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Powerboat Hulls Explained

Horsepower Vs Speed

Displacement is an A VERAGE E STIMATED D ISPLACEMENT of a amateur built vessel.

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Thanks Greg---- Great reading and very informative! Gary

That was a great read, Thank you!

OMG! wow is that awesome! i have a Hydrostream Valero Vee and YT and my neighbor is always asking which is better, and this shows why my vee takes less hp to fly! but YT can fly more stabil... Great pics and diagrams, very informative! I am thinking my 85 Valero Vee has a "similar" pad design to an Allison GS? or not? Thank-You! JIM

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Fantastic article! i have a friend who always asks these questions, and you have answered with great graphics and explanations! I am a Stream owner who also loves Alleys. Great boats! Owner Vector, HST and currently 85 Valero Vee, 88 Valero YT. -Jim L.

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The Illustrated Guide To Boat Hull Types (11 Examples)

I didn't understand anything about boat hull types. So I've researched what hulls I need for different conditions. Here's a complete list of the most common hulls.

What are the different boat hull types? There are three boat hull categories: displacement hulls, which displace water when moving; planing hulls, which create lift at high speeds; and semi-displacement hulls, which displace water and generate lift at low speeds. The most common hull types are round-bottomed, flat-bottomed, multi, V-shaped, and pontoon hulls.

But that's all pretty abstract if you ask me, so below I'll give a simple overview of what it all means. After that, I'll give a list with pictures of all the different designs.

A Simple Overview of Boat Hull Types

Your boat hull will be the biggest factor in how your boat handles or sails, how wet it is, how bumpy - absolutely everything is determined by the hull shape. So it's important to understand what different hulls will do for you, and what each hull is best for. First, let's slice it up into rough categories.

Roughly, you can divide boat hulls into three categories:

• Displacement hulls - Lie inside the water and push it away when they move
• Planing hulls - Lie on top of the water and don't push it away
• Semi-displacement hulls - Lie inside the water and push it away, but can generate lift

Everything I'll be mentioning below is one of those three, or something in between.

There are five common boat hull types:

• Round-bottomed hulls - handle well in rough water: sailboats
• Flat-bottomed hulls - very stable for calm inland waters: fishing boats
• Multihulls - very stable and buoyant: catamarans
• V-Shaped Hulls - fast and comfortable in chop: powerboats
• Pontoon hulls - fast and stable: pontoon boats

And then there's everything in-between.

Here's a quick and handy overview of the different hull types

In each category, we find different designs and styles that have different characteristics. There isn't a real clear distinction between categories and styles: there are semi-displacement hulls and so on. So I thought the best way to learn you the different hull types is by simply creating a list with lots of pictures, instead of getting all theoretical about it.

So below I've listed all the different hull styles I could possibly think of, mention what category and type it is, the pros and cons of each one, and give you examples and illustrations for each one.

On this page:

Displacement hulls, round-bottom hull, catamaran hull, trimaran hull, planing hulls, flat-bottom hull, deep v-hull, modified-v hull, stepped hull, pontoon hull, semi-displacement hulls.

Examples: Sailboats, trawlers, fishing boats

Displacement hulls displace water when moving. These hulls lie in the water, instead of on top of it. The amount of water they displace is equal to the boat's weight. Displacement hulls handle way better in rough waters than flat-bottom hulls. That's why most cruisers have some sort of displacement hulls. There are actually all kinds, shapes, and forms of the displacement hull design, which we'll go over later.

The most important thing to understand about the displacement hull, is that it operates on buoyancy. This means that most of the boat's weight is supported by its capacity to float . Planing hulls, on the other hand, operate on lift instead, but we'll dive into that later.

Sailboats typically have displacement hulls, but also fishing boats, trawlers and crabbers. All in all, it's used for each boat that needs to handle well in rough conditions.

Learn everything there is to know about displacement hulls in this article . It lists all the pros and cons and really goes into detail on the nitty-gritty about how displacement hulls actually work .

But they are also slower than flat and planing hulls because the boat creates more resistance when moving. It has to push the water aside. In fact, this type of hull has a built-in upper-speed limit.

This upper-speed limit is called maximum hull speed . It means that the length of a displacement hull directly determines the maximum speed. It can't go faster, because the water-resistance increases with the boat's speed. To learn everything about calculating maximum hull speed , please check out my previous article here.

A round-bottomed hull is a type of displacement hull - it lies in the water and has to power through it. But since it's rounded, it creates little resistance and is effortless to move through the water. It's a very smooth ride and typical for any sailboat that sort of glides through the waves. In contrast, powerboats really have to eat their way through the water.

Examples: Canoes, sailboats

They are also one of the least stable. Since the bottom is rounded, your boat or canoe will rock plenty when boarding or moving around. They are also easy to capsize. That's why pro canoers learn to do a 360 in their canoes. I've never did a roll myself but came close enough a couple of times.

Almost all sailboats use a round bilge as well. This provides it its buoyancy and makes sure it handles well in waves. But since a rounded bilge is easy to capsize, a lot of sailboats have some sort of keel, which stabilizes the roll.

Nearly all ocean-going vessels use some sort of displacement hull, and the round bottom is the most common one. But our next guest is very popular as well.

The catamaran is similar to the pontoon hull (read on to learn more on that one), but it is a displacement multihull instead of a planing one. So it has two hulls, that lie inside the water and displace it. Like the pontoon, you will have to try really hard to capsize this design (and it won't work).

Examples: well, catamaran sailboats. But also this cool catamaran trawler:

Catamarans are extremely popular ocean cruisers. Their biggest pro is their extreme stability and buoyancy. And they have a very shallow draft for a displacement hull, making them very popular for sailing reefs and shallow waters, like the Caribbean.

Some cons for the catamaran are less agile than monohulls. They have a large turning radius, making them less maneuverable. Also, expect to pay high marina fees with this one.

Speaking of marina fees, our next one can go either way.

I think trimarans are incredibly cool, and especially the second type.

There are two types of trimarans:

• a catamaran with three hulls instead of two,
• or a displacement monohull with two floaters.

The first has the same characteristics as the catamaran: it's a displacement multihull, but now with three hulls:

The second can be a regular displacement monohull, with two pontoon-type floaters that provide extra buoyancy, making the total thing a hybrid between pontoon and displacement:

This last one has all the pros of a catamaran in terms of stability, but: you can simply wheel in those floaters whenever you head for port. That saves you a lot of money. And you can trailer her! Imagine that, a towing a trimaran home.

So those were the most common displacement hulls, aka what lives in the water. Let's move on to the planing hulls, aka what lives on the water.

Planing hulls are a hybrid between the flat-bottom and displacement hulls. Planing hulls displace water at low speeds , but create lift at higher speeds . The shape of their hull + speed lifts them out of the water, making them glide on top of the water. Most powerboats look like flat-bottom boats but use a shallow V-shape that helps the boat to handle better at higher speeds.

Examples: Water sports boat, powerboats

The most important thing to understand about planing hulls is that they operate mainly on lift instead of buoyancy. This means the weight of the boat is mainly supported by dynamic forces 1 . With the right amount of power, this design generates lift, which results in less resistance. This is why they are a lot faster than boats with displacement hulls, but also a lot rougher, even with mild chop.

A lot of powerboats use some sort of planing hull. Again, there are many designs and variations on the planing hull, and I'll try to mention as many as I can below.

Because the wedge of the hull runs into the water, it is much easier to handle at high speeds. At lower speeds, it is able to keep its course, even with a bit of wind. However, whenever the boat starts planing, it is prone to wind gusts, since the wedge shape no longer stabilizes the boat.

The flatter the hull, the faster it will go, but also the more poorly it will handle. Other powerboats use deep V-hulls, which I'll discuss below. But first, let's take a look at the flattest hulls you'll ever see.

A flat-bottom hull lies on top of the water and doesn't displace water (okay, very little) as it moves. Since there is no displacement, there is also little to no friction when moving. This makes it potentially fast, but it handles pretty poorly. It is one of the most stable hull design.

Examples: rowboats, (old) high-performance powerboats, small skiffs, small fishing boats, tug boats

They aren't just incredibly stable, they're also very practical. Because the bottom is practically flat, they maximize boat surface. But they are also extremely choppy in rough weather and waves. They will handle very poorly with stiff winds, as the wind can simply catch them and blow them across the water surface. That's why this design is almost exclusively used for calm, small, inland waters.

This type of hull operates mainly on buoyancy , like the displacement hull, but it doesn't require the same amount of power to propel, which is why it's faster.

Because of the uncomfortable ride, not a lot of boats use a perfectly flat bottom. Most boats nowadays use some sort of v-hull or hybrid design, like a semi-displacement hull; especially larger boats. So not a lot of boats have a real flat bottom. However, we do call a lot of boats flat-bottomed. How come?

There are two types of hulls we call flat-bottoms:

• Of course boats with an actual flat bottom
• Boats with almost no deadrise

What is the hull's deadrise? The deadrise is the angle of the front of the hull to the horizontal waterline.

As you can see, the green sailing dinghy in the picture above has a deadrise that's barely noticeable.

Let's move on to other variations of the planing hull. One of the most popular hull design for modern-day powerboats is the Deep Vee hull. And that's as cool as it sounds.

This is a type of planing hull that combines the best of both worlds.

These types of hulls are very popular on modern-day powerboats, and no wonder. With a V-shape that runs from bow to stern, deep into the water, you can handle this boat even in offshore conditions. It handles a lot better than flat-bottomed hulls, while it's at the same time extremely fast.

Examples: Most modern powerboats.

The Deep V-shape acts as a tiny keel of sorts, stabilizing the boat and making it more reliable and maneuverable. The rest of the hull acts as a planing hull, giving the boat its fast edge. Even at high speeds, the Deep V will cut into the water, making it more handleable.

The deep-V design is just one of many variants on the V-hull. Below we'll talk over another, the modified V hull.

The modified V hull is the ultimate crossover of all planing hull types. It's a mix of the flat-bottom and Deep V hull. It is one of the most popular hull designs for small motorboats. It's flat in the back and then runs into a narrow V-shape to the front. The flat back makes it more stable, and adds a little speed, while the V-shape front ensures good handling.

It is, in short, kind of the compromise-family-sedan of boat hulls. It's the fastest design that's also stable, that's also safe, and that also handles well. But it's not the best in any of those things.

Most powerboats you've seen will have some sort of Vee or Modified-V hull.

Stepped hulls are used on high-performance powerboats. It's a type of planing hull that reduces the hull surface by adding steps, or indents in the hull below the waterline. It looks something like this:

It is said to work extremely well at high speed (60 knots and up) and adds up to 10 knots to your top speed.

On to our next design. There are also planing multihulls, and they might even look like catamarans to you. Meet the pontoon hull.

Pontoon hulls float on top of the water using pontoons or floaters that create lift. It's a type of planing multihull that doesn't lie in the water, so it doesn't displace a lot of water. They don't really handle well. As with any multihull, they aren't agile - they're not great at maneuvering. They also have a very large turning radius. But they are extremely stable: there's no chance you'll capsize this.

Examples: Cruisers, modern trawlers, motor yachts, Maine lobster boats

Semi-displacement hulls are smack bang in the center of planning and displacement hulls. They are a bit better for speed than displacement hulls are. They are a bit better for handling rough waters than planing hulls are. This makes them very versatile.

You can see these a bit like being 'half-planing' hulls. These hulls are designed to plane at lower speeds than normal planing hulls - somewhere in the range of 15 - 20 knots, depending on the length of the boat. It also requires less power. When the hull lifts, it reduces drag (water resistance), making it faster and more efficient.

Semi-displacement hulls are perfect for boats that need to be steady and seaworthy but fast at the same time.

For more information about semi-displacement hulls, please check out my in-depth guide to semi-displacement hulls here . It has a diagram and lists all the pros and cons.

So those were my 11 examples, and my step by step explanation of the different types of boat hulls and functions. You now have a solid basic understanding of boat hulls, and can recognize the most common ones. I hope it was helpful, and if you want more good sailing information, be sure to check out my other articles below.

https://www.soundingsonline.com/boats/how-different-hull-types-react-in-rough-water .  ↩

I was wondering what your opinion would be on the ship uss Texas as far as hull type and bow type. I think it has a plumb bow and it looks to have a displacement or flat bottom hull. Im doing some research and a better trained eye would be of great help. I used images “bb-35 dry dock” to help see the hull shape. Thank you

Shawn Buckles

Hi Kirk, I don’t know about trained but here we go. I’ve checked the picture, it’s definitely a displacement hull I’d also say it’s a plumb bow.

Hahahahaa imagine liking boats hehehehehe Extremely stable & faster Handles well in rough water Extremely stable & faster Handles well in rough water Extremely stable & faster Handles well in rough water Extremely stable & faster Handles well in rough water Extremely stable & faster Handles well in rough water Extremely stable & faster Handles well in rough water Extremely stable & faster Handles well in rough water Extremely stable & faster Handles well in rough water Extremely stable & faster Handles well in rough water

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You may also like, a complete guide to displacement hulls (illustrated).

The displacement hull is the classic go-to hull design for sailboats and one of the most recognizable ones out there. In this guide, I explain all there is to know …

Semi-Displacement Hulls Explained (Illustrated Guide)

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Professional BoatBuilder Magazine

Cfd for powerboat design, part 2.

By Clay Ratcliffe , Jul 20, 2021

Computational fluid dynamics (CFD) modeling of the aerodynamics of a Doug Wright Designs 32′ (9.75m) high-speed catamaran revealed that while it ran at 100 mph, air compressed between the hulls, deck, and water was creating a backflow high in the tunnel and leaking out the front to mix with the airflow over the deck.

CFD analysis of hull aerodynamics holds the potential to answer many performance questions, including the cause of an infamous side-by-side blow-over of identical high-performance catamarans during competition in Key West in 2019.

In Part 1 of our series “ Accommodating Higher Power ” (Professional BoatBuilder No. 191) we explored a case study of hull refinement and the practical application of recent advances in computer modeling to the art and science of hydrodynamics. Looking back at the traditions of modern boat manufacturing, we delved into bottom design, old-school versus new-school tooling methods, and learned how builders can update trusted hulls with improved running surfaces.

Here in Part 2 we’ll look at aero­dynamics—making improvements above the waterline. —Ed.

Eighty percent of the surface of a standard high-performance monohull or catamaran is out of the water, running through air. I remember as a kid putting my arm out the rear window of our car, twisting my hand right and left, and feeling lift and downforce for the first time. We all have experienced that exercise, and the aerodynamic laws we learned as kids hold true with any object surrounded by air. As boat designers and builders, how much attention do we give to that 80% of the hull surface, and how important is it?

Our Part 1 hydrodynamics case study vessel was a 32 ‘ (9.75m) Doug Wright Designs open-cockpit catamaran. We performed what CAD designers call reverse engineering. We started with an object in completed form, but we didn’t have modern triangulated point-to-point computerized coordinates to form a CAD file. Thus, with the aid of FARO Technologies (Lake Mary, Florida) we scanned the entire vessel to an accuracy of 0.004 “ (0.1mm). Then, with the help of Dimensional Engineering (Houston, Texas), we transformed the raw data into a full-mesh watertight stereolithography (STL) file suitable for the next step: computational fluid dynamics (CFD) modeling of the hull’s hydrodynamics and aerodynamics.

When these boats are flying, as they frequently do during competition, tunnel pressure is released but must be quickly and smoothly reestablished when the boat recontacts the water. The risks are that while airborne the boats will either catch too much air and flip over backward or bury the bow when they land right-side up.

See the Air

Before working in performance boats, I was in auto racing and a fan of Dale Earnhardt. He often said he could “see the air” as he entered the corner. I remember watching him come in from the first 100 miles (161 km) of a Super Speedway at Talladega slouched down in the seat, five-point harness loosened, his hands loosely grasping two rungs of the steering wheel. He asked for 1.5 lbs (1.5 psi/0.1 bar) in the right-side tires and half a turn on the left rear suspension. He was conducting seat-of-the-pants “tuning,” because he could see (and feel) the air and the dynamics it had on an object slicing through it at 200 mph (322 kmh) on the back straight. Granted, in a boat we are aware not only of primary forces coming from the right and the left like a race car on a twisty high-speed road course but also oncoming waves, quartering seas, winds from all directions, and shifting loads that can move the center of gravity. But with 80% of the boat’s surface area in the air, let’s look at how we can “see” the air and modify it to enhance boat performance, efficiency, and safety.

From a camera’s point of view at the water’s surface it is easy to see that when traveling at speed, a high-performance catamaran is barely in the water. The weight supported by the water is close to zero, meaning the boat is actually “flying” on a cushion of air.

Headwinds and turbulent wave structures launch the high-speed catamaran and make it airborne often more than 50% of its operational duty cycle. Once the vessel launches, all the hydrodynamic hull design we refined in Part 1 is of little consequence until the next impact with the water. With engines mounted at the aft extremity of the boat momentarily unsupported by water, the stern drops, the bow rises, and the boat becomes an airplane in stall mode without the benefit of wings, ailerons, flaps, or other controls. If it doesn’t flip over backward, it then crashes back into the water transom first, tripping, and then risking stuffing the bow torpedo fashion in the wave ahead of it.

Key West World Championships

This simultaneous side-by-side blow-over during competition got the attention of the crowd and led driver Scott Porta, who was racing just ahead of the accident, to pursue CFD analysis of the dynamics between the two boats running at speed.

During the last Race World Offshore World Championships in Key West (November 6, 2019), an unexpected and unfortunate incident occurred in the Super Stock class race. Boat owners Bill Allen (Allen Lawn Care Race Team) and Loren Peters (Loren Peters Racing) were running side by side in two equally designed Doug Wright 32 ‘ race-prepared catamarans when they simultaneously flipped 180°, bow over stern. The accidental “blow-over” appeared to be choreographed. Fortunately, no one was injured, but many on the race course that day wondered how two boats running side by side could instantly go from running on a horizontal plane to vertical and then back to horizontal in a split second.

For the drivers, the experience was unbelievably fast and nearly indecipherable as far as aerodynamic analysis goes. Bill Allen (owner/throttleman, Allen Lawn Care Racing) recalled it like this: “I was a little short on room, and I don’t know if they didn’t know I was there or what…. I think, you know, that we got together, and it blew over. So, at the time that we made initial contact, we were at 106 mph. But I can say this, I guess in a boat race when you bump, stuff goes crazy.”

Loren Peters (owner/throttleman, LPC Racing): “Billy Allen was coming up on the starboard side.… I scooted over a little and Billy did the same thing. All of a sudden, we’re right up next to each other. We were deck to deck. I see Billy going up, and right after that, I felt lift. My life flashed before my eyes. We went completely over in a split second.”

Scott Porta (owner/throttleman, Porta Performance ) was throttling the catamaran just ahead. He describes the incident: “We were probably running 113 mph. The two boats just behind us were side by side trying to conduct a straightaway pass and positioning for the turn. These two [boats] naturally gathered up next to each other. The compressed tunnel air that normally escapes from under the sides of the boats was stopped when these guys got next to each other. The increased tunnel pressure easily pushed the bows up. Then the wind-drag and momentum took over. Think of it like when you try to slam a refrigerator door as hard as you can and the gasket traps the escaping air and prevents a hard closing of the door. The idea of boats gathering up next to each other and having a blow-over actually isn’t new and is common in single-engine tunnel boat racing. However, this may be a first for an offshore race.”

Porta’s ongoing efforts to refine the running surfaces of these Wright-designed catamarans for competition and recreational use were informed by this dramatic episode as well as by his own accumulated time behind the wheel on that model.

Porta: “Catamarans run on a cushion of air. There are physics issues we felt the need to address. With race and recreational cats running well over 100 mph, our mission has been to improve design: first, to create the largest possible margins for safety in turns and rough water; second, to design for softer landings to reduce driver fatigue and equipment failure; third, to reduce running surface drag for improved performance at lower trim angles. The resulting reduction in frontal area increases speed and stability while creating a larger window of safety. Aerodynamics is the next frontier to explore for the biggest possible untapped gains.”

To simulate the blow-over, we had two options: the conventional wind tunnel and model construction, or computational fluid dynamics (CFD). As in Part 1, CFD was the easy choice for obtaining results quickly and the ability to model subsequent design remedies. Again, we chose TotalSim US (Dublin, Ohio) as our technology partner.

Let’s review the particulars of the case study boat and the theoretical running conditions:

•  Doug Wright 32 ‘ wide-tunnel catamaran
•  5,000 lbs (2,268 kg) fully fueled, ready for passengers
•  Twin Mercury 300XS engines (300 hp, approximately 600 lbs/272 kg each)
•  Flat water
•  Wind speed 0 mph
•  Design speed 100+ mph (161+ kmh)

As speeds approach 100 mph, two primary dynamics contribute to lift and resultant speed on this model:

Engine lift—With a bullet-shaped gearcase and the X-dimension raised to a high level, a hydrodynamic phenomenon occurs. The half-submerged gearcase alone generates enough lift to carry the entire weight of the 600-lb outboard.

Hull lift—The shape of the catamaran tunnel captures and traps air between the sponsons, thus providing lift that supports most of the weight of the boat.

The CFD Assessment and Conclusion

Nathan Eagles, principal at TotalSim, and Scott Porta set out to see how the air currents at 100+ mph influence handling, speed, and efficiency of the catamaran. When Eagles saw the footage and spoke with Porta about the tandem liftoff at Key West, his immediate thought was to apply the tools and experience from other motor­­sports work to help explain why this happened and potentially develop some countermeasures that could reduce the risk of it reoccurring.

At the beginning of the project, Eagles offered a corollary: “Assessing safety and developing countermeasures to reduce the risks posed by aerodynamic forces when vehicles get outside their normal operating envelope is something the motorsports community has worked hard to address for many years. My initial foray was as head of CFD at the Williams F1 Formula One team, where I worked with the F.I.A. [Fédération Internationale de l’Automobile, the sport’s governing body—Ed.] to understand the forces acting on an F1 car as [it] pitched nose up, and at which angle the aero forces overpowered the weight and inertia forces.”

Later, during the development of the aero kits, TotalSim responded to one of the requirements imposed by Indycar. When the nose pitches up, the new bodywork was to be more stable than its predecessor while traveling sideways and/or backward. This meant that as the shape and the form of the car developed for efficient downforce and drag production around the track, TotalSim had to make sure the forces and moments acted to ground the car if it got airborne (its aero kit won the 100th running of the Indy 500 with no serious accidents).

Angles Assessed in Blow-Over Model

The first step in analyzing the Key West event was to understand the typical forces and moments acting on the Doug Wright 32 when running where Porta was out in front and on his own. To do this, Eagles took the same geometry file Dimensional Engineering had created from the FARO scan and built a CFD model that focused only on the surface in contact with the air.

Eagles: “We set the angle of the hull relative to a flat sea state at several positions (Figure 1) and then assessed the forces and moments at each of those positions (Figure 2). The key forces under consideration are the drag (force acting against the forward motion) and lift (vertical force pushing up away from the water). The result of the combination of the lift and drag forces was a pitching moment (nose-up) about the center of gravity created by these forces.”

We can see from Figure 2 that as the angle of the isolated boat increases from 0° to 50°, the drag and lift forces (and resultant) increase as well, as does the pitching moment. We also see that the resultant is nonlinear, meaning that as the angle changes, the curves get steeper, indicating that doubling or tripling the angle more than doubles or triples the forces and moments. This characteristic implies gross instability, because once the aerodynamic forces exceed the weight of the boat and the bow starts to lift, the forces continue to increase at a rate that makes correction exceedingly difficult.

Attack Angle Influence on Lift, Drag, and Pitching Moment of Single Boat

Having established the characteristics of the isolated boat, the next step was to place the boats side by side to see if anything changed. From the footage and the comments from the pilots, Eagles positioned the virtual boats 3 ‘ (0.91m) apart, set the angle of attack (AOA) at 5°, and ran the simulation. Figure 3 shows the same isolated boat forces and moments with the two-boat simulation data super­imposed on top. The results are quite dramatic.

We see both drag and lift increasing compared to the isolated boat, with the drag on each of the side-by-side boats being equivalent to the drag on an isolated boat at around a 7° AOA (suggesting they may be slowing each other down), while the lift of the side-by-side boats is equivalent to an isolated boat at around 16°.The huge changes in lift and associated pitching moment change are greater than the restoring moment of the weight, so the boats are no longer trimmed out, and the bows begin to rise.

Dynamics of a Single Boat vs Boats Running Side by Side

As we saw in Figure 2, as the angle increases, so do the forces; and as the bows come up, the forces go up, the bows rise some more, and this continues until the boat flips over. The CFD force data illustrate a dynamic that would lead to the event we saw in Key West. But why did it happen?

This is where CFD really starts to show its strengths. The forces we have looked at are a result of pressure changes on the surface of the hull. These changes are created by local accelerations and decelerations of the air as it washes over the hull and deck, and CFD can show us how and why these occur. In Figures 4a and 4b the underside of the hull colored by the component of pressure is creating lift for the two different configurations. Yellow depicts low amounts of lift; red is high lift; green is low levels of downforce (the aerodynamic force pulling the boat toward the water); and blue is high downforce.

CFD of Lift and Downward Force on Single Boat

The plots show that the entire tunnel surface is creating lift whether the boat is alone or side by side, and there is not much change between the two scenarios. However, the sponsons tell a different story. The isolated boat is showing strong downforce coming from both sponsons at the section just ahead of where the hull meets the water (blue patch midway down the sponson). This downforce is generated by the air accelerating in the narrowing gap between the hull and the water surface. This is illustrated in Figure 5a as velocity vectors colored by speed, with blue showing low speed and red showing high speed.

Eagles: “As air enters the tunnel, it starts to slow down as it packs up under the boat, and as it progresses it gets squeezed into a tighter volume and starts to push out at the sides, accelerating (red arrows) as it washes outboard over the hull surface. As the air accelerates, its pressure drops, creating suction, and this in turn generates a force pulling the hull towards the water. There are some effects also happening on the deck side, but these are secondary compared to the hull and have not been covered here.”

CFD of Lift and Downward Force on Boats Running Side by Side

Looking at the side-by-side configuration in Figure 4b, we see an effect on the outer sponson similar to what is seen on the isolated boat. However, on the inside sponson we see most of that downforce has been eliminated and replaced by lift across the majority of the surface. This is the source of the liftoff mechanism that caused the blow-over. The velocity vectors of the side-by-side configuration show that air is unable to get out as effectively, as it’s blocked by the sponson of the adjacent boat, as illustrated by the slow-moving blue arrows in Figure 5b. This slow-moving air has higher pressure and therefore does not create the suction we saw in the isolated boat, with the net result that the inside sponsons on both boats now create significantly more lift, disrupting their stable trim and causing the bows of the nearly identical hulls traveling at the same speed to flip quickly and almost simultaneously.

CFD of Air Velocity on Single Boat

“The simplest way to reduce the risk of this happening in the future is to make sure there is sufficient gap between boats that the air can get out,” Eagles said. “However, racing being racing, when you are fighting for the patch of water leading around the buoy, I suspect that this probably will not be what is at the forefront of your thinking.”

He concluded: “A more practical solution would be to adopt something like Indycar or NASCAR and add a device to the boat that when deployed creates a counteracting force that cancels out the lift and stabilizes the pitching moment. This could be a passive device [auto-deploying] or active [driver initiated] and will require discussion with the governing bodies to make sure it does not adversely impact the racing or create issues of its own. I sense there might be a new project on the horizon.”

CFD of Air Velocity on Boats Running Side by Side

Real-World Aerodynamics

Most relevant to designers and builders of recreational powerboats, our case studies show that aero­dynamic design really starts affecting a boat above 60 mph (97 kmh). With multiple higher horsepower outboards being bolted on the transom, almost every boat manufacturer has a model capable of that speed, but aerodynamics are relevant on more sedate vessels as well. Builders use phrases like dry ride, acoustically tuned cockpit, comfortable, and wind free to describe the virtues of even a 20-knot boat. That’s no surprise when social media is full of posts about how “car-like” their recent boating experience had been. The current automotive comfort expectations have raised the bar for everyone. Gone are the days of the passengers in a top-down convertible being exhilarated by the wind in their hair on a gusty open highway. Modern convertibles are acoustically and aerodynamically refined. The open sky is still overhead, but engineering has all but eliminated the noise and wind of the convertible.

Let’s say that a boat owner drives to the marina in a quiet and aerodynamically refined convertible before boarding a newly acquired sport boat, a product that may cost twice or three times as much as the car. Shouldn’t expectations for comfort and noise be the same on the boat as in the car?

Jake Fraleigh, president of Eliminator Boats (Mira Loma, California), on the importance of aerodynamics to his recreational models: “In the past we used a higher deck, and we noticed that people in the back of our cockpits were getting lots of wind buffeting. Our newest models have flattened decks. We pulled the ‘bubble’ out of our top deck, and that allowed our new windshield design to positively affect our aerodynamics for cockpit comfort.”

Because Eliminator is installing more outboards, which means the boats go faster, Fraleigh said, “on both our 31 and 33, we are widening our tunnels now and changing the slope of the deck and tunnel entry, therefore creating more tunnel pressure. We have even added 45° angles to the sponson area upper-deck plane entering the tunnel for better entrapment of air under the boat. We have focused on more lift and therefore a faster, more agile boat.”

Nigel Hook, owner of SilverHook Powerboats (Sanford, Florida), confirmed the importance of CFD modeling during design and model refinement. “The SilverHook was designed as perfectly aerodynamic [with the help of CFD] by Ocke Mannerfeldt of the Swedish firm Mannerfelt Design Team. It has wings, although not movable; it has automatic stabilization. The consumer design has the same CFD advantage. It is fast, efficient, and safe. Only through aerodynamics are we able to manifest the true race-proven features.”

For now, the new minimum expectation for North American powerboat buyers is twin outboards, and the new normal is triples or quads on higher end vessels. More power adds speed, and with speed, airflow becomes very important to boat designers and builders. Boats can and do fly, if only for brief intervals, but managing their seakeeping, safety, handling, and comfort at those speeds requires as much attention to aerodynamic design and analysis as to hydrodynamics. To that end, more manufacturers are using CFD modeling to create and simulate the performance of any given design, especially as they pile on more power to meet market expectations. The results can range from understanding and correcting sources of dangerous instabilities and performance flaws, to quieting the ride in the cockpit and keeping the hair out of your eyes.

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A Guide to Power Catamaran Boats

If you’re into offshore fishing or water sports, the Power Catamaran or “multi-hull powerboat” offers you a great option for your first vessel. These powerboats provide you an excellent combination of performance, stability, and maneuverability.

These boats have a catamaran design, relying on two hulls to float the vessel instead of the typical deep-V hull found on other powerboat models. The multi-hull powerboat is ideal for cruising, and you can set it up for fishing or watersports as well.

With the multi-hull powerboat, you get options for multiple fishing stations over each hull without disrupting the boat’s balance on the water. They are ideal for use in lakes and estuaries, and they excel on the open ocean.

These boats come in lengths ranging from 16 to 30-feet, with plenty of customizable options and accessories. Typically, you get a stern-drive or outboard motor configuration, with center consoles for the driver and loads of storage space onboard.

These boats can carry from six to eight passengers easily, and most models will fit on trailers. This post gives you all the information you need on selecting the right multi-hull powerboat to suit your aquatic needs.

What Is a Multi-Hull Powerboat?

The multi-hull powerboat features a catamaran design, with two hulls running down the boat’s length, featuring a gap between the two. This configuration makes the boat exceptionally stable at higher speeds, allowing fast movement through choppy water inshore or offshore.

The catamaran might seem like a niche boat design. However, it offers you several advantages on the water, such as a smooth ride, stability, and economy. These boats come in a wide range of designs and lengths, with the smallest versions measuring around 12-feet, and the largest extending up to 70-feet or longer.

The longer vessels come with liveaboard facilities and all the amenities you need to spend days out on the water. We like to think of the multi-hull powerboat as the catamaran design of the cabin cruiser or cuddy cabin boat. You get all the same advantages as these models but with an added performance on the water.

You get plenty of options for live wells, rod holders, gear storage, and integrated coolers for drinks and fish. Whether you’re planning a weekend trip or just going out for the day, the multi-hull powerboat is a great choice for your ocean-going excursion.

While the catamaran model is the most popular choice in this category, there are models featuring a tri-hull design. Typically, these vessels cater more towards fishing than performance or watersports, offering slightly less steering maneuverability than the dual hull setup. However, the addition of the third hull brings superior stability to the boat, making them ideal for fishing in choppy water or cruising from island to island on rougher seas.

The ripple hull models typically feature more liveaboard space, with some models having multiple separate living areas beneath the deck.

Benefits of Multi-Hull Powerboats

The Multi-hull powerboat offers you plenty of advantages for fishing, cruising, and watersports. Here are our top reasons for adding this boat to your shortlist of considerations.

Speed and Handling

The multi-hull boat relies on two separate hulls contacting the water. As a result, there is less drag from the hull when cutting through the water. You get faster speeds than you do with a mono-hull design and excellent handling with tight turning circles. These boats do well on open water, allowing for superior stability in rough waters when fishing offshore.

Dynamic Cruising

The multi-hull powerboat features dynamic cruising capability. These boats are most popular with recreational users that want to cruise down the coastline on the weekend or take a few days out on the water for a fishing trip. The built-in accommodations in many designs make it suitable for staying out on the water overnight.

Stability and Performance

Multi-hull powerboats can come with several engine configurations. The motors on these boats offer excellent performance, propelling the watercraft up to speeds of 50 to 80-mph, depending on the model. They also make suitable watersports boats, allowing for skiing and wakeboarding.

Plenty of Storage

The multi-hull boat offers you more storage capability than mono-hull models. You get loads of storage room above and below deck for your dive gear or fishing equipment. There is under-seat storage, and the v-berths in the bow of these models can include plenty of amenities.

Center Console Design

The center console driver configuration is common with the multi-hull performance boat. This driver position gives you more control over the vessel when turning. Some consoles may position closer to the bow or aft of the boat, depending on the length and design features of the boat.

Hardtop Designs

Most multi-hull powerboats come equipped for long ocean-going trips. As a result, they may have a covered driver cockpit leading to below deck accommodations or storage facilities. Some models have wraparound cockpits with doors sealing the cabin, allowing for air conditioning inside the boat on hot days. Other models come with an open plan design and a hard roof.

Trailerable

Most models of multi-hull power bats range from 16 to 24-feet, but there are plenty of longer models. The shorter lengths are easy to trailer, allowing for easy removal for the water and transportation. However, some models may be wider than 10-feet, requiring a special license to operate the loaded trailer. Check with your local authorities for trailer regulations and laws.

Fishing and Watersports Capability

These boats are excellent fishing vessels, offering you plenty of stability for casting on any side of the boat. The center console design means you have walkways on either side of the console, allowing the angler to chase the fish around the boat if it decides to drag the line. Most models also feature setups for watersports like wakeboarding, with T-tower bars or Bimini tops for higher tow points.

Outboard or Stern Motors

The multi-hull powerboat comes with a design for performance out on the water. As a result, these boats usually feature outboard motors with capacities ranging from 150-HP to 450-HP. Some models may use dual-motor setups or stern-mounted motors that hide out of sight.

Multiple Sizing Options

As mentioned, the multi-hull boat comes in a variety of lengths to suit your requirements. Whether you need a large boat for spending days out on the water or a simple day fishing vessel, there’s a multi-hull design to suit your requirements.

Disadvantages of Multi-Hull Powerboats

While the multi-hull powerboat is a flexible design suited for cruising, fishing, or water sports, it does come with a few drawbacks.

Large Engines and More Fuel

These boats feature design and construction for speed, with large outboard motors. As a result, they are somewhat heavy on fuel, especially with a large-capacity dual-motor setup.

Top Multi-Hull Powerboat Models

You have plenty of choices when selecting your multi-hull powerboat. Here are some of our top picks for the best models available.

Calcutta 480

This multi-hull powerboat has a 51-foot length, and it’s ideal for offshore use, providing exceptional stability thanks to the size and the 17-foot beam. It’s one of the largest models available, featuring world-class multi-hull design.

You get a spacious deck with a center console configuration and enough room to walk down either side of the boat when fishing. The dual hull provides exceptional stability combined with the long length, and you get options for diesel-powered or gasoline engines in outboard or in-stern setup to suit your requirements.

The Calcutta brand custom-builds boats for its clients. You get options for fully enclosed bow areas and fishing-style cabins with a roomy helm deck and a sleeping berth included in the bow. You also have an enclosed head for ablutions, but there is no option for a shower.

This model comes with an enclosed cockpit and air conditioning to keep you cool when cruising. The motors on this boat are monsters, featuring a twin setup of 550-HP Cummins diesel inboards available on the sports version for superior power and speed on the water while maintaining the boat’s maneuverability.

There’s a 600-gallon fuel capacity for the thirsty engines, allowing you to spend days out on the water without running out of fuel.

Insetta 35 IFC Hydrofoil

The Insetta 35 IFC hydrofoil offers you the smooth-sailing benefit of hydrofoils, with premium multi-hull designs. The hydrofoil system generates the lift under the hull, allowing for superior, stable sailing in rough water conditions.

The hydrofoil reduces friction and dragging on the hulls, reducing your fuel consumption by as much as 40% compared to other models with a similar dual hull design. The foil fits between the sponsons, featuring design and construction with stainless steel.

Another interesting design feature with this model is the way the inboard motors have positioning towards each other. This configuration allows for maximum thrust for the propellors on the asymmetrical multi-hull.

The foil and motor setup design also allow for much tighter turns than you get with other multi-hull models, giving you similar performance to what you expect in a mono-hull design.

The boat comes with a large coffin box with 156-gallons of space available and an insulated finish. You get eight rod-holders positioned in the bow and aft of the boat. You also get dual 30-gallon transom live wells and an option for a third below the mezzanine seat.

The Insetta 35 IFC hydrofoil comes with a three-pump sea chest, a folding bait station, and plenty of tackle storage. The boat gets its power and performance from dual Mercury 400 Verados, with the vessel topping out at speeds of 58-mph on open, calm waters.

Invincible 46 Cat

This model is the largest in the Invincible range, and it’s a great choice for offshore fishing. This flagship model comes with a 42-foot length and a center console design for easy driver operation. This multi-hull powerboat relies on a hybrid semi-asymmetrical multi-hull giving it great turning capability and maneuverability out on the open water.

The Invincible 46 Cat features a stepped hull with fast acceleration and plenty of lift. You get a quad engine setup with Mercury 450 Racing outboard motors, and the craft can reach a top-end speed of 78-mph. Other notable features of this boat include a vacuum-infused hull and grid-stringer system for an “invincible” boat that’s virtually unsinkable.

Bali Catspace

If you’re looking for a luxury powercat model, the Bali Catspace Motoryacht is a fantastic – but expensive choice. This model features a design from legendary boat maker Olivier Poncin. This model is a natural cruiser and ideal for the longest ocean-going trips.

The dual hull and high ride height from the water provide exceptional stability for the boat, even in the roughest offshore and coastal waters. The boat comes with a lounge on the deck, and there’s plenty of room around the center console cabin to walk the length of the boat on either side of the vessel. The top level of the boat features the captain’s station and wheelhouse, with luxury living quarters underneath.

You get a huge lounge and a v-berth with sleeping quarters for spending the night out on the water. The cockpit presents the captain with a 360-degree view of the water, and the high riding position gives you a view of the ocean that extends for miles.

The boat comes with all the amenities you need, including tables, a full kitchenette, and luxury sleeping accommodations. There are plenty of entertainment options for TVs and stereo systems down below, with an optional hardtop Bimini.

The Bali Catspace Motoryacht receives its power from a single or dual engine setup featuring 150-HP or 250-HP Yamaha motors.

Wrapping Up

With so much variety available in multi-hull powerboats, you have options for any activity out on the water. These boats are more common in coastal waters, and they make excellent fishing vessels.

Decide on the model that suits your activity, as most have a purpose-built design for fishing, watersports, or cruising. There are plenty of customization options, so make sure you keep a budget in mind as the additions can cost more than 20% of the boat’s initial sticker price, increasing your costs.

John is an experienced journalist and veteran boater. He heads up the content team at BoatingBeast and aims to share his many years experience of the marine world with our readers.

A Complete Guide to Micro Skiffs: All You Need to Know!

A complete guide to narrow boats: all you need to know, a guide to aluminum fishing boats.

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Benefits of Intrepid’s Revolutionary Stepped Hull Design

We see it over and over again. The pleasant surprise – even shock – of an experienced boater taking the helm of an Intrepid stepped-hull powerboat or sport yacht for the very first time and getting it up on plane – especially if they’re out on rough or choppy water. They can’t believe how smooth, dry and sure-tracking an Intrepid is compared to any other boat they’ve even driven.

An Intrepid outboard powerboat feels like it’s floating on a cushion of air. Because it is.

THE INTREPID DIFFERENCE

First introduced on Intrepid powerboats in 1989, the company’s patented stepped-hull design is distinctly different from the hulls on other powerboats – in concept, design, engineering, and especially in performance.

Where Intrepid outboard powerboat and sport yacht hulls differ is in the forward panel, which is at a steeper longitudinal angle along the keel than the aft panel. These offset hull panels create more lift aft than at the step itself, so the boat runs with a slightly bow-up attitude, keeping it drier than the flat running angle of traditional hulls, which have hull panels at equal declivity.

The revolutionary large stepped hull on an Intrepid powerboat or sport yacht is the primary reason why it delivers a smoother, drier ride and can turn and maneuver so effortlessly.

Unmatched Maneuverability As you turn any boat, simple physics dictate that the bow naturally wants to go down. Aboard many other boats, which tend to run flatter or slightly bow-down to begin with, this is a “skittish” situation. The bow can actually dig into the water, which can cause the back end of the boat to “break loose” and the boat to literally skitter across the top of the water – moments that can unnerve any captain and crew.

The tulip-shaped (convex or flam) bow entry on our outboard powerboats and sport yachts adds buoyancy to the vessel, and further complements the extraordinarily efficient lift, superior handling and wave-crushing properties of the offset panels in our signature large-step hull design.

Superior Seakeeping, Unparalleled Confidence The safety of all on board is paramount to a carefree day on the water. The sure-footed handling and tracking of an Intrepid outboard powerboat or sport yacht instills unmatched levels of confidence in any captain, secure in the knowledge that he or she is at the helm of a luxurious custom powerboat or sport yacht with the industry’s highest standards for seakeeping, safety and reliability.

The World’s Most Advanced Fabrication Techniques Our innovative stepped hull design combines with the world’s most advanced fiberglass powerboat fabrication techniques. Yet another game-changing first from Intrepid, our vacuum bagging and resin infusing of the hand-layered, fiberglass fabrics that form the hull, deck and liners of an Intrepid powerboat make it lighter, stronger and more fuel-efficient – results that put Intrepid in a class by itself.

THE FINEST CUSTOM POWERBOATS AND SPORTS YACHTS ON THE WATER

When you combine the smooth-running, dry-riding, sure-footed maneuverability delivered by an Intrepid’s patented stepped-hull design with the industry’s most advanced fabrication techniques, it all adds up to the luxury of an outboard powerboat or sport yacht that instills unmatched levels of pride and confidence in anyone fortunate enough to own one.

To start custom-building your one-of-a-kind Intrepid, contact our Dania, Florida, Sales Center at Harbour Towne Marina today: 954-922-7544 or visit IntrepidPowerboats.com .

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Six Amazing Boat Hull Designs

• By Dean Travis Clarke
• Updated: October 25, 2016

The American boating consumer bears a remarkable psychological profile when it comes to wants and needs.

A cursory glance at the lines of most boats proves that profiles haven’t changed dramatically over the past 60 or so years. Certainly, construction methods such as resin infusion and injection molding have altered business as usual, and ingredients have also changed to include all manner of space-age composites, epoxies, paints, computer mapping for engines that produces vastly greater horsepower from smaller blocks, and so on. Even propulsion has changed with the advent of pod drives and big outboards. But here’s the weird part: Any time a designer or builder introduces a model that looks significantly different, whether it is Euro-styled or functionally clunky, it fails. It doesn’t matter how well the boat performs, the typical boater rejects it because it doesn’t look like what he knows. We, as an enthusiast niche involving boats, are horribly set in our aesthetic ways.

Look at how well multihulls handle heavy seas. When it comes to seakeeping ability, efficiency and performance, the catamaran has a lot going for it, as anyone who happened to catch some of the most recent America’s Cup racing can attest. And yet, to date, production multihulls have enjoyed only moderate acceptance by boaters.

Here are six of the latest hull-design innovations and technologies being used elsewhere in the maritime world that we will likely never accept for our recreational boats — even though they all work well.

Wave-Piercing Hulls Most accounts cite wave-piercing technology as coming on the scene around the start of the 20th century. However, it has been employed as far back as the times of the Phoenicians and ancient Romans. The design concept consists of a bow with little buoyancy, a hull that slopes inward from the waterline and, ergo, a large reduction in wave-making resistance. While it works well in heavy seas, the drawbacks include reduced interior volume forward and a very wet ride because the waves come up and over the bow as a matter of course. Wave piercers fell out of favor for a period of time due to these same drawbacks but have recently enjoyed a resurgence of popularity because of their dramatic fuel-efficiency gains.

Stepped Hulls OK, this hull form has achieved a certain level of acceptance in our recreational boats, mostly in performance boats or offshore center consoles. But why isn’t it more popular? The stepped bottom has been around as a V-bottom refinement since at least 1912. Steps are grooves in the hull stretching outward from the keel to the chines. Most hulls sport one or two steps per side. And a vessel should really be capable of cruising in excess of about 30 knots for a stepped hull to be worthwhile. Steps work by allowing air to be “injected” against the running surface, breaking contact between part of the hull and the water, which in effect turns the running surface into numerous short, wide planes, rather than one long, narrow one.

How much the hull surface contacts the water directly determines the amount of drag a hull suffers. Steps (also called vents) decrease the amount of hull contacting the water (called the wetted surface), thereby decreasing drag, increasing speed for the same horsepower, and increasing fuel efficiency. It all sounds good. But steps also come with potential drawbacks. Though modern deep-V designs have enough deadrise to counteract the problem in most cases, stepped hulls have been known to suffer from transom slide in sharp turns at speed. They also require attention to loading and trim because the steps need the proper angle of attack to function correctly; they don’t offer an advantage in flat, calm water; and they require a special trailer.

Most owners of stepped-hull vessels are experienced and want to travel at high speeds in moderate to heavy seas, and/or achieve good economy and range. Yet to date, performance and center console builders aside, only Regal Boats, with its FasTrac hulls, and Formula have committed to using steps in production cruisers and sport boats.

Asymmetrical Twin Hulls This unique design concept comes from the drawing board of Larry Graf, the pioneer who put power catamarans on the map here in the U.S. when he founded Glacier Bay Boats in 1987. His new company, Aspen Powerboats, employs a cat design where one hull is narrower (35 percent) than the other. His patent calls it a Power Proa, and it relies on a single engine in only the wider of the two hulls. The hull shapes, alignment and placement compensate for the offset propulsion thrust, allowing the vessel to run straight and true. With only one set of running gear in the water, inherent appendage drag is reduced by 20 percent. Combined with the efficiency of the hull designs, overall fuel efficiency of the Aspen rises to an impressive 70 percent over monohulls of comparable size. Aspen won an award for the best 30- to 39-foot catamaran in the world in 2014.

SWATH A quick glance might lead you to believe that a SWATH (small waterplane area twin hull) vessel is a catamaran. And it is but only to the extent that it has two hulls in the water with a bridge across the top. But that’s where the hulls’ similarities end.

Consider a submarine. Once under the surface, it runs stable, with no roll or pitching from wave action. All that wave energy remains on the sea surface. That basically explains how a SWATH design functions.

If you’ve ever dived under a wave at the beach to avoid being smacked by it, you know that the water beneath the wave is calmer. SWATH minimizes a vessel’s volume where the water meets the air (which is where all the wave energy is at its peak). The bulk of the vessel’s displacement and buoyancy runs beneath the waves, affording amazing stability, even in big seas and at high speeds. Please think of high speeds as a relative term here, as this is not a planing hull. What SWATH does provide, however, are a wide, stable deck and unsurpassed ride quality, especially in rough seas.

Drawbacks to SWATH designs include the fact that each hull must be custom designed. Draft runs deeper than standard hulls (especially planing hulls). The underwater “torpedoes” providing buoyancy must run parallel to the water’s surface, which requires a fairly complex trim-control system. And the underside of the deck must be far enough above the sea surface to avoid waves slamming up into it. Finally, SWATH vessels cost more to design and build than conventional hulls.

Hydrofoils Once the strict province of commercial ferries and a few high-speed military vessels, the most recent America’s Cup has spurred hydrofoil acceptance to new heights. Will it catch on with powerboats?

The hydrofoil design acts exactly like an airplane wing, providing more lift than the drag coefficient the vessel produces, thereby lifting the entire hull out of the water. Only the hydrofoils remain in the water, unaffected by surface wave action. In fact, hydrofoils cut inherent resistance to zero while the hull is out of the water. In the case of power-driven boats, you still suffer drag from the propulsion system (prop, shaft or the like).

The most significant disadvantage to this system on recreational boats is definitely the deployment of the foils. Unless you want the added draft of these struts sticking down below your hull all the time, you must be able to extend and withdraw them — a complex engineering feat. There is at least one recreational powerboat employing hydrofoils: Twin Vee builds a catamaran with foils that don’t actually lift the hulls completely out of the water. It does improve fuel economy and ride stability nonetheless. Still, boats ride more smoothly in a sea and go much faster with hydrofoils. With the dramatic acceptance of this technology in sailing, is it only a matter of time before recreational powerboats incorporate foils into their designs?

Ulstein X-Bow The Norwegian Ulstein Group has been designing offshore vessels since 1917. Presently, it has the notoriety of creating the most advanced bow design in history. The Ulstein X-Bow looks like it might be upside down, but it’s proven itself in more than 100 offshore support vessels to date. The X-Bow allows higher speeds and smoother rides in even the worst seas. Gone are the slamming and vibration that occur when the bow of a ship drops off a wave. It functions better on all points of sea, and its lower hydrodynamic drag substantially decreases fuel consumption. The X-Bow has proven so successful that Ulstein is in the process of creating an X-Stern design now.

You won’t ever see this on small recreational boats, but you can nod knowingly when someone points one out on a mega-yacht in the near future.

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VESSEL REVIEW | Sinichka – Electric commuter boats designed for Russia’s Moskva River

A series of three new electric monohull commuter ferries have already begun operational sailings on the Moskva River in the Russian capital Moscow.

Built by Russian shipyard Emperium, sister vessels Sinichka , Filka , and Presnya – all named after rivers in Moscow – are being operated by the Moscow Department of Transport and Road Infrastructure Development (Moscow Deptrans). They are the first units of a planned fleet of 20 vessels that will serve the capital city and other nearby communities. The new ferry system will be the water transport system to be operated on the Moskva River in 16 years.

Each vessel has a welded aluminium hull, an LOA of 21 metres, a beam of 6.2 metres, a draught of only 1.4 metres, a displacement of 40 tonnes, and capacity for 80 passengers plus two crewmembers. Seating is available for 42 passengers on each ferry, and the main cabins are also fitted with USB charging ports, wifi connectivity, tables, toilets, and space for bicycles and scooters. The cabin layout can be rearranged to allow the operator to adjust the distances between the seats and to install armrests of varying widths.

An open upper deck is also accessible to passengers and is the only area on each ferry where smoking is allowed.

The ferries are all of modular construction with each ferry’s wheelhouse, main cabin, and other structural elements being built as complete, separate components. This enables the ferries to be easily dismantled for transport to anywhere in Russia by rail and then quickly re-assembled within seven days.

The ferries are also ice-capable. Recently completed operational trials on the Moskva showed that the vessels can also easily navigate under mild winter conditions with broken surface ice, though year-round operations are planned for the entire fleet.

The ferries are each fitted with 500kWh lithium iron phosphate battery packs that supply power to two 134kW motors. This configuration can deliver a maximum speed of 11.8 knots, a cruising speed of just under 10 knots, and a range of 150 kilometres.

Emperium said the transfer of rotation of electric motors to the propeller is carried out by direct drive. As a propulsion installation, a pulling rotary propeller-steering column with double screws is used. The installation of double pulling screws, with similar power, allows an operator to increase the efficiency of the propulsion system to deliver a slightly higher speed or to reduce energy consumption. This arrangement also provides the ferries with enhanced manoeuvrability necessary for navigating in close quarters.

The batteries themselves have projected service lives of 10 to 12 years and are fitted with safety features such as built-in fire extinguishers and gas vents. Quick-disconnect features allow the batteries to be easily removed for replacement or maintenance.

Some of our readers have expressed disquiet at our publication of reviews and articles describing new vessels from Russia. We at Baird Maritime can understand and sympathise with those views. However, despite the behaviour of the country’s leaders, we believe that the maritime world needs to learn of the latest developments in vessel design and construction there.

Click here to read other news stories, features, opinion articles, and vessel reviews as part of this month’s Passenger Vessel Week.

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Tags: Emperium Filka Moscow Moscow Department of Transport and Road Infrastructure Development Moskva River Presnya Russia Sinichka WBW newbuild

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The 10 Most-Exciting Yacht Debuts at the Palm Beach International Boat Show

Besides the debut of smaller vessels, more than 60 yachts over 100 feet will be at palm beach this week. it promises to be a banner event., howard walker, howard walker's most recent stories.

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For superyacht shoppers, the Palm Beach International Boat Show, kicking off its four-day run this week, is set to break records with more than 60 yachts over 100 feet long on display. Last year was also a banner year for superyachts at the show. 

Headliners will include the likes of the 295-foot Corsair Nero ,  the 278-foot Victorious by AKYacht, the 230-foot Turquoise-built Talisman C , and 213-foot Benetti Triumph among brokerage yachts, and in new yachts, the 113-foot Ocean Alexander Puro 35 is making its world debut.  

There are so many gleaming white vessels over 100 feet, in fact, that the fleet will be split between the Palm Harbor Marina at the main show site on the downtown West Palm Beach waterfront and the Safe Harbor Rybovich Marina two miles north. 

Now in its 42nd year, PBIBS will also showcase hundreds of models of dayboats, cruisers, and fishing boats, as well as marine accessories. Running from this Thursday through Sunday, the show coincides with the Palm Beach Modern + Contemporary art show, a fortuitous opportunity for yacht owners wanting to add new art to their collections.

Here are 10 must-see boats at this year’s show.

Corsair Yachts ‘Nero’

The undisputed star of this year’s Palm Beach show? That would be the 295-foot, classically styled superyacht Nero , built in 2007 and inspired by American financier J.P. Morgan’s legendary 1930s steamer Corsair IV . Nero ‘s attendance at PBIBS marks its return to the charter market after an extensive refit in 2021. Now better than new, the boat is being managed by Burgess. With weekly charter rates from $497,000, the vessel offers five-star accommodations for 12 guests in six cabins, with pampering from a crew of 20. Part of the refit included a full interior refresh by Italian interior designer Laura Pomponi, plus a major focus on wellness. That meant the construction of a new, state-of-the-art gym and spa, the assistance of a certified onboard trainer, a masseuse and beautician. After PBIBS, Nero will spend the winter in the Caribbean before returning to the Med for the summer season.

Ocean Alexander Puro 35P

Ocean Alexander is debuting the first of its new Puro superyacht series at PBIBS. The 113-foot Puro 35P comes from the drawing board of Italian designer Giorgio M. Cassetta and is a step back from the polarizing lines of OA’s recent Revolution and Explorer series with their bold, vertical bow designs. Aimed at long-distance cruising, the 35P can carry over 5,000 gallons of fuel and is powered by twin 2,000 hp MAN V12s for a 24-knot top speed. Twin 55kW Kohler generators can also keep the yacht powered at anchor for long periods. Other standout features include extensive glazing in the chiseled fiberglass hull, a forward deck plunge pool, and spacious accommodations for 10 guests. 

Think of it as the “starter” Sirena. Aimed at a younger demographic, the Turkish builder’s brand-new Sirena 48 is making its U.S. debut at PBIBS after a global reveal at last fall’s Cannes boat show. Such is its appeal that 27 hulls have already been sold, with 13 of the orders coming from North America. Looking like a scaled-down version of Sirena’s popular 58, its distinctive, trawler-style lines are from Argentinian designer Germán Frers. With more interior space than a typical 48-footer, the yacht offers three staterooms—plus a crew cabin—a spacious, light-filled salon, a large cockpit, an oversized flybridge, and a vast forward social area. Take your pick from twin 550 hp Cummins QSB, or 670 hp Volvo D11 turbo diesels. Or the builder is also offering hybrid power with twin 285 hp electric motors charged up by variable-speed generators that are good for a 30-mile battery-only range.

Feadship ‘Olympus’

Picture purchasing a classic 180-foot Feadship superyacht, and then getting a $10 million bill for a major refit. That was the case with Olympus , built by the Dutch masters at Feadship in 1996 to a design by Britain’s Andrew Winch and the celebrated naval architect Frits De Voogt. Sold in 2022, the new owner sent it to the Monaco Marine refit center in La Ciotat, France for a major makeover. It included overhauling the 2,600 hp Caterpillar engines and generators, repairs to the structure, substantial upgrades to the guest areas and crew quarters, and new paint throughout. With the work completed just last year, the vessel is said to be in mint condition. Offered jointly by brokers Fraser and Edmiston, Olympus has an asking price of $28.5 million. With accommodations for 16 guests in eight cabins, the boat’s highlights include two primary suites, tropical-spec air conditioning, and Palm Beach-chic decor.

Benetti ‘Triumph’

Italian yachting powerhouse Benetti is showing off its superyacht-building skills with the 213-foot Triumph . Delivered in 2021, this Giorgio M. Cassetta-designed steel-and-aluminum world girder features six decks, a 1,400-square-foot primary suite with outdoor terrace and adjoining lounge, a 750-square-foot beach club, and a touch-and-go helipad. What sets Triumph apart, however, is its lavish interior furnishings put together by the owner along with Benetti Interior Style and Monaco-based Green & Mingarelli Design. It includes pieces by French glassmaker Lalique, marble from Marfil, Statuario and Armani, furs, silk and wool carpets, plus a collection of cool black-and-white wildlife photographs by British fine art photographer David Yarrow. The pièce de résistance? That would be the owner’s Triumph Bonneville motorcycle displayed in the salon.

Fjord 39 XP/XL

Germany’s Fjord Yachts, part of the Hanse Group, has a new 39-foot day boat that it’s unveiling at the Palm Beach show. The 39 XP and XL keep all the bold design cues of the bigger Fjord 41 XP and XL, like a big, open cockpit, walkaround center console, vertical bow, mile-high windshield and stretched hardtop. As for the differences between the XP and XL, it’s all about power. The XL comes with a choice of twin 320hp Volvo D4 diesels, or bigger 440 hp D6 versions, both with Volvo stern drives. Likely more appealing to U.S. buyers will be the XP powered by twin 400 hp Mercury Verado V10 outboards giving a 50-knot top speed. Pricing starts at around $500,000.

Turquoise ‘Talisman C’

Chandeliers don’t come more dramatic than this. Cascading down the central spiral staircase of the Turkish-built, 231-foot superyacht Talisman C , this jaw-dropping piece of art comprises an array of multi-colored glass balls threaded on stainless-steel rods and illuminated by hanging fiber-optic strands. It’s the creation of Prague-based Crystal Caviar and is one of a number of glass installations on this sleek, low-profile superyacht. Built in 2011 by the Proteksan Turquoise shipyard, Talisman C was designed inside and out by London-based studio H2 Yacht Design, with naval architecture by Italy’s Hydro Tec. With cabins for 12 guests, one of its highlights is a huge primary suite, which boasts more crystal chandeliers and a private library. Twin 2,447 hp Caterpillar diesels give a top speed of 18 knots and a transatlantic range of 7,000 nautical miles at 12 knots. It’s listed with Burgess for $59.9 million. 

Sanlorenzo 44 ‘Kamakasa’

Delivered in 2020 and sold to a new buyer just last August, the 146-foot Sanlorenzo 44 Alloy Kamakasa will be for sale at PBIBS. The asking price, through the Italian Yacht Group, is $23.75 million. Lack of use might also be the issue here; the yacht’s twin 2,600 hp MTU V16 diesels have a mere 289 hours on the clock. Built in aluminum to a design by Rome-based Zuccon International Project, Kamakasa was the second hull in the Sanlorenzo 44 Alloy series. One of the top features is a primary suite that spans three levels and almost 1,600 square feet; it also comes with a private Jacuzzi, separate bathrooms, a walk-in closet, and a private study. The yacht’s lightweight construction and MTU power combine to deliver an impressive 20-knot top speed.

Bahama 41 GT2

As ultimate, reel-’em-in, fishing center consoles go, the Bahama 41 from West Palm Beach-based Bahama Boat Works is as hard-core as they come. But when owners kept asking for a little more comfort for the family, the builder responded. The result is the brand-new flagship 41 GT debuting at PBIBS. While the proven, wave-slicing hull stays the same, the cockpit layout is new. In place of the single bench seat, there are now three-across bucket seats with a second row behind. The wider console now has space for a pair of 22-inch Garmin screens, while the new extended hardtop features sun shades and even a rain shower. Outboard choices stay the same with either twin Mercury V12 600s, or four 400 hp Mercury V10s, good for a 65-knot-plus top speed. Pricing is from around $920,000.

Heesen ‘Book Ends’

Launched in 2022, this 164-foot Heesen is part of the Book Ends collection, owned by an American couple who have had more than 18 yachts with the same name. The exterior design of this Heesen was by Omega Architects, while Dutch studio Van Oossanen did the naval architecture. The yacht is part of Heesen’s fast cruising series, which is more efficient than other vessels its size, and can reach 23 knots at full speed with its MTU 16V 4000 M65L engines. The yacht is listed through Ocean Independence for 42 million Euro, or about $45.7 million.

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Moscow City Agglomeration Competition

Moscow City Agglomeration Development Concept Competition, Architecture Contest, Building, Design

Moscow City Agglomeration Development Concept Competition

Russian Design Contest – design by various architects

17 Oct 2012

Moscow City Agglomeration Competition Results

Moscow City Agglomeration Development Contest

PLANS FOR A NEW MOSCOW PRESENTED

At the end of August nine international teams presented their final projects for the draft concept for the development of the Moscow agglomeration to a group of experts and the client, the Moscow Committee for Architecture. At the beginning of September, they were judged by an international jury, headed by Deputy Mayor Marat Khusnullin. They judged proposals for the Moscow agglomeration as a whole, for the new extension of the city and for a new federal government centre to be located in the new extension. In the last category the project of the Urban Design Associates team was the winner, in the two other categories the team of Antoine Grumbach.

The competition for the design of a draft concept for the development of the Moscow agglomeration was announced after president Medvedev agreed with the governor of the Moscow region to transfer a part of the region’s territory south west of the city to the municipality.

The aim of enhancing Moscow’s territory 2,5 times was to relief the pressure on the city that is dealing with enormous traffic problems. At the same time, it was announced that the federal government would move its offices from the centre of Moscow to the new territory. The competition that was commissioned by the Moscow Committee for Architecture and organized by the Moscow Masterplan Institute, was based on the model of the Grand Pari(s) competition that was initiated by French president Sarkozy in 2008. Nine teams were selected on the basis of their portfolio’s.

For the first time in history, planners from all over the world were looking at the development of Moscow not just as a city, but as a metropolitan agglomeration. This is very important, since Moscow’s traffic problems are mainly caused by the daily migration to the central city by people from the agglomeration. The creation of new centers of working and living could be a way to solve this problem. The big question is where to create these centers: in the agglomeration or inside Moscow? Though most of the competitors stress that it is as important to densify the city within its borders, as it is to create new centers outside, the extension of the city is something to be dealt with – it is a development that has been taking place ad hoc for the last 20 years.

Moscow City Agglomeration Development Contest Projects

The Ostozhenka team seems to take the most radical position of all competitors by proposing to freeze urban development in the new territories, using them exclusively for the creation of recreation areas, agricultural land and forestry. All new construction should be concentrated in former industrial sites within the existing borders of the city.

Actually all teams propose to desify the existing city. In general, many teams have produced converging projects where technical aspects or just common sense appear to prevail over conceptual and artistic considerations. In this perspective, three projects can be considered more of less generic – the projects of the Urban Design Associates, TSNIIP and Chernikhov teams don’t really make clear choices but develop their project by juxtaposing obvious development potentials.

On top of this Urban Design Associates team proposes a detailed project for the government centre with an artificial lake as the binding element between the different quarters. With attractive imagery this project was especially liked by the jury, which it to considered this project the best for the federal government center.

The Bofill and Grumbach teams choose to concentrate new construction in a long linear development reaching out of the city, motivating this by the idea that this is represents the natural growth pattern of the city. Bofill’s project consists of a wave-like development that mixes urban settlements with a park landscape. The Grumbach project uses the RER model that we know from Paris, and includes an compehensive public transport plan and detailed projects for the development of the areas around the stations. These appealing proposals made the jury declare it the winning project for both the Agglomeration and the New extension categories.

Almost all projects propose a rail connection between the Vnukovo and Domodedovo airports parallel to the Moscow Ring Road, but only the l’AUC team develops this as the central axis of the new development: a parallel city that connects both existing and new settlements in the extension and links up with the existing express rail connections that currently serve the airports. More detailed projects are presented for 10 sites evenly distributed within the existing city and in the South-West extension. They include a Luxury River Area, A Slow City Area, a University Research and Development Area and the Federal Government center.

The OMA team also works with development clusters, but they are not just located in the city and the Southwest. The displacement of the government agencies and ministries as a trigger for the establishment of urban settlements outside the city is taken to its extreme: they are not concentrated in one new federal government centre but distributed around the city near existing developments that are related to the specific character of a ministry or agency: The ministry of border control near an airport, the ministry of transport near a railroad test site, the ministry of energy near a centre for nuclear science etc. On the whole the OMA project concentrates on the invention of new instruments like taxation, land use regulation and land swap rather then the creation of new urban configurations.

In contrast with the OMA plan the project by the Secchi teams is the most architecturally articulated. Not transport lines define the urban development but urban form. It proposes to shift the centre of gravity of the city towards the south west. For this it creates a large square that reaches over the Moscow ring Road and unites city and countryside. It attempts to erase the Moscow Ring Road, that in all other projects features as a rigid border of the city.

Though the jury has chosen some project as being the best, there is little chance that one or another project will be realized. However, all teams have produced large reports that will be thoroughly studied by the city and the Masterplan Institute. This will give the city a large catalogue of possible solutions and development strategies that it can use to solve the problems of the Moscow agglomeration.

28 Jun 2012

Moscow City Agglomeration Development Competition News

International Consortium including British firm McAdam Architects takes first place in second round of Moscow City Agglomeration competition

Presentations took place in Moscow on 22 June 2012 for the second stage of the competition, in which 9 teams presented the first editions of concepts for the city agglomeration development, including the existing city and the new south western sector of the agglomeration.

The international consortium, lead by well-known Russian urbanist – Andrey Chernikhov, and including McAdam Architects, Tower 151, Georgi Stanishev and Ginsburg Architects were awarded the highest score by a panel of international experts with OMA taking second place.

The consortium suggested that, instead of looking at new development in the south western sector, in the first instance an abundance of brown field and other available sites within the existing city boundaries should be attended to. They highlighted vast areas occupied by goods railways and disused industrial sites from Soviet times, as prime areas for regeneration and expansion, as well as a re-thinking of transport networks to alleviate pressure on existing systems.

Their radical proposals have sparked a debate as to the validity of the brief which emphasises the need to expand development into the south western sector.

James McAdam who attended the presentations said: the process is evolving into a fascinating discourse on how a major capital can tackle the problems of expansion and regeneration on a vast scale. As a consultation procedure the range of ideas being suggested are incredibly diverse and could be pooled as a powerful medium for Moscow’s future.

Final concept presentations are scheduled to take place at the end of August.

Moscow City Agglomeration Development Concept Competition images / information received 280612

McAdam Architects

27 Apr 2012

Moscow City Agglomeration Development Concept Competition 2012

OMA wins first round of the Moscow City Agglomeration Development Concept Competition

Moscow, 27 April, 2012 | A consortium of experts led by OMA scored the highest of the 10 teams that completed the first stage of the competition to develop the concept of the Moscow Agglomeration.

In 2011, the Russian Federation Council confirmed that the city of Moscow will annex 150,000 hectares to the southwest, making Moscow 2.4 times its current size. The expansion is designed to relieve pressure on the historic city center by redistributing the working places to the annexed part of the Moscow Oblast, thereby addressing transport, ecological and social issues that result from high levels of commuting. Before Moscow’s new administrative borders come into force in July this year, the Council called for a concept for the development of the Moscow Agglomeration, and in February this year the Council invited 10 teams to participate in the development of this concept.

For the first round of the competition, focused on a plan for the Moscow Agglomeration as a whole, OMA proposed a joint framework for the development of Moscow and the Moscow Oblast, under which the administrative border and political mandate could address the entirety of the Agglomeration. OMA proposed logistical hubs outside Moscow’s current boundaries which would be linked to the City and the Oblast through high-speed rail, integrating all forms of infrastructure: transport, broadband, industry, and energy provisions. The proposal also suggested that the development would not rely solely on government funding, but could introduce a public/private mix.

On the proposed development strategy, OMA Partner-in-charge Reinier de Graaf says, “We are very honored to participate in such an ambitious project. In launching this plan, the authorities have taken an important step in addressing the problems of the city at the appropriate scale: Moscow’s proposed expansion becomes a reason to develop a single integrated future for Moscow and the Oblast.”

The OMA team working with AMO, its internal research studio, is led by Reinier de Graaf and Associate Laura Baird. The concept is being developed together with a core team consisting of the Strelka Institute for Media, Architecture and Design, Project Meganom and Siemens. This core team will be supported by an advisory board which includes McKinsey, Ricky Burdett, Saskia Sassen, member of the Committee for Global Thought (Columbia University), the Levada Center, West 8, and RWDI.

Moscow City Agglomeration Development Concept Competition images / information from OMA

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Moscow’s New Supertall Skyscraper Approved for Construction

• Written by Eric Baldwin
• Published on August 29, 2018

Moscow officials have approved a new supertall building that will become the city's tallest skyscraper . Rising 404 meters (1,325 feet) in height as part of the Moscow City commercial district, the tower is designed by Sergey Skuratov Architects. The unnamed structure will be a multifunctional residential complex with 109 floors. The new skyscraper will break Moscow's current tall building record set by Federation Tower at 373-meter-tall (1,226 feet) tall. Construction is scheduled to begin next year.

The new skyscraper joins a host of other superlative buildings in Moscow City, including five of the ten tallest buildings in Europe, all supertall structures.The district's Federation Tower currently holds the title of Europe's tallest completed skyscraper. Soon, it will be surpassed by St. Petersburg's Lakhta Center , which will rise 462 meters when complete in 2019. When complete, Skuratov's skyscraper in Moscow will become Europe's second tallest building.

Designed with two main volumes, the new supertall design includes a 12 story base structure with offices, a shopping center and a range of commercial facilities. Above, residences will rise to the 104th floor. Capped with a helipad, the project includes an observation at 399 meters (1,309 feet) above ground. The project's facade will feature a gradient of white glass between windows that disappears by the 80th floor. As Skuratov explains, "The plan of the building is an isosceles (trapezoid) 30 meters wide, truncated on one side, facing the Moskva River. The sloping edge on the west side of the tower follows the direction of one of the nearby streets. The other edge is vertical and points toward the center of Moscow."

Moscow's supertall is set to open in 2024. Read more about Sergey Skuratov and his work through our recent interview .

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