wave piercing catamaran

What Is a Wave Piercing Hull?

Last Updated by

Daniel Wade

August 30, 2022

Plenty of different sailboats allow you to experience life on the sea. One design that can improve your experience is a wave piercing hull.

Some hull designs are catered to certain outcomes, with many of them being debatable. How is a wave piercing hull different from a conventional hull?

A wave piercing hull does exactly what the name suggests, as it helps cut through waves due to its fine bow and reduced buoyancy. Traditional bows will ride a wave, whereas a wave piercing hull slices right through. The rounded bottom and sharp top of the hull give a boat this unique ability.

While wave piercing hulls benefit from cutting through waves, it does not reduce the ability to stay dry. The main focus of this hull design is to maintain forward speed through a wave, so you will be soaked in the process.

According to experienced sailors, some love to use boats with wave piercing hulls since they have minimal resistance through waves. However, this is debatable for sailors that want a smoother ride.

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‍ Positives to a Wave Piercing Hull

Wave piercing hulls are either loved or hated by sailors, but it all boils down to how you want to sail. Depending on your sailing goals, you need to understand that there are many options available to reach those goals.

There are a handful of positives to consider in a wave piercing hull. There are variations of a wave piercing hull, such as an axe-bow or reverse hull, that have slightly different characteristics and can provide positives to sailors.

For example, an axe-bow is meant to help the crew be more comfortable and is better suited for medium or larger waves. The boat size, for this type of wave piercing hull variation, is best for smaller vessels. A reverse hull is another name for a wave piercing hull.

Unique Design

In comparison to a traditional bow on a boat, the wave piercing hull offers a longer waterline length. These boats will submerge in the water during rough conditions, but the top of the bow provides an increase in downforce and allows for buoyancy.

The design also allows it to reduce pitching motion, which is when a boat rides a wave and then drops when the wave is going down. This means a smoother ride all around if you are able to cut through a wave, but arguably a wet one.

Wave piercing hulls are a bit slower and do not accelerate as fast as traditional hulls. However, they are likely to remain at a constant speed since they can cut through waves and help you save on fuel.

This can help, in some situations, remain at high speeds in some cruisers or catamarans. In some smaller vessels, this also has a better effect.

The larger the boat, the better, when it comes to the boat’s ability to cut through the waves. The long length will actually cut through waves a little more effectively than smaller vessels.

Reliable in Rough Conditions

When wind and waves are becoming increasingly dangerous, a wave piercing hull could provide a smoother ride. Depending on the situation, you could potentially make the ride more manageable with this type of hull cutting through rough waters.

Since these designs are fairly sleek and slender, it is easier to turn the boat at a higher speed. If you are in a catamaran, this will likely not be the case since that design is much different even with two hulls. No matter what the marine environment is throwing at you, a wave piercing hull can help dramatically in rough waters.

Compared to other traditional hulls, these offer less vibration and noise. When cutting through a wave, you are likely going to feel more than just some vibration, but the overall comfort is much different than a traditional hull.

Drawbacks to Wave Piercing Hulls

Not everyone enjoys a wave piercing hull and that is perfectly fine. Every sailor is going to have their preferences, especially with the traditional boats being the most common.

You could argue that these boats are an acquired taste and need some experience to perform confidently in them. There are definitely some negatives to look at before you decide to purchase one.

Since you are cutting through a wave instead of riding it, there will be water everywhere. On a racer or cruiser, it might not be that big of a deal since they usually experience a lot of water anyway, but on a catamaran, this might not be favorable.

As mentioned, you are not riding a wave’s pitch and are cutting through the water. If you are doing any long trips, this might be undesirable.

If you were to ask an experienced sailor which they would prefer, being dry and safe would be the universal answer all the way around. However, that does not stop many sailors from enjoying the benefits of a wave piercing hull.

Potential Dangers on Deck

Since the deck is constantly wet, this could cause some issues walking around or trying to remain stable on your feet. The slippery surface is one hazard to deal with, which seems to be something sailors are just going to have to deal with.

The other issue is that if you have guests or your crew walking around while you are trying to cut through a wave, they are at risk of being swept off of the deck. If the wave is strong enough, it could potentially push someone off of the deck.

It does not appear to be a friendly environment to be in when waters become rough, especially when the front of the boat is going down into the water. This could also increase the risk of the boat capsizing if mishandled.

Motion and Pitch

If you are used to being on a boat that follows a wave’s pitch, then you are not going to find that here. Following a wave’s contour is not what these hulls are designed to do.

In some instances, too long of a bow might create too much yawing motion or side to side movement. This all depends on how you encounter the wave, but the boat might not be desirable for some sailors.

This will be a new feeling if you are used to riding a wave’s pitch and might even create seasickness for some sailors or their crew. If possible, you might want to experience a ride on one yourself before committing to one.

What to Expect with a Wave Piercing Hull

Out of all of the pros and cons of a wave piercing hull, it is up to the individual sailor on what they could do with or without. Depending on your desired sailing experience, this type of hull could work in your favor.

If you are trying to optimize the best resistance for waves, then a wave piercing hull is a proven design to help combat pitch. Keep in mind that you are going to be wet, essentially the entire time you are on the boat.

You would likely need to utilize clothing fit for wet conditions and quality shoes to help remain stable. You also might want to plan out your trip for shorter stops to make sure you are not overwhelmed in the process.

One of the best things you can do is take a ride on someone else’s wave piercing hull boat and get a good feel for what is going on. This way you can try it and work any issues out so to speak before you decide to buy a boat with this hull design.

Keep in mind that the perfect bow is not going to exist, so take into account what you want to accomplish. Compared to a traditional hull, this could potentially be the hull design for you if you are up for te challenge.

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HSV-2 Swift (High Speed Vehicle)

The HSV-2 Swift (HSV 2) is a chartered high-speed vessel of the US Navy Military Sealift Command. The hybrid wave piercing catamaran was designed and built by Bollinger / Incat.

35 (total people - 353 maximum)

Bollinger / Incat

Length – 97.22m, beam – 26.6m, draft – 3.43m

Displacement

Four x Caterpillar 3618 diesel engines at 7,200kW

38kt at 627t deadweight, 42kt at 300t deadweight

Four 0.5C M2 Browning machine gun stations

The HSV-2 Swift (HSV 2) is a chartered high-speed vessel of the US Navy Military Sealift Command. The hybrid wave piercing catamaran was designed and built by Bollinger / Incat in Hobart, Tasmania.

It is the fourth high speed catamaran built by the partners, after HMAS Jervis Bay, HSV X1 Joint Venture and TSV 1X Spearhead. The HSV-2 Swift is also acting as a prototype for the joint high speed vessel (JHSV) programme.

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The HSV-2 Swift is owned and operated by the New York-based shipping company Sealift. The HSV-2 was leased by the US Navy and delivered to the Military Sealift Command from Lockport, Louisiana, in August 2003.

The vessel was built for the Navy in eight months from the award of contract. Sea trials of the HSV-2 were conducted from February to May 2004. She was designed to conduct sea basing tests and support transformational mine warfare modular payloads.

The vessel has a crew of 35-18 military personnel and 17 civilian contract mariners from the Seafarers International Union and American Maritime Officers.

The vessel serves for 11 months of every year and participates in exercises such as Southern Partnership Station by USSOUTHCOM AOR. The HSV-2 catamaran currently serves the navy in humanitarian missions, experiments, training, exercises and fleet support operations. In April 2011, the vessel was deployed in the disaster relief operations in Haiti.

Design and features of the chartered high-speed vessel

The HSV-2 is an all-aluminium naval vessel. It is 97.22m long and has a beam of 26.6m, a draft of 3.43m and a mission deck of 2,601m2.

The 24.7m x 15.24m helideck of the vessel is NAVAIR certified to carry helicopters such as the AH-1, MH-60, CH-46 and UH-1. She can also accommodate about 350 personnel and military equipment, or a payload of up to 500t at a top speed of about 35kt.

She has space to store and maintain two MH-60 choppers in weather protected space. A ramp at the stern allows loading and unloading of military vehicles of up to 11,793kg, such as an M1A1.

The vehicles are moved to and fro the flight deck using a crane that supports 9,979kg RIB or small craft launch and recovery.

Accommodation onboard HSV-2 Swift

The HSV has 170 sleeping berths, crew storerooms and 128 aircraft-style permanent seating and 122 temporary seating, configurable to additional berthing for 87 people.

It has a 39-seat crew mess / day. Other amenities include laundry space, medical space, a planning room, sanitary and watertight storage spaces, office spaces and computer workstations.

Safety systems, propulsion and performance of the US Navy Military Sealift Command’s HSV 2

The vessel is equipped with two marine evacuation systems consisting of a 17m inflatable slide with SOLAS A pack life rafts for a total capacity of 500 people.

A 30hp SOLAS RHIB dinghy acts as a rescue boat and another 7m RHIB stowed on the deck can carry about 15 personnel. It is also mounted with four 0.5C M2 Browning machine guns.

The HSV is powered by four resiliently mounted Caterpillar 3618 marine diesel engines. Each of the engines produces 7,200kW at 35/53oC and has a vertical dry exhaust system.

Four Wartsila LIPS LJ120E waterjets allow the reverse and steering of the vessel. Four ZF 53000 NRH gearboxes provide the transmission.

An active Maritime Dynamics ride control system with fold-down T-foil, bow fins and trim tabs aft increase passenger comfort. The HSV-2 Swift has a minimum operating range of 1,100nmi at 35kt and can be operated 24 hours a day at speeds of 3-10kt.

It does not need tugboats for pier assistance and can manoeuvre in waters of depths as low as 12ft.

Command and control

The catamaran is equipped with a Mine Countermeasures Squadron Staff (MCMRON) designed command and control (C2) facility. It provides commercial and military satellite communications and has all digital switch transceivers allowing HF, VHF and UHF communications.

The main deck has a combat information centre (CIC) with workstations and tactical displays, a mission planning and post mission analysis room, a conferencing facility and manned equipment space.

A 700ft² upper C4ISR room and a 200ft2 lower C4I equipment room supply 70kW for electrical and climatic control requirements.

A multicompartment and an equipment room is connected to the command centre configurable to allow five independent missions.

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Saint John Paul II High Speed Wave Piercing Catamaran

Saint John Paul II is a high-speed vehicle passenger (RoPax) ferry built by Incat Tasmania shipyard in Hobart, Australia, for Virtu Ferries, a Maltese ferry services operator. It is the world’s second biggest catamaran to operate at more than 70km/h.

Vessel Type

High-speed catamaran ferry

Virtu Ferries

Incat Tasmania

Construction Started

February 2019

Length Overall

A contract worth approximately $80m for the design and construction of the ferry was awarded to Incat Tasmania by Virtu Ferries in October 2016. The planning and design phase of the project lasted for approximately one year.

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Construction on the ship began in 2017 and its launching ceremony was held in December 2018. The ship was delivered in February 2019.

The wave-piercing catamaran joins Virtu Ferries’ existing fleet of 14 high-speed craft. It allows the company to provide year-round fast-ferry services between Malta and Sicily in the Mediterranean Sea basin with increased reliability and passenger comfort.

Saint John Paul II catamaran design

Saint John Paul II  features a wave-piercing  catamaran  hull structure with two slender hulls built using welded and bonded aluminium. The hulls are connected by a bridging section. A wave-piercing type bow is installed in the centre line to provide increased speed and a comfortable voyage at sea.

The high-speed catamaran is built in line with the standards of DNV-GL classification society. Design techniques and safety features of the ferry are designed in compliance with International Code of Safety for High Speed Craft (HSC) 2000 adopted by the International Maritime Organization (IMO).

The ferry complies with the requirements of Italian Port State and is registered under Malta Flag following the receipt of necessary approvals.

With a dead weight of 1,000t, the vessel can carry up to 900 passengers. The overall length and breadths of the vessel are 110.6m and 28.2m respectively.

Deck details of Saint John Paul II

The high-speed wave-piercing catamaran vessel is equipped with two passenger decks, containing four lounges.

The interior is designed to offer three classes of seating with economy, VIP, and business class. It incorporates 996 indoor passenger seats and 138 outdoor passenger seats.

The garage deck of the ferry can accommodate up to 23 heavy commercial trailers / 167 cars / 490 truck lane metres.

Up to two rigid hulled boats are carried at the stern of the ship to for transportation at sea. The boats are launched or retrieved using a crane.

Operation and control of the vessel are performed from the wheelhouse located amid ships. Marine radars and  communication  systems are fitted atop the wheelhouse to ensure safe operation of the ferry.

Large windows on the passenger deck and bridge areas provide an unobstructed view of the sea.

Propulsion details

The Saint John Paul II RoPax ferry is powered by four MTU 20V 8000 series diesel engines, each generating an output power of 9,100kW.

The vessel’s  propulsion  system comprises four Wärtsilä LJX 1500 SRI modular waterjets, which ensure fast and reliable operation of the ferry by providing a 10% reduction in weight and improved fuel efficiency.

The high-speed wave-piercing catamaran is installed with a Lipstronic control system, also developed by Wärtsilä, for controlling vessel speed, relative load, pitch and rotations per minute (rpm).

Saint John Paul II performance

Virtu Ferries’ new wave-piercing catamaran has a service speed of 38k. The ferry is capable of completing its journey from Malta and Sicily in approximately 90 minutes.

The ship’s slender demi-hulls provide low wave-making resistance and high transverse stability.

Contractors involved

Incat Tasmania awarded a contract to Wärtsilä in April 2017 for the supply of water jet cutters.

Australian company Revolution Design provided design and architectural solutions for Virtu Ferries’ new RoPax ferry (hull number 089). The ship’s design was also supported by Seaspeed Marine Consulting.

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WAVE-PIERCING BOW TECHNOLOGY EXPLAINED

by Gregor Tarjan photo:  Billy Black

Wave-piercing bows – or reverse or hammerhead bows are part of today’s cutting edge naval architecture and the latest thinking in go fast comfort. Versus conventional overhanging or straight stem bows, wave-piercing bows are reversed and are designed to cut through waves, increase performance by reducing pitch resistance. The added benefit is not only higher speeds but a much more comfortable motion at sea.

There are several reasons to consider designing a boat with reverse rake bows. The primary rationale why we consider this hull shape is to reduce pitching motion caused by waves of certain amplitude and frequency. I think an easy way to explain it is this: Assume you are sailing along in smooth water with a conventional shaped hull with no pitching motion. Along comes a single wave. As your bow starts to penetrate into the wave, you pick up buoyancy in the overhanging bow region. The boat reacts to this increase in buoyancy by pitching bow-up. As the wave passes under the boat, the bow then must fall back to equilibrium. The more reserve buoyancy the wave sees as the bow penetrates through the wave, the more pitching moment is imparted onto the boat by the wave and the greater the potential for pitching motion. So if your bow has a lot of overhang or flare (vertical angle of the hull sides), then you naturally have a lot of reserve buoyancy high up in the bow region and this may result in excessive pitching motion. Of course the downside to a reverse -wave piercing bow might be a slightly wetter ride on a small multihull such as a beach cat, but on cats larger than 35′ this is hardly an issue.

Morrelli & Melvin designed 62′ catamaran

Why do we care if the boat pitches? Because pitching increases hull resistance, reduces the efficiency of the rig and underwater foils due to unsteady flow, and causes motion discomfort for the people on the boat. In order to keep the boat from pitch poling (or turning back over front), you need a certain amount of buoyancy forward. On a wave-piercing type bow, this buoyancy and lift are achieved by making the hull fuller down low. On some wave piercing designs, the hull is wider at the waterline than at the deck, especially near the bow. The wider, flatter underwater shape provides lift at high velocities and dampens pitching at all speeds. Other benefits of wave piercing bows are reduced weight and wind age. You can really feel this difference on medium displacement and light weight multihulls. The older designs with tall bows get pushed around in higher wind and sea states whereas the newer wave piercers are easier to steer and maneuver in waves.

Variations of these shapes are now making their way into some larger racing and cruising designs – such as our own, giant Aeroyacht 85′, 110′ and 125′ catamarans. Other boats worth mentioning are the Morrelli Melvin 62′ and 65′, some McConaghy multihulls (from 50-80′) the advanced Neel 47′ and 51′ trimarans and the new range of Sunreef custom catamarans. The faster and longer your boat, the more sense reverse bows make. Today even America’s Cup racing yachts all feature reverse bows and they are definitely part of our boating future.

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Wave-Piercing Vessels

• First Online: 30 October 2018

Cite this chapter

• Liang Yun 4 ,
• Alan Bliault 5 &
• Huan Zong Rong 4  

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In the next three chapters, we will introduce a number of hybrid vessel types linked with the catamaran configuration that aim to improve seakeeping and seagoing performance. We start with the wave-piercing catamaran (WPC) and then continue with the small-waterplane-area twin hull (SWATH) in Chap. 9 and other multihulls in Chap. 10 . We will briefly touch on the WPC plus air cushion support in this chapter, SWATH plus air cushion support in the next chapter, and concepts such as the tunnel planing craft (TPC) and super-slender twin hull (SSTH) in Chap. 10 to give a flavor of the challenges presented by hybrid designs and the performance tradeoffs that they introduce. There are similarly a number of options for vessels with a central hull and outrigger support, such as the high-speed trimaran and the pentamaran. These can also employ additional concept adjustments such as hydrofoils to enhance performance. We will give a flavor of these also in Chap. 10 .

• Small Waterplane Area Twin Hull (SWATH)
• Wave-piercing Catamaran (WPC)
• Central Hull
• Catamaran Configuration

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Bliault A, Yun L (2000) Theory and design of air cushion craft. Arnold/Elsevier, UK, ISBN 0 340 67650 7 and 0 470 23621 3 (Wiley), 632 pp

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Yun L, Bliault A, Doo J (2010) WIG craft and ekranoplan, ground effect craft technology. Springer, New York, ISBN 978-1-4419-0041-8

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Yun, L., Bliault, A., Rong, H.Z. (2019). Wave-Piercing Vessels. In: High Speed Catamarans and Multihulls. Springer, New York, NY. https://doi.org/10.1007/978-1-4939-7891-5_8

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POWER CATAMARAN SHER KHAN 75 Feet- 4 CABINS

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Sher Khan is a 75 feet WAVE PIERCING Catamaran designed for very economical world cruising with a 10.000 nautical mile range at 10 knots. 4 spacious cabins with large windows and ensuites, air conditioning, and large indoor & outdoor dining areas make a very comfortable long term live aboard.All watersports are catered for including fishing, […]

Description

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