Combining a load waterline of almost with modest waterline beam and generous sailing waterline length resulted in a slim, fair underbody, with low wetted surface.
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That Columbia became HMCS Stadacona. The yacht was completed February 1894 as Cramp hull number 274 and on registration assigned the official number 127018 and the signal letters KLVB. As built characteristics were length overall, length on load waterline, beam of and a cruising draft of . Ladew had wanted to own the "fastest pleasure vessel afloat" so the yacht had both cruising and racing specifications.
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Sources agree, using similar or the same measurement methods, for dimensions except for the yacht's length. The length overall is given as ; length on load waterline of and length overall with being a different method of measurement used in contemporary government sources that also state length overall.The 181 foot measurement, compared to the others, fits within the range of and is likely the registered length method of measurement. The beam of with draft at agrees within inches.
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27, 63 In contrast to her half-sisters the armour used on Georgii Pobedonosets was steel. The belt armor had a maximum thickness of which reduced, in steps, down to forward and down to aft. Its height was reduced by in comparison to the other ships of the class to to reduce weight. However this left only six inches of her belt above her load waterline as she was still overweight, a decrease of from her half-sisters.
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Design specifications were for a ship with length overall, length between perpendiculars, beam, full load draft, depth molded to A deck with and approximately 200,000 cubic feet of cargo space. The 856 passenger capacity was broken down into 550 first class, 108 second class and 198 third class served by a crew of 198. The double bottomed hull was divided into eleven watertight compartments with ten extending to the bottom of the second deck above full load waterline.
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Taihos waterline belt armor varied between abreast the machinery to around the magazines. The armor below the waterline was designed to withstand a charge. Internal torpedo protection comprised a anti-splinter steel bulkhead, inboard of the outer plating. The weight of Taihos armor immersed her hull so deeply that her lower hangar deck was barely above the load waterline and the bottoms of her two elevator wells (which formed the roofs of her fore and aft aviation fuel tanks) were actually below the waterline.
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230: "The armour thicknesses and underwater protection scheme evolved from tests completed prior to design work...tests on , , , and Empress of India [sic] led to the conclusion that side armour should extend as far below the standard load waterline as practicable." Along the ship, the belt started just forward of the forward turret and finished just aft of the aft turret. The armour consisted of three equal-depth strakes, The strakes were tongue-and-grooved together, and each individual plate in a strake was keyed into neighbouring plates.Brown 2006, pp.
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"I am fully convinced," Bolon recounted, "that those manning the enemy guns were extremely capable and not green horns at the game. The range and deflection was good and salvoes varied from one to four. This vessel received one direct hit...and enough near misses to scare the daylights out of us..." Shortly before 1130, the nearby LST-207 took a direct hit, and immediately requested medical assistance. LST-266 provided a doctor and 14 pharmacist's mates to help the wounded; soon thereafter, at 1137, LST-266 herself took a hit at the normal load waterline, in a main ballast tank.
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Design specifications were for a ship with length overall, length between perpendiculars, beam, full load draft, depth molded to A deck with and approximately 200,000 cubic feet of cargo space. The 856 passenger capacity was broken down into 550 first class, 108 second class and 198 third class served by a crew of 198. The double bottomed hull was divided into eleven watertight compartments with ten extending to the bottom of second deck above full load waterline. Twelve Babcock & Wilcox water tube boilers provided steam for Parsons turbines on three shafts with a requirement that the 23 knot speed be available with steam from only ten boilers.
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Victory cargo ships are lined up at California Shipbuilding Corporation in Los Angeles, California. USS Sarasota at Lingayen Gulf on 8 January 1945 One of the first acts of the United States War Shipping Administration upon its formation in February 1942 was to commission the design of what came to be known as the Victory class. Initially designated EC2-S-AP1, where EC2 = Emergency Cargo, type 2 (Load Waterline Length between ), S = steam propulsion with AP1 = one aft propeller (EC2-S-C1 had been the designation of the Liberty ship design), it was changed to VC2-S-AP1 before the name "Victory Ship" was officially adopted on 28 April 1943. The ships were built under the Emergency Shipbuilding program.
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The design was modified by the United States Maritime Commission, in part to increase conformity to American construction practices, but more importantly to make it even quicker and cheaper to build. The US version was designated 'EC2-S-C1': 'EC' for Emergency Cargo, '2' for a ship between long (Load Waterline Length), 'S' for steam engines, and 'C1' for design C1. The new design replaced much riveting, which accounted for one-third of the labor costs, with welding, and had oil-fired boilers. It was adopted as a Merchant Marine Act design, and production awarded to a conglomerate of West Coast engineering and construction companies headed by Henry J. Kaiser known as the Six Companies.
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LOA (length overall) & LWL (waterline length) Detailed hull dimensions A vessel's waterline length (abbreviated to L.W.L)Note: originally Load Waterline Length is the length of a ship or boat at the level where it sits in the water (the waterline). The LWL will be shorter than the length of the boat overall (length overall or LOA) as most boats have bows and stern protrusions that make the LOA greater than the LWL. As a ship becomes more loaded, it will sit lower in the water and its ambient waterline length may change; but the registered L.W.L it is measured from a default load condition. This measure is significant in determining several of a vessel's properties, such as how much water it displaces, where the bow and stern waves occur, hull speed, amount of bottom-paint needed, etc.
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