Crew Passengers Maximum Range

10650 L 1500 L 2 6 3800 Nm @ 8.5 Knots

Performance

Service Speed Top Speed

8.5 Knots 10 Knots

Auxiliary Equipment Tender Outboard Sonar Generator Water Maker

1x Zodiac 340 Solid [26]

1x Suzuki DF25A [27]

Slocum Seaglider [31]

2x 11kW Onan MDKBN Fisher Panda Seafari Mini 350

Propulsion System Main Engine Total Power Gearboxes Propulsion Bow Thrusters

1x Volvo Penta D4-300 221kW (300hp) 1x ZF Hurth HS 63 AE 1x Bronze 26” Hung-Shen Fixed Pitch Propeller 1x Lewmar 300 TT

Accommodation Below Deck Wheelhouse

3x Twin Single Berth Rooms 2x Single Berth Rooms Galley Biological and Geographical Survey Laboratory Wet Room 4 Heads Lounge Helm Station

Life Saving Equipment Life rafts Fire Extinguishers

2x Waypoint 12 Person 6x CO2 2x AFFF

Nautical, Surveillance and Communication Equipment Bridge System External Communication

6x Raymarine A-series A6 Touch Consoles [28] 2x Raymarine A-series A9 Touch Consoles [28]

5x Iridium 9555 Satellite Telephones

A lines plan of the vessel showing the curvature and base dimensions of the yacht can be seen in Drawing 04 of the Drawing Appendix, which is located at the rear of the document.


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Safety Considerations

Fire & Escape

There are several hatches that serve as a means of access and egress from the accommodation and machinery space below deck. All of these hatches have a means of easily getting to, and through. Whether that be via a use of an easily accessible ladder or a suitable shelving unit as per the hatch in the Bow storage locker, as seen below in Figure 6.

Figure 6: Example of the Bow Hatch in Use During A Fire

This is vital, as if there is a fire, and then there needs to be at least two means of escape from the respective compartments on the boat, as one of them may become blocked off. It should also be noted that all of the bulkheads on the yacht are constructed out of A30 rated bulkheads. This means that the bulkheads should be able to withstand a temperature barrier on one side of the bulkhead without the temperature transferring through to the other side of the bulkhead for a minimum of 30 minutes.

Stocked on the boat, there are 8 fire extinguishers that are of CO2 and AFFF type. The CO2 extinguishers (6) are used throughout the boat, in the machinery space and accommodation space. The AFFF type fire extinguishers (2) are used in the kitchen area.

Life raft Launching

It is required that the boat carries life rafts with the capacity of 150% of the personnel on board. For this reason, the boat has 2 Waypoint [30] 12 person inflatable life rafts. The additional space that the life raft requires is for any additional equipment that the crew may take with them, such as overalls and heavy duty offshore jackets in order to keep warm when they are vastly more exposed to polar conditions.

The life rafts are located in the sail storage compartment of the yacht, on the foredeck. This is easily accessible from the wheelhouse and from the cabins below via the use of the escape hatches.


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General Arrangement

Wheel House

The wheel house is design for comfort for the guest and crew. The seating area was designed with a large table to fit 8 passengers for meetings and any use of the guest and crew to be together. The helm seat and console is in the centre of the wheel house to give the captain optimal view when healed to either side. To the right of the helm seat is a chart table with capability of seating 4 people. To the left of the helms console is a two person lounge area. The wheel house has stairs going to the fore and aft cabins of the vessel. A representation of the wheelhouse layout can be seen in Figure 7 below.

Figure 7: Visual Representation of the Wheelhouse Layout

Fore cabins

The first room when coming down the stairs to the fore cabins is a room with a dining table and the kitchen. The dining table is big enough to seat 8 people. The kitchen to the left as a bar with three stoles if food is served so fewer guests and the dining table is too formal. The kitchen is equipped with a sink on the far left corner. Next to the sink is a hob which uses gas. The fridge is divided into two units so that the separate units can have different temperatures to help preserve the food more efficiently. The TV is positioned in the top left and corner of the first cabin so that if you are in the kitchen or eating on the dining table you can see the TV. A representation of the kitchen and dining area can be seen overleaf in Figure 8.


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Figure 8: Visual Representation of the Kitchen and Lounge Layout

Going down the corridor the first room on the left is a storage room. On the right hand side of the room there is a storage rack for canned food and other condiments and utensils that might be needed for preparing food and drinks. At the end of the room is a freezer. A representation of this room can be seen in Figure 9 on the right hand side.

Figure 9: Visual Representation of the Storage Room

The first room on the right is a bedroom. All the three bedrooms in the fore part of the yacht have the same setup. All of them have two beds which are arranged as bunk bed to decrease space used and a large cupboard for the guests to put their personnel items in. A representation of one of a standard bedroom setup can be seen in Figure 10 on the right hand side.

Figure 10: Visual Representation of a Bedroom

After passing the two rooms at the beginning of the corridor, on the left is a bathroom. In the right corner of the room is the shower. Placing it the shower here is to minimal spray on the sink and toilet which is placed on the hull wall. Below the sink is a small cupboard to store cleaning produce for the bathroom. A representation of this bathroom can be seen on the right hand side in Figure 11.

Figure 11: Visual Representation of a Bathroom


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The two remaining cabins are two more bedrooms with the same setup as the first bedroom (as shown in Figure 9 on the previous page). The last two rooms on the left and right are another bathroom which is divided into a shower on the left and a toilet with sink on the right.

At the end of the corridor is a large storage room with storage racks. This storage room is used from extra personal equipment from the guests and craw, spear sails and lab equipment. A representation of this storage space is shown on the right in Figure 12.

Figure 12: Visual Representation of the Forward Storage Area

Aft Cabins

From the fore cabin, you go back up the stairs that brings you back to the wheel house and down the stair that go to the aft cabins. On the left is the crew and captain cabin. The beds are arranged as bunk beds and have a large cupboard in the left corner. The bottom bed has surfaces on the left and right which could be used as a bedside table.

On the right as you come down the stairs is the biological and geographical laboratory which has four storage cupboards, two shelves and a sink. Most of the chemicals which might be used for the exploration should be stored in here so the rest of the vessel cannot be contaminated with health risk products. As a door for each room would decrease the room size, we created a curved sliding door which closes one room at a time.

A representation of the arrangement of the Aft Cabin and Laboratory arrangement can be seen below in Figure 13.

Figure 13: Visual Representation of the Aft Cabin and Laboratory


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The overall 2D general Arrangement of the boat can be seen in Drawings 18 and 19. These are located in the Technical Drawing Appendix at the rear of the document. Shown below in Figure 14, is a full 3D representation of the vessels General Arrangement, as viewed from two opposing angles. There are several renderings also carried out that can be seen in the Rendering Appendix, on Page 46 of the document, that were not required throughout the report.

Figure 14: 3D Visual Representation of the Yachts General Arrangement


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Hydrostatics

Stability

The stability of the yacht had to be considered for both arrival and departure load cases as well as when the yacht may have been subjected to icing. The effect of ice on the yacht can be degrading to the stability of the boat, as the ice accumulation will raise the centre of gravity of the boat, as well as add to the displacement of the boat. When the boat is sailing in colder climes, ice can and will accumulate on all exposed surfaces of the yacht. This ice accumulation can be sourced from straight precipitation, sea spray or fog. The build-up of ice needs to be removed from the rigging and deck as best as possible before setting sail, due to the negative stability effects of the weight. When the boat is moored overnight, it may also be possible that a layer of snow will accumulate on the deck. This would also need to be removed by the use of a brush. The only way to remove the ice would be by using sheer force and hitting the ice off as best as possible with a mallet. The vibrations up the rigging should also cause the ice to detach. The analysis of the effects of icing has been carried out, and the GZ graph of 4 analysed load cases can be seen below in Figure 15.

Figure 15: GZ Stability Analysis Graph for the 4 Differing Load Cases

As it can be seen from the above graph in Figure 14, the stability is negatively affected by approximately 20% due to the effects of icing. The vessel’s stability was then tested against the MGN280 [23] code requirements. The requirements and the boat’s tested values were found on Maxsurf Stability, and the results from this are displayed overleaf in Table 1.


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Table 1: Stability Criteria from MGN280 and the Yachts Corresponding Values

From Table 1 above it can be seen that the vessel safely passes the stability criteria set out by the MGN280 rule even for the worst load case. The rule stated that a load case must be carried out at 100% consumables and also a lightship condition at 10% consumable load. As previously mentioned, the Icing of the boat’s exposed surfaces was also analysed for both load cases. The full estimated results from the four tested load cases are shown below in Table 2 overleaf.

During the stability analysis, it was found that the value for the longitudinal centre of gravity and the value previously stated for the longitudinal centre of floatation (LCF) of the vessel. There is a deviation here of 0.84m. This will mean the boat will trim bow up according to the initial weights and centres estimation. This value increases as Ice is added to the load case analysis, and the consumable load case is analysed. The team from here would go onwards from here by carrying out a more advanced weights and centres analysis. This will include more weight being placed forward of the LCF, and perhaps the repositioning of tanks further forward.

It should also be noted that the crew should carry multiple objects for the repair of varying items that may be damaged by the environmental erosion process of freeze thaw or other environment related conditions. It is therefore recommended that the boat should carry a spare rudder blade and propeller in case the boat should run into trouble with icebergs if the winter season arrives earlier than predicted. If the boat loses the centreboard, this will be of less of a problem than if the means of steering the boat was to be lost. As well as this several basic tools and generic replacement items should also be carried.

The discussion of protecting the rigging came up, and there was the suggestion that the rigging could be heated in order to prevent the ice from forming. This was quickly discarded, as the structural properties of the rigging could not be relied upon once heat hand been applied to the rig, as this may cause the rigging material to stretch or have reduced strength.

Load Case MGN280 Stability Requirement at 30°

Yacht Value at 30°

MGN280 Stability Requirement at 40°

Yacht Value at 40°

Departure 0.055 metre-radians 0.293 m-rad 0.09 metre-radians 0.463 m-rad

Departure ICE 0.055 metre-radians 0.259 m-rad 0.09 metre-radians 0.405 m-rad

Arrival 0.055 metre-radians 0.281 m-rad 0.09 metre-radians 0.428 m-rad

Arrival ICE 0.055 metre-radians 0.240 m-rad 0.09 metre-radians 0.359 m-rad


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Component Unit Weight LCG TCG VCG

[T] [m] [m] [m]

Structural Weight 1 18.620 -13.271 0.000 -0.163

Keel 1 17.000 -11.428 0.000 -1.511

Main Mast 1 2.500 -9.500 0.000 13.958

Mizzen 1 2.000 -19.671 0.000 13.165

Engine 1 0.591 -16.375 0.000 -0.149

Day-Tank ³ 4A 1 0.664 -17.831 0.000 0.196

People 8 0.075 -12.500 0.000 0.300

Genset port 1 0.315 -16.417 1.200 0.020

Genset starboard 1 0.315 -16.417 -1.200 0.020

Fuel port ³ 4A 1 4.200 -11.641 1.812 -0.676

Fuel starboard ³ 4A 1 4.200 -11.641 -1.812 -0.676

Dinghy 1 0.052 -23.134 0.000 1.246

Fresh ³ 4A 1 1.500 -6.930 0.000 -0.661

Water Sanitiser 1 0.057 -7.400 0.000 -0.691

Black ³ 4A 1 1.500 -4.920 0.000 -0.418

Lounge 1 0.094 -16.190 1.030 2.190

Chart Table 1 0.047 -13.600 -1.540 2.190

Helm 1 0.050 -12.720 0.000 2.600

Helm Chair 1 0.040 -13.600 15.000 2.110

Kitchen 1 0.240 -13.280 2.130 0.400

Dining Table 1 0.110 -12.770 -1.830 0.150

Lab 1 0.301 -19.030 1.460 1.090

Bedroom Aft 1 0.135 -19.230 -2.620 0.460

Bed 1 1 0.135 -10.230 -2.110 0.460

Bed 2 1 0.135 -7.600 -2.110 0.460

Bed 3 1 0.135 -7.600 2.110 0.460

Storage Food ³ 4A 1 0.140 -10.950 1.850 0.310

Storage Forward 1 1.000 -3.090 0.000 1.000

Head 1 0.085 -9.360 1.810 0.600

WC 1 0.050 -4.890 -1.160 0.150

Shower 1 0.035 -5.310 0.900 1.180

Deck Ice ² ⁴ 1 1.600 -14.270 0.000 2.140

Mizzen Rig ICE ² ⁴ 1 0.400 -19.671 0.000 13.165

Main Rig ICE ² ⁴ 1 0.500 -9.500 0.000 13.958

Total Loadcase ¹ 56.321 -12.077 0.010 0.489

Total Loadcase ² 58.821 -12.166 0.019 0.733

Total Loadcase ³ 45.746 -12.438 0.008 0.749

Total Loadcase ⁴ 47.648 -12.665 0.007 1.034 Loadcase 1 – Departure, Loadcase 2 – Departure with ICE (superscript ‘2’ denotes added condition), Loadcase 3 – Arrival Load (superscript ‘3’ denotes 10% of weight used in analysis), Loadcase 4 – Arrival Load with ICE (superscript ‘4’ denotes added condition and superscript ‘4A’ denotes 10% of weight used in analysis), Positive values for TCG denote an offset to the Port side of the boat, Negative values for TCG denote an offset to the Starboard side Positive values for VCG denote the item is located above the waterline and Negative VCG values denote below the waterline

Table 2: Basic Weights and Centres Estimate Table used in Stability Analysis


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Appendage Design

Keel & Centerboard

The keel of the boat was built as a stub keel with a folding centreboard for added performance and balance when the boat is under sail. A technical drawing of the keel and centreboard instalment and lifting design can be seen in Drawing 07 of the Drawing Appendix section at the rear of the document. The keel shape is based on a modified NACA section as is the centreboard. Because the keel has an incorporated centreboard, the boat can access waters of depths as low as 2.5 metres. The centreboard when lowered aids in the upwind performance of the yacht under sail as this helps produce lift and generate side force at a longer heel arm than the normal stub keel would. The various dimensions and ratios of the Centreboard and the Keel are shown below in Table 3:

Data Centreboard Value Keel Value

Aspect Ratio 3.02 0.18

Planform Area 2.78 m2 1.44 m2

Taper 0.87 0.83

Table 3: Design Data and Ratios for the Keel and Centreboard Blade

The centreboard is mechanically actuated by two hydraulic rams located in the base of the boat. These rams are double ended, so that the rams are free to rotate throughout the deployment and retrieval of the centreboard. The pin that passes through the centreboard in order for the rams to work is mounted centrally within a bearing to allow for smooth use and rotation. The same applies for the pin that the top end of the ram is attached to, although in this case, the bearings are mounted in a housing that is welded into the hull. The centreboard pivots around a central pivot point that is also fixed to the hull, with a single mounted bearing within the centreboard that allows the centreboard to pivot. The top end of the centreboard (that never exits the keel) is ballasted as to decrease the stress on the rams when lowering or raising the keel, as the moment applied to the rams will be lower, because of this counteracting (balancing) weight in the top half of the keel.

The rams chosen are RAMKO [32] 60mm bore hydraulic cylinder, with a 1400mm stroke, capable of lifting 2 tonnes per ram. These were chosen with a safety factor of 1.8 taken into consideration. This means that should there be any excess force exerted on the centreboard (such as seaweed getting caught) that the two rams should still be able to function and the centreboard can be taken out or be fixed in place without the rams failing. A simple calculation using Bernoulli’s formula can be done to calculate what the force trying to oush the centreboard

back up inside the hull would be. Using the formula

, with a

speed of 10knots and the density of water as 1025 kgm-3, meant that there was a total pressure of 13.563kNm-2 acting on the foreface of the centreboard. Multiplying this value by the area of the foreface of the centreboard, would give the total force exerted on the blade foreface. The foreface area of the centreboard is 0.4267m2. This resulted in a total force of 5787.12kgf, which in turn equates to 589.9kg added force, solely due to the water pressure when sailing at 10knots.


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The keel is incorporated into the structure of the overall boat which means that the structure of the keel should be stronger, and the integrity of the keel should also be higher as the structure is not relying on the strength of the bolts attaching the keel to the hull. This was felt to be of a higher safety and ease of instalment for the weight of our keel. The keel framing is then plated in aluminium, and a mixture of lead and concrete is poured into the voids left in the keel. This then takes the weight of the keel to 17 tonnes. The concrete was used to help build up the ballast volume in the keel, so that there were no empty voids that may have provided undesired buoyancy.

The keel also incorporates a box cooler for the two generators on-board the vessel in the aft end of the keel. This was done as the space available was suited to the instalment and the operating nature of the box cooler. This will be discussed later on in the report, in the cooling section.


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Rudders & Steering

The rudders on the boat are also constructed out of aluminium. They are installed at a slight angle (2 degrees) as so that there should always be a rudder close to vertically perpendicular to the water level. This will make steering the boat slightly easier than if the boat had vertical rudders. The rudder design is a spade rudder where the blade is based around the shape of pre-existing semi elliptical spade rudders on the market, but with custom dimensions and minor changes to the shaping and sizing of the blade. The rudder itself is a based on a NACA foil section however. The various dimensions and calculated ratios of the designed rudder blade are shown below in Table 4:

Data Set Value

Aspect Ratio 2.38

Planform Area 1.84 m2

Blade Area 1.76 m2

Taper 0.56

Table 4: Design Data and Ratios for the Rudder Blade

The taper ratio of the rudder blade is low, due to the fact that the rudder blade is of an elliptical shape, and therefore does not have a uniform taper along the face of the blade.

The rudderstock was calculated following the formula given in Dave Gerr’s book, Boat Mechanical Systems [2]. The following formula data set was calculated and used to give a rudderstock diameter of 112mm. The calculations for this are detailed below in Table 5. The chosen rudderstock is slightly larger than the calculated one at 115mm, but is a stocked item; coming from Jefa systems and this will be detailed shortly.

Rudderstock Calculation

Seawater Density 1025 kgm^-3

Blade Area 1.7619 m^2

Velocity 6.168 ms^-1

Cl 1.2

Torque Arm 0.1723 m

Bending Arm 1.2014 m

Force 18698.66 kgf

Bending Moment 22464.57 kgm

Torque Moment 3221.779 kgm

Combined Moment 45158.99 kgm

Factor of Safety 2

Diameter 112.37 mm

Table 5: Calcualtion for the Stock Diameter

The overall system used in the running of the steering system is a wire and sheave type system apart from the inside helm position, which uses an electronic link between the wheel and the autopilot system to change the bearing of the yacht.


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There is a central quadrant between the two rudderstocks, that is connected to both outdoor pedestals via a wire and sheave connection. The rudderstocks are then linked to the central quadrant via a crossbar for each rudder. This in turn is then connected to a tiller arm attached to the rudderstock. The autopilot is connected to the central quadrant in the same way, but on the opposite side. A technical drawing of the steering design and instalment can be seen in Drawing 05 of the Drawing Appendix section at the rear of the document.

The reasoning behind designing the steering system as described above are that there would be too much force to move should there have been one quadrant used for each rudderstock. There would have also have been the central quadrant in use as well if the steering system from the indoor helm position was to be a wire and sheave type arrangement. For this reason and the fact that it would have resulted in compromises to areas where space is at a premium, that an electronic link between the autopilot and the steering system was chosen to be the main steering system for the indoor helm position.

There are two helm positions on the exterior for added mobility and ease of docking and slow speed manoeuvres of the yacht. These positions may also be used when the yacht is sailing in sunnier climes as it cruises down closer to the equator.

The emergency tiller on the boat can be accessed in the cockpit, under the locker on the port side of the boat. The two rudders are linked and turn in series when the emergency tiller arm is moved. This means that there is only a need for one rudder stock to be linked up to the emergency steering system.

Shown below in Table 6, is a list of all the steering components that are used in the construction and design of the yachts steering system. The main supplier is Jefa steering and rudder systems [9] [10], with the custom manufacture required for items where there is a custom design by the team. A technical drawing of the rudder design and rudderstock arrangement can be seen in Drawing 06 of the Drawing Appendix section at the rear of the document.

Item Supplier Quantity

Rudder Custom Manufacture 2

Rudderstock Jefa 2

Quadrant Jefa 2

Rudderstock Tiller Arm Jefa 2

Central Stock Tiller Arm Jefa 3

Sheaves Jefa 16

Wire Custom Manufacture 2

Autopilot Jefa 1

Outdoor Pedestals Jefa 2

Indoor Helm Position (Pedestal)

Custom Manufacture 1

Table 6: Suppliers Table of Components used in the Steering System


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Main Propulsion Systems

Resistance & Propulsion.

The resistance of the vessel was estimated by running the designed hull model through the Maxsurf Resistance programme on the Delft I, II and III programmes. From this it was found that the series result roughly the same values. As can be seen in Figure 16 below, for a small increase in speed, a large increase in power is required.

Figure 16: Power vs Froude Number Analysis Graph

Here it was important to run the vessel at an optimum Froude Number. When runnning the vessel at a high froude number the resistance will raise and therefore the powering requirements and fuel consumption values. Since the minimum required speed, as described above, is 8.5 knots, the maximum speed of the vessel was decided to be 10 Knots at a Froude Number of 0.34. From this Froude number onwards, there is a vast increase in resistance for a small increase in speed.

The minimum Required power to run the vessel at 10 knots was found to be 201.111kW. Since the Delft series do not consider appendages as keel and rudder, the powering requirements were increased by 10%. A power of 221kW has been considered as appropriate for the propulsion of this vessel.

In order to ensure that the prediction above is giving appropriate results, the Gerrithsma series, which are including appendages as rudder and keel) have been used as back-up. The Gerristhma series result a minimum required power of 48.35kW assuming 100% efficiency.

0

200

400

600

800

1000

1200

1400

1600

1800

2000

2200

0 0.1 0.2 0.3 0.4 0.5 0.6

Po

we

r R

qu

ire

d k

W

Froude Number

Power Graph vs Froude Number

Delft Series 1,2 Delft Series 3


19

In reality the boat will not operate at an efficiency of 100%, therefore several efficiency assumptions can be made resulting in a required power of 193,4kW(assuming 55% drive train efficiency, a open water efficiency and 10% reserve factor)

Engine Comparison

Once the resistance acting on the hull was established, the power required to drive the vessel at a maximum speed of 10 Knots is 220kW. Two diferent engines, roughly the same power range, were compared by analysing the effiency figures of both engines.

Based on the given power & torque curves, the break mean effective pressure (BMEP) can be established using the formula stated below.

The calculated BMEP values and the given fuel consumption, torque and power values were plotted into graphs and compared as shown below and overleaf in Figures 17, 18, 19 and 20.

Figure 17: Fuel Consumption Comparison Graph

0

10

20

30

40

50

60

70

1500 2000 2500 3000 3500 4000

l/h

r

RPM

Fuel Consumption Volvo D4-300 vs. Yanmar 6LPA-STP2

Volvo Penta D4-300

Yanmar 6LPA-STP2


20

Figure 18: BMEP Comparison Graph

Figure 19: Comparison Torque Curve Graph

Figure 20: Comparison Power Produced Graph

0

500000

1000000

1500000

2000000

2500000

3000000

1500 2000 2500 3000 3500 4000

Axi

s Ti

tle

RPM

BMEP Volvo D4-300 vs. Yanmar 6LPA-STP2

Yanmar 6LPA-STP2

Volvo Penta D4-300

300

350

400

450

500

550

600

650

700

750

1500 2000 2500 3000 3500 4000

Torq

ue

N*m

RPM

Torque Curve Volvo D4-300 vs. Yanmar 6LPA-STP2

Yanmar 6LPA-STP2

Volvo Penta D4-300

0

50

100

150

200

250

1500 2000 2500 3000 3500 4000

Po

we

r (k

W)

RPM

Power Curve Volvo D4-300 vs. Yanmar 6LPA-STP2

Yanmar 6LPA-STP2

Volvo Penta D4-300


21

Volvo Penta D4-300 Yanmar 6LPA-STP2

Power(kW) 220 232

Max RPM 3400 3800

Max Fuel Consumption (L/hr) 53 64

Weight(kg) 663 449

Power to weight ratio 0.33 0.50

Torque to weight @3400RPM 0.93 1.46

Power to fuel consumption ratio 4.15 3.62

Table 7: Straight comparison of Engine Data

Yanmar 6LPA-STP2

RPM RPS kW W Torque BMEP l/hr

3800 63 230 230000 590 1780062 64

3600 60 232 232000 605 1825318 53

3400 57 227 227000 630 1900745 45

3200 53 220 220000 660 1991256 39

3000 50 215 215000 680 2051597 33

2800 47 200 200000 692 2087802 29

2600 43 190 190000 700 2111939 24

2400 40 180 180000 705 2127024 20

2200 37 162 162000 700 2111939 18

2000 33 125 125000 602 1816267 13

1800 30 90 90000 475 1433101 11

1600 27 70 70000 405 1221907 8

Table 8: YanMar 6LPA-STP2 Series Engine Data [13]

Volvo Penta D4-300

RPM RPS kW W Torque BMEP l/hr

3400 57 220 220000 620 2122866 53

3200 53 218 218000 650 2225586 44

3000 50 215 215000 685 2345425 37.5

2800 47 210 210000 693 2372817 31

2600 43 190 190000 700 2396785 26

2400 40 172 172000 670 2294065 22

2200 37 138 138000 602 2061235 18

2000 33 113 113000 590 2020147 14

1800 30 88 88000 470 1609270 11

1600 27 65 65000 397 1359319 8

Table 9: Volvo Penta D4-300 Engine Data [5]

The analysis carried out above show that the Volvo engine results higher BMEP which means this engine is working harder than the Yanmar. For producing roughly the same power at the maximum speed, Yanmar is running at 3800 RPM maximum and has therefore a much higher fuel consumption (64 litres/hour), where the Volvo engine is running at 3400 RPM with a fuel consumption of 54 litres/hour. This can be as well proven by the power to fuel consumption ratio


22

shown in Table 7, which utilises data shown in Tables 8 and 9. These facts helped to dictate the decision about the desired engine choice.

The engine that was chosen is the Volvo Penta D4-300. This engine is a fully SOLAS compliant engine, that can operate at temperatures of -15°C (-30°C with the engine coolant heater installed) and can operate at a heel angle of 20° should the vessel become damaged, or the boat be under power as well as under sail.

The Volvo Penta D4-300 is a four-stroke, four cylinder new generation marine diesel engine. The engine has a common rail fuel injection system and is turbocharged and aftercooled.

The engine is rated as rating 4 [A], leisure engine with a load factor below 40%. This engine was chosen due to the fact that the engine is not the primary propulsion which means that the engine will not work continously. This engine is appropriately suitable for the duty cycle of the Explorer Yacht Concept.

The design team decided to have single engine/bow thruster configuration since the rig is a ketch type rig. The bow thruster is the electro-hydraulic Lewmar 300 TT. (10.8kW) [24]. This will aid in slow speed manoeuvrability when the vessel is in port, or entering a natural safe haven for shelter or to moor up.

Sterngear and shaftline Arrangement.

The main propulsion is provided by one Volvo Penta D4-300 marine diesel engine driving through a ZF-Hurth 63AE [25] reverse reduction gearbox for compact installation and minimum propeller shaft angle. The drive train is a ‘straight shaft-line configuration, one propeller shaft, connected to the gearbox flange with a mild steel half coupling, drive a right hand rotating 3 blade propeller, running through water lubricated stern gland and P-bracket bearings. The overall instalment of this is detailed in Figure 21 below and Table 10 overleaf respectively. A technical drawing of the sterngear and shaftline arrangement can be seen in Drawing 10 of the Drawing Appendix section at the rear of the document.

Figure 21: Overall Installment of the Yachts Sterngear Arrangement


23

Sterngear Arrangement Detail

1 CNC Cut Mild Steel Half Coupling based on Gearbox Coupling and Shaft Diameter

2 Tides Marine Sureseal (Shaft Diameter 60 Stertube Diameter 108)

3 108mm Diameter Custom Sterntube (Aluminium) with Feroform Bearing

4 Custom 60mm Stainless steel Shaft

5 CNC Custom Cut Aluminium P-Bracket incorporating Feroform Bearing for 60mm Shaft

Table10: Corresponding Detail for use with Figure 21

Shaft Diameter Requirements

Based on the GL rules [19] for classification and construction of special craft up to 24m, the minimum required diameter (dp) for corrosion resistant material, such as Duplex stainless steel, was calculated using the following formula [B]:

Where;

P = propulsive power [kW]

n2 = propeller shaft revs. [min–1]

k = 90 for shafts of corrosion-resistant steel

C = 1.2 for craft operating in Category A

Minimum Required Diameter for the Yacht =

This number was rounded to 60mm to increase the strength of the shaft since safety is the main priority.

Shaft Bearing Spacing Requirements

Again, based on the same GL rules [19], the maximum spacing between bearings (Lmax) in mm, was defined using the following formula [C]:

Where;

d = shaft diameter [mm]

n = shaft revs. [min–1]

C = 12 000 for steel shafts

Maximum bearing spacing for the explorer 24


24

The minimum required bearing spacing was considered and the maximum bearing of the shaft line design is 1143.74mm. This design complies with the requirements as shown in Figure 22 below.

Figure 22: Detail Showing the Compliance of the Minimum Bearing Spacing

Propeller Shaft and Coupling

The yacht is fitted with a 60mm diameter Marinemet 25 (Duplex Stainless Stee) CNC produced shaft.

This shaft is fitted with Nickel Aluminium Bronze prop nuts and tab wshers. The shaft has spooned keyways on both ends and these are 1:16 tapered as the classifications require (Chapter 3, Page 3-5 GL Special Craft Rules). The shaft is delivered with CNC produced mild steel half couplings for connection at gearbox flange. This arrangement is shown below in Figure 23.

Figure 23: Detail of the Propeller Shaft and Coupling

Stern Tube and Seal

The stern gear arrangement of the yacht passes through an aluminium stern tube, welded to the hull structure. The stern tube is fitted with water lubricated Feroform, half-length bearings and Tides Marine watertight, self-aligning, drip-less propeller shaft seals as detailed overleaf in Figure 24.


25

Figure 24: Stern Tube Arrangement

The seal assembly consists of a one piece fibre-reinforced composite housing, consisting of water lubricated PTFE bearings and duplex lip seals. The Tides Marine [18] seals are also fitted with an overheat warning which can be linked to the Bridge Management System. This set up is shown in Figure 25 below.

Figure 25: Detail of the Stern Seal

P-Bracket

The yacht is fitted with CNC produced Nickel Aluminium Bronze (NiBrAl) P- brackets, each from one piece casting and fitted with a Feroform water lubricated bearings. The P-bracket instalment arrangement can be seen in Figure 26 below.

Figure 26: Detail of the Installation of the Vessels P-Bracket


26

Propeller

The sizing of the propeller used on the boat was sized by using Crouch’s method from Dave Gerrs book The Propeller Handbook [3]. This used the following formula;

From this, and given data for Propeller RPM (1400 RPM) and Shaft Power (288hp), the calculated propeller diameter is 25.43 inches, or 646mm. The chosen prop is a Hung Shen [17] right hand rotation, 3 blade propeller with a disc area ratio of 0.5 as can be seen on the right hand side. In order to get an industry size, stocked prop, the diameter was rounded up to the nearest whole number. In this case, the diameter for the search parameter was rounded up to 26 inches, from 25.43 inches. An example of this can be seen in Figure 27 on the right hand side

Figure 27: Example Propeller

In order to calculate the Pitch of the propeller, Crouch suggests a value for the Pitch/Diameter ratio in relation to boat speed, which in the case of the yacht, is a maximum of 10 knots. The formula for this is as follows;

This gives a Pitch/Diameter ratio of 0.83 and therefore a resultant pitch of 26 x 0.837 =21.76 inches. Therefore a pitch of 22 inches (558.8mm) was chosen.

The thrust and torque produced by the propeller can also be calculated by the use of propeller design charts, in relation to KT, KQ and J ratio values. Using the charts and various formulae, the thrust and torque produced by the propeller was found to be 2.35kN of thrust and 1632.35Nm of torque when the boat is motoring at 10Knts.

A three bladed propeller was chosen, because Crouch’s method is based on the analysis of three blade propellers. It could be possible to install a prop with a lower diameter, but this would require a higher blade number to meet the power absorption requirements.


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Exhaust System

The design of the exhaust system depended on many other design features of this vessel. First of all the design team decided not to have open water circuits for cooling purposes in order to prevent icing and therefore blockage of these circuits. The cooling system is a keel cooler system which means there is no cooling water to be discharged into the exhaust system. From the environmental perspective, the water pollution regulations created by IMO (MARPOL) in these areas are very strong. The pollution of the water is strictly forbidden. Wet exhaust systems have to have scrubbers installed. This fact makes a dry exhaust system more appropriate. The explorer yacht is a working boat which again can have a dry exhaust system.

Another key feature leading the design team to design a dry exhaust system is the installation of a wet room. This room is designed for drying wet cloths during expeditions. The heat generated by exhaust piping can be used in a use full manner by leading the pipes of the primary machinery through this room where they worm up the room and dry the cloths. This feature is very environmental due to the fact that not extra fuel or electricity is burned to heat the wet room up in order to dry the cloths.

The exhaust system for both generators and the engine is a dry stack incorporating silencers for sound reduction and flexible bellows to stand possible vibrations and avoid fracture in the exhaust components due to the expansion and contraction of the pipe during vast temperature changes. All these stainless steel pipes are raised to the highest point within the engine room and resiliently mounted to the deck structure. The piping is insulated with polished stainless cladding and thermal jackets since this is a requirement of the classification society.

The exhaust fumes of the engine and the main generator exit the boat at the port side of the hull close to the sheer line and the fumes of the backup generator at the starboard side. A gooseneck, consisting of a stainless steel flexible bellow has been included to the system to prevent back-flooding.

A technical drawing of the dry exhaust system can be seen in Drawing 14 of the Drawing Appendix section at the rear of the document.

Cooling System

The cooling system used on the yacht is a box cooler type arrangement. This was chosen as the team felt that it was suited to the environment that the yacht would predominately be sailing in. Because the yacht is designed to sail in very cold climates, there were concerns over the fact that if a heat exchanger type arrangement was used, that the water may become frozen when the boat was at anchor for a prolonged period of time. Another beneficial feature of using keel coolers is that there is no water pollution from the engine and generators of the yacht. This is seen as a benefit as there will be no exhaust gas slick left behind by the yacht when it is under motor close to the land, or when the generators are being used at anchor.

The cooling box for the Generators is located in the aft end of the keel as previously mentioned. This incorporates a ball valve that allows the option to


28

switch which generator will use the cooling facility. The engine cooling box is located directly below the engine, within the hull itself. A technical drawing of the Generator cooling system can be seen in Drawing 08 of the Drawing Appendix section at the rear of the document.

The conversion on the engine between the keel cooling and conventional heat exchanger and seawater cooling system was relatively simple, as Volvo offer a keel cooling version of the D$300 engine. This comes with an inlet and outlet pipe for the cooling fluid mounted on the engine. An independent pump for the coolant will have to be mounted however, as well as a reserve and expansion chamber. These are located directly above the keel cooler setup for the gensets and on the outlet for the engine box cooler setup. A technical drawing of the Engine cooling system can be seen in Drawing 09 of the Drawing Appendix section at the rear of the document.

Ventilation

The engine room ventilation requirements have been established according to Dave Gerr Ventilation (HVAC) rule of thumb (Boat Mechanical Systems Handbook) [2]. Following the stages below, the minimum required vent and fan diameter was calculated using the following formulae [E]:

The minimum required fan size considering the airflow of the engine and both generators is 25.8cm.

The designed ventilation system forces and extracts air into and from the engine room via two (one for air intake and one for extraction) AC axial Fans [35], each with a diameter of 30cm, positioned at a high level within the engine room. The system takes the air from the grill situated towards the rear of the superstructure (Port) where there is least spray. The air passes through a Premaberg heated vane intake separator [33], specially designed for operation in very cold environments. This ensures that the inlet systems are not blocked by icing or snow build-up and that free passage of air for machinery is provided.

At this point, the water is separated from the air and is drained out of the system. Considering the case of water passing through the separator, a secondary water separator, a vent box within the engine room space, has been included to the design. Water in the venting boxes is drained via a rubber hose off the system. The AC axial blowers [35] are connected to the venting box and can blow uninterrupted air into the engine room space. The forced warm air extraction runs through the same route at the starboard side where the warm air is extracted through the grill at the starboard side. A representation of the inlet and outlet for the machinery space ventilation is shown in Figure 28 overleaf.


29

A technical drawing of the ventilation system can be seen in Drawing 13 of the Drawing Appendix section at the rear of the document.

Figure 28: Representation of the Inlet and Outlet of the Ventialtion System

Generators

Based on a rough parametric study including motorboats, the size of the generators has to be between 10-15kW. The design team decided to have 2 generators, one operating continuously and one as a backup. The generator chosen is the Onan 11.0(kW) MDKBN quiet diesel marine generator [15]. These generators are capable to provide 240 volts energy. These generators distribute the energy via the control panels in the engine room space and charge at the same time all the 6 batteries. So the engine starter batteries do not rely only on the alternator. The positioning of the Generators can be seen in the Generator Cooling Arrangement drawing, which is Drawing 08 of the Drawing Appendix section at the rear of the document.

Fuel System

Tankage

The total fuel capacity on board is 10650 litres, divided between the two bottoms, build-in, fuel bunker tanks (each 5000 litres) and the daily fuel service tank (650 litres). The bunker tanks are double plated to reduce the chance of spilling the fuel while grounding. The frames in the tanks act as baffles to reduce free surface effects. All tanks on board are fitted with inspection hatches for servicing. The tanks are as well vented through breathers. Figure below shows the structure of the tanks and the cut outs inside the tanks. The cut outs allow the fuel to flow between the sections easily. A representation of this is shown in Figure 29 overleaf. A technical drawing of the fuel tank layout can be seen in Drawing 12 of the Drawing Appendix section at the rear of the document.


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Figure 29: Representation of the Tank Baffles

Fuel Polishing

Under normal running conditions, fuel will continuously be cleaned and transferred from the bunker tanks to the day tank via the automatic fuel polishing system. Transfer and cleaning of the fuel is made by the WASP W-PFS-026-W-220 Fuel Polishing Unit [16] (as shown and detailed in Figure 30 and Table 11 below respectively and also pictured in Figure 31 overleaf) consisting of a motor driven fuel pump, each fitted with water / dirt removal filters and a demagnetiser unit. Each pump delivers sufficient fuel to supply both engines and generators. The AC pump is capable of transferring 26 litres/hour of fuel from the bunker tanks to the day tank. The fuel return piping incorporated in the fuel system.

Figure 30: Detail of the Fuel Polishing, Filling and Pipe Running

Fuel Filters

1 PORT Bottom Bunker Tank (5000 litres)

2 STBD Bottom Bunker Tank (5000 litres)

3 TEKtank Series A 650 litres Day Tank [7]

4 Camlock 100mm DC 400 AL (PROFLOW) [11]

5 WASP W-PFS-026-W-220 Fuel Polishing Unit [16]

Table 11: Corresponding Detail from Figure 30 Above and Figure 31 Overleaf


31

Figure 31: Picture of Installed Fuel Polishing System (No. 5, Table 11 on previous page)

Fuel Filtration

The fuel supply to the engine and generators is pre-filtered via Separ fuel filters [6]. These are capable of filtering 300 litres of fuel per hour. The filters will suit the system since the maximum fuel consumption of the engine is 45 litres per hour.

A full technical drawing of the fuel polishing and filtration system can be seen in Drawing 11 of the Drawing Appendix section at the rear of the document.

Heating and Insulation

The boat’s heating system has been chosen as a combined system with the air conditioning, so hot air will be blown into the rooms. The air is heated by a Refleks 66mv diesel combination boiler [34], which both heats the water that the crew will require and also the air that will service the rooms. It is also possible to have a radiator system installed onto the boat, and this would be recommended for the cabins and areas around the tanks to maintain a perceivable temperature in the boat

The reasoning behind choosing a combination boiler and heater was to make the instalment of the system easier and less complex than having to install two separate systems. The heater also has a very economical fuel burn rate, which is favourable for a fuel supply that may become limited without careful planning or unforeseeable circumstances.

Insulation

The boat also has a 15cm layer of ceramic insulation throughout all the boats length. This will aid in keeping the heat produced by the radiators and hot air blowers inside the boat, and lessen the effect of latent heat transfers to the outside atmosphere. The insulation should also prevent the coldness of the water and atmosphere transferring into the interior space.

Since the safety requirements are set very high, the thermal insulation as well as the fire insulation construction must be tested and approved according to the rules and regulations of IMO. However, particularly in cold environments, insulation is very important. The aluminium hull will conduct lots of heat from the interior space and extra fuel will be needed to heat the space if the structure is not insulated properly. The company PAROC [4] offering combined insulation material for fire and thermal was chosen.


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The whole structure of the vessel, including bulkheads, frames, deck and superstructure are insulated with PAROC Marine wired mat 100 especially designed for insulation of aluminium or steel structures. This mat is a non-combustible stone wool wired mat. The web height of the hull structure as well as the stiffener depth of the deck and superstructure roof will be filled with the insulation mat. The insulation mat chosen has a thickness of 120mm. A representation of the insulation of the yacht’s hull sides is shown in Figure 32 below.

Figure 32: Visual Representation of the Boat’s Insulation

Fresh and Black Water System

The fresh water system on board compromises of 2 tanks which are each capable of holding 750 litres of fresh water each, resulting in 1500L total. Although this may seem lower than a required capacity of freshwater for a yacht carrying 8 persons, there is a water pump on board that is capable of producing 55.2 litres per hour, which equates to 1325 litres of fresh water produced per day. This should yield the required amount of water per day and more for the crew and passengers.

The 2 tanks are located above the front face of the keel, spaced equally apart on the centreline. They are composed of bunker tanks, and have one frame acting as a baffle between the two bulkheads that form the tank. In between the tanks, the Fishcer Panda Mini 350 Water Maker [14] is located. The inlet (from the seawater) is via a seacock, and the outlet that feeds and fills the tanks after the water maker carries out the process of reverse osmosis to make the water purified and drinkable, is split into two, so each tank is filled independently. There is no cross linking pump or pipe between the two freshwater tanks.

There is also a 1500 litre black water tank, which deals with all the waste and sewage water that the boat will produce. This tank can be discharged with caution and respect within 12 nautical miles of the shore or an ice shelf because of the vessels size and personnel carrying capacity, but it is recommended by MARPOL [20] that the boat should be at least 12 Nautical miles from the shore or an ice shelf, and doing a minimum speed of 4 Knots before discharging it’s tanks. It would be recommended for environmental reasons and ultimate compliance that the boat’s crew follow the latter guideline regarding tank discharge.

A technical drawing of the water tankage layout can be seen in Drawing 12 of the Drawing Appendix section at the rear of the document.


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Structural Design

Methods

The Structure of the vessel has been designed based on the Dave Gerr Method using his book, The Elements of Boat Strength [1].

This Method is a simple scantling-rule calculation for strong, durable hulls, decks and other boat parts made from fiberglass, wood, steel and aluminium. This method over estimates the scantlings and this overestimation results a very strong hull and deck.

Material Choice

Since there were only two options, either Steel or Aluminium, given by the Client, the two material choices were analysed and compared. It was concluded that the material which would be superior for the majority of the construction of the vessel would be Aluminium.

Aluminium & Steel Comparison

The Cor-Ten A grade steel, in the industry known as ASTM A242 HSLA (high strength low alloy) steel, is alloyed steel appropriate for marine applications. This material, as well known as ‘weathering steel’, is a steel alloy forming a protective layer on its surface under the influence of the weather. Cor-Ten steels have an increased resistance to atmospheric corrosion compared to unalloyed steels.

The duration and protective effect of the protective layer depends on the corrosive character of the atmosphere. Its influence mainly depends on the weather conditions. In general the protective layer offers protection against atmospheric corrosion in industrial, urban and countryside climate. For marine applications, where the material is constantly confronted with a large corrosive character of the atmosphere, protection of the material using paint is necessary. The unprotected material in marine applications will lose thickness due corrosion.

The typical aluminium alloy used for structures in ship building is the 6061-T6, medium to high strength, heat-treatable alloy, which is highly workable when welding. The physical as well as mechanical properties of both materials are shown in Table 12 below.

Material ASTM A242 HSLA Steel 6061-T6 Aluminium

Base Metal Price 1.6% rel 9.7% rel

Density 7.8 gcm-3 2.70 gcm-3

Modulus of elasticity 210 GPa 69 GPa

Elongation 24 6-22

Specific Heat 450 Jkg-1K-1 900 Jkg-1K-1

Ultimate Tensile Strength 490 MPa 260 MPa

Strength to Weight Ratio 63 kNmkg-1 48-144 kNmkg-1

Thermal Conductivity 43 WM-1K-1 150-180 WM-1K-1

Thermal Diffusivity 12 62-74

Thermal Expansion 11.9 µmM-1K-1 23.4 µmM-1K-1

Yield Strength 350 MPa 90-350 MPa

Table 12: Physical & Mechanical Properties of the Materials


34

The Cor-Ten steel has by far better mechanical properties. In can be concluded from the above table, that the steel is stronger than the aluminium. Considering the physical properties it can be said that the aluminium is much lighter. Using aluminium, the structure of the vessel can be built 65% lighter for the same strength as steel by increasing the thickness of the aluminium plates. An aluminium plate should be between 1.25 and 1.5 times thicker than steel for the same strength. The light weight structure will lower the centre of gravity of the boat and make it therefore more stable. Less weight also means the vessel can go faster with the same sail area and power. The aluminium structure as well allows more cargo and machinery capacity. A full comparison between the two metals is shown below in Table 13.

Steel Aluminium

Labour-saving

- Light weight, less labour intensive.

- Easier handling of components. (No heavy gear required)

Easier to work with

- Soft, easier to bend, cut, form. - No problem with round bilge hulls. - Workable with ordinary

equipment.

Compromises on Hull Shape

- Any hull shape, buildable in Aluminium

- Developable surfaces and chines not necessary.

Welding - Welding Aluminium 3 times faster

than steel. - Total welding hours halved.

Corrosion - Corrosion resistant, lower

maintenance. - No paint above WL required

Added plate thickness for corrosion

- No added plate thickness

Energy absorption - Aluminium deforms to absorb

more energy

Costs - Steel is considerably less

expensive

Abrasion Resistance - Steel is more abrasion-

resistant

Fire Resistance

- Steel is more fire-resistant and does not melt or burn as Aluminium

Table 13: Comparison Between an Aluminium or Steel Construction

Considering the findings in the above Table 13, aluminium is more expensive but provides better characteristics regarding to construction in general and weight saving. It was decided that the aluminium is the ideal material for the construction of a sailing vessel for expeditions in Polar Regions since the inherent strength and ability to deform or impact, whilst maintaining hull integrity, are prime


35

considerations when operating in ice ridden waters. In addition, the parametric studies showed that all the same type vessels are constructed in aluminium.

Transverse and Longitudinal Framing.

Prior to calculating the structure of the vessel, the design team had many thoughts about the type of the structure whether the structure will consist of transverse or longitudinal framing. It was decided to incorporate a longitudinal framed structure since this was proved as being more efficient than transverse framing.

Using the calculated Scantling Number (Sn), based on the Dave Gerr method, requirements for the longitudinal framing [D] were calculated and can be seen in Table 14 below.

Aluminium RING FRAME spacing [cm]

Formula = 83.8 * (Sn^0.15) 129.34

Aluminium Hull-bott RING-FRAME web height [mm]

Formula = 59.18 * (Sn^0.4) 188.29

Aluminium Hull-bott RING-FRAME web thick [mm]

Formula = 5.84 * (Sn^0.21) 10.72

Aluminium Hull-bott RING-FRAME flange width [mm]

Formula = 44.45 * (Sn^0.4) 141.42

Aluminium Hull-bott RING-FRAME flange thick [mm]

Formula = 7.37 * (Sn^0.21`) 13.53

Table 14: Calculated Data for the Ring Frame Sizing

Before choosing the type of framing, aspects as weight, structural benefits and production differences were considered. The reasons why a longitudinal framed structure is more efficient are as follows.

- Lighter Structure Closely spaced longitudinal stiffeners with deep, widely spaced transverse frames are lighter than closely spaced numerous transverse frames.

- Easier construction Less structural parts, joint length and length of welding. Fewer frames have to be cut exactly to shape.

- Less Expensive Less man hours per tonne for steelwork fabrication. Therefore more cost efficient.

- Fairness Less welding therefore less distortion in material. Additional fairness due to closely spaced longitudinal stiffeners.

- Strength Both methods equally strong since the requirements are based on the same method.

Design

The longitudinal structure consists of 1293mm spaced ring frames supporting closely spaced longitudinal stringers and longitudinal engine girders. This arrangement results a structurally very efficient framework creating a very smooth and fair shell, shown overleaf in Figures 33 and 34.


36

A better understanding of the framework can be seen in Drawings 01 and 02 of the Drawing Appendix section at the rear of the document.

Figure 33: Picture showing the structure design

Figure 34: Visual Representation the Structures within the Hull

Using advanced technologies, the ring frames can be CNC cut using computerized numerical control. These are then welded onto the centreline vertical keel and finally the longitudinal stringers are notched into the ring frames. Using this technology the framework goes quickly together and labour costs can be saved. The remaining work is then to install the longitudinal stiffening for the deck, cockpit, superstructure, bulkheads and transom.

The Longitudinal stringer sizes were sized according to products that should be readily available and not require custom manufacture. The size chosen for the two differing stringer sizes were 80x10 for the hull and keel stringers, and 50x10 for the stringers that will be used in the hull. The stringers are welded to the ring frames, with the aid of a 1mm TOL cut out in the ring frames. This is a bulb bar shaped cut out that is 1mm thick. The stringers slot into this cut out and is then welded. The bulb ending to the cut out aids in the welding process, as it allows for slight movements when the metal expands during welding. A technical drawing of the frame construction can be seen in Drawing 03 of the Drawing Appendix section at the rear of the document.


37

The stringers are constantly spaced at 300mm throughout the boat. This is closer than what Dave Gerr suggests, but this was done as a factor of safety to make sure that the boat was structurally strong enough to withstand the possible impact of ice.

There are additional longitudinal girders for the Engine and Generators on the boat. These are sized with the same flange width and thickness as the ring frames, but at a constant height of 250mm below the waterline for the Generator engine beds, and 355mm for the Engine bed. The engine bed is at a lower height, as for an improved shaft line angle into the water. The engine bed structure can be seen below in Figure 35.

Figure 35: Detail Showing the Engine Bed Structures

The bulkheads on the boat will require vertical stiffening, as the plate would not be stable enough left to stand by itself. These stiffeners (although not shown) will be sized as 50x10 Aluminium flat bar. These stiffeners will need to be placed at a spacing of 370mm along the face of each respective bulkhead. A technical drawing of the full structure of the boat can be seen in Drawing 01 of the Drawing Appendix section, located at the rear of the document.

Additional structure has been added to the boat where the main mast is anchored. Because the main mast is a hull stepped mast, the added structure is in the hull. This comes in the form of additional girders to aid in the supporting of the mast. The mizzen mast of the boat also requires some additional structure for support, but as this mast is deck stepped, the boat requires reinforcement in the cockpit structure. Because there is a bulkhead nearby, part of the structure will be fixed onto this.

The only part of the structure that is constructed out of Steel, rather than Aluminium is the Ram bow of the boat. This was chosen to have additional structural strength in case the boat runs into an ice field. There is also a secondary watertight bulkhead that will serve as an anchor locker, but also as a secondary crash bulkhead, should the steel bow and its corresponding ‘Ram Bow’ bulkhead fail.


38

Mast & Rigging Design

Rig Configuration

It was chosen to rig this yacht with a ketch configuration. It is a Bermudan rig configuration, so it has two masts. The distinguishing characteristic from other Bermudan configuration it is that the forward mast (the main-mast) it is higher than the aft mast called the mizzen. This choice was considered as the most suitable for a yacht that needs to operate in polar region, because of many advantages that this configuration offers compared to other set-ups:

The yacht is highly manoeuvrable

If the wind increases drastically and so a rapid reef is needed, it is possible to drop the mainsail to reduce the sail area and still keeping a correct balanced sail plan with mizzen and genoa

The righting moment is smaller than in a sloop because the combined centre of effort is much lower, but in the meantime it is possible to have more sail area

The mizzen sail can be left set alone in case of too strong wind, it can be used as a storm-sail. This is because it is easy and quick to reef from the shelter of the cockpit

In a worst scenario where both rudders are broken it will still be possible to manoeuvre the yacht well just with the sails, the mizzen sail increases vastly the steering capabilities

In case of anchoring with the ketch configuration the mizzen sail can be used to keep the boat stable with the bow against the wind, reducing also the rolling motion

These characteristics would enable the yacht to perform very well in the Polar Regions, where icebergs require a high manoeuvrable capability and the variable weather require a rapid capacity to set the right sail area

The parametric survey carried out shows that many explorer yachts that

operate in Polar Regions use a ketch configuration. Another really important aspect included in this design was to keep both masts structurally separate. This means that instead of putting a stay between the top of the two masts (as most of the ketch configurations seem to have) it was decided to position the two masts individual stays separately. This increases the factor of safety and should ensure that there is always a way back home, as if one mast was rendered unusable, the supplementary mast could be used without being compromised by the failure of the other.


39

The masts

The two masts were designed to comply with the Germanischer Lloyd rules [19]. The forward mast is a three spreader mast and the mizzen is a two spreader mast. These have been analyzed in one up-wind sail area conditions. The main challenge in the design of a rigging is to match as best as possible different aspect of it, such as:

Supporting a load calculated with the right safety factor,

Still keeping the weight as low as possible

Still give to the mast a section shape aerodynamically reasonable to save windage.

GL Rules provides a reasonable method to apply factor of safety and to run through the mast analysis for yachts up to 24 metres long. GL rules are applicable for Bermudian rigs with spars made out in aluminium or in carbon fibre reinforced plastics. By using Excel was possible to calculate the loads in the different panels of the mast and in the stays, using Buckling analysis and resolution of forces.

Below it’s possible to see in Tables 15 and 16 the outline the initial dimensional specifications for the different parts of the rig for both masts.

Main Mast

RIG PARTS [m]

Mast Height 26.5

Panel 1 7.0

Panel 2 7.0

Panel 3 7.0

Panel 4 5.5

Spreaders

Swept back of 13 degrees

Deck level 2.6

Spreaders 1 2.7

Spreaders 2 2.7

Spreaders 3 2.2

Vertical Shrouds

V1 7.0

V2 7.0

V3 7.0

Diagonals Shrouds

D1 7.5

D2 7.5

D3 7.5

D4 5.9

Mizzen Mast

RIG PARTS [m]

Mast Height 20.7

Panel 1 7.8

Panel 2 7.7

Panel 3 5.2

Spreaders

Swept forward of 13 degrees

Deck level 2.8

Spreaders 1 2.8

Spreaders 2 2.3

Vertical Shrouds

V1 7.71

V2 7.74

Diagonals Shrouds

D1 8.16

D2 8.17

D3 5.75

Table 15: Main Mast Data

Table 16: Maizzen Mast Data


40

These calculations were done using an excel spreadsheet can be resumed in key point to describe briefly the method used:

Calculate righting moment

Ensure that Heeling Moment = Righting Moment

Calculation of transverse sail forces

Distribution of the transverse sail forces

Stays Load

Resolution of forces through the rig

Sum up the panel Compression

Buckling analysis

Ixx and Iyy Calculus to find the right mast section.

The mast was chosen to be an extrusion of the first panel, so that the mast will always be of the same section with the same thickness along the whole length. Shown below in Table 17 and 18, it is possible to see the data about the two sections obtained. The mast sections drawings can be seen in the Technical Drawing Appendix at the rear of the document in Drawing 15.

Table 17: Main Mast Section Calculation Data Set

Table 18: Mizzen Mast Section Calculation Data Set

Main Mast

Panel 1 Ixx - Iyy Values [cm4]

Outside diameter [cm]

Internal diameter [cm]

Cross sectional Area [cm2]

Transverse (Ixx) 54234.9 42.3 39.8

87.4 Longitudinal (Iyy)

4388.1 22.6 21.2

Mizzen Mast

Panel 1 Ixx - Iyy Values [cm4]

Outside diameter [cm]

Internal diameter [cm]

Cross sectional Area [cm2]

Transverse (Ixx)

18180.8 32.2 30.3

59.9 Longitudinal (Iyy)

2897.8 20.4 19.1


41

Through the calculation many different Assumptions have been taken under account such as:

The Safe Working Angle (SWA) has been chosen to be of 30 degrees heeling angle, this is generally the SWA used and recommended by GL

The yacht is been considered to be of Category 1 of table 1.1 of the GL rules, so it’s assumed to be a motor sailor/heavy cruiser yacht able to be sailed by owner/crew also in ocean going

During the calculation, the distribution factors for the transverse forces (table 1.2 – GL rules) in the mainsail haven’t been changed; the same values of the table have been used.

The spreaders were considered in line with the mast

The self-weight of a rig produces additional loads in the rig, notably in a heeled condition. Those forces haven’t been taken into account through the calculation

To achieve the mast section, the internal diameter is assumed to be the 94% of the external diameter

The shrouds and stays that would support those masts are made of steel rod

Nitronic 50 of varying size.

The forestay of the forward mast attaches on the deck on the most forward bulkhead (Ram bow). It’s possible to see that a baby-stay is also present, but this doesn’t have any structural implications, as it attaches onto the deck at the second bulkhead (frame 1 B/H 1). These bulkheads can be seen in Drawing 01 and 02 in the Technical Drawing Appendix at the rear of the document. A Factor of safety was applied in the calculation of the required wiring sizes, the stays were calculated with a F.o.S. of 2.2, while the shrouds with F.o.S. of 4.

It is possible to see the rigging sizes for the different part of each of the masts in Tables 19 below and 20 overleaf respectively. A full rigging plan can be seen in Drawing 15 of the Technical Drawing Appendix section of the document.

Table 19: Main Mast Shroud and Stay Data Set

Main Mast

Stays Tension (FoS applied) [kg]

Wire dia. [mm]

Backstay 18718 14.27

Headstay 18927 14.27

Shrouds

D1 10572 11.10

V1 24631 16.76

D2 9749 9.53

V2 14714 12.70

D3 8626 9.53

V3 6674 8.38

D4 6674 8.38


42

Table 20: Mizzen Mast Shroud and Stay Data Set

The main mast of the yacht is supported by the structure with the hull, as it is hull stepped. In the case of the mizzen mast, the mast is supported by mainly the deck structure, however there is a post that runs from the deck to the hull that aids in the support of this mast.

A representation of the rig design is shown below in Figure 36.

Figure 36: Visual Representation of the Tacht’s Rig

Mizzen Mast

Stays Tension (FoS applied) [kg]

Wire dia. [mm]

Backstay 16382 14.27

Headstay 17523 16.76

Shrouds

D1 21041 14.27

V1 23959 16.76

D2 14879 12.70

V2 9971 9.53

D3 9971 9.53


43

Sail Plan

The rig configuration described and analyzed above will support an upwind sail area of 284m2. The sails will be made of reliable polyester for the strength and the longevity properties this material displays. This sail plan configuration will enhance the boats ability to be highly manoeuvrable and easy to handle by two-crew members alone.

In the front of the boat the genoa and the stay sail will be always mounted on, both of them with a furling system, so to swipe between those two sails it’s necessary just to furl in the genoa and then furl the storm-jib outside. Just with this process than can be safely executed from the safety of the cockpit the sail area can get reduced from 284m2 to 220m2. This is a great feature for explorer yacht that need to operate in the Polar Regions, as wind speeds can vastly increase without warning.

The Genoa and the stay sail have the clew cut at a high point, this is due to allow great visibility during sailing also on the leeward side, a crucial point in the Polar Regions because of the presence of icebergs. Below in Table 21, the technical specification of the rig is shown. The full sail plan can be seen in Drawing 16 in the Technical Drawing Appendix Section at the rear of the document.

Sails Specification

Main Genoa

Area 98.14 (m^2) Area 123.52 (m^2)

P 23.75 (m) I 25 (m)

E 7.134 (m) J 10.48 (m)

Roach 11 % LP 9.13 (m)

Mizzen Storm-Jib

Area 62.1 (m^2) Area 59.32 (m^2)

P 17.88 (m) I 20.13 (m)

E 5.5 (m) J 7.74 (m)

Roach 16 % LP 5.51 (m)

Total sail area

Upwind case with genoa 284 (m^2)

Upwind case with storm-jib 220 (m^2)

Table 21: Main Mast Section Calculation Data Set


44

Deck Plan & Rigging Circuit Design

The aim was to create a clean and functional deck, where all the important features are placed in tactical positions to enhance better manoeuvrability through the deck and meantime also to be able to trim and change sails from the safety of the cockpit at all time. The sail’s halyards circuit it’s a crucial part in the design of a sailing yacht, especially for a yacht that needs to operate in Polar Regions, where the weather apart being cold it is also highly variable, so that required a system that allows to reduce or to increase the sail area rapidly.

The genoa and the storm-jib are mounted with a furling system, so those will be inter-changeable between each other in a very short time. The halyard to trim those sails would run through a pulley mounted on a track that is running on the deck, and then it would reach the cockpit. On the deck, at both starboard and portside there are mounted two tracks on each side, with over a Harken [8] Pin-stop slider jib car lead system. The decision to position two different tracks was made on the assumption that the boat could be sailed with genoa and a staysail simultaneously so to don’t apply all the stress from the two sails on the same track. At the bottom of the forward mast are positioned two Harken stainless steel hydraulic 74 self-tailing winch and the deck base halyard leads pulleys. Those winches would allow to keep one halyards to work without the needs of leading it to the cockpit, they could be also used when not sailing and it is necessary to lift something heavy from one point to another in the forward part (for example to move a sail from the forward deck to the transom) an halyards running from the mast head could be very useful.

The halyards running in the forward mast would run through a stopper mounted on the mast side, then those would be lead until the cockpit with a series of pulley and halyards organizers manufactured from Harken, the circuit it’s designed to keep the walking sides on deck as empty as possible, so the circuit it’s built vertically along the lower side of the super-structure. When the halyards reach the cockpit, they would run through another stopper before leading to the winches. There are 6 winches positioned along the sides of the cockpit, three for each side. As it is possible to see in the drawings the most far aft winches are the biggest on board, those are 1120 Hydraulic self-tailing winch that can operate at three different speed, since those are the one able to operate at the higher load, they will be mostly used to trim and operate the Genoa or the staysail. The other four are the same stainless steel hydraulic 74 self-tailing winch mounted also at the deck base.

The mainsheet system to trim the mainsail it’s built over the superstructure, it consist in a single sheet that run through the whole system, there is a double pulley positioned at the extreme back part of the boom, the mainsheet will run through those and then to the high-load car with stand-up toggle system that run on a track delimit on each side by a track-end control with double sheave. From those, the mainsheet would start to run over the coach-roof to the aft part of the boat, on the roof covering part of the cockpit it’s located on each side a block that will enhance the mainsheet to run through the roof and then down into the cockpit, until it doesn’t reach a stopper positioned along the ones that would be used for the halyards coming from the forward mast.


45

The Mizzen sail it’s trimmed almost in the same way as the mainsail, the difference it’s that the sheet coming from the car on the track reach the block at the end of the boom, then it would run inside the boom until another block fixed at the forward part of the boom, then it would run along the coach-roof and straight to the cockpit with a system of pulleys. This arrangement would enhance the sailors to operate the yacht in a very safe way from the inside of the cockpit, while having also the possibility of reach the bow on a empty and very organized deck if needed.

A technical drawing of the Deck Plan can be seen in Drawing 17. This is located in the Technical Drawing Appendix at the rear of the document.

Conclusion

Overall, the team pulled together to produce a yacht that is well designed. The fact that the yacht meets all the criteria set by the various Classification Society Rules throughout is proof that the yacht has been designed to a high quality.

The justification of the design choices made has been covered at the respective talking points of the design detail, for example the reasoning for choosing a keel cooling system and a dry exhaust over a conventional wet exhaust system. It should be noted that the team feel that every system and nature of instalment of these systems on-board the concept vessel, will meet with and exceed the Clients expectations and desires.

From this point onwards, the team would go on to do a more in depth analysis of the weights and centres of the yacht and also look into sourcing more components that are readily available in industry.

In summary, the team felt that they have, up till this stage, produced a concept of an exploration sailing yacht that could rival any of the existing explorer yachts already being used, such as Tara and Pelagic Australias.


46

Rendering Appendix

This is a gallery of the renderings that were not used at some point throughout the report, for the pleasure of the Client’s viewing. This will give a better representation of the yachts working.

Figure 37: Exterior Rendering of the Yacht



47

Figure 39: Interior Rendering of the Yacht’s Dining and Kitchen Area



48




49




50

References

Books

1. Elements of Boat Strength (Gerr. D, 2009) 2. The Boat Mechanical Systems Handbook (Gerr. D, 2008) 3. The Propeller Handbook (Gerr.D, 2005)

Webpages

4. Paroc Insulation - http://www.paroc.com/solutions-and-

products/products/pages/marine-wired-mats/paroc-marine-wired-mat-100

5. Volvo Penta - http://www.volvopenta.com/volvopenta/global/en-

gb/marine_leisure_engines/c_diesel_inboard/enginerange/Pages/d4_300.aspx

6. Separ Filters - http://www.separ.co.uk/product/diesel-biodiesel-fuel-filters-water-

separators 7. Tek Tanks

- http://tektankslimited.com/series-a-large-1250-x-575-x-1010mm-650litrebn-1195-p.asp

8. Harken Rigging - http://www.harken.co.uk/

9. Jefa Rudder - http://www.jefa.com/rudder.htm

10. Jefa Steering - http://www.jefa.com/steering/steering.htm

11. Camlock Fittings - http://www.camlock-fittings.com/aluminum-camlock-

couplings/type-dc-dust-cup-aluminum-female-end-coupler.html 12. Grabcad

- https://grabcad.com/ 13. YanMar Marine Engines

- http://www.yanmarmarine.eu/Products/Leisure-Engines/6LPA-STP2-342/

14. Fischer Panda Water Maker - http://www.fischerpanda.co.uk/HRO_Mini_Compact_Systems.html

15. Onan Marine Generators - http://power.cummins.com/onanpowerWeb/navigation.do?pageId=94

0&parentId=533&linkName=Marine%20Generators 16. SEPAR WASP Fuel Polishing Units

- http://www.separ.co.uk/product/fuel-polishing-systems# 17. Hung Shen Propellers

- http://www.hungshenprop.com/13-SSP.jpg

http://www.paroc.com/solutions-and-products/products/pages/marine-wired-mats/paroc-marine-wired-mat-100



http://www.volvopenta.com/volvopenta/global/en-gb/marine_leisure_engines/c_diesel_inboard/enginerange/Pages/d4_300.aspx



http://www.separ.co.uk/product/diesel-biodiesel-fuel-filters-water-separators

http://www.separ.co.uk/product/diesel-biodiesel-fuel-filters-water-separators

http://tektankslimited.com/series-a-large-1250-x-575-x-1010mm-650litrebn-1195-p.asp

http://tektankslimited.com/series-a-large-1250-x-575-x-1010mm-650litrebn-1195-p.asp

http://www.harken.co.uk/

http://www.jefa.com/rudder.htm

http://www.jefa.com/steering/steering.htm

http://www.camlock-fittings.com/aluminum-camlock-couplings/type-dc-dust-cup-aluminum-female-end-coupler.html

http://www.camlock-fittings.com/aluminum-camlock-couplings/type-dc-dust-cup-aluminum-female-end-coupler.html

https://grabcad.com/

http://www.yanmarmarine.eu/Products/Leisure-Engines/6LPA-STP2-342/

http://www.yanmarmarine.eu/Products/Leisure-Engines/6LPA-STP2-342/

http://www.fischerpanda.co.uk/HRO_Mini_Compact_Systems.html

http://power.cummins.com/onanpowerWeb/navigation.do?pageId=940&parentId=533&linkName=Marine%20Generators

http://power.cummins.com/onanpowerWeb/navigation.do?pageId=940&parentId=533&linkName=Marine%20Generators

http://www.separ.co.uk/product/fuel-polishing-systems

http://www.hungshenprop.com/13-SSP.jpg


51

18. Tides Marine Sterntube - https://www.tidesmarine.com/sureseal-chart-25mm-to-105mm

19. GL Special Craft Rule - http://www.gl-group.com/infoServices/rules/pdfs/gl_i-3-3_e.pdf

20. MARPOL Annex I-VI - http://www.imo.org/About/Conventions/ListOfConventions/Pages/In

ternational-Convention-for-the-Prevention-of-Pollution-from-Ships-%28MARPOL%29.aspx

21. ABS Offshore Yacht Guideline - http://ww2.eagle.org/en/rules-and-resources/rules-and-

guides.html#/content/dam/eagle/rules-and-guides/current/special_service/62_buildingandclassingyachts

22. IMO SOLAS Regulation - http://www.imo.org/About/Conventions/ListOfConventions/Pages/In

ternational-Convention-for-the-Safety-of-Life-at-Sea-%28SOLAS%29,-1974.aspx

23. MCA MGN280 Classification Society - https://www.gov.uk/government/uploads/system/uploads/attachme

nt_data/file/282245/mgn280.pdf 24. Lewmar Thruster

- http://www.lewmar.com/products.asp?id=8280&type=90&channel=1 25. ZF Hurth Gearboxes

- http://marine.zf.com/matran/#/singletable 26. Zodiac Rigid Inflatables

- http://www.zodiac-nautic.co.uk/boat/9/cadet-340-solid 27. Suzuki Outboards

- http://www.suzuki-marine.co.uk/marine/marine/new-df25a-lean-burn/

28. Raymarine Navigation Equipment - http://www.raymarine.co.uk/view/?id=4954

29. Iridium Satellite Communications - https://www.iridium.com/products/Iridium9555SatellitePhone.aspx

30. Waypoint Life rafts - http://www.suffolkmarinesafety.com/12_Person_Waypoint_ISO_9650

-1_Ocean_Elite_liferaft/p1825833_11737585.aspx 31. Slocum Surveillance Software

- http://www.webbresearch.com/slocumglider.aspx 32. RAMKO Hydraulic Cylinders

- http://ramko.co.uk/hydraulic-cylinders/60mm-bores/hydraulic-cylinder-60mm-bore-40mm-rod-1400mm-stroke.html

33. Premaburg Vane Separators - http://www.premaberg.com/heated-vane-intake-separators/

34. Releks Heater - http://www.refleks-olieovne.dk/default.asp?PageNumber=3463

35. Delta Marine Fans - http://www.deltatsystems.com/specs/AC_Axial_Fans.html

https://www.tidesmarine.com/sureseal-chart-25mm-to-105mm

http://www.gl-group.com/infoServices/rules/pdfs/gl_i-3-3_e.pdf

http://www.imo.org/About/Conventions/ListOfConventions/Pages/International-Convention-for-the-Prevention-of-Pollution-from-Ships-%28MARPOL%29.aspx



http://ww2.eagle.org/en/rules-and-resources/rules-and-guides.html#/content/dam/eagle/rules-and-guides/current/special_service/62_buildingandclassingyachts



http://www.imo.org/About/Conventions/ListOfConventions/Pages/International-Convention-for-the-Safety-of-Life-at-Sea-%28SOLAS%29,-1974.aspx



https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/282245/mgn280.pdf

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/282245/mgn280.pdf

http://www.lewmar.com/products.asp?id=8280&type=90&channel=1

http://marine.zf.com/matran/#/singletable

http://www.zodiac-nautic.co.uk/boat/9/cadet-340-solid

http://www.suzuki-marine.co.uk/marine/marine/new-df25a-lean-burn/

http://www.suzuki-marine.co.uk/marine/marine/new-df25a-lean-burn/

http://www.raymarine.co.uk/view/?id=4954

https://www.iridium.com/products/Iridium9555SatellitePhone.aspx

http://www.suffolkmarinesafety.com/12_Person_Waypoint_ISO_9650-1_Ocean_Elite_liferaft/p1825833_11737585.aspx

http://www.suffolkmarinesafety.com/12_Person_Waypoint_ISO_9650-1_Ocean_Elite_liferaft/p1825833_11737585.aspx

http://www.webbresearch.com/slocumglider.aspx

http://ramko.co.uk/hydraulic-cylinders/60mm-bores/hydraulic-cylinder-60mm-bore-40mm-rod-1400mm-stroke.html

http://ramko.co.uk/hydraulic-cylinders/60mm-bores/hydraulic-cylinder-60mm-bore-40mm-rod-1400mm-stroke.html

http://www.premaberg.com/heated-vane-intake-separators/

http://www.refleks-olieovne.dk/default.asp?PageNumber=3463

http://www.deltatsystems.com/specs/AC_Axial_Fans.html


52

Data Appendix

A. Volvo Penta Engine Ratings

B. Proper Shaft Diameter Requirements (Chapter 3, Page 3-5 GL Special Craft Rules)


53

C. Maximum Distance between bearings (Chapter 3, Page 3-4 GL Special Craft Rules)

D. Screenshot of the Gerr Framing Calculation Spreadsheet


54

E. Gerr Ventilation Calculation Screenshot


55

Technical Drawing Appendix

Overleaf are the 19 technical drawings the team have carried using the Auto-CAD program from the calculations and design theory. The index of drawings is shown in Table 22 below. This is the order the technical drawings will be presented in.

Drawing Number Drawing Title

01 Stringer, Girder, Frame & Bulkhead Overall Structural Detail

02 Frame and Bulkhead Construction Plan

03 Detail of Construction at Frame 11

04 24m Exploration Yacht Concept Lines Plan

05 24m Exploration Yacht Concept Steering System

06 Rudder Design and Rudderstock Arrangement

07 Centreboard Lifting Design Arrangement

08 Generator Cooling System Arrangement

09 Engine Keel Cooling System Arrangement

10 Sterngear and Shaftline Arrangement

11 Fuel Tank and Filtration Arrangement

12 Fuel, Fresh Water & Black Water Tankage Arrangement

13 Machinery Space Ventilation Design Arrangement

14 Dry Exhaust Exit Arrangement

15 Rig and Mast Design for a Concept Exploration Sailing Yacht

16 Sail Plan for the 24m Concept Exploration Sailing Yacht

17 Deck Plan and Rigging Circuit

18 24m Concept Exploration Yacht General Arrangement

19 4 Section View of the General Arrangement

Table 22: List of Drawing Names and Their Corresponding Numbers

Final Report D&D

Documents

Transcript of Final Report D&D