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CRUNCHING NUMBERS: Brewer Comfort Ratio

Most racing sailors aren’t very concerned about this. Indeed, if you read some accounts of modern long-distance races and record attempts, it seems they pride themselves on sailing aboard the most uncomfortable boats imaginable. The motion aboard some extreme sailboats can be so violent that crew members must wear helmets while sleeping in case their heads are smashed against bulkheads or ceilings while they lie in their berths.

Smart cruisers, on the other hand, are very interested in a boat’s motion and how it affects comfort aboard. Cruisers, like all sailors, are happy when sailing fast. But they are happiest when they are physically comfortable. Even short of getting seasick, this is the one factor that normally has the biggest influence on a cruiser’s sense of psychological well-being.

It isn’t really possible to quantify all aspects of a boat’s motion in a single numerical parameter. But there is a relatively simple so-called “comfort ratio,” developed by designer Ted Brewer , that does provide a reasonable indication of what a boat’s motion will be like in certain conditions. Though originally developed by Brewer somewhat in jest, it is now accepted by many as the best way to evaluate motion comfort using commonly published boat specifications. Unfortunately, the comfort ratio is rarely mentioned in magazine boat tests and is never published by boatbuilders. It’s easy, however, to figure it out on your own, and I urge you to use it when analyzing cruising boats, particularly bluewater cruising boats. It provides a much needed third dimension to complement the simplistic two-dimensional picture painted by the D/L and SA/D ratios.

To calculate Brewer’s comfort ratio, you need to run the following formula: Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam↑1.33), where displacement is expressed in pounds, and length is expressed in feet.

As an example, let’s again consider a hypothetical 12,000-pound boat with a load waterline length of 28 feet. Let’s assume it also has a length overall of 35 feet, and a beam of 11 feet. Therefore, to find its comfort factor, we first need to multiply its LWL by .7 (.7 x 28 = 19.6) and its LOA by .3 (.3 x 35 = 10.5) and should then add these two results together, which gives us 30.1 (19.6 + 10.5 = 30.1). Next take the boat’s beam to the 1.33 power, which gives us 24.27 (11↑1.33 = 24.27), and multiply this result and the previous result by .65, which gives us 474.84 (.65 x 30.1 x 24.27 = 474.84). Finally, divide this result into the boat’s displacement, which yields a comfort ratio of 25.27 (12,000 ÷ 474.84 = 25.27).

What the formula purports to assess is how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. The formula favors heavier boats over lighter boats, as more weight always helps to dampen a boat’s motion, and also favors boats with smaller waterplanes. This refers to the horizontal plane on a boat’s waterline and is generally a function of length and beam. Boats that weigh less and have more waterplane tend to have a quicker motion, because more waterplane means there’s more area for waves to push up against and less weight means there’s less resistance to the pushing.

Longer boats obviously have larger waterplanes than shorter boats, but the exponential increase in their displacement always negates this. As a result, the comfort-ratio formula also favors length, though it penalizes beam. Generally, it favors heavy boats with overhangs and narrow beam, but longer boats may have considerably lower D/L ratios than shorter ones and still fare much better by comparison.

You can use the following guidelines to interpret comfort ratio results: numbers below 20 indicate a lightweight racing boat; 20 to 30 indicates a coastal cruiser; 30 to 40 indicates a moderate bluewater cruising boat; 50 to 60 indicates a heavy bluewater boat; and over 60 indicates an extremely heavy bluewater boat. If evaluating a larger boat, say 45 feet or longer, expect your results to be skewed a bit higher on this scale; if the boat is quite small, say 25 feet or less, they will be skewed slightly downwards.

Once again, increasing displacement to account for loads carried seriously affects results. Our hypothetical 12,000-pound boat, with its comfort ratio of 25.27, becomes decidedly more comfortable as we load it to cruise. Add on another 2,500 pounds for light coastal cruising, and the ratio rises to 30.5; make that an extra 3,750 pounds for bluewater cruising, and it becomes 33.16.

Limitations/Multihulls

What the comfort ratio does not assess is how comfortable a boat seems in relatively flat water. In these conditions it is normally a boat’s heeling that makes folks feel uncomfortable.  The best way to make a boat stiffer and decrease heeling is to increase its beam, which, ironically, is one the things that will make it less comfortable in a strong seaway.  Conversely, a narrow boat that heels easily may seem more comfortable in a seaway, but less comfortable, compared to a beamier boat, when sailing well in flat water.

Another factor the comfort ratio does not account for is ballast location. This is not often remarked upon, but I’ve found the closer you are to a boat’s ballast the more comfortable you tend to be. Presumably this is because ballast normally represents the greatest concentration of weight on a boat, so has a dampening effect on motion. Also, the heaviest part of the boat tends to be the fulcrum around which it revolves in rough conditions. The less distance there is between you and the fulcrum, the less motion you will experience.

On most modern boats with ballast keels this effect won’t really come into play. It will be noticeable, however, on some older wooden boats that carry some ballast in their bilges; even more so on certain modern centerboard boats that have no keels at all and carry all their ballast in their bilges. Boats like this, in my experience, are much more comfortable than their comfort ratios suggest.

The comfort ratio also does not pertain to multihulls. Because these boats carry no ballast at all and rely entirely on beam for their stability, their motion is entirely different from monohulls. Many cruisers are attracted to catamarans for precisely this reason. Because cruising catamarans normally do not heel, they are perceived by many as being more comfortable than monohulls.

This is true as far as it goes, but don’t assume that a catamaran’s motion in large seas is ever negligible. A monohull may experience more total motion in a strong seaway than a catamaran, primarily because it rolls more from side to side. Like the cat it will also be heaving up and down. But the motion of the monohull will usually have a distinct rhythm to it. If the seas are not absolutely confused and have some pattern to them, that pattern will be reflected in the motion of the boat. Those onboard can learn the pattern and anticipate it. The motion, because it is not random, is easier to adapt to.

This is not the case with catamarans. Catamarans not only have two hulls in the water, each reacting to separate sets of waves, they also have a bridgedeck connecting the hulls, which is struck by the irregular waves that heap up between the hulls at irregular intervals.  A catamaran thus receives input from three different sets of waves. Its aggregate motion, as a result, often has no rhythm to it. 

Because it has no ballast and is light for its size, a cat’s motion is also fast and abrupt. The total effect in a seaway is quick, quirky, random, and harder to anticipate and adapt to. Some sailors aren’t bothered by this and are happy to live with it in exchange for not heeling. Others, however, prefer to deal with the slower, more predictable, albeit somewhat more exaggerated motion of a monohull, and will take their heeling as they find it.

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Hi Charlie,

You may want to put in a link to US Sailing’s “Motion Comfort Calculator”

http://www.sailingusa.info/motion_comfort.htm

It make running the numbers a little easier.

Response to Ken below: Thanks! What a cool resource. I see they have calculators for the various other formulae I’ve discussed in these Crunching Numbers posts. I’ll have to add several links! charlie

I little late to when you posted but even more important now with lots of fat bottom boats being pushed. I laugh at the boats being advertised ocean boats. Can you speak to the reverse now ( negative bouyancy rate on dropping bow), wide sterns pushing down the bows on any heal angle encouraging slipping and plowing. I’d love to see a comparison of rocking motion, acceleration of boats about their rotation point. Rotation point being center of bouyancy and CG. Rocking motion then plotting angle vs volume. Add in wave shape and that wide stern prevents the bow from rising in a gradual motion. And small volume bows have very little restoring volume until the boat is immersed half way to the mast…..

Response to Ken below: Thanks!

You’re welcome. And thank you for the interesting and informative articles. And yes, I have your book… I bought it last year while we were trying to make up our minds about what boat we were going to purchase. It helped the process.

Hi, For people living on the SI-side of the universe, formula can be used with SI units too, just replace the 0.65 by 4.697 … enter length and beam in m, displacement in kg. best rgds, vic

Great post, I am copying it, placing in my research.

On factor overlooked is the effect of heavy displacement, particularly in the ends of the vessel, when encountering waves from ahead of the beam. A light boat will more quickly and abruptly react to the waves, and will ride over them and this is thought to be a less comfortable motion than that of a heavier boat. On the other hand, and not acknowledged by this formula, is what happens to that heavier yacht which does NOT ride over the waves but plows directly into them. Given a bigger wave the heavier yacht, (with weight in the ends it is worse) plunges deep into the wave, throwing tons of water to each side, and it’s forward progress is dramatically slowed. Next buoyancy comes into play and this boat, with it’s bow deep into the wave face, and nearly stopped, begins to rise, quickly. As the crest passes under the hull the bow will arch skyward, then plunge dramatically into the next wave. Two waves in a row like the and the boat can be totally stopped.

I’ve sailed on both types of boats and without a doubt, I prefer the jarring, jerky ride of a boat going over the waves, (BUT GOING), over the hobby horsing heavyweight which plunges deeply into each wave and cannot maintain headway in a seaway.

Ted Brewer’s comfort index is great for the armchair sailor but does not hold up when you got to sea and you encounter big waves coming from the direction you want to go.

Thank you for breaking this down in a way that even a beginning cruiser-to-be can understand, yet retaining the level of sophistication necessary to explain some important maritime concepts.

Clear and well written. I can see the variables of the comment above. A heavier boat digging in creating a stop and go motion compared to a boat that has a lower comfort ratio floating like a cork over the waves continuing forward … this is another scenario which is impacted by how big and closely spaced the waves are…it’s not as clear as the armchair formula that gives a general rating for a particular model boat. The formula makes sense and I can see how it compares to my previous boats. What brought me to this article is comparing numbers on 3 sailboats and this comfort ratio makes sense to me.

Bethwaite’s books explain it perfectly. A deep keel boat’s motion in a seaway is more solidly hooked in underwater while a multihull, is skittering over the waves in general.

I’ve been on both in a seaway and it’s a tossup, lots of water on deck and a labored movement with a deep keeled monohull, vs. flying over the water on a multihull at speed ’till you hit the wrong wave set & risk capsizing the boat. Modern fin keeled monohulls are stiff & uncomfortable but always keep the mast pointing upward. The same cannot be said about performance multihulls where an “oops we’re capsizing” event is always possible.

The 40-50 range is missing. “…numbers below 20 indicate a lightweight racing boat; 20 to 30 indicates a coastal cruiser; 30 to 40 indicates a moderate bluewater cruising boat; 50 to 60 indicates a heavy bluewater boat; and over 60 indicates an extremely heavy bluewater boat.”

Thank you for this informative article! I wonder how this concept plays into the concept of heaving to in rough seas, as explained really well by Lin and Larry Pardis in their book, “The Capable Cruiser”. In this regard, they strongly endorse more heavier displaced boats with heavy full keel hulls to heave to in heavy weather, thereby creating a slick behind the boat that breaks the waves in advance of reaching the hull.

They maintain that as opposed to running before a storm, you should heave to and let it pass over while safe behind your slick, losing about 1.5-2 knots as the storm rolls over. Those who try to outrun a storm often elongate their being in the mess, versus those who ride it out. Of course, being highly skilled at it is essential, as failing to properly hove to leaves one vulnerable to building and sometimes very dangerous sea conditions.

They suggest that being able to hove to in bad weather is necessary in elongated lee shores, so I’m curious if this comfort ratio is pertinent if a sailor knows these tactics, and/or if the ratio is descriptive of the vessel’s capability in this regard. I’d enjoy hearing your thoughts on it. Certain keels cannot heave to very well and cats certainly are unable to create a slick without ample displacement.

In general, modern monohulls with fin keels and spade rudders have significant yawing moments around those keels and don’t heave-to particularly well. Theoretically they should either lie to a sea anchor, or run +/- a drouge.

Hi! As an engineer of automobiles, I kind of thinking on the comfort ratio and heeling as effect of mass inertia. For example if you put a lot of loads at front/rear you will get a considerably high Iy mass inertia (Iz is about the same as Iy). For heeling it about Ix which can be affected by make the boat wider or with a person on side.

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Calculating Sailboat Design Ratios

Without having to wrestle with the mathematics.

Not only do the Sailboat Design Ratios tell us a great deal about a cruising boat's performance and handling characteristics, they also enable us to make objective comparisons between individual designs.

Here are the five main ones in common use by yacht designers and the formulae from which they are derived.

Five Key Sailboat Design Ratios:

The displacement/length ratio.

D/L Ratio = D/(0.01L) 3

Where D is the boat displacement in tons (1 ton = 2,240lb), and L is the waterline length in feet.

The Sail Area/Displacement Ratio

SA/D = SA/D 0.67

Where SA is sail area in square feet, and D is displacement in cubic feet.

The Ballast Ratio

BR = (B/D) x 100

Where B is ballast in lbs, and D is displacement in lbs.

The Capsize Screening Formula

CSF = 3 √(Bm/D)

Where Bm is the maximum beam in feet, and D is displacement in cubic feet.

The Comfort Ratio

CR = D/[0.65 x (0.7L 1 +0.3L 2 ) x Bm 1.33 ]

Where D is displacement in pounds, L 1 is waterline length in feet and L 2 is length overall in feet, and Bm is the maximum beam in feet.

Problem is, can you always trust the ratios published by the manufacturers? The answer, sadly, is "no".

So when you think you're comparing like-for-like, you may not be.

But let's be generous, it's not always an intentional deceit - there are two main parameters where ambitious data can lead to misleading Design Ratios. These are found in the manufacturers' published data for displacement and sail area .

In almost all yacht manufacturers' published data, displacement is quoted as the ‘light ship’ or unladen weight displacement.

This is unrealistic, as the laden weight of a fully equipped cruising boat is much higher.

As displacement is a key parameter in all of the Design Ratios, the laden weight should be taken account of when comparing one boat’s ratios with those of another.

Published SA/D ratios can similarly be misleading as some manufacturers, keen to maximize their vessels’ apparent performance, quote the actual sail areas which could be based on a deck-sweeping 150% genoa. On paper this would compare unjustly well against a competitor’s boat that has the ratio calculated on the basis of a working jib. 

Making an objective comparison between two such sets of SA/D ratios would be impossible.

An objective comparison can only be made if sail areas are calculated on the same basis using the J, I, P and E measurements as set out in the above sketch.

So now to the point...

What we have here is our  Interactive  S ailboat Design Ratio Calculator , which does all the calculations for you instantly and avoids all the pitfalls described above. The pic below is where you would enter the dimensional data on the downloaded Design Ratio Calculator :

The following pic shows the Design Ratios which are automatically calculated in the blink of an eye!

Download the Sailboat Design Ratio Calculator...

The  Interactive  Sailboat Design Ratio Calculator is  accompanied by a free eBooklet 'Understanding Sailboat Design Ratios' which will help you make sense of the numbers. 

Our 'Sailboat Design Ratio Calculator' takes all the hard work out of calculating the numbers and  will provide a valuable insight into a sailboat's performance and handling characteristics.

We make a small charge of $4.99 for this useful tool as a contribution towards the costs of keeping this website afloat. 

This  Sailboat Design Ratio Calculator and eBooklet  comes with a No-Quibble Guarantee!

Sailboat-Cruising.com's Promise to You:

"I'm so sure that you'll be absolutely delighted with your purchase that I'll refund in full the price you paid if you're dissatisfied in any way" , promises

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The Importance of the Sailboat Comfort Ratio

Are you looking for a sailing boat that will remain comfortable even in rough seas? If so, then understanding the sailboat comfort ratio is critical. This useful metric can help you evaluate the motion comfort level a boat will offer when the waves start rolling.

In this article, we’ll look in-depth at the ratio, its calculation, and its influence on boat length, displacement, and beam. We’ll also discuss the limitations of the metric and helpful tips to determine the best vessel for your needs. Finally, learn how this ratio affects seaworthiness, safety, and other important considerations.

Key Takeaways

• Sailboat comfort ratio is a numerical value that helps predict a boat's motion in rough seas, with higher values indicating a smoother ride.
• The comfort ratio is calculated using a boat's length, displacement, and beam. Generally, larger, heavier boats with wider beams have higher comfort ratios.
• When evaluating a boat's comfort ratio, consider factors like boat size and weight, weight distribution, hull design, rigging, and your personal preferences and sailing style.
• The comfort ratio is a useful metric but has its limitations. Other factors like sea state, weather conditions, and boat design can also impact a boat's motion in rough seas.
• The skipper and crew's skills play a vital role in managing a boat's motion in rough seas, regardless of its comfort ratio.

Understanding Sailboat Comfort Ratio

Before we dive into the nitty-gritty of sailboat comfort ratios, let’s first understand what it means. The ratio is a numerical value that helps us predict a sailboat’s motion in rough seas. A higher ratio indicates a smoother ride, while a lower ratio means the boat might be more susceptible to uncomfortable motions in challenging conditions.

The Science Bit

The formula for calculating the comfort ratio is as follows:

Comfort Ratio = Displacement / (0.65 x (0.7 x LWL + 0.3 x LOA) x B^1.333)

Here,  Displacement is the boat’s weight, LWL is the length at the waterline, LOA is the overall length, and B is the beam or the widest part of the boat. As you can see, the ratio considers a boat’s size, weight, and shape.

Boat Length, Displacement, and Beam

The comfort ratio directly correlates with a boat’s length, displacement, and beam. Larger, heavier boats with wider beams generally have higher numbers, indicating they’ll likely provide a smoother ride in rough seas.

Motion in Rough Seas

A higher comfort ratio suggests a boat will be more stable and comfortable when sailing through rough waters . On the other hand, a lower comfort ratio means the boat might be more prone to rolling or pitching, which can be uncomfortable or even dangerous for the crew.

Comparing Yachts

Understanding the comfort ratios of different types of yachts can be beneficial when comparing their performance in rough seas. However, remember that the measure is one of many factors to consider when choosing a sailing boat.

Examples Ratios

Let’s look at some examples to give you a better idea of how it works. A heavy, full-keeled cruising sailboat might have a value of 40 or higher, indicating a smooth and stable ride in rough seas. On the other hand, a lightweight, performance-oriented sailboat might have a value of 20 or lower, meaning it’s more susceptible to motion in challenging conditions.

Evaluating Yacht or Cruiser Comfort

Now that we’ve explored the concept, it’s time to discuss how to evaluate it when choosing your ideal yacht. Remember that personal preferences and sailing styles are significant in this process.

Factors to Consider

When evaluating a boat’s comfort, consider the following factors:

• Boat size and weight : Larger, heavier boats generally have higher ratios, resulting in a smoother ride in rough seas.
• Weight distribution and ballast : A well-designed ballast system helps stabilize a boat , contributing to a higher number.
• Hull design and shape : The hull’s shape influences the boat’s motion in the water. Boats with a fuller shape and deeper draft tend to have a higher number.
• Rigging and sail plan : The type of rigging and sail plan can affect a boat’s stability and motion. For example, a cutter rig is generally more stable than a sloop rig.
• Personal preferences and sailing style : Your personal sailing preferences and style should also be factored into your evaluation.

Boat Design Examples

Different types of sailboats have varying ratios. Here’s a general overview:

• Heavy cruising boat: Value of 40 or higher
• Coastal cruiser sailboats: Value between 30 and 40
• Performance cruisers: Value between 20 and 30
• Racing boats: Value of 20 or lower

Using Comfort Ratio in Sailboat Selection

When selecting a sailboat, consider the comfort ratio and other crucial factors like speed, stability, and maneuverability. Consider what kind of sailing you plan to do and prioritize the most important criteria for your boat. Every sailor has their own preferences and sailing style, so no single approach works for everyone.

Modifying aspects of a sailboat, like weight or the sail plan, can affect its comfort level. Bear this in mind if you’re considering altering an existing boat or buying a new one .

Remember that the Comfort Ratio is not infallible when making your choice. Various elements can contribute to how a boat performs during turbulent waters, so relying solely on the metric may not be wise.

Other Factors Affecting Boat Motion

Apart from the comfort ratio, several other factors can influence a boat’s motion:

• Sea state : The size and frequency of waves in a particular area can impact a boat’s motion, regardless of its comfort ratio.
• Weather conditions : Wind speed, direction, and other weather-related factors can affect how a boat performs in rough seas.
• Boat design : Specific design features, such as a fin keel or a bulbous bow, can influence a boat’s motion even if its comfort ratio remains constant.

The Role of the Skipper and Crew

The skills and experience of the skipper and crew are crucial in managing a boat’s motion in rough seas. A well-trained crew can effectively adjust the sail trim , change course, or use motion-reducing equipment to maintain a comfortable ride, even on a boat with a lower comfort ratio.

Tips for Improving Comfort Onboard

There are various ways to improve comfort onboard a sailboat, irrespective of its comfort ratio:

• Adjusting sail trim : Proper trim can help reduce heeling and minimize motion, making the boat more comfortable in rough seas.
• Using motion-reducing equipment : Devices like sea anchors or drogues can help stabilize a boat in rough conditions, increasing comfort onboard.
• Choosing the right course : The course you choose can significantly impact a boat’s motion. Sailing at an appropriate angle to the waves can help reduce pitching and rolling.

Impact on Safety and Seaworthiness

A higher comfort ratio can help ensure your boat is seaworthy and safe, as a smoother ride in challenging waters reduces the risk of crew fatigue, seasickness, and damaged equipment. However, don’t rely solely on this metric when assessing a vessel’s safety – there are other factors to consider.

Hull integrity is essential for keeping a yacht safe, so regular inspections and maintenance should be part of your routine. Rigging and sails must also be in good shape to handle stress under rough conditions.

Safety gear such as life jackets , flares, fire extinguishers, and an emergency beacon should always be on-board and replaced or serviced when needed. Lastly, proper navigation and communication systems like GPS, VHF radio, and radar can help ensure you remain safe while sailing in open waters.

The sailboat comfort ratio can be beneficial in evaluating how a boat will handle challenging conditions. However, the measure should be one of many criteria when choosing a vessel. Size and weight, weight distribution, hull design, rigging, and your preferences and sailing style are all things to consider. Additionally, remember that a skipper’s skill is essential during turbulent seas.

In summary, it’s essential to consider multiple factors when selecting a sailboat for your needs – comfort ratio included. By balancing these elements, you can make an informed decision and have a safe and enjoyable sailing experience.

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The Comfort 34 is a 33.46ft masthead sloop designed by Kenneth Albinsson and built in fiberglass by Sweden Yachts between 1974 and 1986.

330 units have been built..

The Comfort 34 is a moderate weight sailboat which is slightly under powered. It is very stable / stiff and has a low righting capability if capsized. It is best suited as a coastal cruiser.

Comfort 34 for sale elsewhere on the web:

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Comfort 32 is a 31 ′ 0 ″ / 9.5 m monohull sailboat designed by Kenneth Albinsson and built by Comfortbåtar AB between 1977 and 1982.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

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Most Beautiful Metro Stations in Moscow

Visiting Moscow? Get yourself a metro card and explore Moscow’s beautiful metro stations. Moscow’s world-famous metro system is efficient and a great way to get from A to B. But there is more to it; Soviet mosaic decorations, exuberant halls with chandeliers, colourful paintings and immense statues. Moscow’s metro is an attraction itself, so take half a day and dive into Moscow’s underground!

The best thing to do is to get on the brown circle (number 5) line since the most beautiful metro stations are situated on this line. The only exception is the metro stop Mayakovskaya one the green line (number 2). My suggestion is to get a map, mark these metro stops on there and hop on the metro. It helps to get an English > Russian map to better understand the names of the stops. At some of the metro stops, the microphone voice speaks Russian and English so it’s not difficult at all.

Another thing we found out, is that it’s worth taking the escalator and explore the other corridors to discover how beautiful the full station is.

Quick hotel suggestion for Moscow is the amazing Brick Design Hotel .

These are my favourite metro stations in Moscow, in order of my personal preference:

1. Mayakovskaya Station

The metro station of Mayakovskaya looks like a ballroom! Wide arches, huge domes with lamps and mosaic works make your exit of the metro overwhelming. Look up and you will see the many colourful mosaics with typical Soviet pictures. Mayakovskaya is my personal favourite and is the only stop not on the brown line but on the green line.

2. Komsomolskaya Station

Komsomolskaya metro station is famous for its yellow ceiling. An average museum is nothing compared to this stop. Splendour all over the place, black and gold, mosaic – again – and enormous chandeliers that made my lamp at home look like a toy.

3. Novoslobodskaya Station

The pillars in the main hall of Novoslobodskaya metro station have the most colourful stained glass decorations. The golden arches and the golden mosaic with a naked lady holding a baby in front of the Soviet hammer and sickle, make the drama complete.

4. Prospect Mira Station

The beautiful chandeliers and the lines in the ceiling, make Prospekt Mira an architectural masterpiece.

5. Belorusskaya Station

Prestigious arches, octagonal shapes of Socialistic Soviet Republic mosaics. The eyecatcher of Belorusskaya metro station, however, is the enormous statue of three men with long coats, holding guns and a flag.

6. Kiyevskaya Station

The metro station of Kiyevskaya is a bit more romantic than Belorusskaya and Prospect Mira. Beautiful paintings with classical decorations.

7. Taganskaya Station

At the main hall Taganskaya metro station you will find triangle light blue and white decorations that are an ode to various Russians that – I assume – are important for Russian history and victory. There is no need to explore others halls of Taganskaya, this is it.

8. Paveletskaya Station

Another and most definitely the less beautiful outrageous huge golden mosaic covers one of the walls of Paveletskaya. I would recommend taking the escalator to the exit upstairs to admire the turquoise dome and a painting of the St Basil’s Cathedral in a wooden frame.

Travelling with Moscow’s metro is inexpensive. You can have a lot of joy for just a few Rubbles.

• 1 single journey: RMB 50 – € 0,70
• 1 day ticket: RMB 210 – € 2,95

Like to know about Moscow, travelling in Russia or the Transsiberian Train journey ? Read my other articles about Russia .

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Wow! It is beautiful. I am still dreaming of Moscow one day.

It’s absolutely beautiful! Moscow is a great city trip destination and really surprised me in many ways.

My partner and I did a self guided Moscow Metro tour when we were there 2 years ago. So many breathtaking platforms…I highly recommend it! Most of my favorites were along the Brown 5 line, as well. I also loved Mayakovskaya, Arbatskaya, Aleksandrovski Sad and Ploshchad Revolyutsii. We’re heading back in a few weeks and plan to do Metro Tour-Part 2. We hope to see the #5 stations we missed before, as well as explore some of the Dark Blue #3 (Park Pobedy and Slavyansky Bul’var, for sure), Yellow #8 and Olive #10 platforms.

That’s exciting Julia! Curious to see your Metro Tour-Part 2 experience and the stations you discovered.

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Citycomfort at Kitay-Gorod

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• Excellent 25
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" Ask for a larger room, my family stayed in another room and it was shockingly small (the size of a large walk-in closet) "

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" Rooms on higher floor have conditioner. Some of three-bed rooms have only two real beds and one additional very uncomfortable cot. "

" take a studio room, and get a kitchen to make your own food "

" Check the address of the hotel, there are 2 city comfort hotels in Moscow. "

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Mercury City Tower, an Award-Winning Mixed-Use Development in the Moscow City Business District

This stunning golden tower is 339 metres high with 75 floors – making it 29 metres taller than london’s skyscraper the shard. its diagonal lines echo the aggressive geometry introduced by vladimir tatlin, the founder of the constructivism movement in architecture which flourished in 1920’s moscow. apartments at mercury city tower are the embodiment of an entirely new lifestyle, completely altering perceptions of time and its density. here residents can quickly and easily pass from the hectic pace of the modern metropolis to an atmosphere of contemplation and serenity. corresponding to the highest possible standards, the apartments offer optimum security, breathtaking city views, supreme comfort and a wide range of services and amenities. the building also complies with the highest standards established for class a+ premium office space. the rentable office area occupies floors 4 to 39 and covers approximately 78,000m², combining pragmatism with aesthetics and beauty with functionality. the private club floor includes lounge zones, a bar and cigar rooms, all at the exclusive disposal of mercury city tower’s residents and their guests. a banquet hall named mercury space has also hosted private events for such companies as sap, visa and the state department of government of moscow..

Mercury City Tower +7 (495) 730 54 72 [email protected]  www.mercury-city.com

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