• Hulls
• Keels
• Sails

• “Hull Speed”
• Resistance
• Shape
• Stability

• Hull speed is determined by the length of the boat.
• Water waves are dispersive, i.e., their speeds depend on the wavelength of the wave; long wavelengths are faster.
• Boats generate a wave at the bow. The speed of this wave must equal the speed of the boat.
(This is the speed with which the crest is being forced to advance.)

• At first, the boat moves slowly and the bow waves generated have short length; several waves are seen along the side of the boat.
• As the boat moves faster, the wavelength increases, until it equals the length of the boat.
• When the wavelength becomes longer than the boat, the stern begins to fall into the trough of the wave and the boat is ploughing “uphill” on the bow wave.
• The resistance increases dramatically.

HULL SPEED FORMULA
Change in Potential Energy = Change in Kinetic Energy mgh
 mg (2 )
 m
( v
 u ) 2 
( v
 u
2

2 mvu
) 2
 which yields gA
 vu
. (1)
Now we need a relationship between v and u. We can obtain this by noting that a wave can be described by a sine function. y

A
2

 x sin( )
, where λ = wavelength of wave.
Near the origin, where x is small, y

A
2

 x
A
2

 x sin( ) ( ) and the ratio of y to x is then: y

A
2
 x
 . (2)
Now the ratio of the vertical to horizontal displacements near the origin is the same as the ratio of the vertical to horizontal velocities, u/v. Hence, we have u y v x
A
2


.
Since u and v are each constant, we can use this relationship to substitute for u in (1). This yields gA

A
2

 v
2
, and solving for v, v
 g

2

 g
2

 
1.34

( )
(v in knots).

Table 1.1 Wave/Hull Speeds
Wavelength
(feet)
Speed
(ft/sec)
Speed
(Mph)
1
5
10
2.3
5.0
7.1
1.6
3.4
4.8
20
30
50
75
10.1
12.4
16.0
19.5
6.9
8.5
10.0
13.3
100
200
300
22.6
31.9
39.1
15.4
21.8
26.7
Speed
(Knots)
1.4
3.0
4.2
6.0
7.4
9.5
11.6
13.4
18.9
23.2

• Surface Resistance
Shearing
• Turbulence
Reynolds No.
• Eddies
Separation
• Shape

REYNOLDS NUMBER AND TURBULENCE
R

Lv
L = length v = velocity

= viscosity

= density
Viscosity is a measure of the force necessary to shear a fluid:
 
  v

  y 

= stress (force/area) y = direction perpendicular to flow
The Reynolds number is the ratio of inertial forces (vρ) to
μ v i s c o u s f o r c e s ( / L ) .
R e y n o l d s o becomes turbulent for R ≈ 10
6
. b s e r v e d t h a t l a m i n a r f l o w
For water:

= 1.0

10
-3
N·sec/m
2
and

= 10
3
kg/m
3
, which yields
R = L v

10
6
.
So that turbulence will begin when L v

1 .
5 knots = 2.5 m/sec = v, so L v = 1, when L = 0.4 m !

• Hull should be “smooth”.
Bumps will introduce turbulence sooner and/or will produce larger turbulence.
• “Polishing” does not help very much.
Shearing must take place!

• Hull shape determines how fast a boat can accelerate and how fast it can go in “light’ winds.
• Generally speaking, narrower, shallower hulls are faster, but less stable and hold less “cargo”.
• Exact shape for fastest hull is still a subject of debate.

• Narrow, sleek bow
• Shallow, flat bottom toward stern
• Square stern, normally above water line
• Able to plane under certain conditions

• Keels are necessary to provide resistance against “side-slipping”, and to provide counter balance for sideways force of wind on sails.
• A large keel adds a lot of surface resistance.
• Want a balance between positive keel action and negative keel resistance.

• Keels and sails act like airplane wings; i.e., they can provide “lift”.
• Proper design helps a lot!

• Sails provide the power.
• Sails act like wings and provide lift and generate vortices.
• Ideal sail shape is different for downwind and upwind:
Downwind sails should be square-shaped
(low aspect ratio).
Upwind sails should be tall (high aspect ratio) to minimize vortex generation.

Wind Power for Sailing
Moving air has kinetic energy, which is transferred in part, to a sail. Using the Work-Energy Theorem:
Work = Force × Distance = Kinetic Energy
W = F × d = KE
Now, KE = ½ M v
2
, where
M = ρ A v t , where ρ is the density of the air, A is the area of the sail, v is the velocity of the air with respect to the sail, and t is an arbitrary time. If we take d as the distance the air travels in the time t, then d = v t , and we have
F = KE/d = ½ ρ v 2
A .
Not all of the air stops in the sail; some deflects and some goes around the sail. This is usually taken into account in an empirical way by writing this as
F = C (½ ρ v 2
A) , where the C is a coefficient that is found from an empirical look-up table and depends on the geometry of the sail and the direction of motion relative to the wind direction.

Velocity Prediction Program
One can try to predict the speed and direction
(velocity) of a sailboat for different wind speeds and points of sail (direction with respect to the wind direction).
F drive
= R
Total
M
Heel
= M
Right
F drive
F
Heel
= L sin β
D c o s
β
= L cos β + D sin β
β
= e f f e t i v a t w i n a l e c e p p a r e n d n g
L = “Lift” = C
L
½( ρ v
D = “Drag” = C
D
2
A )
( ½ ρ v 2
A )
R
Total
= R
F
+ R
W
+ R
S
+ R
I
+ R
H
+ R
R
R
F
= Frictional resistance R
W
= Wave resistance
R
S
= Shape resistance R
I
= Induced resistance
R
H
= Heeling resistance R
R
= Residual resistance