sr630 sail power â€“ part 1 ipf d110 - seafish

SR630_Sail Power – Part 1 _IPF D110 This work was funded by the Seafish Industry Project Fund

R Caslake; P. Johnson
November 2009 ISBN No. 978-1-906634-33-9

© Seafish

Seafish Research & Development Author(s): Paul Johnson, R Caslake Date: November 2009

SR630_Sail Power (Part 1)_D110

A History of Motor Sailing in the South West Fishery and Review of Modern Materials and Sail Handling Technologies

Summary: The aim of the project is to develop and test a means of integrating sail power for use on commercial fishing vessels, by combining traditional Cornish long liner sail designs with modern materials and technologies. The sail system will be used to enhance the propulsion supplied by the engine in a motor sail application. The vessel chosen to carry out these trials, the MFV Nova Spero will be equipped with modern sail and deck handling equipment. Initial trials will be carried out using the technology with an assessment of the sails performance in terms of handling and fuel saving. If initial trials prove successful the sail design and rig will be tested during a full commercial tuna fishing trip sailing from Newlyn, Cornwall to the Bay of Biscay.

This initial report includes:

A History of Motor-Sailing in the South West Fishery

A Review of Modern Materials and Sail Handling Technologies

Details on vessel modifications

Fabrication and rigging of the deck handling equipment

Project Updates & Meetings

© Seafish

Table of Contents: Table of Contents: ................................................................................................................... 3

1. Introduction ....................................................................................................................... 1

2. The History of Motor-Sailing in the South West Fishery ................................................... 1

3. Modern Materials and Sail Handling Technologies ........................................................... 5

4. Vessel – Modifications and Fabrication ............................................................................ 7

4.1. Vessel - MFV Nova Spero ......................................................................................... 7

4.2. University College Falmouth – Video Diary Project ................................................... 7

4.3. Vessel Modifications .................................................................................................. 8

5. Conclusion ...................................................................................................................... 14


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1. Introduction

Prior to the invention of the diesel engine Cornish long line vessels along with fishing vessels from around the coast would use sail power during their fishing operations. Examples of these vessels using traditional sail rigs still exist around the UK, though now are generally used for recreation. This project will investigate the use of using modern sail materials such as timeline & clipper canvas alongside modern sail handling equipment & automated reefing winches that can be controlled from the wheelhouse, on proven historic sail designs. The aim of the project is to reduce the power required by the engine, hence reducing fuel usage and emissions, and replace this with sail power. The use of mizzen sails as an additional means of propulsion will also be investigated. The vessel chosen to carry out these trials, the MFV Nova Spero, will be equipped with the modern sail and deck handling equipment. If initial trials prove successful a full commercial tuna fishing trip will be carried out using the technology with an assessment of the sails performance handling and fuel saving will be carried out. Trips carried out by vessels in the tuna fishery involve long periods (up to 48 hours and 400 miles) of steaming to the fishing grounds, giving an ideal platform to test the technology. Due to the high running costs attributable to fuel and the volatility of the oil market vessel skippers are always looking for ways of reducing their dependency on fuel. This project if successful will have a knock on effect for many other vessels in the industry as this technology could be adapted to meet various vessels requirements.

2. The History of Motor-Sailing in the South West Fishery

Just before World War One the first purpose built engine powered sailing luggers appeared. These were similar to the old sailing luggers but had bluffer bows for more deck space and less draught since they didn‟t need a deep hull to grip the water. The first sailing lugger to have an engine fitted was the “Undaunted” owned by the Richard‟s family of Looe. She had a 7HP petrol/paraffin engine and charged 6 pence at a time to tow other luggers in and out of the river. Another early example was the “Guide Me” built at West Looe in 1911 for W. Pengelly. She was a drift netter, although she also worked long lines for Conger, Ray, Turbot and Ling. Like another Pengelly boat, the “Our Girls” built in 1918 she was still fishing as a motorised lugger half a century later. The concept of power sailing was further developed by the Pengelly‟s when they commissioned the new lugger the “Lord‟s Prayer”, built in the 1920‟s. She was designed as a power craft but carried a “leg of mutton” fore sail and a mizzen along with two petrol/paraffin engines of 7 and 13HP. The early powered luggers were so successful that within a few years no luggers relied on sail power alone and wheelhouses - a sure sign of conversion to motorization appeared on luggers throughout the South West.


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Fig1

Fig 1 shows the “Nellie Jane”, PZ 130 and several other luggers in Moushole - converted to motor sailors. The powered luggers could motor up into the wind. This enabled them to work 18 to 22 90-fathom drift nets as opposed to 9 nets in the sailing luggers. Thus 1 powered lugger could land as much as 2 sailing luggers. The availability of engines saw the development of new hull types, with the double bowed (pointed stern) luggers often replaced by the “Lowestoft Drifter” counter-stern types like the Sheerness, fig 2;

Fig 2


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Or the Rosebud

Fig 3


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The Lowestoft Drifters or Yarkies - a large fleet of which where regular visitors during the mackerel seasons from the 20‟s to the 50‟s - used a combination of steam and sail power, figures 4 and 5;

Fig 4

Fig 5


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Other regular visitors were Breton Crabbers - also motorized sailors; like the Lowestoft boats they were used as Mackerel drivers after the end of the crab season. Powered fishing craft were here to stay. It was said however that the old fisherman “hated to miss free wind” and sails were always set to help power them to the fishing grounds and back - and to save fuel!

3. Modern Materials and Sail Handling Technologies

Modern sailcloth‟s are of a higher specification than traditional sail canvasses. Not only are modern terelyne‟s and polyester cloths made more durable and stronger for their weight – but the modern sailcloth fibre strength leads to less stretch in the finished sail. This will allow us to build more powerful and efficient sails than would have been possible before the modern era. We will be using a large „leg of mutton‟ foresail as our primary propulsion source. The sail will be hauled up the foresail on bronze hanks in the early prototypes. Hanks are functional and user friendly and will facilitate easy rigging and storage of the foresail. The clew or trailing corner of this long-footed sail will attach to the wheelhouse manually in early testing. We can improve this system as we progress - the aim being eventually to control sail reefing from the wheelhouse. The foot of the foresail will be designed to „close the gap‟ between the sail foot and the rail! This will maximise sail power availability from this rig.

Figure 1 An example of the proposed Genoa rig with wheelhouse operated reefing system


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We will also design and build a fully battened mizzen sail rig. Full-length carbon fibre battens will enable this sail to be used as a traditional means of keeping the vessel head to wind – but also as a powerful additional source of propulsion. This will both augment the large foresail and help to „balance‟ the sail plan.

Figure 2

Full battens help produce a camber in the luff of the sail: this produces extra power The mizzen sail as a power source has the advantage of being high up and aft. Therefore the sail can be set for long periods with no interference to fishing operations and like the foresail will eventually be reefed from the wheelhouse.


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4. Vessel – Modifications and Fabrication

4.1. Vessel - MFV Nova Spero

The vessel originally chosen to carry out the trials, the MFV Ben Loyal (WK3) was no longer available shortly after commencement of the project due to circumstances outside of the projects control. For this reason the project was put on hold during the summer of 2009, as efforts where made to find an alternate vessel that fitted the appropriate criteria. Shaun Edwards, skipper owner of the MFV Nova Spero (CN 187) a 20m wooden shelter decked vessel, was approached and asked whether he would be interested in participating in the project. The project was outlined to Shaun and he was very enthusiastic in becoming involved. Shaun‟s only reservation was the effect that fitting a sail would have on the stability of the vessel. To ensure that the fitting of the sail would not compromise the safety of the vessel a marine survey, Robert Medler, who had a history of working with the Nova Spero, was consulted to assess the effect of using a sail on the operational stability of the vessel. After reviewing the current stability information on the vessel Mr. Medler concluded that the “installation of the sail as proposed would have no significant detrimental effect on the stability if the vessel or safety of the crew”. Shaun and the Nova Spero have a track record of fishing for Albacore Tuna having targeted Tuna in the Bay of Biscay and South of Ireland over the last three seasons. Unlike the open decked Ben Loyal, the Nova Spero has a „shelter deck‟. Paul Johnson „Jossie‟ was confident that this should not hinder the rigging and construction of the sail rig and may even assist in the sails storage, deployment and retrieval. Meetings, outlined below, where held with project participants to establish what modifications would be needed to be carried out to the vessel prior to the design and construction of the sail. A local engineer, Julian Prowse, was consulted and commissioned to fabricate a forestay attachment to enable a wire forestay to be fitted to the Nova Spero‟s tri-pod gantry. As the vessel was to continue commercial fishing during the winter period, fitting of the vessels deck equipment needed to be coordinated to take place during the „Spring tides‟ when the vessel would be in port.

4.2. University College Falmouth – Video Diary Project

In conversation with a local business woman, Freddie Wood, Paul Johnson outlined the work being carried out on the Tuna Sail project. Freddie mentioned she had contacts within the Falmouth University Arts College and thought this could provide an ideal opportunity to promote the project by engaging a media student to film a „project diary‟. A meeting was arranged at the University by Paul and Freddie who met with Dr Anna Misiak, Senior Lecturer in Film and Karl Phillips Course Leader to discuss the possibility of engaging a student(s) to film the project progress. The result of the meeting was very positive and was seen as an opportunity for a work placement to the 2nd year students or as an option to a 3rd year students. A description of the project and the expectations of the student(s) involved have been presented and Anna and Karl have agreed to organise a shortlist of student(s) to be vetted. On successful vetting of the student(s) they will be engaged to record the progress of the project in the form of a video diary.


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4.3. Vessel Modifications

Modifications to the vessel would be required to accommodate the sail rig and deck handling equipment. In order to assess the requirements, two meetings were held onboard the Nova Spero whilst in Newlyn Harbour. The first meeting between Paul Johnson (Lodey Sails) and Mervin Rosewarne (Historian) on 19th October 2009 set out the modifications required to the forward mast to house the forestay and the sail tension system required on the after gantry. The modifications are described below:

On examination of the Nova Spero this morning it was established that the forward tri-pod mast should be modified at the top of the tri-pod section (photo 1): The modification would provide a forward projection for the top forestay attachment (figure 1).

Photo 1: Forward Tripod arrangement on the MFV Nova Spero


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Figure 1: Proposed mast modification to be fitted to the tripod gantry

To ensure the forestay is of adequate strength and set at an appropriate angle the base of the forestay should be attached as close as possible to the base of the forward tri-pod section seen in photo 2.

Photo 2: Picture of the base of the forward leg of the tripod gantry

Fitting of the forestay to the base of the gantry will enable the forestay and the sail luff (the leading edge) to be as vertical as possible and enable the clew (the aft corner) of the sail to be situated perpendicular to the luff, which is the most stable and power efficient configuration.


SR630 10 © Seafish

The best attachment point for the sail clew would be the pre-existing cleats on the stern gantry shown in photo 3.

Photo 3: Large cleat situated on the stern gantry of the Nova Spero

In order that the sail can be correctly set and to generate tension in the sail, blocks will need to be fitted to the matching cleats on the port and starboard corners of the gantry. The sail could then be tensioned easily from deck level again using the pre-existing mooring cleats on the stern gantry, seen in photo 4, to „anchor‟ the sail.

Photo 4: Pre-existing mooring cleats which can be used to ‘anchor’ the sail

To ensure easy release during tack changes the sail clew will be attached to the stern tensioning blocks by a snap hook mechanism. A potential problem may occur with the sail obscuring the navigation lights fitted to the tri-pod mast and on the side of the wheelhouse roof. A tri-light may need to be acquired to obviate this issue.


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Photo 5: Navigation lights seen to the left of the Nova Spero nameplate

To prevent wear to the foresail the mooring cleats on the sides of the tripod mast, seen in photo 6, may be need to be removed. Similarly the port side tri-pod mast ladder may need to be modified to avoid excessive wear on the foresail.

Photo 6: Potential hazard - Grey mooring cleat situated on the tripod gantry

If the foresail was extended to the deck level the railings on the top of the weather deck would foul the foot of the sail. Therefore the sail foot will be set above but as close to the height of the deck railings as possible (photo 7):


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Photo 7: The foot of the sail will be set just above the deck railings (seen in green)

Tensioned by the blocks fitted to the stern gantry the foresail should operate outside the level of the deck edge railings amidships. The position of the amidships railings relative to the stern gantry can be seen clearly in photo 8:

Photo 8: Starboard side railing see amidships just aft of the open hatch

Netting may be required between the railing stanchions at certain points to assist during reefing and tack changes i.e. to avoid the foresail being blown overboard during these operations. Richard Hayward & co polyester sail cloth has been chosen for the foresail due to its proven reliability and durability. A moderate weight cloth in the region of 7 to 8 U.S. ounces will give us the right balance of durability and ease of handling. The final choice of cloth colour is to be


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decided upon by Seafish and Cornish Tuna Co. It was identified that in order for deck fitting works to commence as soon as possible and book the work according to boat availability during the spring tides the works contract needed to be awarded. To that end a second meeting was held onboard the Nova Spero on the 26th October 2009 in Newlyn in attendance Paul Johnson (Lodey Sails), Shaun Edwards (Owner Nova Spero) and Julian Prowse (J.T. Fabrications Stable Hobba Newlyn) The modifications required, to accommodate our forestay, on the forward tri-pod mast of the Nova Spero were discussed. On examination of the mast it was decided that to provide the top forestay attachment an extension with sufficient strength, the mast would need to be braced as illustrated in figure 2.

Figure 2: Modifications required to mount the forestay


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The modifications would incorporate twin lugs, at both the base and the top of the forestay, the base, for the forestay attachment and the top for rigging of the foresail. The forestay wire will be attached at the top with a simple shackle and connected at the bottom by a shackle attached to a chain accommodating a bottle screw. The bottle screw will be used to adjust the tension in the forestay. The forestay wire diameter will be in the region of 10 to 12mm. The attachment at the base of the forestay wire with the chain-bottle screw tensioning system will be set as close as possible to the top of the bow guardrail (see figure 2). This will maximise the available luff length of the foresail. The foresail will be hoisted up the forestay on jib hanks and when not deployed will be stowed along the inside of the port side guard rail. It is essential that the sail is easily deployed and stowed safely when not in use. The best way of achieving this was discussed, it was established that a long zipped pocket or sleeve should be attached to the inside of the guard rail; this would then be unzipped to release the sail. During sails stowage the sleeve would lie conveniently along the base of the port side guardrail to enable the sail to be quickly and easily secured and stowed. Sourcing of the luff wire, chain and bottle were discussed whilst it was arranged with the engineer, Julian Prowse, to prepare the fabrications required for fitting to the Nova Spero shortly after its return to Newlyn on November 16th. The aim, to fit the complete forestay arrangement to the Nova Spero during the vessels time in port between the 16 -20th November 2009. A satellite phone link with the Nova Spero was set up to coordinate actions. Once the forestay has been fitted, measurement of the foresail dimensions and construction of the sail can commence.

5. Conclusion

This report looks into the history of sail within the Southwest fishing industry and reviews modern sail materials and deck handling equipment, considering there applicability onboard a commercial fishing vessel. The project is now at a point where all the background work has been completed, the vessel has been surveyed, sail materials have been chosen, the rigging system designed and fabricated, providing an ideal point at which to conclude this chapter of work. The second stage of the project, the design, construction and testing of the sail rig will be reported in Part 2 of this report. The delay in the commencement of the project has been beneficial as it has resulted in opportune timings with regards to the construction and testing of the sail rig. Construction of the rig will now take place during the winter months, a quieter period for sail maker Paul Johnson. With the sea trials set to take place during the spring, generally providing periods with a good balance between wind and sea conditions.

sr630 sail power â€“ part 1 ipf d110 - seafish

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