Principles of Naval Architecture Second Revision Volume I + Stability and Strength Edward V. Lewis, Editor 1988 Published by ‘The Society of Naval Architects and Marine Engineers 601 Pavonia Avenue Jersey City, NJIntroduction A Word From the President “The orginal version ofthis book, Principles of Noval Architecture, was fist published ty le Sey tn 1200 Boe Hs. Roce aed LB. Choprnan stat thatthe purpose RS wonk wa to “adequately cover Ue field of naval architectare in one text.” This ‘hey did nto volumes, serving the Society's students and members more than adequately for nearly 3D years "The Fst Revision was publihed in 1967, with John P. Comstock serving both as ‘chairman of te Control Commitee and ltr Te consisted of one volume containing 11 ‘haplers and an Appendix. Continuing changes in naval architectare sch as technical practices, new enteria and regulations regarding damage stability and ship strength, new Tnowledge about ocean waves and seakeeing, and the use of computers, prompted the Society to undertake the Second Revision in 1978. President Robert, Young appointed Som J. Nachtsheim as Charman ofthe Control Committee, and Professor Edward V {Lewis was named Bator. Serving onthe Control Commitee, charged with the important tials of choosing te authors and review ofthe chapters, wore Thomas M. Buermann, Willa A Clear, Richard. Couch, Jerome L. Goldman, Jacques B. Hader, Ronald K iss, Donald P. Roseman, Staney G. Stancen and Charles ote. This Second Revision if Principles of Naval Architecture (PNA) Oe result ofthis Committee's work, en thought the Firs Revision chapters om tonnage admeasurement, od ine assign manta Taunching were removed from PNA to the 1980 ation of Ship Design and onstruction, the Femaining PNA chapters were so enlarged by new material thatthe Alcon a tad to expand the Second Revision into three voles, ‘nly the authors and the editors can appredate the time and difficulties involved in wring, reviewing and editing ths mast of knowledge into suitable form for pubiation. The work ofthese people, who ae esteemed intel espetve fields, hasbeen as sees wicks prices tour Sovety and ts membership. The Sole s deeply indebted to the Authors and tothe feles reviewers of the Cotzol Commitee “To quot te late Matthew G. Forrest, a Pst Presiden ofthe Society, “The Society hopes that ths First Revision of Priniples of Noval Avokitecture will rove to be teefal both to students and to thooe engaged inthe practice ofthe profession, as the ‘rig edition proved to be Trould ot say any better regarding the Second Revision, owano J. Camron ‘President, SNAMEForeword ‘This revision of Principle of Noval Architecture began in 197. It bad been only eleven years since the prior revision but that time span was an exlasive ope in maritime technology. Iwas thring ths period that eontanerships became 4 commercial reat as gid bargecarrying sips Tankers of unprecedented size, tome exceeding 2 balFmilion deadweight tons, became the aor. Rolton relloft shige were bulk as wore liquefied natural gas carriers. Heavy lift shi appearec Tupurge, te site of chips, ned with Ingenio mechanical Hnkages wert into ocean servi. ‘The Monhetion was icestrongthened and traveled sort of Canada to Alaska. OfCshore drilinz ‘gs af unique shapes and forme went to work m the most severe sea condos iayinable, Grocers for the seats aninportant clement of the enviroment becare real after the Torrey Canyon beoke ‘ap, sping 10,000 tos of in the United States the passage ofthe 1970 Merchant Marine Act provided tremendous stimshs to merchant shipbuilding, ship operations, and maritime research, ‘A workwide upsurge in tae same sein resulted from a very healthy global martine cconomy ‘The su tl of theve stimulating aetvities provided the impetus for expanded design ectnolog, enhanced shipbuilding productivity measures, and extremely creative marie research ‘The capture of thes technological advances in this revision of Principles of Naval Architecture wa the goal of the Control Committe Ttisour hope hat we have dane tht. Our authors and Control Committee members were chosen for thir exensvebachgrounde aswell as tel involvement n these rapidly growing Nels. In fae ‘ne ofthe pretsot continuing eificules ax the book progrested was in dciing where to dive "research and “prnipes” in determining which material would be included in many of the chapters {hope we have done that well I do most sinerly Unk the members of the Control Committ, the authors the headquarters staf, and partieularly aur editor, Ned Lewis fo ther efforts. {hore you the reader, wil benefit fom their most commendable, professional contributions, "The surge in mint economic wellbeing ended later nthe time period between revision wit the Arab a embargo, the reeling crash in the world economy, and the precipitous drop in tae etree nations to many shi shasing to ile cargo. With that deci eae acorespondig fecreae in techologial growth, Survival, not growth, became the watchword. The most tela txampl of the depth of the decline since then it the Tact ha, as this Foreword is beng wsite, fot one merchant ship is on order or ender construction in the United States. Maritime research ands roughost the sori, have become an endangered specie ‘When marie activity will again emerge, when technological growth again bocomes competitive nettasiy no one can say. Until then we can alot take heart in knowing tat this revision of Principls of Naval Architecture ie a rection ofthe atest teebnlogy, having taken sdvantage ‘ot probly the single mest productive brief period of growth, fom a maritime technology viewpol, in the history of our profession. ats hope the current vale of worldwie maritime inactivity wont last fr too long. Let's hope for better tines, further technologie growth, and the need nce more, ot too far away, forthe ext revision of Principles of Naval Architecture ows J, Nacsa Chairman, Control ComstieePreface “The aim of this second revision third edition) of the Society's succesful Principles of Neva! AnMidebute was tn bring the subject mater uptodate though revising or eewting areas of nee ot tecical vances whith meant at eome chapters would require mary more Sree itor, Th bane ebjective of the book, however, remained unchanged: to provide & Shanes teay of the bass picipls in Ue field of Naval Arcitectare for the use of bth dents Te ae ena, aking clear that research and engineering are continuing i alnost all renee essbhet Referens are to be ichaded to avalable souroes of additonal dts and Pee cea of ti hed edition was simplified by an earlier decison to incorporate a mumber of eee ine the companion SNAME publication, Ship Design ond Construction, wHeh was of aac The tale of Load Lines Tonnage Admeasurempent and Launching seemed to be ‘erie ie nate for the Latter book, and 20 Chapters V, Vi, and XI beeame IV, V and XVII ae erga Skip Deign and Constractin. This left eit chapters, instead of 11 forthe eved Preiples of Naval Architecture see ee rekon the revision, te Conte Committe decided thatthe increasing importance of er epeedcomputrs demanded tat their use De diseased in the Sdviual chapters itead of Seep pend as before. It was alae decided that throughout the Book more stenton ‘hoald be gtven the ropdly developing advanced marine vehicles, a Pac oun of measure, was decid that te basic policy woul be to use the International Seana Unis 1) Since tsi a teansition period, conventional US. (or “English” unis would aaa eunthore Urcughout the bok, This follows the practice adopt forthe Socaty's ee btume, Ship Desgt and Constrction The US, Metre Conversion Act of 115 (PL Freres ved a sational pote of increasing the Use of meric systems of measurement and saan ihe US. Met Board to coordinate volustary conversion to ST. The Maite Adin Pees iol by a SNAME Ad Hoe Task Group, developed a Metric Practice Guide wo “help vin uniform metic practice inthe marine industry," and this ide was sed here as basic ‘hain owing, sip euplaerent in metric tons (1000 kg) represents mass rather Frere en ths book the famiar sya, ia reserved for che dplacement mas). When fan weighs Aalsre, the corresponding units the kloNewton (kN), whch applies, fr example (ores dace and t dalacement weight (symbol W, whare 17 = 8g) or to buoyancy fores, (See (G.TouetT) When conventional or English units ae usd, disglacement weights inthe fair long Teer (2a0 iy), which mmerraly Is 015% meri fon. A conversion table als is inch ded with {Re Sdmbols and ‘abbreviaons or Nomenelature st the end ofthis volume, seemapaegohue ofthe tid edition of Principles of Naval Architecture, comprising Chapters {dug IV, covers almost the same subject matter asthe fist four chapters ofthe precoding ‘ion Ths ideas with the essentially state principles of naval architecture leaving most dynamic cate: Fe the remuning volumes, Chapter I deals withthe graphical and numerical description of rare evo he calelatany needed to del with problems of flotation and stability tat follow. TRU CT'L Somsiders stability in normal ntact conons, while Chapter TI discusses flaton and ear in eaged condians, Finally, Chapter IV dale with prinepes of boll structanl design, Fae ee se Rau cam water conditions, and then introducing the effect of waves whith also is ‘Siered more fully Volume II, Captor VIE on Seakeeping "Tce st fou chapers were fund to rege less revision than those dealing, for example eee Lo ee nations in waves The tater regufed more ne chan aiipated. Some Ur the principal changes may be note: reece Goren some rearrangement and change of emphasis. A few additions were made on eee Spa tines and contatnership, at well as conventional cargo ship, as amples, (ContinuedTn Chapter I more attention is given to stability curves and to eriterla for acceptable stably ‘sed on them, ‘In Chapter Il more space i lloted to standards of floaing nd damage stability, with emphasis on new probability-based international regulations "Finally, Chapter 1V has ben exterivly rewritten to cover new probabilistic tachaigues for dealing with Toads and structaal analysis methods eonerned with ultimate strength, Several sections Including 8 Caleulation of section modo, and 2.14, Stress concentrations, were reproduced svithot change from te erie liton Pebraary 1988 pwano V. Lewis ‘BditorTable of Contents Volume I rage Itedson ‘ tore Peas recke & nares Comper 1 suite GEOMETRY Noma A. Hass, Profesor, Webb Insite of Noval Arcitetre 1 Bee ae 1 tate Curves an Clone 2 Sipe wat : : Bere 1 cael foc x ‘Sey SERS Wa aids 8 Chapter 2 nvtAcr STABILITY Tawnescr T. Coueno, Unie of Marland 1 Remy Pri @ 4 Date Tin on Deen. & Beware paste 8 & Baten ta game & Beara act 8 Beara re Perse | RET Hote sil” Monk a i Bai, 6 eae cage Welt os va, saUR Se Cin 6 SB 2 REL Pita ie Chapter 3 SUBDIVISION AND DAMAGE STABILITY CGonat C. Nrowo, Presiden, Nica & Spasiing Atmos icon, a 2 Sup nd Danas Seay bce ara: & Satna Ct i Ee eRe. 9 Betas ose Say ¢ oanet Sion and Damage ‘Gries sei con ms sip Bia Pasir chap & SSMRENGTH OF SHIPS 1. Ranoourt Param, Profesor, Univers of California, Berkeley i iwi, mE 3 ety of Stra. E Rips acs a 5 Ralear el tte Nonedatce 5M ete tc. 28 ise phe ek MRAARAARRARERAAEALREAcknowledgments All of the authors and the Editor fest wish to acknowledge their indebtedness to the authors of the corresponding chapters of the preeding editon. The former have made extensive use ofthe ‘iginal text and frwren "The proraing author were tho lata W. Selick Owen andthe late Sah {C’Niedermair (Chater D, Charles & Moore (Chapter 1D, James B- Robertson, J. (Chapter I) ad Donald F. MacNaught (Chaptor IV). The Control Commitee, under the chairmanship of Joh J Nachsheim provided estental guidance, at wells valuable asstanein reviewing early deaf of the manuscapt Many members of the Commitee provided extra help in areas of their parelar expertise Individl author acknowledgments folow ‘Nocman A. Hamlin—as wells the Bditor~wishes to thank Webb Insitute of Naval Archieetare {orllowing him to devote some of his tine to work on Chapter [and for furnishing needed oecretail assistance. Prof. Hamlin also apprecates the help of number of individuals and former Webb Institute students at MARAD, Coast Guard, NAVSEA, American Bureat of Shiping and shipyards and design agencies—in particular, Kevin Calhoun, George H. Levine, Ronald K Kis (nemiser ‘of Conte! Committee), Jamet Ly Mile Jr, and Fran J. Sipke. ‘Lawrence L, Goldberg (Chapter If acknowledges helpfl information rctved from Wiliam A leary, US. Goast Guard (member of Control Committe) and text material for Secon 1, Intet. Sabilty of Unustal Ship Farms, from George Wachal DTNSRDC, Daniel Saviteky, Dict of {he Davidson Laboratory, .G-U. Band and David Lave (of Band, Lavi and Associate) and Robot. Gu weker, curzent head of the Stablty Branch, NAVSEA, ‘George Niekum (Chapter TH) acknowledges hepfal information and eomments received from Wiliam A. Cleary, US Coast Guaed (member of Control Commitee 43. Randolgh Pauling (Chapter IV) acknowledges the assistance of John F. Dalzell, DINSRD in provfing text material and helpful comments, particularly on Sections 21-210 dealing with long term probabilities. He also wishes to acknowltge the general guiiance and appreciation fr hip Strictral analysis received through many years of close astacaion with I'A. Schade of the University of California. A number of other individuals provided invaluable sxistance iroush ‘personal dicussion and commentary on all or are ofthe chapter, In this regal, the assistance of Alaa Mansour of the University of Calforia, Douglas Faulkner of the University of Gasper, C.S. Smith of AMTE, Dunfermline, Stand, Stanley Stianean, Donald Lix and HY. dan ofthe American Bureau of Shipping ar gratefully scknowiedged. Especial thinks are in order for the ‘assistance of his student, Jan Otto DeKat, who performed the computations and prepared the pls of atractral loading contained in Fig & Finally the Editor wishes to thank the authors fo ther fine work and for thie fll cooperation in making saygestod revisions. He ackrowiodges the indispensable efforts of Trevor LewisJores in dong detated editing nd preparing testa figures in proper format for publicationNorman A. Hamli Sect Ships’ 1L1_Dalinaton and Arengement of Lines Drew Ing." The exterior form of a ships ll fsa carved rage fined bythe ines drawing, or simply "the lines” Prete and unambiguous mesna are needed to flescibe tis surface, insmyach a the ship's form must tcconfgured te sccommodate al internals, st mest nstrints of buoyancy, ably, speed and power, id seskeeping, and mast be "buidable” Heneo, the lines sonst of orahographe projections ofthe inter ection ofthe bul for with thee mutually perpen Clear aes of planes, dawn to stable seal, ig. shows a lea drawing for singloserew cargo passenger ship "The profile or sheer plan shows he hull form in tersected by the ceterplane-—a vertical plane on the ‘hips ceterine~and by buttock planes which are Palle! wf, spaced for sinveniendaiaion of the rset shape and stented by thee distance ofthe ‘enterplate, The centerplane intersection shows the ffl of the bow and stern. Below’ the profs the Aairtreadth o watertines plan, which shows thei terseton ofthe hal form with planes parallel tothe horizontal baseplane, which is called the base ine. All ich parallel panes are called waterin plane, oF Saterplanes, tis convenient to space mort water: ine uy by aaa miner of tr feet and aches), but u cloer spacing soften used ‘ear the baseline where the shapeof ul form changes ‘ily: DWL. represents the design waterline, near ‘wich the folly landed ship it intended to oat All waters are ented by their height above the base ine ive body plan shows the shape of secons deter. mine bythe intersection ofthe Hl form with planes fetpendeaar to the buttock and waterline planet. In Faget ths iu shown above the profie, but it might ‘otherwise be drawn tothe right orl of the profile, ing a ingle extended molded baseline, depending ‘pon the with and length of paper being used. Al ‘dmativly the body pan ls sometimes superimposed CHAPTER I Ship Geometry nt Lines ‘on the profile with the body plan's centerplare miray ‘between the ends ofthe ship in profile view. Planes efning the body plan are known at boy pan statins. ‘Thay are usualy spaced equally apart, sh ha there ite 10 spacesor multiples thereof inthe length af ‘the shir but witha few extra stations atthe ends of the ship atone haif or one quarer tha sping ‘Moat she are symmetric about the exterplane, and the lines drawing shows Waterlines inthe bal Head pan on ony oo ede of the centering, Ayr total featores on some ships, such as arehanging Fight docks on srratt carrier most be depicted sep Atately, Correspondingly, the body Plan shows sections th one side of the centerline only thee te the fore: dy on the ight hand side aod thes inthe fterbony ‘on the left By convention inthe US, the tow ofthe Ship is shown tothe right. With the arangemeat of the ine as shown in Fig 1, the dren tepeesents as of fest angle projeeon in deserve reometry. “Tre line in Fig represent the molded eure of the ship aurface formed by Uh outer edges of the Frames or inside of the “ak” ie the case of Seo, flaminim and wooden vec. Inthe cate of glass Teinforced plastic wane, the molded surfice & the ‘uteideof the ul (Phe tem molded surface undoubt uly are from the use of wooden "molds tet upto ‘stblinh surface in space to whieh frames could be formed when wooden vessels were being bull "The shel plating of ste! or aluminum ship con stitutes the over covering af the melded surface, The hell plating ia relatively thin andi forme of plates that are umlly of varying Uckness, causing some ‘smooth and continuous "Pe thekogss of planking of s wouden bat is rl tively larger than the shell hieknen of sal veste, n'a the eval practice to dra the ines of @ ‘wooden boat ta represent the surface ford by the Dutedeof the planking since this gies the tre ex ternal form, However for construction purposes isnecessary to deal with the molded form, and therefore ite not unusual Yo find the molded form of wooden ‘earls delinentod on a separate nes drawing Inthe sheer plan of Fg. 1, the baseline, repre senting the botiom ofthe veel is paralel to the DWE Showing that the vessel designed foran even ee” condition, Somme vesels especially te and ching vessele—are often designed with the molded elite raked downwaed sft giving more draft atthe Stern than the bow whon floating atthe DWL: such ‘eset are sui to have designed dag fo the keel. 12 Perpandsar Lenaih, Betweon” Perendic- la Averteal nets theshresplaal Fig Te drawn ke intersection of the DWE, whith © often the ‘huimatal summer Ioad line (dcinodsubsoquentl), ‘ind the forward sde ofthe stem. This known a2 the forward perpendicular, abbreviated a8 FF. A Blige consistency is introduced by ths elton of PiPin tha the forwand side ofthe stem is generally ina surface extrnr to the molded form by the thick ees of contiguour shell platingor by the stm thick toe tlt the tem of rolled plate ‘hcorespondingvercl tne drawn at the stor, designated the eter perpendiewiar or AP. When there is der poste AP is leated whare the after ‘ie of the rudder post interoeets the DWL, In NT ihe AP i drawn atthe cenerine of the roder sock, Which isthe customary leston for merehant ships Without a wel defined cternpost or rudder pst. Inthe {ise of naval ship, i customary to dee the AP tthe aftr end ofthe vessel on the DWL. Such @ Toetion ie also sometimes shosen for merchant ves Sis—especinlly venzels witha submerged ster profile fxtending well aft the rudder. Fig. 2 shows te var fous lation of the AP here daseribed. ‘An important characteristic of ship i ts loth tetwoen perpendicalar, sometinas abbreviated LDP tr Epp. This represeats the foreandaft distance be then the FP and AP, ands generally the same as the length L defined in the American Bureau of Ship ping Hales for Balding and Cassing Steet Vessels {ital However inthe Ree there iv nchaded the frovio that Ly for ise inthe Iles, otto be less than 96 perce and need not be greater than IT per ‘ent ofthe length onthe summer Toad line The su ter Toad ine is the deepest waterline to which 4 merchant versl ma legally be loaded during the sum ter monte in cernin spaced goographial snes, Methods for determining the summer oad line are {lve he cnn fra Sip Bie ‘Wien comparing difereit designs, 2 consatent reuthod of measuring ahiplengthr thoald be used ‘real lengths invaraly avaible from the vessels ‘ne and ERP ie usualy sao recorded. However, for Iytndynamie purposes, length on the preva ateive my fe sean sternal, an ete Tree ot the uderater boty for rexitance ‘nstttns ie eomeines rere ‘he uel esol ofGlermiaing eater end of ectve length a tae ue ofa etal area ‘Sse eh ordinate ores the deat cre Scuhatare fhe rec opt te EWE sree ‘atts song fs gt. Ge Set 11) Thee. fecivelengh'6 sully conntaed a the otra feng of tie seta aon crv were, i the ‘Sige bat Sconeare ening ¢ sight te fam the SEMPLE canbe dwn ange to tec ao shorn nig 3 The niente he NSIgi ine ognt wel the Bae ft graph ‘ay hen fe onset epee teste en {Ev etecte lng On maa seearew ene 15 Ben fund Sette pot to deemind cee {W's of the as Suck an feet ength Shang might We te soe exeing all em ete ne dacuaed in Secsne 8 snare ‘Soy forte fora end of ect length might EE'Ded for cip with protringbaous tows ‘cendlgforeara a he FP ici importat tat nl clas and meagure nants tng fo let te sro 0 dterinng {Helmut und and Se lost of ta estes be Sten etme. “3” Mihi etn; Poa Mise Boy. Ao in rotate fot any sip i tn Sd sage thn rw ton, general dgrte by ‘he tome yw wan oly elf nde Ah flog ba soon oft est In same of he {Se sling she i fale wrt vas forward at Tokens wan wometigeopecd se nd aig ‘cha ie fest secon unde ware somewhat 2p the flog sey coe te mua pracesn ‘ol commer vse of ost pee ote {Bhalvay baveen he perpendicular wien naval Sere enuly may between oe nde of te aie mode ls, larly Tmnany moder estes pata arg cel tin Tom of eos son ow the OW ae tendo wthout change for sore dare forwarded SE aly nln the sdaip ose och ee Sab are sal fo have paral mide dy. The ship Fig. hs po paral mle bey, ba te for of etl unde water changes bo sgh for sal Seamesfovaed or shaft te faet sean which ‘ae amie PF are kon Fame wane, order py the eae of rderete for ‘Sere, satay adie LBP no {0s 9, or 40—nterals bythe boy plan planes ‘he lsat of hee anes Ace Know boy ls iba or sing ston, nda ened hy ought Ine Gl’ the ole td ai eth fla st rht ange tothe vee none and cr Tete reget The recone of ese panesvith the molded form, Toy plan Body pln stations are customarily numbered from Lhe bow, with te PF designated a stain 0 In rope and Japan, however, sation 0 is often leat atthe AD, with aiation auering from aft forward, For the ‘hip shown in Fig. station No. 10 representa the ster extremity ofthe veeel for calculations relating tothe underwater body Te wil be noted tha ain Satons are dravn midway between stations O and ‘nd 9'and 10, sod eometimes between t and 2, and § ‘nd, a8 well This dove a betar deine the vesel's form near the ends where t may change rapidly for small longitadinaldtances, ‘Aditional sation ae often ako shown forward of ‘he FP and abaft che AP. These may receve eter of stance designations from the perpendicular ot 8 continuation ot the numbering system equialen to {hat used inthe remainder of the hip. us negative ‘numbers forward ofthe FP and numbers in cases of 10(or 2, ete) abate the AP. appear in thei true shape inthe Body plan station planes arent tobe confused with lancet which the esse frames ie Weete, a though frames are normaly lated in planes nora tothe baseplane and longtodoalconerpane, which are therefore parle! tbody plan ston planes Frames are normaly spaced tos the structure sod rangement of interns and ee leon smo fe Pendent upon statin plane locations Un some nav Ships, trame spacing ean intra ninber of fect or fone meter, Frame Westin a urually choven cary inthe design of hi, and Wis cusary tp show them on arangement drawings and frequently sve Anais driving: Trae, ramet, {het pacing, must be clery stated ‘body Paw at frame leans frequenty drs tote he ship Yard in fabricating the frames. rane are generally numbered wit ntoger mum bors ether saving atthe FP aad inceasing af ot A the AP and increasing forward, The later practice is customary in tankers. In ome insinen price Isl naval ship, frames have Been hati by fhe distance ofthe fame pine n meters fom the FP ‘A frame plane extablahes 2 oded ine, o rrface, vic wil be esncent with the pane of eter the forwacd or ater eige ofthe frame The loaaon of frames, either forward of ot batt te fame How, shouldbe cleaey stated on relevant drayinge ‘The otline af the ship completed ine seer pan by showing the lise of the main deck at the se of the sip ad alo atthe lngtadzal etetne Pane enever, as ual, th deck surface crowned ombere te, curved nan athwarship dren wih ‘onrex surface upwards or sloped by sight Hest Slow potnt atthe deck edge” A alps deck fe alc ‘sual even longs! sbeers i, tls curved up ‘rds ards te ends wualy mor tthe bow ta the storm In cae the sher ln of te deck eae urves dowaward atthe ends the ship sail have reverse sheer ‘Sir ns are shown for the frees, bridge, aus pop deck when tase reed coneines debs below ‘the main deck are alo shown ll sich Seek nee generally designate the moldel surface of the : eeRae at respective deck: the surface a the top ofthe deck ems, and are eotsequnily referred to a0 mcd eck Hoes aide o at center asthe case inay he Tn the ines drawing, Fig 1, te curve ofthe rain deck aie side's projete into the sheer plan as he eurveCPY and ine the body plan az DEF forthe fore boy and as 5° for theater bly, and also int the half breadth plan asthe curve CF wich ‘known as he balreadth ln of eval dock ‘Through the pint where the nicked sheer lin of the main deck aside intersects the muship station the ther pan thre may be dra ve ie cated the made depth be of main deck at ide" At any yaralar ato, the versal dance tntoen ths Tipe andthe aor of eck at see known tthe sheer af he deck a tat station. The seer Of ck fol erefor be tron the mshi stato, snd IEiny be sere for sn aprecble dite cite? for Ward of or aba amsips Of artical terest re ihe values of heer at FP and AP tear yachts ay ip below teil oft led Akh in a se This usally oceury ata te fevion medians abate sips, the shor of the deck in such a region is messed below he lve ofthe maded depth fin a sie and onsdered to Rae's negatve vale "The malded line ofthe principal transverse blk heuds are sometimes also shown on final drawings 15. Molded Bots Line; Molded Dimension, The imelded base ines Grant nthe sheer planned boa plana a atraght horizontal ney repens ani fortan reference datum, both for denim andconstruc ion purposes, The nin fact, ropreserts «plane pce to which many orth beets re rtrd tho representa the bottom ofthe veses melded su ace, and ao coincident with the top surface ofthe fa plat Kea om nt stright hel she wit gle theless of shell iting eet tl ine of hp eh, at the vensel hana denaned drag to te Keel usualy stipes downward aft In thi sse the molded base ing ina mark the bio ofthe oledsureace hey rat the AP. When rowing he nes forsucha vas) She botiom of the mold srface i shown av raked ine Th the event the ves is designed with an external hanging bar kee, extending below the shel plang ‘rch toto en ne ser pak ‘on most other hie, only the batiom of the molsed Srfae ie drawn Inthe ese of ships with“n and ou rivet plating te kon pate usually an “out strake onde ots of kel then below te molded base Une by not only is 'own theese ut hat of theft olor of toad stroke, as well "he mole depth of vsslis the verti distance a TiliasansSeon the mall bn nd he mol deh ie ofthe uppermor deck a side as shown in Fg. 4 "The distance from K to in Pig. 4 oneal ofthe important dimers known as the molded beam oF toed breads ofthe vessel, whi is normaly 4 man [um at Che midi station TE Choraertia of the Sections. In Fig 4 from tna oi Athe molded line ofthe bottom of the mids fecton extn toward the sie ima aesight line 4 ‘This ne often ete upwards aighly aod inter fects athe pont C the vera line EB drawn tangent (Ste widest pnt af the underwater bod “The fine AC's known asthe or ine nd the ds tapos BO referral to variously a the deadrse, ise tt Roo or rae of bot Por the sip shown in Fig $e denies 0.308 m The point Kin Pig. 4s the vase’ centerline sat ths lofest prs of the molded surface aod the distance Eile the halfside dimension ofthe Dat portion ofthe ‘roldd surface inthe sicty ofthe kel ey to the Tegiming of the deadrise, Ths tale dimeeaion is all feauele having haging bar eo bel ce iy the balthikneas ofthe bar forming the kee, Dut vessels having dated plate keel wl be const ably more, depending upon the nize of the shi. Te ‘lus tot spay at all chip with no dedi "The curved orton of the section, as at D, which ssn te or with he ie gen the ar af tlge and may be farther descebed ota “hard or sh an “eauy” ten of bilge, where hard refers toa Sul aus of curvature he turn of ge througheut tear de body usally, ut not necessary. 2 'Gteular are and the radius of tht earve is KBOWn fe the bilge radi "the tolded line of these above the waterline sme times extends inboard somewhat to meet the lige of the tp of the main deck beam. In Fg. this inter: ection i at the point F. The horoata distance EP ie known as tumble home atthe deck, The opposite ff tamble Rome is Known a laren it i weasured tna emir way ‘A Forgot ae though Fin Fig. 4 meet the en terlne of the section at Ps the distance PH sealed amber oe round of beam The camber curve may’ be are of Grle,a parabola, or sever stealght ines. Standard past paction has been to provide about 2 percent of the total breath of the ship as camber Erdshipe, and then to ae the camber carve so de {ermine te appleablet al eter fore and aft lee ‘ons. The are of camber aecomplshes the import sound will drain of realy 17" Seciael Aree Gore, A fundamental drawing in the dosgn of a ship particulary relative to re ‘Sxtanee-i the sectional aren curv, show in Fg. $ foraship with ome pralel middle ody. The sectional sea curve represents the longitudinal distibution of {tone seta ses below the DWLe The ordinates of ‘Trecdonal aes curve are ploted in distancesquared crits. Inasmuch asthe horizontal sel, oF abscissa, oF ig 8 represents longltednal distance slong te ‘Shp isclenr tha the ares under the eure represents ‘hvolume of water dapased by the wssel upto the Divison volume of displacement. ‘Atemativel, te onnate and sbsena of che curve ray be made aedimonstonal by dividing by the mid Shp aren and length of tip, respectively. [neither ‘ist, the shape ofthe sectional area eure deters {He lative “fullness” of the sip (See Seton 5) "The presence of parallel mide body i manifested by that portion of the sectional aren ere parallel to the'taseline ofthe curve The abotae e Benned as the rion of generally greter curvature (male a Ans of cusatur) where the male bay portion sf the curve ins the inward loping portons at bow or The centroid ofthe vessel's sections area curve i atthe same lngdinal ation as Unter of buoy {ney LC and he rt of the area ude te sectional ‘ren ‘cuve ta the aren of @ cteumeri’ng rectangle chual tothe prismadie ceftent, C (Se Section 5 ig 3 ao shows the customary dvbion ofthe un erwater body ite forebody and eflelady, forward UF and aba andshie,respetely. Bnéronce sod Fr hich represent the ends of the Yssel forward ‘Fahd batt the paalel middle body, re also shown Draft Monte Injgeneral the amount of water vestel trawe, or dra the distance meassed verily from the waterline at which the ved is foatng to ite bottom Drafts may te measured t diferent Io ations alg the length ‘They are knew a raed ‘ia if metoured tothe molded basclne keol drafts \freasured to the hot of the Ree Mean dra is ‘lined a0 the average of daft forward aft ‘Shp are customary provided with fafe mark at the ehde and amidships ranged ins plane parallel {o'saton planet and peed choe to the prpende lars as practial. These draft marke ae forthe gui. vee of operating personnel and therefore the drafts Indeated shoul be kel draft: The marks ave painted Ina peaily vale coor to contrast wih the color of the hull Aetbe numerals ae usually sed on mer ‘Sant vessel although Roman numerals also appear ‘neon naval hip, parseulrly in way of appentages that extend below the baseline, The boom of the ‘humeral seated atthe nite watering For many ‘ears thas been te practice to use numerals inches ‘ph and in mar the rafts feet at eery foot above {he keel. Thus if one were to eee the numeral half Inmersed, the prevailing daft would ba tres inches {epee than the half merved aumber inf ‘With theultimate conversion tothe metic system inthe United States x reasonable practice would sem to be that adopted by Australian wate autores {Rustealan Dept. of Transpore 1970. Ths provides {hatdraftebeshown in meter a every metrin Arabicnumerals, folowed by M. Intermediate drafts ate Shown at every 02 (2 decmeters), but ony the fumerals 24,6 and 8 re shown, wih no decineter {Taigation,Allpumeratr are tobe ave decineter igh ‘Thun draft tna between Il apd 12 meters would How, nat ‘The diferenee between drafts forward and aft is calle iim Ifthe draft af exceeds that formar, the ‘el suid to have trim bythe stern. An excess of {raft forward eases tim by the bow or tim by the fend, When trim is deterained by reading the draft Marke andthe ange of icnaton or the displacement Of the weasel to be determined, its important to count forthe specie fore and aft Ioeation of the wares Some vessels are designed with local projction be low the keel of 4 permanent nature—-for example, ‘inartranedaser housings (domes), and the propeller Hinde te of same naval real. Tes inportant that ‘peraing personnel be well wave ofthe distance be {Bethe kel to which sock projeedons extend. Nav fron rafts—wbiehrepreent the rium depth Pater which the esol ean foe without srk {he bottom—woul exes kee drafts by this distance 1 Blogante; Types of Inesacing the shape of exrves shown by the statins, buttock fines End eaten do not necessary convey the shape of fall frm atone might wish oS and the desire wd ot be lmed to ure ofthese planes. Addins fen with whith the ull form i sometimes inter ped are diagonal planes, which are planes normal terstatin planes, but nein. with respoct to the Faseplane andthe longitidinal centorpiane. Such = Paes appears at stright in nthe oy lan. The [Eclat of diagonal plane ia generally chosen 50 that ii approximately normal to the body plan see ‘R'is customary 10 show the retulting intoreot core alle dingona, below the al-breadth view Inte lines drawing This prectee has been followed in Fag Thum the expunaton of the diagonal 3 plot Sritlnce tein the pe Wg Ue tips CLs Inthe Tea plant the pons where ZW erossos each station, ‘The araular agonal shown in Fig. scaled tilge agomad inasmuch a seinterseet the bg. Point W ‘Sab the DWL on the vessel conterine, and point Z harks the intersection of the Yesel'staleam ine id dade Ine ‘Projections showing the intersections of diagonal planes with the molded surface are generally omitted Mie habreadth plan andthe prof 1:10 Cont Frame ine. Oh same types cf vessels iti Tou that ner the ends of the vessel the inc faton of the ship's surtace tothe planes of tarsverse frames becomes no great asto require these lanes to fo tmoved to positon more nearly noreal to the irfaes so thatthe frame when co onstrcted may [ves better support inthe surface ints veiiy. In {he event the plane of the feame remains 2ormal to the baseplane, the trae of Use plane nthe centerpane fypenrs es tlie pependeulr tothe made! baseline Tye cher ola, nd the frame sealed angle cat Frame, or ainply enn frame Framesare sige osetsonally laced in planes normal to te longttadinal centerplane, but ici to the fhscysne, whereby the trace of the" pine in the bsePane, gs see in the bal. breadth pan is perpen (hour to the vessel enterie. The ters Inclined JFrame has been applied to this ease “Douhle cant frames is planes whic ae neither normal the fongtainal cenerplane nor the bace Plane, Determining the trace of uch a plane in the Reided surface an exercise in deserve geometry, fd uch framer are rarely used 1 Falmest Fring of Unws eis of terest to ota tert fear of hal fore shosen bythe lines eg: The lower waterline shapes near the bow ‘ial sem are deta with some hollow—Ut is, they [re concave Simarly, the body plan sections and but itaks are hilo, generally im te viity othe DWL ted porter an the afterbody. ‘Thus the shape of ihe lnc in ont view i reflected in the ater Vlows, tyes rea ; "With the exception of deliberate dlacontnities at tne sem Knuckle chines, transom earner, et, the hapa esses extenor form below te decks ‘nually always designed ae a fair surfoe. Afar ‘Soefacs don as ons that moth and eotinuous, nl which has no focal bumps or hallows, hard spots Sind imam of points of saleton Laced flat {pots between area of the sutface with euratures of ual sign are generally considered uni, ness they ‘auras part of the bottom of sos, especaly with furallel mde body. athematially the property of Hiese of surface might be thought of a5 hat of tinal fn pot of curvature, or radu of cure ture ofthe ntefeeeton of any’ plane with (surface Tnasinuch at waterines, buttocks, stator ines and ‘lagonals al represent the intersection of planes with thre surface, ay he som at fir hall Srmpondingys it usually assumed that if these rvs are far then 0 wl he bl form In general ‘Theontinuis in the fist derivative, inaeaing abrupt ‘hanges in slope, occur a knell lines. Oter sudden ‘anges in curvature, indicated by discontinuities In {he second Jervative, ae considered to show unfair fae A common situation om shige with paral middle Likiscssenaacaaabody isa bilge of constant radi, connecting to at ottom and/or aie with a hang in curvature ofthe ‘ranaverseseeton from i+ tot che pont of ca iy dnadvantageour Ieean be made ai {€ deine by easing the transton in earvature. On te ‘ther hand contnty in both fata second era ‘ives doer not guarantee faress, asm as the {chperement of fairness has slays been and peobaly ‘icone to bet matter of opinion or Judgment ‘ata condo pl by he em ens ie that of cnsisteney, that each projection of an Pron te surface St the corresponding reference Plane mist agree withthe lations of ls her pro [petons. For example, consider «pont P tobe onthe urface ofthe ship in Pig, a stain Tand 4.22 om) above the molded bate line. This pant would be how in the shes pan at PTs location inthe body bam woul be on transverse secon 1, and on the MUL" Theherzotal distance of the point P from te ‘hips eenterplan would be detrmined by the distance inthe body plan ofthe point P™ from the sips ea tevin, as PHP" The pint P nthe halfreadth pan trould beat the odinte for etation and onthe ft Wien its distance from the ship's centerine would be PAR, ae shown in that plan A est af eonicteney the pine P would be that te dstance Py te Haltrenth plan must equal PR" in the Body pla, Incase the pnt P had been oviginally soloted on the worface at's beatin where no transverse section, woterline or buttock avedy exist, heck of fai Tess wou require one to introduce any tro of these hrc types of intersecting planes through the pla, find the’ comeaponding projections of the lines of Intesertion and proceed as before, “The proves of faring ast of ines i invariably an sera, o tan oe, ering pale a perseverance Te const omental of lavestgating {he fates or stably ofeach te of the vessel it ‘uceesion. Ie often happens that, after testing and ‘Sccepting& numberof inet he ext ino t be con ered wil equine changes a be made to that will beso farreaening a to fet some ofthe line pre ‘ously septa. It then becomes necessary to make ‘whatever changes sem bes, all things considered {Ino prooed anew through the same fing steps ‘B botore. Usually several such diane have to be Srersome euesatively before the whale fang proc ‘huis comploted: Ths, the process may be laborious Parcg lines for « new ship desig normaly a compl nt oar tise in the design hase, ‘ind second inthe onstracon pase, at which tne the ies are faired ether fllecal, on the mol oft floor oi the optical dtaling room to @sele of 17 106 0 atl i, oy caput ae dct in ection L16-1n the design phace, there greater fee- dom to make changes and to achieve hl fora features rich the designer favors. Curves are usualy drawn ning s combination of free hand sketching, ship curves dex tastes (or eplins) el by baten Sripita (ucts “Fatcrines are sully drawn by the lt of these smutnos A uniforn buen wil be fir between & pair Pucks, but een be forced into an una overall carve by Ue docs, Henna cetomy mth of {aire ameothing ito at he dusk hee ‘Slit Sling he wateine-"ont anyone ofthe dheks canbe rnnved without the batten ving Ths ‘Sinead to assure Ua hanges in curate are ‘ade gradual in the fal Gsign or construction phase the lines {Frainng ors lala and rected a achivin nsttoncy tong the varons sews, However, ine Reger scale asd ss case intended to sasure that Teel deviating, whieh may not have Been event tRoearer amaliacale dong pase, lbh 2 Devsloping et ef ties The Seve ota ot of nee preropposes tentative (rfl) se iledonof stable hl mensions, cote (etion 5 Lc sectional are curve (Pig. and design watr- ihe Tis selection based on conneratons of Placement capacty, trim, stability, reabiance and Fropuli ll wih are disemtd inthe chapters Fela fo the caper on Mason Anais apd Back Decizn ‘Ship Design ond. Construction (Taz Teams hig a gonaralae plot whereby the oft, ofa etna tec may te dar prtroed fil featres(pramatc cnefsents and C3) Inorer ty ie fg: Slone ones Fig on wih LC3 arid ta GetogetGys and Cy theat are en sen Fig. {wand the ceetonal rea curve oft Given the dened ll characteristics, the process of drawing snd fring a Preminary sales set lines geberlly begs with xing the rfl of the Seal ithe coteplane, the design watering and {ek ini the hal-reath plan andthe adi ody flan seston Intrmediate aecns ay next be [teed intosatty the predetermined seta area Sure often by reference to previous designs and p> SGx'Sll forms (NAME Hdrodyeamis Sonate, 198), A few adtionl warner, between the deck {nd the DWL_ ad betwen the DL and the baseline ire then drawn i the talfbreadth ew wing hal Heaithe st the stations and makings al ad as flv changes as presi hese. The scion ine Buy pane the changed to achieve costeuey with the aterlnbalf Sead, and anon tes checked, Brow buttods are then dream and eveked and dhe process repeated. Alteran agonal raiber aeternd are prefered iy tame eighers so 2 Tang medi, ad ste aoe to check the cons tone of ston shape variation fom stich Staton ‘fete bttcke and tntarmedate.wstaros. are Sawn, Libra se ofthe ere retired, te draw She Froqenly beng mae om the back of wansarene truaeseton papers ehosen 20 thatthe Zid of the ape matches thei of wateines, blocs andstations desired. Because of the fatness of angle of [ntereron of butinekr and waterlies on narrow, fine Ind shige atthe quarter length, its sometimes the prarbee to foresorten station spacing inthe probe [ind half breadth pan to asst in firing. "hs the ahip design progreses, one oF more larger scale ines dtuings must be prepared and fared With creasing pression In the fering proves, some Be tree diel be fememborl For gap he (enefal shape of buttock ending, particularly for but {Eckspear the ahi entering, must refs the shape of body pan stations, #f = gradual apd progressive range of waterne rope Sx to be achieved. Fig. 6A Htmtates"a ease in woh (a his guide was nt fo: Towed, and () the ines might be mofifed to su the rue ‘Nino of the often conflicting considerations involved in developing a set of nc, other than those of Fe Elance sod propulsion diacussed in dealin Chapter Very be ated here (a) Geverous leurances around the propeller tend atc ain eran fre, Hu ge ‘Soccer propel tee to improve yopulsive efiseney nl eee to redace required shaft horeopower, au ‘Sing the propeller design i ot rested in RPM. “0 A large amoust of “Bin” area sft both xed and movable, tens to promote directional stability. Gen {ous movable are (eudder area) tends o improve the ty tonite and recover from tus. 1A tal ge radian together with a bilge kool sight at the tre of the bilge, tends to erase roll Tenping. However, weted surfac, and hence fi tinal resistance ed tobe sereased bya smal bilge radi “Za Wections are generally favorable to stability auf veakesping performance, but are often objection Able fom the rewpoint of resistance and/or popu (@) Shiga which must. operate in heavy weather may exgerente slamming on the fat of bottom forward Clee large deadriae angles are used andthe extent UE fatness minimized, However, along straight fiat oes desirable from dxydocking’conseraions. “f) Generous fate forward, sometimes with a gently sidfed longitudinal kouckle wel above the waterine, ithe used instead of an increase fn freeboard for ‘Tatas achieving dry dacks when in seavay. a) Ships with bulbous bows may experince dam sage to the bul from anchar handling ues: the bow Sony ofthe hawargge Bred ut sient to ‘how an uoobstracted drop from the pie etre {aking ino account the poesibiity of Oe shi roling to the oppoite sie. 0) Hl surfaces composed of portion of eyinders antqnes-te, developable surfaces—age more ets 4 abrieated than surfaces of compound survature, He may inear added resistance. See sector 114 i) Exceosie waterline angles forward af the pro puller should be avoided, as well as blunt waterine edings, since they may promote separation in the ow expecially in the case of very fal, slowpeed ‘eatele "Such separation tends to cause propeller faced vibration, as well greater ressfanee and eae efeient propulsion. 1.13, Offs. In the process of buidting s ship, some means most be devel for determining Shapes of te frames with greater precision than can i dbtaned directly from the usual ies dawings Te Fis been the practise in mast shipyards nthe pst, to tun the necessary accuracy, to redraw and refse {he tines to fll slat on 8 large wooden for Heated {n'a space known ae the mold oft The mol lftsmen ‘Mere supplied sufiient information to enable certain orton or the whole of the vss ines to Be drawn, Fillse, often in contracted form i, wth all breaths fd height fll se but wit lenge redaced. These Speationay compete with reaiing as necrsary, are town a laying off or laying down the ies. or laying of» mold loftsman neads ot only the tins dtewing but also a tof the easurements he ‘ust ane infecting pinta through which he various {urves are tobe draw. Consider a water inthe fnigbrcadth plan and suppose that the cistance on tach sation {om the vege centerline tothe water fife were messured Such measurements are known softy, and by thei ure the loftsman ean Iy of the fecessary polite on the Boor through which the ele ere ean be draw fo fat lite by using pny Bexible wooden battens Fora buttock tne nthe hate pan the ofsta would be given as heghts above {re bldad bnse lines each station. I ne English ‘Sjstem, thos would be infect, inches, andeighths (or ‘Mecntha) ofan inch Teis expected that as shipyards Inthe U.S. convert to the metric syste, fllscale ttuets wil be reorded to the nearest milimeter— that is, three docs places fler the meler—ias-