A ship
hull structure includes a main
hull and a movable rearbody having an engine and a
propeller. The movable rearbody is located at a lower side of a
stern of the main
hull, connected with an aft of the main hull to form an integral unit by a hinge linking device allowing the rearbody to pivot up and down. By a block, a crane or a
winch and through a chain or a hanging wire, a pivoting angle of the movable rearbody with respect to the main hull can be adjusted and controlled. A bottom of the hull can be provided with at least one, usually plural,
air cushion recess, which is filled with pressurized air to reduce a viscous force between a bottom of the ship and water. When a ship of this kind of structure is sailing, the rearbody can be lifted up by the block or the
winch, allowing part of the
propeller to be separated from a water surface to reduce resistance in the water that the engine can achieve a required rotational speed (RPM) in a short time. Next, the rearbody is laid down slowly, allowing the
propeller to be put into the water, thereby increasing propulsion and quickly achieving a cruising speed. When the ship is sailing and encounters with
wind wave, the
stern will ascend by longitudinal pitching; at this time, the rearbody can descend by its own weight, with a hinge axis as a center, preventing the propeller to leave the water surface to rotate idly. On the other hand, when a bow ascends (that is, the
stern descends), the rearbody will maintain a normal draught height by
buoyancy of the water and the force between the water and running propeller Therefore, for the entire ship, a wetted surface area of the propeller can be adjusted automatically to keep at a best sailing condition, which can further save fuel consumption significantly. In another embodiment that the bottom of the ship is formed with the
air cushion recesses, a
friction force of the water can be reduced to increase a ship speed by the
air cushion effect formed at the bottom of the ship.