The latest official designs can be found below. Use the menu on the left to see our design goals, earlier versions, original concept drawings, or to contribute an idea of your own. All pages may be commented on - and please do comment. The more comments, the better discussion, and the better ideas evolve. (click on any image to enlarge)
A word on the design criteria, which can be more clearly understood on the Greenheart webpage.
This is a multi-use, industrial ship for the poorest and least developed communities. For use in ice-free seas and rivers, capable of stranding for cargo handling and maintenance. The technology throughout the ship is to be appropriate for the conditions and lifestyles of operators who are at present unable to afford or maintain oceangoing vessels. All mechanical gear is to be manual, with electric back-up where possible. Safety and environmental standards are to be above present best practices.
LOA: 32.5 m / 106 ft Beam: 7.8m / 25.5 ft Displacement: 220 t Sail area: 300 m2 / 3230 ft2
Photovoltaic (PV) fixed array:125 m2 / 1313 ft2 Electric drive motors: 200kW DC x 2 Batteries: Lead/Acid traction
Cargo capacity: 3 TEU (20ft standard containers) -volume / 50 t -weight Hull speed: 10~11 kn
Here is the new transom design with the reverse angle. The after edge of the cargo deck extends past the RoRo port to provide a boat landing. The RoRo port (tailgate?) can be used in the horizontal position, as a work platform (fishing, diving, dredging, pile driving, etc.) in protected waters and light seas because of another watertight port that separates the after hold from the main hold. It can also be lowered past the horizontal, as a landing ramp for beaches, a gangway for low docks, and a ramp for launching the ship's boats, and shipping fishnets, salvage, etc..
The two hatch covers and the two house tops will be covered with PV modules. Some of the rooftop panels on the pilot house will be partially transparent so the helmsman can see the mainsail. One idea [not pictured] to increase the PV surface, is to fit the side and after windows of the deck houses with PV-covered steel 'storm shutters', hinged at the upper edges so they can fold up and out to catch more sun (and rainwater).
This view also affords a good idea of the location of the mast/crane pivots (tabernacles?). We have been discussing moving these outboard to the rails.
(Play and pause this video to see the present design rotate)
We went back to a single mast. We gained a lighter, easier-to-use rig, and lost the ability to load a laden container over the bows. We can, however, use the mast/crane to load over both the bow and stern, 3 or 4 tons at a time. The Version 3 rig, with the twenty+ ton derrick on the bow has been relegated to a possible future option for specific applications. With this gaff rig, we are also superseding the more complicated 'split main' rig. (See left menu > Previous versions).
The stability study above shows how the RORO port on the transom clears the waterline at various angles of heel.
A slightly revised sailplan below, shows an adjustment to the foot of the staysail to allow more visibility to the helm. There are also larger centerboards (keelboards?) drawn in for improved upwind performance. The transom view shows the boom outboard to determine the danger of rolling while running downwind.
We are also considering the roller furling/reefing mechanics for the mainsail.
Principally, using the mast/crane over the bow and stern is pictured here. Not pictured is loading through the RORO port in the transom. The arc shown in the plan view shows how the boom fixed on the pilot house could service both the main and stern hatches as a derrick.
The shift of load depicted at the crane's central position, illustrates the technique of using both throat and peak halyards as hoists to control the transition through the vertical.
The red lines are cables in a back-up safety brake to prevent the mast from accidental falling. I imagine a triangular loop of cable with round turns on a drum that has a hand brake and centrifugal brake.
The blue lines show the load-bearing stays and mast/crane hoists. The transom view of the split backstay shows the lateral support for the 'lifting arm'/mainsail boom, even at low angles. (See Jan Heise's comment #5 in Left menu >> Open Contributions.)
Note: This drawing shows the version 4 hull, not the current version 5.
The vertical clearance has been reduced since Version 3 by about a half meter. We have gained lots of 'bowsprit' though, when the mast/crane is on deck.
This drawing has not yet been updated to show the version 5 transom, pilot house, and sheer, although other details are accurate.
The hull, decks, and holds remain unchanged from Version 3. Not pictured is a watertight port between the wider aft hold, and the narrower main hold (just aft of the stairwells). This will allow us to open the stern hatch at sea (to launch and retrieve boats, to fish, etc.) without flooding danger.
We are also thinking of some changes to the pilot house layout. The bridge forward, with a movable light and sound partition, then the saloon (not exactly as pictured) with a large table/counter joining it to the galley which runs along the after bulkhead. The cook will have the view over the transom through opening windows, and be able to reach over the work counter forward to the mess table (no need to carry trays of food or drinks around - just hand them directly out of, and into the galley section