Boat Design Glossary

To try and help the individual who may not be familiar with the basic aspects of boats and the properties associated with them, I have provided some information for the uninitiated. It's just few things you may want to consider or to answer some questions you may have if thinking about buying or building a boat. Please keep in mind that these are only basics and there is a lot more that could be added. Also, it would be wise to remember that there is almost always an exception to every rule. Please have a look at the list below or contact us if you have any questions.

Hull Classifications
There are three main classifications of hulls: displacement, semi-displacement and planing. A hull type is named according to its shape, particularly the shape of the hull's run or angle or degree of the quarter beam buttock line as compared to the water line. The quarter beam buttock line is basically a cutting plane that runs perpendicularly and longitudinally or lengthways and halfway from mid-ship to maximum beam of the boat. It intersects the hull and bottom of the boat. The vessels run affects the vessels general performance and ability to attain certain speeds. Therefore, vessels with equivalent displacement and water line length (depending on hull shape), may attain very different speeds and levels of efficiency. At displacement speeds a planing hull is less efficient than a displacement hull in that its full weight is pushing the water aside; a planing hulls transom where it meets the hull bottombeing below the surface of the water, disrupts the water flow forming turbulence and eddies of water that pull back on the hull. A displacement hull on the other hand, has its bottom exit the water usually before it reaches the transom. These hull types consequently require different propellers and amounts of power to optimise performance. Displacement Hull The displacement hull, true to its name, displaces or pushes water out of its way as it moves. A bow wave forms in front of the hull due to water being an uncompressible material. As the water starts to move around the hull, the pressure drops and water speeds up forming a trough

which drops below the normal waterline. Waves also form behind the trough towards the stern of the boat. When the boat is at low speed, the waves are short and then lengthen as hull speed increases. At the point where there is a bow wave followed by the trough and then the crest of the stern wave is at the boats transom or where the hull bottom exits the water, a displacement vessel is said to travelling at hull speed. This is as fast as the hull can efficiently travel. After the point where the stern wave passes the stern of the boat, the vessel starts to fall into the trough and begins to climb the bow wave. To move a displacement hull past this point takes an incredible amount of power and is extremely inefficient. It is this fact that basically limits the speed at which the hull moves through the water by the waterline length. As opposed to a planing or semi-displacement hull, the displacement hull is not designed to provide dynamic lift. Semi-displacement or planing hulls can be identified by their buttock angle and shape of their run. A typical example of a displacement hull would be a sailboat or trawler. A sailing catamaran would simply be an example of two displacement hulls. Although the hulls have less beam than its monohull counterpart would, they are still displacement hulls due to the shape of the run. The "speed length ratio" or SL ratio is key in determining the practical speed potential of a hull. SL ratios of higher than 1.3 to 1.4 are neither practical nor economical for most displacement hulls.

1. Displacement Hull Lines

Semi-Displacement Hull Vessels with quarter beam buttock angles that are flatter, between 3 to 7 degrees, would be considered semi-displacement vessels. Semi-displacement are identified by three factors: 1) the shape of the run, 2) the displacement length ratio or 3) DL ratio and the amount of "V" or draught of the hull and they generally have a hard chine or tightly rounded bilge. This hull form falls between the displacement and planing with regards to speed and sea keeping ability. Although hulls with very light displacements for their lengths can achieve higher SL ratios than 1.4, true planing hulls require flat under bodies aft for planing surface. It is primarily the flatness of a vessels run that determines whether more power can be used to push her past theoretical displacement hull speed of SL ratio 1.4.

2. Semi-Displacement Hull Lines

Planing Hull Boats with true planing hulls can attain SL ratio over 2.5 or higher. True planing hulls require flat, planer, slightly angled under bodies aft for planing surface. The flat under body aft must not be twisted or have what is called a warped plane. The hulls run must be shaped such that the quarter beam buttock angle is less than 2 degrees which allows for the hull to climb its bow wave and ride on the water as opposed to through the water with a displacement hull. The weight of the vessel to its length is also a critical factor in what speed it can attain. Most modern planing hulls have a reverse chine or chine flat. This increases stability at low speed, increases dynamic speed and makes for a dryer boat in general.

3. Planing hull lines

Hull Types
Flat Bottom Although this hull type has good initial stability in calm weather it, because of its flatter bow and hard chine it provides a comparatively rougher ride. This is typically a planing boat that rides on top of rather than through the water. Due to its rough roughness ness at speed these hulls are limited to the amount of horse power applied. This hull type is typically used on calm waters. Appling moderate rocker to the bottom makes for a more manoeuvrable and seaworthy boat. V- Hull Most power boats have this hull shape. You can think of this hull as a hybrid of the flat and round bottom hulls. Most planing power boats have a low to moderate amount of "V" or deadrise in their hulls. These are hard chined vesselsthe top sides of the boat meet the bottom near the water er line, at a sharp angle rather th than n a round bottom or rounded bilge. The V allows the boat a softer ride to minimize slapping and provide some grip in turns. Although a smoother ride is achieved the deeper or more deadrise a hull has the more wetted surf surface ace is increased and also resistance. This will increase the horsepower requirements as compared to a flat bottom hull. Increase in deadrise makes for a more seaworthy boat but also reduces the low speed stability and static or initial stability. For insho inshore re craft, deadrise can range from 10 to 15 degrees.

For coastal craft, deadrise should be 15 to 20 degrees. Offshore vessels should be 20 to 25 degrees and very high speed vessels up to 30 degrees. Round bottom This shape of hull almost always refers to displacement hulls. Sailboat hulls are usually of this type. The round at the bilge or near the waterline helps reduce wetted surface area and usually allows for good reserve stability. Traditionally, many small boats powered by Orr and later some by engine used this hull form. One very good example is the Newfoundland trap- skiff. These vessels were typically 22-25 foot in length and used to haul cod traps. As many as five men would be leaning over the gunwale of the boat pulling by hand the trap full of cod to the surface. The shear of the boat would often be inches from the water demonstrating excellent reserve stability. Easily and efficiently driven through the water with little power, these boats showed excellent sea keeping abilities. Although mostly in displacement hull form there are round or rounded bilged boats designed as semi-displacement and to a lesser extent planing hulls. Hard Chine These vessels can be displacement, semi-displacement or planing hull form. It simply means that the top sides of the boat meet the bottom at an angle rather than having a round bilge. The degree or size of the angle may vary from vessel to vessel depending on if it is a displacement, semi-displacement or planing hull form. Remember the determining factor to whether it's a displacement, semi-displacement or planing hull depends on the degree of the quarter buttock line or the run, not the degree of V or deadrise. Hard chined vessels do have some advantages - one of the biggest being construction costs. They lend themselves very well to construction by sheet materials such as aluminum, steel and plywood. Other advantages include more usable hull space and better initial stability. Double Chine Essentially a vessel with two hard chines rather than one, double chines help reduce the angle or soften the bilge area, giving the vessel the characteristics, and performance associated with a round bilged boat, also keeping some of the advantages of a hard chine.

Cathedral Hull Used for power boats, you can think of this as multiple V hulls on one boat hull. This design provides good stability, and is used in attempt to let air go under the hull to provide more lift to the vessel. In general the additional V's add surface area to the boat, resulting in more resistance. This complicated hull is far more costly to make, reduces sea keeping ability and in general adds little or no additional performance to the hull. Monohull Quite simply a boat having one hull. Multihull This term is generally associated with boats that have more than one hull and can have three different hull forms. They can be either displacement hulls or planing hulls. The Proa has a narrow single main hull called a Vaka joined to a smaller hull or outrigger by cross-members called Akas. A catamaran is a twin-hulled vessel. The twin identical hulls of the catamaran are called Amas. Trimarans have three hulls. The larger center hull is the Vaka and the two outer hulls are the Amas. The hulls placed apart in such a way gives additional stability to the multihull as opposed to a monohull. This additional stability given by the general greater overall width of the multihull gives a significant advantage in that, unlike a displacement monohull, they do not have to be ballasted down at the keel to hold them upright and also the lack of a deep keel and appendages helps reduce resistance. This makes them lighter and faster.

Propulsion
Propulsion is the method used to power or move the boat. It can be anything from a paddle to jet turbine. We will stay with the basics and most popular. Sail Sail boats have been around for thousands of years and have been the motive of transport for trade, exploration and war for many of those years. It's interesting to note that until recently, within the past one hundred years, people did not understand how to totally utilize the sail. Most boats had to be sailed with the wind or at small angles across the wind. Today some boats can sail at angles almost directly into the wind. That's because we now understand that sails can be used to utilize the wind in much the same manner that an aircraft wing does. The shape of the

sail allows the wind to flow over it creating a low pressure on the upper wind side and a high pressure on the downwind side. This creates lift and pulls the sails with the boat through the water. Sailboats are not necessarily slow. A well designed displacement hull and sail rig can reach and surpass hull speeds. Some Trimarans can reach speeds in excess of forty knots. That is very fast even for a planing power boat. Outboard It's hard to believe that it was a lawyer who is credited with the invention of the modern outboard motor (they certainly don't make lawyers like they used to). This was over one hundred years ago in 1906 and the basic concept has hardly changed over that time period. Outboards do offer some of advantages over other engine systems. The most obvious is its compactnessengine, reduction, shaft, propeller, steering and sometimes fuel tank all in one package. Just mount to the transom hook up the controls and gas if necessary and go. One of the outboards biggest disadvantages is that almost all of them are designed to be used on planing hulls. Because of their limited reductions, propeller sizes and lower torque gas engines they do not produce the thrust that lend themselves to use on displacement hulls and to a lesser extent semidisplacement hulls. Some smaller sail boats do use them for low speed manoeuvring near marinas and wharves. Outboards can range in horsepower from about three to three hundred. Inboard / Outboard (I/O) Also called sterndrives, are systems that resemble the lower unit of the outboard, they pass through the transom and then attach to an inboard engine. In general the engines used for sterndrive units are larger than that of the outboard. Most gas engines are variations of automotive engines. This can give the owner an advantage to less expensive and accessible parts. Many units are coupled to diesel engines. This gives the advantage of a higher torque engine with more reliability and added fuel savings but at cost of a little higher weight. Pod drive Pod drives differ only a little from sterndrives in that the drive leg exits from the bottom of the boat rather than the transom. They are used on a variety of vessel from small to midsized sailboats, where they are called saildrives, to even massive tug boats where manoeuvrability is an issue. They are sometimes referred to as Z-drive in commercial craft. They offer more flexibility then the sterndrive in a number of ways. Some units offer the option of being separated from the engine by way of Cardian shaft. This allows the flexibility of the engine to be

placed further forward if necessary to optimise the trim of the vessel. Some pod drives are offered with the propeller facing forward of the unit. This provides the great advantage for the propeller to access undisturbed water which increases its efficiency. Inboard This option is, by far, the most versatile of the power boat propulsion offerings. Its one of the best reasons to consider a custom built boat. It can be tailored to your specific needs. Inboard engines coupled to marine transmissions, drive shaft and propeller in some configuration or another can be found in the smallest of runabouts to largest of ocean going vessels. Here are some of the reasons why: a) Simplicity. It provides, for the most part, a basic modular arrangement where each part of the system can be maintained, modified or replaced independent of the other. b) Versatility. No other system can offer the wide range of options in engines, transmissions, shafting and propellers. For example: engines; almost exclusively diesel, engines can range in horsepower from ten to tens of thousands. Diesel engines are more reliable and fuel efficient than gas inboards or outboards. Transmissions. Available in many reduction ratios from 1:1 to 6:1, sizes for all horsepower's and configurations such as straight; which keeps the transmission output coupling in line with the engine crankshaft. Drop; which puts the transmission output bellow the engine crankshaft. Angled; the transmission output coupling exits the transmission at an angle. "V"; the transmissions input and output are on the same end allowing the drive shaft to go under the engine. Remote; all of the above configurations are available with the transmission being separated from the engine by means of a Cardin shaft. Propellers. "The final answer to all engineering effort in any vessel is in the propeller"..., Uffa Fox. It's trueit all boils down to the propeller. The proper propeller combined with a compatible engine and transmission can efficiently power anything from a sixty knot offshore racer to a quiet four knot gentlemen's launch. They are basically unlimited in the variety of sizes and pitches. They come in two wing and up to five wing and more. Propellers can be either fixed wing, folding, feathering or controllable pitch.

Jet Drive Jet drives are basically powerful pumps that suck water through an intake at the bottom of the hull and force it through a steerable nozzle at the transom. High speed jet drives can only be proven more efficient then a propeller while operating on vessels that travel at speeds over forty knots. And that is not very many. They have almost no appendages to create drag or contact obstructions, can operate in very shallow water and have excellent low speed manoeuvrability. Some larger diameter jets are designed to provide high thrust at low speeds. The thing you should keep in mind is that the impeller in the jet drive can never be as efficient as properly installed propeller of the same size. I once observed a local boat builder who installed two pod type jet drive units on the transom of a semi-displacement hull. The drives were 200 hp each but the impeller size was about ten inches in diameteran incredible waste of horsepower. Electric Drives Electric boats and drives have been around longer the internal combustion engine. It's hard for some people to be comfortable about the idea of sitting in a boat, surrounded by water and having it powered by electricity. It took me a while. There are more and more of these systems coming on the market these days and for obvious environmental reasons. Those aside electric drives do have the own attributes. They are extremely efficient, powerful, quiet, simple and reliable to name just a few. They come in configurations including outboards, inboards and hybrids that can attach to your diesel engine to supplement your fuel costs. This works well on sailboats where the electric motor can, while under sail utilizing a fixed prop, act as a generator and recharge the drive batteries or house batteries. Some boats can be driven up to eight hours on a single charge. This is something that deserves to be looked at.