roaming rates Designers push the envelope to save fuel on long-range motor yachts.

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1 Reduced roaming rates Designers push the envelope to save fuel on long-range motor yachts. Steven Davis

2 The wise-guy answer to the question, How do you save fuel on a motor yacht? is: You pull back the throttle. While that method works without fail, there are those who believe that through better design there s room still to reduce the amount of fuel yachts burn. In this day of ever-increasing fuel costs and limited availability and suspect quality of fuel supplies in some of the world s more remote cruising grounds, saving a gallon here and there can directly affect the success of any cruising experience. ShowBoats International asked two respected yacht designers to discuss their efforts to design the hulls, appendages and other systems of long-range motor yachts to be more efficient and burn less fuel. Their views may not be the final word on the subject, but they surely are part of an expanding dialogue. Patrick Bray has been designing yachts for 32 years, 14 of which he has spent on research and development of a super fuel-efficient hullform, including developing new associated technology. Ron Holland, perhaps best known as a sailing yacht designer, has introduced techniques related to his racing yacht success to achieve lower drag with his displacementtype motor yacht designs. With his Marco Polo design just launched in China, the most important decision related to the use of a large-diameter, single-propeller configuration.» Some of Patrick Bray s key ideas for improving fuel efficiency are on display here below the waterline. SHOWBOATS.COM february

3 Patrick BrAy, Naval architect, Bray Yacht Design and Research Ltd. The continually rising cost of fuel has impacted yachtsmen everywhere. In researching fuel-efficient hulls over the past 14 years, I ve achieved significant improvements that apply specifically to long-range motor yachts. I ve looked at the principles of a good, basic hull design, and then I evaluated methods to increase efficiency by utilizing enhanced appendages such as the bulbous bow and midships blisters. The reduction in resistance gives greater fuel economy and lower environmental impact. Improved comfort is a substantial side benefit. My intent with these exercises was to achieve a hullform that was efficient over a wide range of displacement and semidisplacement speeds; one that was capable of serious ocean passages with a comfortable motion and had good stability characteristics and very good fuel economy. I first studied various hullforms and their relative efficiencies and seaworthiness. This led me to use a lobster-boat type of Our tested designs proved to be as much as 30 percent more fuel efficient and can operate over a wider range of speeds. Bray hull because of its low resistance over a wide speed range. From that point, I added features to further enhance performance: a finer bow for low resistance and low bow wave; high, wide spray knockers at the bow to add significant volume when pitching into a seaway; low transom immersion to reduce drag at low speeds; and wide spray chines at the stern above the waterline to give trim control at higher speeds. I then included performance-enhancing appendages, which gave up to 30 percent increase in efficiency. At six knots there is no noticeable wave train; at 15 knots there is considerably less wave than most moderate-displacement trawlers; and at 20 knots, this form is equal to chined, fully planing forms for resistance and wave profile. Using contemporary styling disguises the performance potential to the point that these abilities are often disbelieved even with reality floating right there at the dock. In the 1980s, a bulb was developed specifically for use on fishing boats. Evolving from those studies, our bulb design is effective from eight to 20 knots and produces a drop in resistance of more than 12 percent at its maximum efficiency. Retrofitting bulbs to over 36 vessels, we found that the attachment of a bulb would produce an immediate 3/4-knot increase in speed, or a minimum of 10 percent The bulbous bow is a crucial component in saving fuel and improving stability in a seaway. fuel savings. In addition, there is nearly 50 percent reduction in pitching motion a side benefit that adds significant comfort. Another appendage developed for the fishing fleets is the bi-foil skeg. The pipeframe net guard (typically called a beaver tail ), fitted under the propeller on fishing seiners, was optimized using a hydrodynamic foil section. In addition to reducing drag and increasing propeller thrust, the foil shape also acts as an automatic trim device. As the stern-down trim increases, the angle of attack on the foil increases, creating more lift, which reduces the running trim and dampens out the pitching motions at the stern as well. At the same time the prop is more protected from logs and lines. Results show a 10 percent increase in thrust and great potential for further development. A new and exciting advance comes through the use of significant appendage fairings or midships blisters. By reducing the midships hollow in the wave train, drag is reduced and stability under way is increased. A large fairing at the root of the stabilizer fin creates a midships wave, reducing the hollow. A maximum reduction of six percent in resistance has been achieved so far, over a range of speed from eight to 16 knots, with no resistance penalty all the way up to 20 knots. There is potential for reductions of up to 10 percent with further development of this feature. The large reduction in bow wave needs to be matched by a similar reduction in the stern wave. There has been some promising work done on stern bulbs. If a successful stern» Bray yacht design

4 Holland s strategy is on display at the launch of the first of his Marco Polo series yachts. bulb appendage could produce results similar to that of the bow or midships bulbs, then there would be some phenomenal gains in economy of propulsion. When compared to other vessels without our technology, our tested designs prove to be as much as 30 percent more fuel efficient and can operate over a wider range of speeds. These results have been ocean-proven on long offshore passages. Lower fuel consumption means less fuel to carry to achieve long range. Less fuel means less overall weight, resulting in a smaller engine size and less structural weight to carry it. This even lower weight requires even less power to move, giving lower fuel consumption, and so on. The usually vicious cycle of increased penalties (more fuel for greater range requiring more power that consumes the extra fuel) has become a spiral of benefits. The added appendages (bow bulb, midships blisters and bi-foil skeg) and slick hullform also give superior seakeeping characteristics. On all the boats we have retrofitted with bulbs, the reduction in pitching is noticed the most, allowing economical operation at a higher speed (up to two knots faster) with the same degree of comfort. The reduced bowwave height results in less water on deck, which gives owners a very dry boat overall. After extensively studying the effect of hullforms on the range of stability (the degree to which a hull is selfrighting), this hull was designed to have a good, healthy range of stability even in steep seas and to have a good roll period in a seaway. The minimum stability requirements of international authorities are exceeded, providing confidence and safety for long-range ocean cruising. Combined successfully, this hull and appendage design gives 30 percent reduction in resistance, resulting in major savings in fuel costs, with the side benefit of a more comfortable motion. These gains become most apparent in yachts larger than 100 feet. Continued research is expected to reduce resistance 15 to 20 percent beyond current results. My ultimate goal is to have a yacht that will slip through the water without noticeable disturbance to mark its passing: the ultimate interface vessel. Ron holland, Yacht designer, Ron Holland Design Aware of the increasing interest and growth in the long-range explorer yacht market, and of the implications of inevitably increasing fuel costs, the design brief given to Ron Holland Design by MCC Maritime Concept and Construction for Marco Polo created the opportunity for me to design this yacht with fuel efficiency and ocean-voyaging comfort as priorities. Keeping within an overall displacement design concept for this modern 45-meter transoceanic explorer yacht, and keeping in mind the operational advantages of staying below 500 gross tons, a steel hull and a composite superstructure were my preferred construction materials. The steel hull offers a cost-effective way to create a strong, large-volume hull, and choice of composite materials for the superstructure gives maintenance and weight advantages directly related to costeffective, long-distance operation. Although the Marco Polo design concept was scale-model tank-tested in line with conventional naval architectural I wanted to maximize the propeller diameter within a practical approach to draft and optimized hull lines. Holland procedures for verifying hull design performance, I also took advantage of this research program to look in detail at the effects of bulbous bow shape variations and accurate location of bilge keels and stabilizer fins. Optimizing hullform efficiently is influenced not only by the overall proportions of a design concept, but also by attention to detail. This I learned in the world of racing sailboat design where, for a relatively fixed amount of power derived from the sail plan, a design s success is primarily dependent on reducing drag. I took this experience into refining the hull lines for Marco Polo. A primary example of this attention to detail is shown in how the bulb shape is seamlessly faired into the bow lines»

5 Holland s Marco Polo series features a single engine with a largediameter prop. of the hull. This is not an add-on appendage, but is smoothly integrated into the hull s fine-bow, low-resistance lines. The results of our tank-test program and the refined hull lines development that followed have created for this yacht a low-resistance, seakindly hull shape. The most significant efficiency gain however is due to the decision to use a single-engine configuration and large-diameter controllable-pitch propeller. Although this is at present not the conventional approach for large private yachts, it has become the undisputed normal approach for the world s commercial vessels, from small fishing boats to the largest high-speed container ships. I wanted Marco Polo to take advantage of these commercial-world competitive features. Consequently, we have fuel efficiency advantages of 34 liters (8.9 U.S. gallons) per hour compared to the more conventional twin-propeller installation for comparable speeds. This translates into a range of 3,270 nautical miles at 13 knots and 5,360 nautical miles at 10 knots, compared to 2,730 nautical miles at 13 knots and 4,180 nautical miles at 10 knots using conventional twin-screw arrangements. My response to the understandable market concerns of designing such a yacht with one engine and propeller was first to consider the implications of any potential unreliability experienced in the commercial shipping world. If the choice of a single engine created an inherent problem, commercial naval architecture would not have adopted it to the extent it has. Marine engines and related systems are very reliable. However, understanding there would be market resistance to the single engine/ propeller installation, I decided to expand the bow thruster s performance to include get home capabilities. Not only does Marco Polo s Schottel Pump-Jet (SPJ) thruster system enable a five-knot forward motion, but it also places the secondary engine systems within a separate engine room, gaining greater redundancy capability than twin engines in one engine-room space. The advantage of this unique design feature will be enhanced further with the second Marco Polo by relocating the third generator in the forward engine room, thereby gaining full duplication of the yacht s powering and onboard systems should there ever be a fire in the main engine room. To explain further my goal to pursue this efficiency-oriented approach, I wanted to maximize the propeller diameter within a practical approach to draft and optimized hull lines. The propeller arc swings through a hydrodynamically optimized recess in the hull bottom and comfortably clears the twin-rudder/skeg draft of 2.6 meters. The relationship of the propeller tip to the hull recess and twin skegs gives a helpful end-plate interface effect, although the primary motivation for this design approach is related to achieving maximum propeller protection in keeping with the requirements of voyaging in the world s most remote geographic locations. Understanding the overall gains achieved for maximizing fuel efficiency with this project, it should be noted I made a decision to dilute the maximum potential speed and range advantages by incorporating large twin rudders protected by full-length structural skegs. The small additional drag these If the choice of a single engine created an inherent problem, commercial naval architecture would not have adopted it. Holland oversized appendages cause was an acceptable tradeoff for the overall design mission of Marco Polo. This yacht will retain directional control in the most extreme weather conditions a capability not reliable with conventional motor yacht size rudders and also allows for the extreme possibility of the vessel going aground where the rudders and propeller are substantially protected. As an overview, the design evolution for Marco Polo integrates the experience of commercial-shipping fuel-efficient operation with safety and reliability within a modern, longdistance explorer-type yacht design concept; a marriage of two marine worlds joined for the benefit of the yacht owner who wants to operate in the most fuel-efficient manner without restriction as to his destination goals. All involved with this new project look forward to verifying the performance of Marco Polo during sea trials early this year.

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