ABSTRACTS PRESENTED

The Design of Catamaran Sailboats with Hydrofoils: Development of Performance Prediction Tools and Optimization
by A.C. Chapchap, A.N. Simos and B.R. Andrade Dept. of Naval Arch. and Ocean Eng. Escola Politcnica da Universidade de So Paulo So Paulo, Brazil Abstract
This work was motivated by a request of the adventure sailor Roberto Pandiani who approached us in order to investigate the attitude and performance of a catamaran sailboat with hydrofoils. Although the concept of hydrofoil sailboats date back from the 50s and 60s, they are not commonly seen at the harbors due to the complexity, fragility and, usually, high cost of the hydrofoils configuration. In the present work, our analysis is carried out in two stages. On the first one, the equilibrium equations for the sailboat are solved for the foilborne mode and for the hullborne-foilborne mode transition. The former problem gives rise to a six degrees of freedom Velocity Prediction Program (VPP) where the performance and attitude of the boat can be evaluated. The latter problem is tackled by solving a two degree of freedom (pitch and heave) problem; the results allowed us to predict the take off speed of the sailboat. On the second stage, the design of a hydrofoil is regarded in a multi objective optimization framework. At this point, the tools developed on the first stage are combined in a synthesis model where two hydrofoil configurations are considered: a dihedral and a T arrangement. In this model, the variables considered for the optimization problem are the hydrofoils parameters (positions, dimensions and dihedral angle) and the crew position while others boat parameters are held fixed. The objective function is chosen in a way that two performance factors (involving the boat velocity and also heel, pitch and leeway angles) are taken into account in the search for the most appropriate solutions. The design optimization is then carried out using a genetic algorithm to estimate the Pareto's front. Keywords: Sailboat Design, Hydrofoils, Velocity Prediction Program

MADRID DISEO DE YATES - MDY 10 - Diseo de yates con lneas de fondeo mixtas Autores: Luis Carral Couce, Doctor Ingeniero Naval- Profesor Titular de Universidad Universidade da Corua Juan Carlos Carral Couce, Ingeniero Industrial Director Tcnico Carral Marine Palabras clave: Equipo, seguridad Resmen: El uso recreativo del mar determina la utilizacin de la embarcacin, tanto en navegacin como detenida, para la realizacin de multitud de actividades. Por ello, la embarcacin permanece en esta condicin de fondeo un tiempo importante sobre el total de su tiempo de utilizacin. La condicin de fondeo constituye una fuente de preocupaciones para la tripulacin de las embarcaciones de recreo, esto se debe a varios factores: tripulaciones reducidas, falta de profesionalidad o inexperiencia de los tripulantes, cansancio tras una navegacin larga, desconocimiento de la zona, o simplemente falta de atencin durante la maniobra o la permanencia ya que el objetivo de la actividad es el recreo de los participantes. Esta preocupacin aumenta cuando se decide fondear en una cala o abrigo para descansar o pasar la noche, incrementndose el riesgo si las condiciones meteorolgicas cambian durante este perodo de tiempo. Embarcaciones pequeas, con el aliciente de navegacin costera, instalan, cada vez en esloras ms bajas, molinetes que cubran las labores de fondeo. El armador consigue de este modo dos objetivos: o Seguridad en las operaciones de fondeo, recuperando el ancla largado o Simplicidad en esta operacin; con la consiguiente facilidad en la maniobra y la correspondiente reduccin de la tripulacin necesaria La inclusin del molinete de anclas en el diseo de la maniobra de fondeo ha determinado la necesaria adopcin de la cadena como componente del tren de fondeo (conjunto de elementos que unen el ancla con el estopor de la embarcacin), sin embargo la adopcin de trenes de fondeo del tipo mixto, formados por un tramo de cadena unido a un tramo de cabo sinttico en proporciones variables (40/60, 60/40 y 80/20) resulta una solucin de gran inters para los patrones de embarcaciones a vela debido a dos razones fundamentales:
Sustancial mejora en la capacidad de navegacin de la embarcacin contra el viento debido a la reduccin del peso contenido en la caja de cadenas, con la consiguiente reduccin en la inercia longitudinal que gobierna el cabeceo de la embarcacin. Mejora en el confort de los tripulantes, ya que la capacidad de amortiguamiento del movimiento de retroceso de la embarcacin ante las variaciones de intensidad del viento en el fondeadero aumentan.

La modificacin de la geometra del barbotn del molinete, podr permitir el funcionamiento de forma indistinta con cabo y cadena, posibilitando su utilizacin con lneas de fondeo del tipo mixto. Del mismo modo deberemos adaptar otros elementos de la maniobra al tipo de lnea de fondeo escogida; roldana de fondeo, estopor y la propia caja de cadenas deber a adaptarse a esta situacin.

El trabajo pretende establecer criterios; tanto para determinar el tipo de lnea de fondeo a emplear, como para el diseo de los elementos de la embarcacin que componen la maniobra de fondeo, en el caso de utilizar lneas mixtas de cabo y cadena. ndice Tentativo:
0. Introduccin 1. Trenes de fondeo heterogneos o mixtos frente a los trenes de fondeo homogneos 2. Caja de cadenas /pozo de anclas volumen requerido y peso del tren de fondeo 3. Estopor y roldana de fondeo 4. Molinete de anclas potencia, diseo del barbotn 5. Conclusiones

THE EFFECT OF THE MAST ON SAIL PERFORMANCE Authors P. Izaguirre-Alza L. Prez-Rojas R. Zamora-Rodrguez

(): Model Basin Research Group (CEHINAV), Naval Architecture School (ETSIN), Technical University of Madrid (UPM). Abstract In this study, the airflow around a yacht sail with imposed final geometry is simulated using a CFD (Computational Fluid Dynamics) code reproducing full scale measurements. The code is a commercial viscous CFD based on Reynolds-Averaged Navier-Stokes (RANS) equations. The purpose of this article is to consider the effect of the mast on the performance of a sail. This research is related to a previously and published investigation written by the first author. That research was based on the aerodynamics of sails alone due to the lack of knowledge in regards to the geometry of the mast. The contribution of this new research is the calculation of how the mast affects sail performance using a recently acquired software. Furthermore, a methodology for the study of sails has been developed using this last software. The pressure coefficient on the sail, lift, drag, driving and side forces are computed. The results are compared with both reference data and the result of the preceding study. It is concluded that there is good agreement between the results and the reference data. On the other hand, the comparison between the two software indicates that the new acquisition is more appropriate for these kinds of simulations. Key Words: Sail Aerodynamics CFD Mast RANS Full scale

THE AERODYNAMICS AND PERFORMANCE PREDICTION OF A MOTH FOILER

M. Sanz

ABSTRACT
The International Moth Class is a development class that is at the forefront of hydrofoiling yacht design. The developers have invented new ways of sailing such as heeling to windward when sailing upwind, and when sailing at wind speeds of few knots the hull is well clear of the water. The International Moth is based on a singlehanded monohull dinghy with simple restrictions of length 3.35m, beam 2.24m and sail area 8.0sq m, but few limits on design, construction and weight. Its currently the only International dinghy class to allow lifting foils. The performance of the flying Moth is pretty awesome, only the Olympic Tornado catamaran and 18ft skiffs are faster on a course today. This boat can sail upwind at around 15 knots and up to 30 knots downwind with a breeze of 16-18 knots. A wind tunnel analysis for a 1/3 scale Moth was undertaken, along with a aerodynamic analysis of the hull, wings, mast in order to be able to predict the performance of the yacht. Using the University of Aucklands Twisted Flow Wind Tunnel, the aerodynamic forces were analysed for apparent wind angles between 25-160 at 4 wind speeds which were equivalent to a range between 5-20 knots. We also studied different effects of heel windward, heights of the hull above the water, pitching angles, wing angles and mast bend characteristics.

Howanewelectromagneticsurfacetreatmentcanreduceresistanceto motionofadisplacementyacht.
Authors:
Melegari A.1, Aspesi D.2, Tincani E.3

Abstract.
Mechanical friction can be interpreted on an atomic level as the result of the contribution of adhesion and cohesion forces. Ultimately, these forces are generated by electromagnetic interaction at the contact surface of two bodies. The work described in this paper is based on this approach, studying the influence of a new treatment on a model of a displacement yacht reproduced on a 1:20 scale, painted with standard naval paint. The model underwent a series of towing tests, to determine its resistance to motion, at a velocity of approximately 6, 9, 12, 15, 18 kn (in Froude similitude). The entire yacht model was subsequently treated with an innovative physical process developed by the company SOP srl. The treatment consists of the transferral of electromagnetic waves, at specific frequencies, to the target. The process, by means of this electromagnetic field, modifies the molecular forces of adhesion, responsible for the friction between the target material and the water. The aim of the treatment applied to the yacht model was to obtain a reduction in its friction with water. The tests were, therefore, repeated on the same displacement yacht after treatment. A yachts total resistance to motion (Ct) can be considered as the result of resistance due to friction (Cf) and the so called residual resistance (Cr). The latter component depends mostly on the shape of the craft. The analysis of the results was made under the assumption that the only component undergoing changes due to the process is Cf. The treatment, in fact, does not modify the shape of the craft or the roughness of the surface. The calculation of Cr is based on tabulated values taken from literature. The results highlight an average improvement of the friction coefficient of between 1 and 5% (as the mean value of 2 trials for each run), depending on the Froude Number. The greatest gain was obtained for Froude numbers of between 0.4 and 0.6. In fact, the Cr contribution is greater at lower speeds. Whilst, at other velocities there is a reduction in the relevance of the resistance contribution due to friction. Results seem to suggest that the special treatment applied can produce an improvement in the total hydrodynamic behaviour, in the form of a significant reduction in the resistance to motion due to friction. The satisfactory outcome of this study has stimulated further in depth tests on flat sheets, to investigate the efficacy of the treatment for higher Reynolds numbers.

Keywords
Friction, surface treatment, physical process, hydrodynamic, resistance to motion, adhesion.

1 2

GraduatedinPhysics,ResponsibleforPhysicsResearchinSOPsrl. GraduatedinEngineering,IndustryBrandManagerinSOPsrl. 3 GraduatedinNavalArchitectureandMarineEngineering.

PREDICICCIN Y CONTROL DE RUIDOS EN YATES Y EMBARCACIONES DE RECREO

Prof. Ignacio Diez de Ulzurrun, Jorge Izquierdo, Jos A. Jorge. Prof. Juan C. Surez, Prof. Miguel A. Herreros, Prof. F. Lpez M.

Universidad Politcnica de Madrid (UPM) - ETSI Navales (ETSIN)

Resumen En este trabajo, se analiza el problema de los ruidos y su control a bordo de yates y embarcaciones de recreo, con unas caractersticas especficas que se ponen de relieve. Con este objetivo, se describe una metodologa de prediccin del ruido junto con sus fundamentos bsicos, con atencin especial a la transmisin a travs de paneles de compartimentacin; que incluye una aplicacin prctica para la prediccin acstica a bordo de un yate, simulando diferentes estrategias de control del nivel de ruidos en camarotes. Finalmente, se presentan brevemente dos lneas en curso de I+D+i en la ETSIN, con aplicacin al problema en cuestin en busca del barco silencioso: 1/ El material hbrido MALECON (patente de la ETSIN/Grupo de Materiales Hbridos de la UPM). 2/ La herramienta CRUHE para la prediccin de ruidos a bordo (programa patentado y desarrollado en la ETSIN/ Estructuras, dentro del Plan I+D+i 2003 de la GSN).

A THOUSAND AND ONE SAILS FOR UNIVERSITY: THE POLITECNICO DI MILANO EXPERIENCE
Fabio Fossati (*), Sara Muggiasca (**), Massimiliano Lanz (***), Gabriele Campanardi (****) (*) Sailing Yacht Testing Scientific Coordinator CIRIVE, Wind Tunnel - Politecnico di Milano Research Associate, ORC International Technical Committee fabio.fossati@polimi.it (**) Department of Mechanics, Politecnico di Milano (***) Department of Aerospace Engineering, Politecnico di Milano, Full Professor (****)Department of Aerospace Engineering, Politecnico di Milano

Key words: 1001 sails for the University trophy, sailboat dynamics, wind tunnel testing, velocity prediction program

Abstract 1001 sails for the University trophy, conceived and promoted by Roma3 University, is a competition open to 15 skiff designed, built and crewed by university students, following a Class Rule that should allow a race among very similar boats, though leaving a wide margin of freedom for their design. Politecnico di Milano attends this competition just from its first edition, by inter-faculty teams of undergraduate students, which carry out the required numerical and experimental work during workshop, laboratories or extra curricular activities. The design challenge of the boats was particularly stimulating, mainly due to a minimum wooden content requirement, the ban of high strength, and expensive, materials and a lower constraint on gross weight, together with usual limitations on overall dimensions and sail area: thus, starting from the first editon, traditional wooden construction techniques were abandoned in favour of a mixed technique. Alongside plywood there thus appeared balsawood and cork as filling in sandwich structures. Aluminium alloy tubes were replaced by laminated wood and bamboo, while resin was no longer used just for protection but for important structural purposes. A stunning design effort has been carried out by the students involved on this project under a few professors supervision: numerical and experimental investigations was carried out on hull, planform and sailplan and detailed structural analyses allowed for a significant weight optimization. In particular potential flow and RANSE computer codes have been developed by the students in order to perform the skiff design optimization and its main components; then numerical results have been compared with experimental results obtained by means of wind tunnel tests. An ad hoc VPP mainly based on the available numerical and experimental results has been developed by the students in order to predict skiff performance under sail and perform the skiff design optimization. Aim of this paper is to describe the whole design process carried out by Politecnico di Milano students with particular reference to wind tunnel tests performed on the yacht planform ans sailplan: several keel and rudder designs were tested at full scale in the high speed test section of the Politecnico di Milano Wind Tunnel and different mainsails and gennakers using a 1/3 scale model of the skiff have been tested in the twisted flow boundary layer test section. In the following a detailed description of the performed wind tunnel testing activities and main results obtained will be outlined. For readers convenience a brief summary of design optimization process and of the construction techniques used will be given too.

New turbulence model applied to yacht appendages hydrodynamics D. Mylonas1, Dr. P. G. Sayer2, Dr. A.H. Day3 Department of Naval Architecture and Marine Engineering, Universities of Glasgow and Strathclyde, UK The development of technology makes it more approachable for researchers and scientists to apply new means of predicting and investigating features around boats and yachts. Example of such applications are in the field of competitive sailing, where the boundaries are pushed to the limits, as we saw with the recent Americas Cup where revolutionary designs took over from more classic shapes. Computational Fluid Dynamics are now evolving and new techniques are taking over. In this study, the flow past yacht appendages is investigated numerically using new turbulent models. The Large Eddy Simulation (LES) approach is employed, and compared with existing data and other methods. Results are shown for simple shapes (fin, bulb) then for more complex geometries (full appended model keel). The model keel is that of an Americas Cup v5.0 type, scaled at 1:4. The essence of this study was to see how well the new applied model can predict the somewhat complex flow around the yacht appendage, under different design configurations, and to see how the results obtained with the employed methods compare to experimental data for validation. Work presented here is carried out with the commercial software Fluent. Good correlations of results are found so far; it was noticed that LES gives accurate values and also predicts the wake vortices satisfactory. Still, works need to be done to further refine the grids, as some features of the winglet tip vortices are not properly recorded in the wake flow. The study is part of the research from the main author towards his PhD degree. KEYWORDS CFD, yacht hydrodynamics, yacht keel, winglets, wake, LES.

1 2

PhD Student Reader, Associate Dean (Academic) 3 Reader, Centre for Marine Hydrodynamics

Title: Structural analysis of a wooden yacht mast and rigging Authors: Dario Boote and Tommaso Colaianni University of Genova Department od Naval Architecture and Marine Engineering A FEM approach has been used in order to calculate stress and strain conditions of mast and rigging system on two different classic sailing yachts, yawl-rigged, built in the middle of 60s and properties of the Italian Navy. The yacht hull and masts are built of wood. The analysis target was to evaluate the conditions of possible mast structural collapse in order to take measures to avoid it. In this perspective, for each boat, both masts (mizzen and master) have been modelled using the well known FEM code called MAESTRO, and loaded with accepted standard of NBS and with loads gathered by direct calculation of sail forces.

Subsequently, the main deck structure has been modelled, in order to determine the entity of strains transferred from the rig to the deck structures.

In this phase, master chain plates have been not considered because they insist on the side of the yacht hull. They have been modelled in the third step, analysing the whole part of the hull near the mast, in order to obtain a strain map for the whole hull.

Finite Element Analysis results show that the yachts have a large safety structural margin, and the possibility of structural collapses caused by rig loads can be excluded, obviously considering the actual condition of wood.

Photogravimetric thecniques on sail simulation

V. Daz Cass, P. F. Lpez Pea, L. Carral Couce
University of Corunna, E.P.S, Ferrol, 15403 Spain (phone: +34-981-337400 ext 3857 (e-mail: vdiaz@udc.es, flop@udc.es, lcarral@cdf.udc.es)
Nowadays sail design procedures demand a high correlation between real and simulation results. One of the main handicaps is simulate the real sail behavior during a race or training sessions. The high number of parameters involved and its non-linear deformation make necessary an additional procedure in order to define the real shape of the sail. Thus the first step in the simulator process will be to determine the real shape of the sail. The sail is an anisotropic membrane and solving the problem of the real sail shape under a specific wind condition implies solving a highly non-linear problem of fluid-structure interaction. To eliminate this problem the sail is considered as a solid body in the simulator. The shape of the sail must be measured under each specific wind condition in order to be introduced in the simulator. The measurement process must be external to the sail to avoid disturbing the flow around the sail. In this case a stereoscopic camera system has been proposed to acquire the sail shape. This process can be divided into the following stages: - Sail marking. A grid is marked on the sail in order to permit the recognition of the surface. - Photography. Simultaneous photographs are taken from different points of view. In the presented case three different photographs had been used. - Point recognition. The marked grid is recognized in each photograph and the 3-dimensional grid is regenerated by identifying which points are the same. - Surface definition. A surface is generated through a least square minimum method using the points of the grid and applying all the constraints of the problem. These constraints are the fixed position of the mast and the fact that the sign of the convexity over the whole surface must be maintained.

Figure 3. 3D-model generated.

Forces analysis
The sail position is defined by the mast and boom position. The mast is supported by a platform that permits the simulation of the course and the roll of the ship. The connection between the mast and the platform is achieved through the six axes force/torque transducer, which provides the forces and moments on each axis. The boom is linked to the mast by a spherical joint and its position is determined by the

length of the sheet. The control of its length is carried out by a winch over a strain-gage cell that measures the tension (T) in the sheet. Through this distance, the roll of the platform and the measurement of the direction of the sheet is calculated, a director vector is obtained as: , (3)

where is the angle between the sheet and the X axis, is the angle between the sheet and the Y axis and is the angle between the sheet and the Z axis. The procedure used to calculate these angles has been designed as a redundant system in order to reduce the error in their values. Using the mast and boom position and the sheet direction, all forces and moments are combined. With these data the center of pressure and the total force may be calculated. Thus, the total force acting over the sail is evaluated as

(4)

The position of the center of pressure is calculated through the relation between the torque and the total force.