Pontoon boat rental gulf shores 36542

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Location: Australia Car Ferry Hi guys, I'm new here and have a question for you all.
Location: Eustis, FL I see a minimum of a 6 ton craft, so your flat bottomed boat ~25'x12' will get it done with lots of room to spare, volume wise, though length might be tight, given a ramp and aft wheelhouse (depends on elbow room desired).
Originally Posted by JSL Check out Specmar, they have a good selection of landing craft designs I did, and they do.
Originally Posted by PAR I see a minimum of a 6 ton craft, so your flat bottomed boat ~25'x12' will get it done with lots of room to spare, volume wise, though length might be tight, given a ramp and aft wheelhouse (depends on elbow room desired). Originally Posted by rwatson I dont know if some previous threads will have any value for you like Parallel concepts - vehicle powered barges I'll check it out, thanks for the info. It has a 5 ton Jayco camper van on top which you can see a movie I made in a remote New Zealand lake with my dog. You do not always need to go wide as I have had no problems to float cars with a 2.m wide barge such as on my other models called trailer barges that have removable torsion suspension.
All that needs to be done is raise the sides to suit the extra load like the Myark trailer barge with the film company props that I hired out to the USA company that filmed Hercules.
These barge types sold well to the oyster and mussel farmers as they could load up at sea with marine product and did not have to double handle into a waiting trailer or truck. When making potentially dangerous or financial decisions, always employ and consult appropriate professionals. The ferry that once sailed between Fyn and Jutland in Denmark is now a house with a unique atmosphere, as well as spectacular views of Copenhagen’s waterfront and the Royal Danish Playhouse at KvA¦sthusbroen.
Location: SF bay reminds me of a sightseeing boat I heard about in USA It was on a slow river or lake and mostly for older people. Over the years they added an enclosure to the top, and a few other things like a cabinet for dishes, heater, different and nicer chairs, etc. Then one day when everyone walked over to one side to see a bird or something it capsized and killed a bunch of people. Location: Florida It would seem you have a lot more people(seats) on one side than. Location: Roaring Forties Nice design, but the top deck bears all the hallmarks of 3rd world ferry boats that have capsized in rough seas. Result: The energy from the wave plus the people running to the opposite side of the upper deck end up capsizing the boat. Time and again we see these ferry boats that are over capacity with upper decks stacked vertically versus tapered (narrower on top). Location: Roaring Forties I do see you have the seats on the top deck centered, which is good.
The current design looks OK for calm river traffic & a boat captain who uses wise judgement not to overload the top deck.
For do a project like this most important is a technical data about rivers where the ship will be use - max draft, max airdraft, max beam, max lenght, the high of wave.
Location: Germany Suitable Hullshape for 35m fast ferry in exposed seaway? I like to pick your brains regarding the best hullshape of a 35-40m fast ferry going about 35kn cruising speed. The tricky part starts here, as the seaarea is exposed to long ocean swell and the sea seems choppy between islands, something classic planing hulls do usually not excel very well in. Does anyone have a contact to a ferry operator working under similar conditions who might be willing to share some thoughts?


Location: Portugal Beware, they have made a fantastic car ferry in Hawaii (aluminium), capable of cruising at 40k and deal with big seas, but the ecologists had just managed to stop the boat. I am not a designer or big boat builder, but I have travelled on these big wave piercers across Bass Strait, one of the roughest stretches of water in the world.
The boats utimately got rejected by the Tasmanian government for the tourist trade because of their unpopularity - made everyone sea-sick.
Good luck with the project - and for gods sake put some decent fully reclining seats, properly spaced so you dont get vomited on.
People around me favour the option of a stabilised monohull over a multihull, even though I like multihulls generally. Primary reason is confined building space, limited beam (locks on delivery), and fast acceleration and deceleration in case of the multi.
So a more seaworthy semi displacement hull can be used, than for a smaller vessel with 35kn. Both effects will allow the vessel to slice more elegantly through waves and reduce fast accelerations and decellerations which lead to seasickness. I attached pics of the model (over 4 meter length), you can observe the model at full speed. Maybe I can lean towards the bow configuration of the larger one if we use a computer controlled T-foil upfront to stabilise the ride and provide additional lift. By the way, I saw a number of big (100m+) fast ferries with a vertical bow under the waterline. Originally Posted by Ad Hoc I take it then you haven't looked at the pdf file with skecthed in my post #14? But the causes of trim-squat is because of the wave profile along the hull and the result of the excess or reduction in buoyancy, locally along the hull, as there is no longer an equilibrium with the static LCG, thus the LCB and LCG difference must be addressed. It seems to me that in an effort to define semi-planing you are first attempting to define planing. For my money semi-displacement is the region where the boat is still squatting, so displacement is actually higher than when stationary.
I do, however agree that planing speed is greatly influenced by weight - and particularly by the relationships between the area of the waterplane and the weight. Originally Posted by Leo Lazauskas But there is a hydrodynamic force acting downwards at low Froude numbers. If waterline on the hull when moving is no longer, by an obvious difference of say 50% or so, coincident or close to the original datum at rest static waterline, then clearly hydrodynamic forces are contributing to ?supporting? the hull. Originally Posted by Leo Lazauskas This force can reverse direction at higher speeds, and then the displacement decreases (relative to the undisturbed free-surface) and we have something like planing.
As I started out in my posts, the is not an easy question to answer and requires and understanding of what causes trim and squat and how that is related to the hull form etc. Thus, understanding the mechanisms that create trim and squat is the key to understanding what is a semi-displacement hull. The planing force is the vertical component of the force created from water hitting the hull - which requires a stagnation point. If the sinkage force is greater than the planing force then the boat will displace more than it did at rest. Originally Posted by Ad Hoc As I started out in my posts, the is not an easy question to answer and requires and understanding of what causes trim and squat and how that is related to the hull form etc. So would a flat bottomed hull that size not have a greater load carrying capacity than catamaran hull?


The raw, riveted steel walls contrast beautifully with the skylights, colored glass panels, and furniture from Arne Jacobsen, Eames and the like. In my opinion the top deck should be narrower along the longitudinal axis (from bow to stern). I've been down the Nile on some very similar boats (bit larger & with cabins on the main deck). One of them is the NGV Liamone, equipped with a T-foil under the bow and this bow configuration. I prefer to think in terms of the hydrostatic and hydrodynamic forces and moments because I'm interested in actually calculating squat, and there's no advantage for me in using a buoyancy viewpoint. Hence the vessel takes up the equilibrium position of LCB and LCG to be in line, which causes the hull to trim accordingly, albeit in a transient manner. In my computer code it is sometimes necessary to iterate up to 15 times to find the equilibrium position, i.e. What I am looking at is a loading ramp at the front, wheelhouse at the back, outboard powered. There are several considerations to something like this to insure it's safe, practical and reasonably economical to operate and I don't think a novice designed vessel will address most of these concerns. And then others can pick apart if they consider the design to be SD or satisfying the SOR or not.
Since with increasing speed the wave profile changes and thus the temp location of ?dynamic? LCB locally also changes, but the LCG does not. Moving the hull into position, and re-meshing at each step could be a very tedious process. Because the medium is different on each surface, and each surface profile is different too. Just developing a water tight ramp that can handle a 3 ton car, not buckle, distort and be light enough to be practical, etc.
The to and fro of the correction (say once every 2 minutes) produced a most horrible sensation to travellers even in calm conditions. I've seen CFD codes that take 7 days on a bank of work stations to calculate drag at one Froude number. The hull side is smooth, the upper side, has cabins, deckhouses etc, and is thus cannot be related to an airfoil. It would have been much better to add trim tabs, if not full rudders, to stop this constant change of direction and pitching for passenger comfort. The question is what size (length, beam, depth (not the same as draught) etc) will it need to be. If all you had was a side-on photo of the hull it might be difficult to discriminate between the hull wave and a thinner sheet of water that clings to the hull but provides little or no buoyancy. Indecently, the car I'm putting on it a Range Rover and it doesn't weigh 3000kg, it only weights 2250kg.



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