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Hull speed can be calculated by the following formula: where is the length of the waterline in feet, and is the hull speed of the vessel in knots. If the length of waterline is given in metres and desired hull speed in knots, the coefficient is 2.43 kn·m −½.
The Cruising Club of America (CCA) put together a technical committee that analyzed race boat data. They came up with the formula to compare boats based on readily available data. The CCA characterizes the formula as "rough". A lower value is supposed to indicate a sailboat is less likely to capsize. A value of 2 is taken as a cutoff for ...
Forward resistance comprises the types of drag that impede a sailboat's speed through water (or an ice boat's speed over the surface) include components of parasitic drag, consisting primarily of form drag, which arises because of the shape of the hull, and skin friction, which arises from the friction of the water (for boats) or air (for ice ...
The hull is now starting to climb its own bow wave, and resistance begins to increase at a very high rate. While it is possible to drive a displacement hull faster than a speed-length ratio of 1.34, it is prohibitively expensive to do so. Most large vessels operate at speed-length ratios well below that level, at speed-length ratios of under 1.0.
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When boat speed increases and waves are generated the resistance is dependent on several design factors, particularly hull displacement to length and hull separation to length ratio, it is a non trivial resistance curve with many small peaks as wave trains at various speeds combine and cancel [32] [33] For powered catamarans, this implies ...
For thousands of years ship designers and builders of sailing vessels used rules of thumb based on the midship-section area to size the sails for a given vessel. The hull form and sail plan for the clipper ships, for example, evolved from experience, not from theory. It was not until the advent of steam power and the construction of large iron ...
Water accumulating in the hull usually drains to the bilges, lowering the center of gravity and actually increasing the metacentric height. This assumes the ship remains stationary and upright. However, once the ship is inclined to any degree (a wave strikes it for example), the fluid in the bilge moves to the lower side. This results in a list.