Real Div Ltd

" Construction

Trimarans have a number of advantages over comparable monohulls (conventional, single-hulled sailboats). Given two boats of the same length, the trimaran has a shallower draft, a wider beam, less hull area, and is able to fly more sail area. In addition, because of the wide beam, trimarans do not need the weighted keel monohull, is able to sail in shallower water, and maintains its stability in stronger winds. However, its wider beam makes it a little more cumbersome to maneuver, so tacking and jibing can be trickier, and the narrower hulls provide less living space than an equivalently-sized monohull, required in monohulls. As a result, the trimaran offers much better straight-line performance than a monohull.

As the righting moment (the force that resists the opposite torque of the wind on the sails) is produced by a float on either side called an ama and not a heavy protruding keel, trimarans are lighter and faster than a monohull of equivalent length. A lightweight retractable keel, referred to as a centerboard is often employed to resist lateral movement, making many models easily beachable. Most trimarans are nearly impossible to flip sideways given a reasonable degree of caution, however, trimarans can reach speeds so great in a storm that they can plow into a wave and flip end-over-end. This hazard is especially dangerous for a multihull because of their wide beam. The front of the boat, often covered by trampoline, acts as a giant paddle rather than a narrow monohull would. To avoid this unfortunate scenario trimaran sailors are advised to use trampolines with a large weave and employ parachute drogues and sea anchors whenever appropriate.

The father of the modern sailing trimaran is Victor Tchetchet, a Russian émigré and a strong proponent of multihull sailing. Mr. Tchetchet, who was a fighter pilot during the First World War in the Czar’s Air Force, lived in Great Neck, New York from the 1940’s until his death. He built two trimarans while living in the US, Eggnog 1 and 2. Both boats were made of marine plywood and were about 24 feet long. Mr. Tchetchet is credited with coining the name trimaran. Aside from boat design Mr. Tchetchet earned his living as a landscape and portrait painter.

Advantages

Although it is possible for a trimaran to capsize, this is less frequent than with monohull boats because of the greater resistance to rolling that the amas offer. Most trimaran designs are considered nearly unsinkable because even when filled with water, the flotation of one ama is enough to keep the entire vessel afloat. Because of their stability and safety, trimarans such as the Challenger class have become popular with sailors who have restricted mobility.

Disadvantages

Trimarans capsizes are more likely to be of the pitch-pole type than a roll to one side due to their higher sideways stability and speeds. Capsized trimarans are harder to turn upright than monohull boats. However, many monohull boats sink when capsized. A capsized trimaran should not be righted by sideways rotation as this usually causes heavy damage of the mast and rigging. Harnesses pulling on the stern toward the bow, or from the bow toward the stern of capsized trimarans have been shown to be able to successfully turn them end-over-end. Several design features reduce the chance of pitch-pole capsize. These include having wing nets with an open weave designed to reduce windage and decks and nets that shed water easily. The best way to avoid capsize is to reduce the efficiency of the sails in heavy weather conditions.

Trimarans at anchor or mooring may follow the wind due to their light weight and shallow draft while monohulls usually follow the tides. This can cause collisions if the trimaran is close to another vessel and the swing circles overlap. A bridle to the anchor line may assist in reducing this swing.

Potential buyers of trimarans should look for one that is designed with amas with multiple sealed partitions, controls that all run to the cockpit. a collision bulkhead, partial or full cockpit coverings or windshields, and drain holes in the cockpit that can adaquately drain the cockpit quickly, among other things."

• One, convoy, up-to-50 AIIIs, could be stationed mid-ocean, or mid-sea, (or in the Thames Estaurary)  to:

1. service flocks of 6,000 Gavin Super Hawks [GSHs] (within a day).  This would handle 60k passengers/day, up-to 2.9m passengers/year. Doubling this facility by using an equal number of Gavin "SuperSea" Hawks, would double this capacity to 5.8m/year
   
2. travel from up-to-4500 miles away,
   
3. depart for round trips of destinations
   
4. up-to-2,200 miles away
   
5. remain overhead for an hour, or land and take off, then
   
6. return to the same, or another, convoy for refueling
   
7. then return home or go to 
   
8. any other available refueling bases up to 4500 miles away, to refuel for another 4500-mile-trip etc, etc.
   

• Zero-to-all passengers can be left upon the landing. This gives a combined maximum traveling trip range of indefinate miles for 2,400 GSHs, carrying up to 24,000 troops

• One or more of such convoys could also serve as bases for a PATCOs for control and protection of local operations (flight, land, refuel and takeoff) and control of Mother Hawks and/or Master Chief Super Hawks [MCSHs] in charge of flocks of GSHs operating in combat operation areas
  
• Six-hundred AIII, ie 30, small-20-strong convoys could handle 144,000 GSHs and GSSHs (with 1.44m (armed) troops)/day. Assuming making available three times the 72,000 GSHs used (ie 216,000) for military use, from the 3.2m planned as GSHs, this amounts to 1.35% of the 16m GHs total and 6.75% of the 3.2m GSHs. RDL's target cost is $120k/GSH, ie $2.592b/year over 10 years
  
• The target-cost/AIII, for production (and maintenance over 10 years) is $8.620m.  Presumably, their use, both in war and peace, would both be covered, for 600 AIIIs, ie $5.232b. This totals $7.824b, covering both GSH and AIII, ie $782.4m/year 
  
•  The use of AIII, GSHs and GSSHs in war could offset up-to-the-$782.4m/year from their civil earnings of $9b/year, ie 8.695% 
• After the first ten years, roughly 2010 through 2020, it is expected that the range of GCHs could be extended to 10,000 miles, or longer, effectively eliminating the need for AIIIs used to produce hydrogen and refueling GSHs, at sea, for use in war or peace
  
• RDL will study the advantages of encouraging "trans-global" migration by using AIII, GH and GSH, especially instead of airplanes and aircraft carriers, fossil fuel and nuclear power
• Another area of RDL investigation is related to weapons and methodology (carried by troops for self defense) and avoiding need for mass destruction of homes, businesses, industrial plants (to prevent enemies supplying weapons, troops or terrorists to enemy forces).  This includes; but is not limited to detection and destruction of land mines, booby traps, etc without significant cost or danger to friendly troops.