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, Principle of Naval Architecture, was first published ty the Soiety fn 1909 Edtoe HB. Roseland LB. Chapman stated thatthe purpose UE the work was to “sdequately cover the field of naval arcitetare in one text.” This ‘hey didn two volumes, serving the Scity'ratadente and members more than adequately for nearly SD years The Fist Revision wat published in 1967, with John P. Comstock serving both as Cchultman of te Cont! Committee and Bor Ie consisted of one volume containing 11 ‘Ghpters and an Appeniia: Contining changes in aval architecture, such as techies pratces new entela and regulations ragerding damage stability and ship strength, new Eoowledge sbout gcean waves snd seeping, and ti use of eompaters, prompted the Soca to undertake the Second Revision fn 1878. President Robert. Young appointed Jenn. Nachtsteim as Charman of the Cortol Committee, and Professor Edward V {Lewis wes tamed Bator. Serving onthe Control Comittee, charged with the important tasks of choorng the authors and review ofthe chapters, were Thomas M. Buermano, Wiliams A Cleary, Richard B. Couch, Jerome L- Colman, Jacques B. Hader, Ronald K. Kise Donal P. Rosemas, Stanley G. Stansen and Charis Zaten, This Seeond Revision if Printples of Naval Architecture (PNA) f he rest ofthis Commies’ work, ren thou the Pts Revision chapters on tannage admeasrement, ed ine ass mnt launching were removed frm PNA to te 1880 edition of Ship Design and Eonsucion, the femoining PNA chapter wre 40 eblarged hy new matoral thatthe “Tedson wae tae to expand the Second Revision into thee volumes ‘Only the authors tod the editors can appreciate the time and difficulties involved in wring, revewing and editing ths mast of knowledge ita suitable farm for pubiation. “The work ofthese people, who are esteemed in tei espectve fel, hasbeen as seifess tits priceless to our Socety au te membership. The Society deeply indebted to the tuthars and tothe frless reviewers ofthe Conteel Committe “To-quote te late Matthew Forrest, « Past President ofthe Society, “The Society hopes that ths Pest Revision of Priniples of Noval Architecture will rove to be a {oof bo to students and to Uae engaged inthe practice ofthe profession, as the Cigna edition proved to be Treould not say tang better regarding the Second Revision. Epwano J. Cuermei. ‘President, SNAMEForeword. ‘This revision of Principle of Noval Architecture began in 1978. It had been only eleven years since the prior revision but that time Apa wae an exlasive one in maritime technology. I was flving thin period that eontanerships became 4 commercial realty as did bargecarrying his Tankers of uaprecedentad zn, some exceeding + balfmilion deadweight tons, became the nor alton, slot chips were buil as were liquefied natal gas carrier. Heavy lift ships appearec ‘Turberge, the sive of ships, jpned with ingenious mechaneal Hakages went into ocean service ‘The Monhotian was leestrongthened and traveled north of Canada to Alaska. OfEshore drilling "gs of unnue shapes nd forms went to work nthe most severe sea eondtions imaginable. Concer) {or the seats an important clement ofthe environment besame rel after the Torrey Canyon broke 3p, pling 10,000 tons of oi athe United Sate, the passage of the 1970 Merchant Marne Act provided tremendous stimuli to merchant shipbliing, ship operations, and maritime research, ‘K wordwide upsurge in tne same activites rested from a very healthy global martine cconomy. "The sun tal of theo stimulating aetvties provided the impetus for expanded design {eelnology. enhanced shipbuilding productivity measures, and extremely creative marime research sey. "The capture ofthese technological advances inthis revision of Principles of Naval Architecture ‘was the goal ofthe Conte Commitee. Tes our hope tat we have done that. Our authors and Conteol Committee members were chosen for their exensive backgrounds aswell thei involvement in these rapidly growing felis. In fe tne of the greatest conning difcaltes ae the book progressed was in dciing where to dive “esearch and "prioeipes in determing which material would be included in many of the chapter. {hope we have dane that well do most sincerely thank the members of the Control Cmte, the authors, the hendgureers staf, and parteularly our editor, Ned Lewis for their effort. Chore you the reader wll benefit fom leis most commendable, professional contributions. °The urge in rartine econome weltbeng ended late nthe toe period between revision wid the Arab ol embargo, the resulting erash in the world econamy, and the precipitous drop i tae between nation to many eh chasing to lite cargo, Wit that deine ame acoresponding tecreaue in techiologial growth, Survival, not growth, bacame the watchword, The most telling trample of the depth of the decline since then isthe fect that, a this Foreword is being writen, fot one merchant ship ison onder or under construction in the United State, Maritime research ands throughout the world, have become an endangered speci. ‘When marine active wil again emerge, hen technological growth agin beomes a competitive oceaiy no oe can say. Until then we can at lat take heart in knowing that this revision of Principle of Naval Architecture refection ofthe Intest technology, having taken advantage ‘ot prbebly the single most productive brie period of growth, fom a maritime technology viewpoint, In the history of our profession. Tats hope the curent vale of worldwide martin for teter Umnes, further techological growth, and text revision of Principles of Noval Avehitecture Inactivity wont ast for too long: Let's hope jeneed ane more, aot tao far aay, foe the Jor J. Nacsa Chairmen, Catal CommstieePreface “The im of this second revision (hed edition) of the Society's suectestul Priniples of Naval sa i of beng the subject malier upéo-date though revising oF Fewning areas of Fate ot techscal wvanecs, whith meant Oat eome capers would require MALY More area ees pulcr, The hase sbjective of the bok, however, remained unchanged: to provide & hanes Ch of re aus pips inthe field of Naval Aechiinctare for the ase of both tudents iy ae onal, naking clear that research and engineering are continuing in alnost all ind ache Pipe sabe Referens are to be inchaded to avalable souroes of additonal details and trongoing work to be followed in the futur. re aton ofthis third eton was simplified by an eater decison to incorporate a number eee the companion SNAME pubistion, Ship Design and Construction, whch was aeons, Toe ties of Load Lines, Tonnage Admeasurement and Launching seemed to be rerio priate for the Latter book, and 20 Chaptars V, VI, and XI became IV, V axd XVI aoe eg ie Ship Design and Construction. This left eight chapters, instead of 1, for the evioed Preiples of Naval Architecture See err ccrkon the revision, te Contec Committee decide tat che inreasing importance or ets Computers demanded that thelr use be discassd in the individual chapters instead of corres npuende as before. It was alao decided that throughout the Book more stenton ‘Should be gven tothe rapidly developing advanced marine vehicles a ats of maar, was decid that the base policy woul be to use te inteaatonal syenenee Unt i). Siac sistant period, conventional U.S. (or "Engsh” una would sere ot elventhaea throughout the book, This fallows the practice adopted fr the Society's ee een apis, Skip Desig and Contraction. The US. Metric Conversion Act of 199 (Le STUB Seared a maional policy of nereasing the use of metric aystems of measurement aod sae et tke Us" Mets Board wo eordinate voluntary conversion to $I. The Martine Adin eablnhed Mii by @ SNAME Ad Hoc Task Grovp, developed a Metric Practice Guide to “help rai ee csi the marine snowy” and tia ule was used here ab 8 basic ear Slowing iis pase, sip duplaement in tetric tons (1000 kg) represents mass rather Fer eSkte Un ths book the Tamar symbol, A, ls reserved for the displacement mas), When ee ord, the corresponding unit the kiloNewon (kN), which applies, for example {orc or cond to dslacement weight (symbol W, where 1” ~ Ag) or to bunyancy forces. (See Ht rhea conventional or English unit ae wed, cspacement weights inthe fair long (Cees (210 Wy), which numeral 1.015 mete ton, A conversion table lo is inched with {Re symbols and ‘abbreviations or Nomenclature at the end ofthis volume. Seer vie at tne tind ein of Principles of Naval Architecture, comprising Chapters Treacy coves aoat the same subject mater asthe first four ehaptrs of the preceding carat iy ideas with the eaentily state principles of naval architecture leaving most namic casi the veouning volumes, Chapter I deals withthe graphical and ndmercal desertion of Teka tod the ealesiations needed to deal with problems of flotation and stability tat follow. lye Tt considers ality in normal intact condos, while Chapter 1 dicusses flotation and eer Th acnated conditions, Fall, Chater IV dala with principles of hl structural design, Fanny ae cain water conditions, and then introducing the effect of waves whch alo is ‘rvered more flyin Volume IT, Chapter VIE on Seakeeping "Te ot fou chapters were found t ragure less revision than those dealing, fr example, svith manvverbiity nd mations in waves, The latgr required more tine than anticipatod, Some Ur the principal changes may be note Terre Grn sons rearrangement and change of emphasis. A few additions were made, 2 eee Ssanc lines and conaiership, a8 well as & conventional eargoahip, as amples. (Continued)Tn Chapter II more attention is given to stabilty carves and to eriterla for acceptable stablity sed on ther, Tn Chapter If more space i alte to standards of flooding and damage stability, withemphasis on new probablity-tased international eegultons "Finally, Chapter 1V has ben extensively revvittanto cover new probabilistic techniques fr dealing with Toads and structaal analysis methods eonerned with ultimate strength, Several sections Inciaing 88, Calculation of sorion modules, and 3.14, Stress concentration, were reprodot without change from the ear edien February 1988 Bpwano V. Lewis BaitorTable of Contents Volume I Pe Ipeudaon r itor Peas, Kevlad & eeioeieats Chapter 1 slp GromerRY Nomens A. Havas, Professor, Webb Insitute of Naval Architecture 1 Sie nee 1: rete Gove and Caesaont ya wae pence 2 aE rr % ia Saat RST eB Chapter 2 rvtAcr STABILITY Tuewnice - Gounnne, Uniery f Maran 1, Bmeray esl 3 & Dra rin tf Dgprmest. Bora eas 8 b Beil eee i cesvrace a i Seen i Seevem ica gas” SB TREN eva sh, 6 AR che at oo ag le Sn si al Pa 1 REGS Piha ie 1 BARR a Sb a Bone Chater 8 SUBDIVISION AND DAMAGE STABILITY CGonat C. Now, President, Nicum & Spasling Asoits iret Pi Sabon ond Damage Subity Resta ga a pam) a me 4B Subdeion an Damage {6 Defintions for Regulatong. enaae atha CAatine 10 $ Betis home Baia PATER Sra ce suhag colon 1 5 Ai Bia Pisa Chaper & SmENGTH OF SHIPS 1. Rawoourt Pau, Profesor, University of Calor, Bercy Sip’ Strutoal ‘Load EI a E Sestak Nonendate Eee AG Naan. 20 ‘ar 4. Lal Carag Cao ar ‘Seacrl Bateoancs Cetra... 28 SU CUUUUCUUCCUUUCCUCSTAcknowledgments All of the authors and the Editor frst wish to acknowledge their indebtedness to the authors of the corresponding chaptarsof the preceding edition. The former have made extensive use ofthe orginal text and figures. The preceding authors were the Ista W. Selick Owen andthe late dshn ©. Nedermair (Chapter, Chale & More (Chapter 1D, James B. Roberton, de. (Chapter I) nd Donald F. MacNsught (Chapter IV). The Contrl Commitee, under the chairmanship of Joke 3 Nachisheim provided essentl guidance, a8 wells valuable assistance in reviewing erly drat of the manuscript. Many mombers of the Committee provided extra help in areas of thet partetlar espera Individual autor acknowledgments follow ‘Norman A. Harlin—as wells the Editor wishes to thank Web Institate of Naval Architecture forallowing him to devote some of his time to work on Chapter {and for fusishing needed aecretail assistance. Prof. Hamlin also appreciates the help of a numberof individuals and former Webb Institute stadents at MARAD, Const Guard, NAVSEA, American Buren of Shipping and shigyacds and design agencies—in particular, Kevin I. Calhoun, George H. Levine, Rona Kr Kiss (nener ‘f Contes! Committe), James Lilt Jey and Franc 3. Sipker. Lawrence 1. Goldberg (Chapter If acknowledges helpful information received from Wiliam A Gieaty, US. Geast Gused (member of Control Commitee) sod text mater for Secon 1, Intact. Stability of Unusual Ship Farms, from George Wachni, I'TNSRDC, Daniel Saviaky, Divetor of Le Davidson Laboratory, B.G-U. Band and David Lave (of Band, Lavi and Assoiate) and Robert. G. tucker, current head of the Stability Branch, NAVSEA, ‘George 'Nickum (Chapter TI) acknowledges helpful Information and comments received from Wiliam A. Cleary. U8 Coast Guard rember of Contra! Commas 4, Randotgh Pauling (Chapter IV) acknowledges the assistance of ohn F. Daze, DINSRDSC, in providing text material and helpful comment, particularly on Sections 27-210 dealing with long term probabilities. He also wishes to acknowledge the general guilace and appreciation for sip structural analysis received through many yeats of close assavation with HA. Sehade of the University af California. A number of other individuals provided invaluable assistance Urouth ‘personal dieusion and commentary an all or part ofthe chapter. In this regard, the snistance a ‘Aaa Mansoar of te University of California, Douglas Pauikner of the University af Glasgew, C.S. Smith of AMTE, Dunfermline, Scotland, Stanley Stiasen, Donald Lu and H. ¥- Jan of the American Bureao of Shipping are grateflly acknowledged. Especial thanks ae in order forthe ‘assistance of his student, Jan Ott Deke, who performed the somsputations and prepared the pls of structural loading contained in Fig & Finally, the Ete wishes to thank the authors for ther fie work and for their fll cooperatin in making suggested revisions, He acknowledges te indispensable efforts of Trevor LemisJones in dong detaied editing and preparing text and figures in proper format for publicationCHAPTER I Ship Geometry Section 1 Ships’ 1.1, Dalineston ond Arrengemant of Lines Drew: lng, he exter form of a sis ll Sra carved ‘ftage defined by the ines drawing, or simply "the lies Precis and unambiguous mess are necded to Aeseribe thir surface, inasiauch a the ship's form must beconfgured a accommodate al internals, must meet fnstrants of buoyancy, ably, speed and power, Sod seakeeping, and must be “bulable” Henee, the fins sonst of orthographic projections ofthe iter Sco of the hl form with three mua perpen. (teal sete of planes, drawn to sulle stale Pig. Lshowe a ines drawing for 4 slngleserew cargopassenger ship felpotie or sheer plan abows the hull form in terscted by the conterpiane—a vera! plane on the Nips eeotarline and by buttock planes hich sre parallel to spaced for convenient definition of the eeel's shape and wntied by thar distane ofthe Centerplane: The enterplane intersection shows the fof ofthe bow snd stern, Below the profi the Waiphreadeh or watertines pla, which shows the terseton ofthe hl form with planes parallel tothe Fovzontal basplan, which it caled the base ine. All Such parle panes are called waterline plane, or trsterplnes, eis convenient ta space most water Danes equally by an integral number of matrs (or fet and inches), but close spacing Is often used ‘earth baseline where che shape of ul form changes ‘piely” DWL represents the design waterlve, near ‘which the fully Toaded ship is intend to bat All Iratrines are ented by their height above the base Tine "The body plan shows the shapes of section deter. rina by te intersection ofthe hull form with planes ‘etPenicaar tthe buttock and Waterline planes. In Fig i the shown above the prfle, but it might ‘otherwise be dra tothe right ole of the prof, ing a single extended molded bassline, depending ‘pon the width and length of paper being used. A Urmatiely, the bod plas i sometimes superimposed Lines ‘on tho profile with the body plan's centrplare midway ‘Begmee he cade ofthe ship in profie view. Planes ‘efnng the body pla re known st boy Plan statins They are usualy spaced equally apart such that tare {av 10 spanee—or moliles thereof—in the length of ihe sip, but witha fow extra stations at the onde of the ship at one half or one quarter this spacing ‘Moot ship are aymmetrial about the festerplane and the lines dang shows watarins ip the bal Freadth pan on ony oe ed of the cenerine. Syme Iota feature on some ships, such as orerianging Fight decks on sireraf carrer, must be depicted sep rte, Correspondingly the bed plan shows serions Thy on the ight hand side aod thoe inte afterbody ‘on the lef By convention in the US, the tow ofthe Sip is shown tothe right. With the arrangement of ihe ines an shown in Fg 1, the drawing tepresents ‘ae of fire angle projeeon in daseiptivereometry ‘The lines in PI represent the molded eurfce of tha ship surface forma by the outer ee of the Frames, or lide of the "sin," nthe case of sel, ‘laminin and wooden vessel. In the eae of glass Feinfoeed plastic westels, the molded surice the ‘Sutsde of the bul (The term molded gurface undoub ‘ily arose from the ute of wooden "molds" set upto ‘stable surface in space o which frames could be formed when wooden sesses were boing bull "The shel plating of steel oralualaum ship con stitutes the outer covering af the molded suace, The ‘Shall plating ie relatively thin and is forme of plates that are unvally of varying Uckness, causing some ‘unevenness, alliough the molded surface is generally smooth and continuous "Pe thickoass of plaking of » wooden tat irl sively larger than the sbll hicknes ofa stel vessel, Eni ithe usual practice to draw the ince of & Srooden boat to represent the surface formed by the Dutedeof the plankong, since tha gives the re ey {tena form, However for construction purposes isnecessary to deal with the molded form, and therefore Ie ot umanual to find the molded form of wooden ‘esse delineate on tparate lines draving Tn the sheer plan af Fig. 1, the base line, repre seating the bottom of the vessel, it paralel to the DWL- homing that the vessels designed foran even el” conition. Some vesels—espocally tage and Fehing veesele—are often designed with the molded Keel ie raked downwaea eft giving more draft atthe Stern than the ow when flating the DWL: such ‘nel are oui to havea designed drag f0 the keel. 12 Perpandesar Length, Betweon” Perpendic- fare, Avertal ine the sheer pan of Fig Vedran sje intersection of the DWL, whith often the ‘stimstel summer Toad line (defined subsequent, find the forward side ofthe stem Thi ie known 26 the forward perpendicular, abbrevated 36 FP. A sight Inconsistency is ntroduce by ths dtiition of FiFin thar the forward side ofthe stem is generally ina surface extern to the snolded form by the thick. re of contiguous shell plating or by the stem thick et eta fred pata “A coresponding vertical nei drawn a the ster, etignated the ater perpendioular or AP. When therein udder post he APs leated where theater Side ofthe raider pot intereets the DW In gL the AP i drawn atthe centerine of the rudder stock, tehich sr the customary location for merchant ships Wichita well defined sternpost or euddr post. Inthe {ase of naval ship, i cusuamary to dee the AP St the aftr end ofthe vessel on the DWL, Such & ‘itapecliy ences with submenged ter prafle tending well abaft the rudder. Pig. 2 shows Ue var {nus lcatos of the AP here dercribed. ‘An important characteristic of ship eis length between perpendicular, sometimes abbreviated LBP cr Epp, Th represents the foreandaft distance be tween the FP and AP, und ie gencrall the same as the length Ldefined inthe American Bureau of Ship Bl Has for ting ond Clarng Sto Yeas [tanval! However in he Rule there i included the poriso that Ly for ise inthe Rules, snot tobe less than 96 perce and need not be greater than 8T per tent ofthe length onthe summer Tosd fine. The sm. fer lad ines the deepest waterline to which a ‘merchant vertel may legally be loaded dareg the sum. ter tone in certain spaced eographial zones ‘Metnods for determining the summer fad Tne are ‘overt inthe dscns of freeboard Ship Design tnd Contraction a 19 ‘When comparing. diferent designs, a consistent rated of measuring ahi lengths shoul be used ‘real lengths invariably svabie from the vessels ‘ane and ERP is usualy sao recorded. However, for hydrodynamic purpotes, length on the prealing tere may fe Conant, sternal, an “eller tie length ofthe underwater body for resistance ‘onadertion is sometimes required. ‘One useful method of determining the after end of ‘fective length into make use of a oetional area ‘itve whose ordinates represent the urdarwater ross Sectional are of the Yesae up tothe EWE ata series ‘St statone long ke lngth. Ge Seen 11) The ef. fective length & usually considered as the overall Tenth of he sectional area curve However, i the cmv bass concave ending, a sragit ine from the tdshiprose-aectonal area‘ be dawn tangent the curve, as shown in Fig. The intersection ofthis Straight ine tangent with the baseline of the graph ‘nay then be considered to represent the aftr end of {he efective lenge, On many singlosew designs ts ben found tat the pine xo determined t lose {o the lesion of the AP. Such an ceive lenge ding mighe then be ozed in calealaung ull fora ‘Stein, se discussed in Secuon & A sina det sien flr forwarded of es age might ‘be adopted for shige with protruding bulbous bows fextencing forward of the FP. Tes important that i al eseuatons and measure rents reiting to length the methed of determining {length use, and the locaton oft extreme be ‘rary defined 112 Midship Section Parle Middle ody. An i porta matte for any ship tthe len td hae [tthe miship eros section, xeneraly designated by the apmel , ehch woe sialyl the flict cogs section of Uh veasel In some ofthe fay sling ship this ulst section was forward of {hemidlength and in somebighespeed ship and sling seit, the fullest secon Under water i somewhat bad the midlength nan eso, te ual practice in ‘odern commertal vessels of mast pes i oleate Balivaybewoen he perpen wie nna ioe ii usualy midway between the ends of the DwL. Tn many modern vessels, particulary cargo vesels, the form of ergs ection below the DWL smiships textendewithont change for sme dtae ford and Ste usually inching the midahipovaton. Such ves: fale are sad to have paral mde bes. The ship in Fig. I has no paral ile body, bat the form of fetion under water changes but sghtly for smal ‘istanees forward or shaft the falls section, which ‘sloeted amdhipe. 14 Rody Plan Stations; rome Line: Deck nes, Io order to simply the ealculation of urderwater form ‘haracterste, 8 eastomary to dive the LBP into {or or -ingervate by the body plan panes ‘The lcatns of chavs planes tre Known au body plas ations, or simply sation, andar indented by raight ine deuwn in the proie ad halbreadth Plans at right angen tothe vere’ bsoline and cen. teri, respectively. Te iatersceUns ofthese planes2 Ate ti a ch pepe 2 the molded form appear in thee tre shape inthe Boy plan se " ‘Body pn stations are customarily numbered from thetow, wth he FP designated as ctaton 0. In Europe and Japan, however, station 0 is often lated atthe AA, with station numbering from aft forward, For the thip shown in Fig. 1, station No. 10 represent the ‘ar extremity of th vase for aleultons relting {othe underwater body Kewl be noted at adden ations are drawn miway between station 0 and And 8 and 16 ap metas betwen ted 9, and 3 8nd 8 a8 well This done to betas define the vents form near the ends where may change rapidly for ‘smal lngitadinal distances," “M"E® "0 “Adatonal stations are aftan also shown forward of {Re FP and abut the AP. Thee may receive ter or mance designations from the perpeniculas cr Sontnuston ofthe numbering system equirlec to that used in the remainder of the ship. ts negative umber forward af the FP and mambers in exces of 10(or 2, ete) abate the AP Bay plan station plans are ot to be confasd with panera which the vases frames te Went, a South tras tv nay aed a lanes na tothe baseplane and longtudsalcomerpane, whch ste therefore rail to body pla ston panee Frames are normaly pated tos th structure od Atrangement of introns and thereon cna de Pendent upon station plane leans Om some navel ‘Sipe, frame spacing san intra munber of fee or fone meter, Frame Vestions ae usually choven cary inthe deign of hp. and tis cuteoary ty shes them on eranement dantags and frequety tse ‘nal inesdrwng Treen, ean ean, tnd {hei pacing, must be clear stated h boty pan frame leans is frequently drawn tots et Jardin aboting te races Frames are generaly numbered wit ntoger num ter, eer staring atthe FP ad increasing af at the AP and increasing forward: The later practice i cosomary i tankers n some insane, Yar isi naval shi, frames have Boe Kent by the Alsace ofthe fame pane meters rom he FP A frame lane eabrhes sme eo surfae, yi wl be entedent wh the plane of einer the Forward or aftr edge ofthe fre: The location of frames, eter forward of or abaft the frame’ lo, sold be eleary stated on relevant drawings “The ote a the ship competed ine ser plan by showing elie of the tu deck a the ne af the'ship and aho atthe longitudinal ceterne Pane whenever, ual, the desk surface crowned or ‘ambered ie. curved nan athwarshp decton wih ‘Seavensuract upwards or sop by fought hows to sow point atthe deck edge. & sips deck Isao ‘sul given longa bse, carved ‘tds ards the end wun ior the bow a ‘the ser In eave the serine o he dck tide ‘rvs downward atthe ets the sip sida have reverse sheer ‘Sonar en are town for he fore, ride sr poop decks wen thee ar ted sometimes dese elo the man doce ae also shown, Ail such sect Ube verally designate the molded surface of thecows NH spective deck: the surface atthe top ofthe deck Eotte, and ary sononguenly refered an ced Aca lines aide ora centet athe case ray be sth lines drawing, Fig.l the curve of the main deck atthe sie projoctod int the heer plan a the eurteCP7 and ito th body plan ae F D'F forthe fore ody ands FE"C> forthe afer body, and ae Into the halPbreadth plan asthe curve CPJ, which |S Known asthe half breadth tne ofthe mal deck, Through the poi where the molded sheer line of ‘he main deck at se intersects the midhip station tn the sher pla, there may be dra » level ine ell the molded depth ine of main dock t sider At any particular staton, he verve distance betwoen this Tne and the coor tin of deck a sie is koown a the sheer of the deck at that Station. The sheer of deck would, therefore, bo vate at the miehip station, ad ‘Wray be aero for an appreciable datance either for ‘ward of orabaft amidst, Of pateuae terest are the values of sheer at FP and AP. ‘he sher line of deck at sie n some vessels, par ‘ally yeets, may dip below the level of the molded Aleph ie tse This usualy cenur, fa al the Foglonimmediataiy aba arsidsigs od the she of the deck in such argon is measured below the lve (ofthe molded depth ine at sie ad is considered 1 ae «negative tale "The molded lines ofthe principal transverse bulk teas are sometimes ako shown on fal drawings 1S Molded Bove Line; Molded Dimensins, The tnd ase i rami Ue sheer plana boy Plana straight horizontal ine, represent anf Fortant reference datum, bot for design andeonstrve tion purposes. "Te line in fac, represents plane in Space to nbich many vertical heights are rtered. Te sto represents the bottom ofthe veces ldad tur ace, sd so coineiden with the top surface ofthe flat plate Kel on most straight hel shige wit single (hiknese of shell plating Inthe event the kel line ofa ship i stright, but tho vessel has designed deug tothe el, urully Slopes downward aft In this ease the molded bse ne ‘ay mark th bottom ofthe olde surface aidehipo frat the AP. When drawing the line for sucha rence, the bat of the molded surfce i shown ts raked the Tn the event che vessel is designed with an external hanging bar kee), extending bolow the shel plating strfac, che boom of kee! drawn in the sheer plan to campiete the lower contour of the vessel However, ‘on most other hip, only the bottom ofthe molded ‘eface ie drawn Tn the cas of ship with “in and out vet plating, the ket lates usualy an “out” stake and the bots of keel i then below the moided bse ne by not only its own thickness But that of Ue fst onan, oF rrsboard stra, as el "The molded depth of a vessel is the vere distance imal Tiliasassletween the molded tas line and the molded depth Tne of the appermor decen age az shown mg § "ihe datace from ko Bin Fig tie onehalf of he imporant dersonknown'at the mold beam oF ind breads ofthe vessel which enormal a a ‘Sm at he mids statin "1 Cheecorin of the Sains. Te Pe. 4 from caapoine the melded neh tion afte mdehip ecto extends towards te ade in staight ine AC This ne often i pele! upwards sgy aod inter Sess tthe pat the eral lin drawn angent iste wide parc of he underwater body “Phe line ACs Kanwar the oor ne an he tance Bis rere to variously atthe denise, rise ‘tor, or rae of bottom For the ship shown Fig 3 ake dea 0.905 m Tho point Kin Pg 4 the vase’ canerine iat Aarloweat arf the molded surface and the distance its the Aalfsiedsnenion of the Ba portion of the tiled surface ite cn ofthe Kee et Oe ‘egmning of the dendrie, Ths halide diension ‘Sala vesoes having hanging bar Kel, beings iy the alfsnelnse of the bar forming ce ee, but oouels having ited pat Kel itl be coal ably more, depending apn the sie of the sh. Te be ht aply a alt akg with no dendre he cored porton of the secon, as at, which suns efor Be wt th sie Kon he farm 2/ bilge at ay be further desrbed ua 8 hard or Panay" hen of lg, whore ard Fofers fot Salads ofeurrature‘Tv carn of ge roughost 2 ular are and Oe radius of tia curve knows ‘eth bilge radi The mole neo thse above the waterline some tines oxen inboard somewhat t eet the lee of thet ofthe ain deo beam Figs 4 is te ‘ein atte got F. The Hormonal dtarce BP iSinown as tumble home tthe deck. The opposite Of tbe home is known a fre and itis measured Sasa ay ‘A foriena line though Fin Fig. «mets the cn tonne ofthe secon st the distance PH ead amber or rund of beam: The camber curve maybe iru of scree prs, or overal stright ies, Sadar pat paces has ‘ben to provide shou 2 percent of the otal heedth of the ship an camber ‘Shug and then ose the camber eurve oo de {shone bs applabe toa ther fread af es ‘Sona The uae of camber accomplishes the important faneion of assuring that enn water and water shiped ‘Board wl din of ea 1 Sent re Cove foment eng inthe deg a's tip-partvlarly reine toe Stance it the sectonal ava carve, sown nF § forashipwithsome parallel mide body Te seta fica curve represen the lngtainal intron of Store sectonal are below the DWL The ort of Scoala sure oe pte i dntanceoqared anit. Inasmuch asthe horizontal seal, or abscissa, Gf Fig. 8 represents longltsdnal distances along the pisces that the arenunder the eave represents {hrvolame of water dspace by the wssel upto the DWiy on volume of displacement ‘Aermatively, the ondnate apd isin of che curve say be made Aedimonstonal by dividing by the mi Tip area and Teneth of hip, respectively, In ether ‘lat, the shape ofthe sectional area eure determines Ue relative “fulles” of the sip (See Seton "The presence ef parallel mide body i manifested ty thd portion of the sectional area curve parallel to tie tase ofthe curve The boulder ened x the rion of ener preter curvature ral ea Ais of euevature) where the mila sly portion of the curve pins the inward sloping portons at bow or ‘The centroid ofthe vessels section are curve i at the same login loeation a te enter of buoy hey, LEB. an the at ofthe renner the Seton fron curve to the area ofa csomsering rectangle is equal tothe primate confiotent, Cee Section 3. Fig 8 also shows the customary division ofthe un aerate tay i orb afte, forward ‘of and aba ams, respectively. Bntronce and ‘un heh represent the ends ofthe verse! forward tf and abatt the paral! middle body, ae also shown. Molded Draft; Kee rat; Nevigtiona rate Dralt Mantes Tn genera tho amount of ators fetal trams, or draft, is the distance eased verily ftom he waterline at whith the woos! Moatine |e Dottom: Drafts may he measured Xt aiferet l= ations alg the lenge They are enews male dats if measured tothe molded baselne kel drafts iE easured to te Hotiom of the Reel Mean desis Alene asthe average of drafts forward and at ‘Shinar customary provided with draft marks at the ends and amidships ranged ins plane parallel {o‘saton planes and placed aa close to he perpendi thas as praca These deft mae se forthe pul tee of operating personnel and therefore the drafts [nated shoul be kel draft. The marke are palnted Ina readily visible coor to contrast wih the color of the hull Acabie numerals ae taualy used on mer ‘ant vessels although Roman numer aso appear some naval bie, prtulrly i way of appentages Tat extend below the baseline, The bottom of the ‘umeral i leat atthe indeated watorne, Por many Sear it has bee the pracie to ure manera 6 inches Aighand to mark the dafs in feet at every foot above {he heel. Thus, if one were to eee the sumeral half Immersed the prevaling draft would be three inches Afeper than the alters number inf ‘With the ulate conversion tothe metric system inthe United States a reasonable practice would sem to be that adopted by Australian arte autores {hustealan Dept. of Transpore 1970. Ths provides {hatdrafts beahown inmevere al every metrin Arabicnumerals, followed by M. Intermediate drafts ate ‘Shown a every 02 (2 decimetrs, but only the tmerals 46 and 8 are shown, with no decneter ‘djganio All pumeras are tobe ope deaneter high ‘Thus deat tearks between 11 aod 12 meters would show, eM 5 4 uM "The diferense betwoon drafts forward and aft is called pi I the Graft aft execs that forward, the ‘eel std to have tei bythe stern. An excess of Ural forward exes tim by the bow-—or aim by the Sheath When tom determined by reading the Graft Tinks andthe angle of ination oe the isplacement ‘Fhe vessels tobe determined, is important to Seoul forthe specie fore and aft location of the marie Tome vessels are designed with local projections be low the hel of 4 permanent nature-rfor example tinge transduce hoornge (dome) and the propeller ‘lade tip of sme naval vessel. I i important that ‘peraing personnel be well aware ofthe distance be ther the kel to which auch projeeons extend. Nav atonal drafte—vieh represent the minimum depth Picea whch the veseel ean fot without rnin {he bottom. would exceed kee drafts by tis distance 19" DiogenalyTypes of ntrreting Panes. The shape of ears shown by the stations, batock lines nd waterines donot necessarily convey the shape of inl formas ove might mish ose it and the designer ea ot be lined to dee ofthese planes. Additonal lanes with whith che hull form i sometimes inter ied are agonal planes, which are planes normal tat, planen, but inclined wth respct to the Feseplane and the longitadial eenterpane, Such & Plane appears ax trig ine inthe body plan. The Felt of «agonal plane ia generally chosen so thats approximately normal to the Body plan sec t's customary to show the resulting intercept care alld diagonal, balow tho half-breadth view n't ines drawing. This predee has been followed {i Fig. Tha, the expansion of the diagonal is lot ‘tdsanie from the pot IP an the ship's CL. i the Rea pan fo te poss where ZW erossas each station, ‘The artculardagonal shown a Fig. scaled alge agonal inasmuch a intersect the bige Poin. fat the DW on the vessel centering, and point Z thar the interaection of the Yee’ halfteam line Sed donde Ine ‘rejections showing the intersections of dlagonal lanes with the molded surface are generally omit (ete hatbreadth plan and the pro 1:10 Cant Frame ine. Oh ame types cf vessels, itis found that nea the ends of the vessel the ic traton of the ship surface nthe planes of tarsverse Frames becomes 8 gees as fo require these lanes to Eevmoved to poston more nearly nora to the rfacesg thatthe frame when co constrvcted may fives better support tthe surface in its vinty. In {fe event the plane of the feamo remains 2ormai to the bseplane the ace of he lane heel fypenrs as ine perpendlulr tothe roe} baseline Pipe sheer play and the frame sealed ssmgle cant Fame, or simply cant frame 7 Fruien are lo ooeastonally placed in planes. normal to che logitadinal enterplane, Dut incled tthe thseplane, whereby the teace ‘of the. pline in the bseplane, as seen iy he Bal breath plans perpen ‘Beubr t the veveel centerine. The ter Inclined {Frame tas bean applied to tis ese ‘Dou cant frome ein planes wbich ae either normal fo the fongtuinal cenerpane nor the base Flnne. Determining the trace of such apne in the Folded surface an exert tn deserve geometry, Inch frames are rarely used 1 Feloeae Fring of Unes It i of terest to ota tert feature of hull form shown bythe lines In Fig. The lower waterine shapes near the bow fd slr are dawn wit some hollow —t is, they [re concave Silay, the boy plan sections and but ‘Ske are helow, genceally,n he ty o the DW, fn parcel hearin. Ts he shape of tnd vice versa. "With the enception of dlierato discontinuities at te stem knuckle, chines, ransom corners et, te ape ef ease exter frm below the decks lnuelly always designed as a fair surface. A fair Strfoce defined as one tats sooth and continous, {Inf which has no oe! bumps or holows, oar spots fed mini of poi fale, Led Mat Spots between aren of the eutfae wih earatures of ‘Sul sign are generally considered unfli, nless they ‘Surat part of the bottom of sides, espa wth frail middle body. athematial the property of Famest of surface might be Uhought of as that of tnuty in Hot of eurvature, or radius of cure {ure of the intersection of any plane with te surface, Inisinuch ap waterines, buttocks, statin ines and ‘Tagore al represent the snerseton of planes with thet molded surface, may be san thats fair hull {oem wile eharneterzed by Taine In these curves foreepondingy, itm usually assumed tat if these rvs are fa then so ail the hall form In zenera ‘Thooniiies inthe fst derivative, iaeaing abrupt ‘hanges in slope ccc at knuele lines. Other sudden ‘anges in curvature, indicted by discontinuities In {he second Jervative, ae considered 1 show unfair ‘ss A common situation on shige with parallel mile Tibissasnaaaanas,body is bilge of constant rads, connecting to at ottom andor sie with hangin curvature of the {tansverseeaton from i to a the punt of tan ieney. Although sich secon isnot fa, its shape ‘Ect nears dadvantngeous,Iecan be mde fir {f desired by easing the transition in urvatae, On the Uther hand cntnty in both fst sid second er tives does ot guarante falress inasmuch a8 the {Sevement of fairness has shays boen and probaly ‘rilcontine to bet matter of opinion or Judgment. “An addtional condition implied by the term fans is that of consistency, tha each projection of any Point onthe surface ont the corresponding reference Plane mist agree withthe lations offs other pro [Beton For ample, consider «point P tobe onthe ivfoe ofthe ship in Pig at otaon T and 4fe(222 fn) above the molded base Une: This point woud be how inthe sheer plan at Pa location inthe body plan woul be on transverse seeson 7, and on the Wi The horizontal distance of the pol from the ships centeplane would be determined bythe distance in the body plan ofthe point P™ from the ships een teri, es PAR". The pont P inthe halbresdh pan ‘woul beat the ordinate for station Tand onthe ft Wie its distance from the ship's centrine would be PA, as shown in that plan, A test of eonasteney the pint P woud be tha the distance Py, i te Faleeadh plan shut equal PPR” in the body plan, Tn ease the pont P had been originally elected on toe surface at location where no transverse sect, ‘waterline, buttock already existed, check of fi peste no mars ya hn re types of inersetng panes truogh te pois, find the coreeponding projections of the lines of Intersection and prone as efare "Th prea of faring att of ines is ineariably an iterative, or ea and try one, requiring patience sed Perseverance Te cost esentlly of vesting ‘he Tiron oe sltablity ofeach ine of the easel in Steceatlon. Ie aften happens that, after testing and ‘Ecepting& numberof liner he et Het be con ‘Stered wil equine changer a be made to that wil ibe‘ farseacing a to sft some ofthe ines pre ‘ously eveped Tt then becomes nesessry to male Whatever changes ssemt best all things considered, ind to pred anew through the same fing steps 4: before scaly never such deals have to be ‘vereome racsessvely before the whole fang proc ‘hes comploted: Thu, the process may be abortus Paring ines for new ship design normaly ae complahed at eas twise—fst in the design pase, {Ind second inthe construction pase, at which tne the ies are fared ether fllecle, on te mold oft floor ori the optical detaling room to sete of 17 1 oF 1/20 of ful size, or by computer as dcusted in Section 116 Inthe design phase, theres greater fre dmto make changes and to achieve al for features Arch the designer favors. Carvos are usualy dean ning 8 combination of free hand sketching, ship curves debe tastes (or elins el by baton Seip (ducks ‘Faterines ar iaually drawn by the lt of these snc anion bate wl fu bene pal Puce, bu tea be forced into an unfair overall uve by the docs, Henn customary tethod of {tng atoothing to aut he ducks ud Rene {eaten defining te wterine-vunt ang oe ofthe {luke canbe rnnved without the batten moving Tis {S'intended to assure that changes tn euratre are ‘ade grant inch fal Zosign or construction phase, the tines are reasonably well aed atthe stat The proms SFedianp i nore lealaed and directed a achieving fomistoney among the various views, However, the ffeger scale asd hs cae nen to sure that Tet deviations, whieh may not have been event theearersmaliscale design pate, wil eliminated. Developing © St of nen The develpent ota sot of les presupposes a tentative (final) se idefop feat hall mens, cout Gecton Sy Lb, eocona are carve ig Sand design water iT eoton ted on Sonera of Tacoment capaci, trim, stbiy, renitance an Propulsion allot wife are acurtedinoter chapters, [della the capteron Mission Analyse and Basie Design, Ship Dean and. Construction (Taggart, {oat ig so getealaed pot whereby the oes bfaectonlarencarve ay be drawn ot presribed fib features (matic cosicents tnd C3) In order Ao use Fig", one enter Fig. 5a wth LC3 and al GatoettCo: and Cor teat ar then sed Fig 3 {Gita the tla ea sore fet. Given the desired ll characteris, the process of drawing and faring & prelincary smalracale set lines generally Depts with fang the protleof Uhe Seat in the conteplane, the deign waterie and {eck nein the halbreadh plan, an the mash body flan secon” Intermediate secon. fay next be ‘ected into satay the predetermined sexton area fore often ty rtevnce prvi Seis and fer'hll forms GNAME Hyrodynemss Commitee, 1g) A few adnal wateriney, between the dock {nd the DIL, and between he DVL and tbc. Sr then dra i the aired view using hal Treads atthe stations and makings sal ad as few changes an presble fee. The scions in Oe fey panarethen changed to achieve coatency with the wateriehalfbreith and secon ara checked, Ae ‘batt are tn a at eked and diz process rented. Altera gens rather than watering are preferred hy sme digoers 2 Tag median ad ate aed to cock the con teney of serio shape varaton from sate o stan fete batocks and tntermedate. westerns. are ies era da of ner ree rr ihe Froqacrtly beng made onthe back of wansparent ‘Mtseacston pagers chosen wo atthe gel of the fuer matcher thei of wateines,balocks andw PRINCIPLES OF NAVAL ARCHITECTURE stations desired, Besause of the fatness of angle of ‘meron of butioeks and waterlies on narrow fine lined shige atthe quarter length, its womens the race bo foresorten station spacing inthe prote [Tat hale breadth pan to ast in fairing ‘hs the ship design progresses, one or more larger scale ies deurings morte prepared and fared with iMereasingpresisn In the firing proves, sme Rem {ral guides should be remembered. For example, the ener shape of tink ening parcel) for bt oF body plan stations if radal aed progressive ange of watrne slope ie to be achieved. Fig. CA Hfutetes ease fn which () this guide was not fo Towed. and (the ings might be moe fo sit the pre ‘Nine ofthe often conficting considerations involved in developing a set of nes, oer than those of re stance and peopuloon iscaated in detail in Chapter Vay be noted ere (a) Geverus clasrances around the propeller tend to reduce vibration exetaton frees, Dut lange Stocter propels tends to improve populsive efieency nt hevce to redaoe requlred shaft horsepower, as ‘Riming the propeller design snot rested in RM. “B) A large amount of “fin” area aft, both ed and movable, tend to promote directional stability. Gee {ous movable ares rudder ara) tends to improve the ity to inate and recover from curs. (oA anal bulge radu, together with bilge keel sight at the tra of the bilge, tends to inerease roll, ‘Eipping. However, wetted surface, and henoe fi onl resistance, tnd tobe ineeased by a smal igs rade “ZG Wsections are generally favorable to stability auf seakesping performance, but are often objection Able from the viewpoint of resistance and/or prop () Shiga which must operate in heavy weather may exberente slamming on the fat of Dotto forward nlec large deadrae angles are used and the excent UE fatness is minimized, However, «long staight fat eats desirable from drydockingeonsderaions. “Dp Gonerous fate foreaed, sometimes wil gently sidfed longitudinal kouekie wel above the waterline ‘ayrbe used instead of an inezease in freeboard for ‘Talis achieving dry decks when in sea: va) Ship with bulbous bows ma¥ experince dam- age tothe bu fom anchor handling uns: the bow iE rayof the hawsepige i fared out sofeienty co tigwte unobstracted drop fm th pie extremity {aking ino account the posit of esis roling to the opponite ie. 0) Hl surfaces composed of portions o eyindrs ant Conco-ie developable suraces~are more ens iy fabrieated than surfaces of cgrpound curvature Me may ineur added resistance Soe sector 114 i) Excessive waterine angles forward of the pro poll shouldbe avoved, as well a8 blunt watering Ending, since they may promote separation in the Sow xpecally in the case of Very fll, low-speed enrle Such separation tends to cause propeller xeted vibration, as well ls greater ressance and fess ecient propulsion 1.13 Offer. In the prosess of Duling « ahi, some means tust be devel for deterining the ‘apes of the frames wih greater precision than can obtained drety from the sual ies drawings. Te as been the artlosn moet shipvards nthe pst, 10 ‘un'the nesesary aosurcy, to redraw and refale {he tines to fll ise on a large wooden for Heated fn’ space known a8 the mold oft The mol lftsmen ‘ore supped sufiient information to enable certain fortonor the mhole ofthe vue’ ins Tae drawn Fila, often contented frm, Lethal breads fn heights fll size but with lengths red There tperationg, complete with reling as necessary, are own as laying of or laying down the Hes. or laying of s mold loftsman needs ot only the tines drewing but also a lst of the measurements be ust use in foating pint rough which ‘he vious Guryeo are tobe drawn. Consider a vaterline isthe Siebreadth plan and suppose that the cstance on tach vation fom the yesue'scenterine tothe water. fe nore measured: Such messurements are known te ofiels and by their use the lotsa ean 1y of fhe “Becesaary ponte on the for through which the eulged eure can be drawn io fue fine by using {ong flexible wooden battens For buttock tne nthe hukr plan the ofcta would be given asheghts above ornelded bnoe linea each station I ine English ‘Jace, these would be infect aches, andeghths (or ‘Riecntha) of am neh eis expected thats shipyards Inthe U.S. convert to the metric system, follarale Stats wil be resorded to the nearest nilimeter— that i, three docs places fler the mler—iasHalen, = aw. Ste Hs Boum WW BAWL og WL ‘tit tse _‘Sas0'w 230 a0) 12.39 Teg ie 5a san oi Ete ES : isi i in s, ia a S Shas orm Main fee | gp sun BPS BR | dite ai vate | o hg = itt iS much as one millimeter = 00807 in, = 1/25 in, very ears ‘A complet sto offeets foe the varius lines of the venue aeunged i tabula forme known asa table ‘Fotis Te typal example given in Table apples 1b tne ship shown n Fig 1 Sometimes su tables are Tlded onthe lines plan, The offetsorgialy sup Blled to the loftemen are usally marked "pel fry" After the lines ave been fared on the Toft fou, another set of effets, known asthe "returned (rinsed table of effets i usually ted fom the Aor and turned tothe drafting oft. This fished Se Shoud ld fees fed for every frame stabon Ldroughout the ship, in addin thse for te lines Taig ship nes on 4 mold ot oor iste con suming nl reguies stantial amounts of oor powers overeme thesednadvantages, 2 &h ‘Sees in the ots began to have the preliminary ies {lrcwm and rfid to scale of onto) of fall ‘eo the work being done o are drawing tes wit frosse drfting atrumentsOrginly 1/0 cele UrSwingsof sacar pres were made and phat rapiey reduced t 1/100 ores offal ale, THe erslogrhi negatives were then projected opzly Paro i teats formarkng nd euting. Laterskp Geomersy » the 1/Dseale drawings were usd directly as tem- lates for opuealy contelled burning rackines. OF ts from the 1/ibseale lines were considered to be the Shed act ‘paring th 180s snd 1970s there was rapid dove pment ot the ee of emu, and most large ship Sarde now see computer: as an aid to the entire Frocas of fing the les (ction 1.16, computing fe offsets, and preparing aumercl control for au tomate fame Cuting. See Chapter XVI, Ship Design land Construction Taggart, 1800) for farther deta, Tii4 "Developable ond Sright-Frome Lines. Shi hull forma se tediorally dretped are composed of Surfaces of eompound earsaare, sue that the intr ecto any plane with th surface wil form a eurved Iie. simpler type of curvilinear surface fs one on Athi the intersection of certain planes with the ce form straight lines-~ealed rulings or ele smentewhich meer crose eachother Such a wurface Eitnown ars developable surface because itis possible forunbend or uarall the surface and ater fe eto Plane. Hence, fel urlly he poron of eylnders rot cones. Correspondingly ti ponible to form Alovelopablesurfae fom plane surface, such a6 & Shoot of paper ora sect of tel, by bending iin only tne direction slong successive alga Hal forms composed entirely of developable sxe faces have been sucosnflly denied partielaiy for Smaller vessels, but they bave potent value for {anger vesels aa well The diferent surfaces usually fonbect at chiney op curved uel lint, which Shou be seni iow ine off as sch ‘ecording to the method deseribed by Kilgore 1967, 4 developaie sorface can be formed to elude 0 Arbitrary curves in space, provided the curvature of the prometans of the two curves on the planes of 8 {Canesten system always have the same sign, Howe ver th St ena don ode aie truck rely om experince and. sometimes on tr Mlchelen, in discussing Kalgoro (Ir, ves methods ty which the existenes of developable surface be- {ean tro space eaves may he ese ‘Cine aed deck edge line sally meet the constant curvature sign condison, When they 69 nat tat com traction nes may be draw according othe method lined ea see fringe canbe determined. Irnone ite found one o both of the curves may be modified pd rechecked. fn general nay bead that straight lie stems and polis of wiecton in che eine and deck ‘ge shoald be avoided. Pont of infection shoul aso teftvonded inthe intersection of the botim surface the veel withthe longtudial centrplane, defined 1 foirbady lie (Kilgore, 1907. Big shows the lines for» small singlechine de ‘elapable surface vessel Ie wil bessen tht body plan "ations, especialy forward between the faitody ine od he shite aresighnly convex when seen fram the exterior, which s haracterstiof developable surface ies in general "The covtrurtion drawing, Fig 6 shows how rulings onthe sd between deck edge nd chine may he an ruling oot only a staight ine clemert of tho developable sursace, bu as lcs in a plane tangent {oie The eoutracton tthe bow shows haw rulings irc found between the stem profile ad the tine Ra ie nthe tatomn surface ay be found na manner ‘iblagous to that used between the thine ind deck ‘Sige: Kllore (1067 provides the base theorems which govern the determusation of range and the unique fo of the resulting developable surface. useful Feature of rulings i that tangents to buttocks i the ‘rai view ta singe ruling are parallel to cath other, lind tangent to watriner inthe halbreadth plan at ‘ingle ruling are parle o each other ‘The proces of drawing nes for a developable hull formis therefore, one of finding rulings betoon chine find deck sg, between pais of chines, and between ‘hine and fatboy Tne. Once the rulings are foun, i Pe teatvely empl atk to dnd Statins, watrines fed buttocks using normal projection techni, ‘Smut lg are deed nto ve Fig 9 shows the body plan of x somparablestraight fram vestl and femay be stn hat ifereos, eo red wilt the developable surface fesse, ae reli ely smal. Thus the shole of designing 8 ese] trth one ayetem or the ober nay’ well depend upon Tlmparing the difeaty of forming curved frames together with the ease of lating the developable HEIwith the ease of forming stright framea=to- ieaer Wh thee u plating 4 nasped sel LAS "Methods Lines. {f the "naval arehitoct wishes to dra ies tepresenting a parveulr type of {hip there are inthe open itertare several metho eal ‘series of tll forms which permits to be tloveloped directly, withow the necessity 9 going thro the faring proces By methodieal sees Is PreCePri rrr rrr rire ee1 PRNCRLES OF NAVAL ARCATECTURE reat. grovp of uniquely elated forms where spe ‘cosas tmy be Olaned fom chars or tables for ven arbirary input characlermoey, especialy pie fave coticiene, eth breadth rata, volumetr Stina tno he natal enter TRtoyany:Partulsr examples ace the Serie Gb single fever merchant hip for Todd et 1950, Teslo’s Standard Sones (aylor, 1043), Townsend's seakeepng erie of ingle terew forms (Townsend 1967, the MARAD tow Li serie (18) and the Wath trawler erie (Ridgely Nevis, 1960), Fortmermore, by tallow Ing methods atid in Serio 1 the lines of ry pele hl form may be transformed in a methodeal fay osu artiary ll form characteristics “Pe contains ef end detas—stern frame ending size'andloeton of eur. stam profile, ete—with ‘which such methodially chosen Unes are endowed ‘hen lead to taloring” of the resulting lines atthe ‘a whih ay equi refaiing evita portions sf the bul surface 6 "Use of Computer in Unes Defntion; Mathe- nai nes Arnong the most seal appheatons of {Tiga computers im naval architecture, giving direct feometrial answers sre a) Determining lines an offsets to sult arbitrary hull form charuclersties derived froma presi 10) Fa fring and determination of clossy spaced frame offsets Tor shipyard use based upon wiley paced preliinary design oes. The fat of thes appleatons provides the capability teary out by computer and'n& more general fashion that Adm, DW Taylor began porto World Wer That i to design ship lines mathematically. By the net of Taylor (115) waters and settnal area Eurves took the form af» Sth onder curv, separately {ar forebony and afer ym teh ae + be + ont + where ean fare constants By suitable tansformation, the equation was ro y= 6,4 PC, +10, + 06, where Ps the waterpane area coffcient (fora water Tne)or primate coefctent fora seeuoral area curve) of freouy or afterbody, fis the tangent of the curve At bow or stern, anda i a function of the second tlervative ofthe curve atamiships (x 10) A simple table was povided giving rales of the eoefiient, C. ‘thigh were fixed foreach body pan station. The re {lung curves had st most one pnt of infection, This ‘mctind was used to rao the nes for Taylors Stam tard Seve af ship models used in resistance txts See Chapter V), Taylor (1915) ted that, preety SITUS: aval vesels designed during the last ten Dears have had wathenses! ines During the intervening 65 years the ue of math entice! ship lines appears t have dette ui the Mhentofeomputers:& number of successful tempts fave now ben ported (Puller etal, 177 and Siding, La, 1977, for example) where sip lines im keeping ‘Tahal for favored tay have hoon produced and lowe withthe ail ofthe computer Poyoomals of Figher order than used by Taylor have been used for ‘taterines and seta aves carve, wit parueular {Mtention taken to avd unwanted points of infection However unless some adjastment is dom tthe era rote, the resulting hull forms are cowed with Afaterine endings or stat profs that ry not aisy {he ser: Kuiper (1070) presented a motiod whereby the dasiga watering expressed as two eghttern lynomlas, one for frebndy and one fr afterbody, UA ae esily determined eng the base Hal form ‘haraceristes However, deine the hl form above SMI below the desi waterline reqles the use of Seventeen form parsneters whieh must be defined st ‘Grate, for foebody and wterody Henly foment afer compe eins have been developed to sist inthe eal stage of Ines developrest or example, Ship Hull Form Ge trator Progra (HULGEN) was developed in he Sip Design Divison of NAVSEC (Puller, etl, 197). The ey tothe program the uae of polyoma in various combinations to buildup aie for line dein of the fn form that fe emartabiy fate The stength of the Progein, is the urerorentedinteradiveyraphics Fretiod of data inp dingy and modieatnn Results the hl! form can be stretched and catorted inte Shapes to maintain those parameters. “he second aplieation that of Bra uring of pre limlary Ines, wich necessary embodies Judgment, in tat the drafters eye and open ultimately deter tne fates, In this prover, the drafter, o the mold Jortsman faced withthe problem of passing a curve {hrouph a set of point, uswally equally spaced along Totente au, nd stifying himself tthe curve Jy SSooth, with’ minmam number of points of i Fectio and with earaturevaryog ina fadual way Tnvorder to achieve faimess he curve may have to mish some of the pomnts by stall amocats Alo, for ‘Ghuisteney,ntrereting cares i ther iews which ‘hnuan hese porns must be checked and adjusted. Ts previously noted (11), battens o" spn. are commonly used in drawing such curve. with baton tecights Sucks) positioned fold he bate ator near the" given jants, Therefore, computerned represen tations of ship lines ofien make use of the equations for spline curves The bending Induced th batten by the ducks ie dererbable by the theory of bending Fa simple weightless beam eth copertrated loads Ur supports ate series of dere pom corespond Ah tothe points of duck restraint, Tels shown in ‘feng of Material text that the defection of such t beam is given by polynomials no higher than thethird order, that by cube functions of the 2-dimen: som para wh he bam, Such eis tae cnt tutyin fist and second erivatves = dy, 9" weipy de) atthe pnts of applation ofthe concen testo ea “Ar aceurption made in developing the deflection equation fora sinple team i atthe deiestions are ‘Shaan the team sesomes only small anges to the {Fax Under thece conditions the diferent equation attending Mesy/BI = LOT inasmuch as yf sal: Us, we ate andy" becomes 8 linear funtion of 2 A else ap proximation toy", t pot for example, i given by the eecond ierence m, where P= Wear ~ 20 Yea and isthe pacing between any pair of equally spaced ein asmuch as 7 gute wena to changes Ecrvatur, fis appare that by adopting 7, values froma mouth cate and by ajusting oct fo match the fared r, vals curve trough the adjusted of Sete wl uray he quite fai. For illustrative purposes, Fig, 10 plots rough—and obviously unfur—point epresertng preliminary af ‘Setof a rudder section, Also shown fa plt of 7 ifom the given ofsets, nda smonth euveinterpeting the'plet but missing some ofthe pant The final fared rudder profle curve has been ob- tale from the stouth carve ofr Degorng st te fie ofthe secuon and working af but withthe ad {on of oro atonal ear ooretions, fst» make the tllof the section sharp, and second to nke the iveraze value ofthe faired afsets equal to tre mean ‘alu of the given ose “The apne curve representation of ship Hes bythe diferent equstn f the deletion of single beam ‘nay become unrest when the slope ofthe line Fig represented becomes so large tha it canot be soured equal to sero, Tan most Ships waterines an reeiy be represented by spline curve equations (rer most ofthe length of he ship. However, such is tot the case for body plan stations, nr for many Du {ocks specially near the eads of the ship where step Mapes ae often tet. ln order to over Us prob. Teo some erly aterpta to defite ship lines with the SOE computer eauied thatthe cardia ef. noe ares rotated More reentl, lnes have been apreseed es parame spline cures, by Which the ttves re defined by © pirameter» rather than fecly by zy etordngtes The parancter oie defied {the camulativ length of segment of the te from the star pint upto the pint inquesuon (IT Research Insotate, 180) ‘A computer program in which this represenation is used is HULDEF, developed by the US. Navy for Asin ure but now extended and made avalible co-a umber of shgyarde tn the US, for nal hall form ‘etalon in the constretion phace, BULDEP i said th be economia of eompater time, ai has been made programs, By HULDEF ines long the hull are de {coped fom the given input waterings snd buttocks intoroo girth lies formed by taking xed percentages Of the gtd leg around each body plan station from centerline to eck edge fr chie) al aba the full from te tp ofthe bow to the stra. The fs, are foatematied "se parametric spline curves, The THULDEP system has been proved with interactive raphe capably so that the operator can ready Teply cartes, Art diferences, and. second ier ‘te al can far tese onthe scope to suits ov {dca fuirnesy, Tis pat the faring capably under the eniol and judgient ofthe operator us 8 it ht en in the past under the contol af the teadional rater rnold btstan, However, Ue previa tine ‘onsumine operation of tring the ineons drat ing tale onthe mold loft foot no lone: neded (alee a 197). Otter simar systems re fn use tn ome U.S shipyards and ubroad, Gmputer apliatons in hydrostatic eaklations ace dcusted ta Section 516Secto Displacement and W 21. Archimedes’ Pinca, ‘The fundamental phys. ical law controling che est behasir of body wholly Gr partially immersed ins ld. known a6 ‘Archimedes’ Principle whic, as normally expressed, ‘tates thats body tomer as fd buoyed up by {fore that equals the weight ofthe displaced fd {Thus the weight i consdered ta bes dowawrar force ‘hat proportional the body's mau the equal buoy fot fore fe proportional tothe mass of the placed fu ‘Consider a body of Aud suchas water, with a free surface at ret The Mud i of constant mare densi, lle. ass yer uni vlume)Atany pont Padistance P eka the free srface, the mase of Rod above the Dont ep At, where ais the crows sectial area Fara Ge fan of eeu of ae [enera fii ennnot support she Fores, Therefore, Fthe did be a sate of stave equllbrum, is ‘ecesary Ut ogual forces he experienced inal d ‘ations at any auch pont Since the gravitational force ‘esulling trots the ras of the fd above equ to ‘ts maas xp, the presure force experienced by the ‘uid at that point apg At—ar the Weight of the oo: ‘an of fund above 7 Tf rg bods saat inthe water in state equ Ibe, Fig. 1, a consequence ofthe above reasoning Bhat the sre resure forces are dred ara ‘eral eomponen of all auch pressures experienced by the surface Sof the body ft the buoyant fore, Spates ase, where a i the inclination of any part of from the horizontal But 5 ¢ cos a 8 «represents the volume ‘ofthe body beneath a plane consent with the foe Surface, The weight of fuld would ocupy this volume in'the ateence of the body ie Mentally equal top ullpied by the volume. or the body tobe in equilibrium, the integration of upatd eomponents of hydrostase pressures over the itrface of the body, of buoyancy, must Be, oxactly islanend ty the gravatonl fore of te boy's mass, ddrected downvrard, ie, is weight. Therfore, the treightof chip and ts contents sequal tothe weight ‘of daplaced water, or displacement. Likewise, the mast of aip anda eantens is equal tothe mass sediment Caan 2iz0e mene me n 2 ight Relationships Tt Ij | \ \ of displaced water. Hence, diaplacement ean be ex Dress in iter weight of maze units Te evident that» fully immersed gil body, such as submarine, sea experiences an uprard buoyant Hee egual an gposte woth weigh of the waa in in ha the dpsed water forthe body {Obe in equ mits submerged potion, wou ave to rasev, ote fat ease, aaa upward fowce.ardin te second eae, a adioal downward fore, Wien slrerged and hot esting» the bttom, boty may remain Satinary, wie ring or fall Sg only i he unusval nse when its mass exactly ‘Sal the mage of the water dspace, 22 Displacement and Ctr of Boyer. ‘The vl ume of the underwater porton af a vest may be {alclated by metnodeotned in Sectons 4 and {The results known t the volume of depincement, {Upto the waterline at which the reel foatng “we krow the rane density of the wate, pin ‘whtsh's sip is fasting, we ean calla the weight Uf the dplted Mad ae the daplacemert weight, W = p98 0 By Achnedes pile hs weg i gale the ttegttof the ship and te eantants neh pound (or "TBneis) ent i ong tang if ig mf and pp = 1/359 long tons (62.4 1b /f) in fresh water {Ba oe po — 1880 ong tons pr f(D B/E) in Salt water QW; Le 1W.= 1/353 or 7/950 long tons (28 Ib per ton) in FW or SW, respectivelyIn SI (Syetéme International, the above expres: sion for deplacement weagh 1) applies units of force are eons (with pia g/m!) or oestons {with pin tm). Up FW the value of pg is approx tnately 9.81 (Ne? (p= 10 Um) and in SW pg Is HOG EN i="). Sac ants ee coon in roritanee ted propulsion calculations (Chapter However adheruoce to the SI system obliges one 0 think of ship displacement, A, im mass unit, eather than eight ore) unt, wit she ont of macs beg mull of grams sack as «ogra (100 gra bra metic tp (1000 loge) sometimes writen 5 Nonne’" Hence, in the St epstem, ase displace a=, e where is in metre tons, 7 isin mp = 1.00 t/m! (eat to eZ) in PW and p = 1.028 fn? in SW. For the above rlaonahip tobe rue i ine pound uns, [would have to he expressed in Ise" / ar inthe feldom-ozd slugs and pi bse’ for in slugs) Te Since the mast density of fresh water LO'Kg/ or Lbt/m dena numeral the samen SL units ‘tsapeie gravity, y(atstandard temperatura). Hence, ify be tore enovenient when using SI unis tome, Y. ‘in thin i tre inch pound unite only if 8s in Ie! orn sles. Sometimes naval architects prefer (sin Chapter 11 to make us of the reciprocal of dest, o specie me (reare per unt mass) intel leans For freshwater, of couren,6.= LO mits for sal seater = 1/008 OTS m7 We chal in general conse ship diplacerent in units of mete tons af mass, where one met ton qual othe mast of one euble cer of fresh watet (Gistandard temperature, L0m’/t Teahould Se noted that one of rah ter ic pod nits inet or 0.9859 long ton 2240 tom. Henee, ante son that one on roughly equal a {ing on of weight (6 percent ero nthe ne pound ‘Sytem The trim weit wil fem be sed lly ‘ean ether weight in ton hor mas in etre tons can . Fhe centroid ofthe underwater portion of «vessel maybe eased bythe prin f moment, Une ‘meth ao outline! in Sections 0d Te ono ice hein of Pine of Naval Archiatar no ‘scaled the conte of buoyancy. It represents point throu whith the verted! buoyant veer i one fro topare, es pat in Fig 11 23. tec of Genaty of Mediom. A decrease in the oly ofthe fad in whi a Tose fot requires tn nefease fn the volume of duplacement in order 2 satiny state oqulbrtm requirements: Terefore, 1 chip moving from talt water {0 Trah weer, for sample experiences an ineease fn draft 97. This inorecse canbe saluted by equating the create in ‘Tapieersene volume to he volume of lnyerof buoy Soe af uniform thickness, 7, dstibated over the rigial oad waterplane, The neeate ie daphcement volume, whegesubscrgtS refers to alt water subsept to {fesh water, But, on the stsumpton thatthe ships "all sted the equal layer of buoyancy, Fp Vem Awe «OT Awe s7= 1, (28-1) and the inereuse in dat is “tHE? where 7 is displacement volume, p is mass density, Aun is waterlane area, and PF = 7, is specie rity “The centro ofthe underwater body may lif, book vertelly and longitadialy, wich such a ange in Ineo, In parsealar, az inereae in draft as result f'n docreate i Mud density eauses the vertical lo: ‘tion of the entar af buoyancy tose with respect {othe elses result ofthe increase in dephcement volun, 8. ‘Whe tip becomes partly supported by mud of swass density py, the volume of daplacerat must Aecreae tothe pint where the sum af prolucts af Soiume of displacement in the medium multplied by the density of the medium equals the weigh of the ‘reel, Cofrespondingly. the eenter of buoyancy may [found usiag methods in Sect. 4 and 8 ty eleslating the buoyant momenta the sum of products of tuoyaney from each medium, molpled by the di tance to the entoid ofeach volume tis portant couse he corect dena ofthe water in making displacement ealelatons. There is about 4 By pereaitdiference bebween the density of fresh tater arin the Grent Lakes, and the salt water of {he oceans. The water in sone rvers and harbors and bff the mouth oferuanes ie ovaly brackish and ts Ansty may vary consserably with the tides. When frat readings are taken co determine displacement ‘amples of the water shoal be aen tthe sm i onder to datermie ts density In principle, since the densky of water changes stgily with temperature, correction sould be made tovaceount for sti diferenes from ap agreed upon tenpersture standard: Furthermore, the tmperature cifciont of expansion of steel may inence the vol Sine of deplacement of a steel veage slighty up to Shy waterline i the trperature ofthe ateldifers “gnleatly from the standard mont ve. Weight Extinct, When pr ating the deci fora proposed ship earful est {bate of is tol weight and posivon of is center of (gravity should be nade, an dcomeed in Chapter I Elcton 2 The total weight thus estimated may be ‘compared later with the total daplacement obtained ffom draft teadings afer the ship is sloat If der ‘htes ent as wvaly the cv, the ero assumed {orbs in the woightentmate.A check af the accuracy ofthe weigh extinate for the vesel ne pataly Sompeted condition a ually Art obtainable imme tistaly afer launching AS previously noted, these "eights" ray be ven in mass units Section 3 Coefficients of Form 21. Generel_In comparing ships ll forms, de placements sod dimensions, a number of creiients [reused in naval archtctre, Thee coefieents are ‘eel in power estimates snd in expressing the ful best of x ship's overall form and those of the body flan sections and waterines Table 2 lite events Ed prccular fora number of pial vessels, which willbe found helpfl in unestandng the sigaifcance Section d'and Tabe'? defi and discuss che Block Conficien Midship Coeteient,Waterplane Coefficient Vertal Primate Cctient and Volumeteic Cet ‘ent Table also gives the general geometrical char Sterns of 10 types of sig, ranging from a arg, Fighepect passenger incr capable of 8 kts ss tained’ sea speed tos naval dock ship 171 m (558 1) falength 122 Defnions ond Use of Coster. (a) Block CCouficient” Co hae defined the ratio of the Colume of dapiaement 7 of tye molded form up to ny waterline tothe volume of a rectangular prism fh eng breadth tad depth equal to the length, ‘Drendth and mean drat ofthe ship at that waterline "Ths, On eT vrhere Li length, breadth and Ts mean mle {raft to the prevaing waterline. Practice varies re {urding Land B. Some authorties take Eas LBP, ome te LWL, and some as an effective length, a8 ‘Gueassedia Sexton 12. may be taken asthe molded treat at the design waterine and at amish, the asunum molded breadth at a selected waterine (ot necessarily at amchipe, or soonding 0 another stan {rd Most merchant thipe have vereal sides amid Shits, wth upper waterines parallel tthe centeeine, thereby remaving poesible ambiguity iB ‘Vales of Ca design displacement may vary from bout 0.88 for s ne highspeed Wess to about O92 {ora slow and fall Great Lakes bulk eave 1G Miaship Couicent Cy Te sian secon fen st any draft the ratio of the immersed area tf the mideip station wo that of rectangle of breadth ‘ual to molded breadth and depth eyo to the molded Uae amides Thue Immersed area of mish section wT Ce Values of Cy may range from about 075 to 0.985 for normal ships, while for vessels of extreme form wvith'a lack bige and a bollew gevéoard area (i Iretitely outbourd ofthe kee amish, Cy mght eras low a 0.0 In sme eazen vessels ave beensp Geomerty w but with bulges or bites below the design water Tne, Aseucing# taken a¢ the prevaing wavering, then Gy tay Be greater than sy on such veel 10 Phamatie Coeicien, Cy The prsmati cot fedent, cometimes called loadin prsmati cet Fetent or simply ong eoefelent gives Ue ratio. Setwean the volume of daplacement and 8 pram ‘ace length eauals the length of the ship and whose ‘roe secon cals the midship sstion are, "Tha Co mae area OT EG eR 9 oe DET ew ‘The teem longitinaeneicent was originated and used by Adm. D: W Taylor (143) fr the feason that tht couficent fe a measure af the longtudial dst: bution of thi busyaney If two ships with equal length nod duplacement have diferent prismatic cet Fetes the ene withthe sme value of Cyl Fave the larger midship sectional aes (B= T's Gand fence t arg concentration ofthe woe of place mont amiship. This ia leary shown by Fig. 12, which ‘Compares the euttnal ares carves for two diferent ‘emtela The ship withthe smaer Cy also charac {ited bya protufingbulboor bow, wich causes the ‘Selig fn the sectional tea curve right atthe bw 2nd ie extension forward of Staton 0. Prismatic cefiint ta frequent uted parameter impute of sped and power (Chapter Vy Usual range ‘ot values i fom abut 0.0 to about 0.90, A vessel wrth low value of C (or Cy) i sid to have 8 fine Frm ie one witha nigh aloof Chae a hall form a Waterplane Coeiciont, Can. The waterplane ‘oncient deine athe tain Setween the area of the waterpane dye and the ere of & creumscrbing reece Thus, Con = fy As with the other oeieints, he length and breadth arenptalvays taken ina standard way. The coeficent ‘ay be evaluated at any draft The Yalu of Cup at the DWL range from about 0.65 to 036, depending ‘on tye of ship, speed, and other factor, Ve) Verdicel Prismatic Coopicten yp. This oe fen is he rt of the volume of esac’ dspace ment tothe volume of selina ob witha depth nual tothe veae' med mean draft and with « Atiform horontal eros section equal to the aea of the venel waterplane at that daft. This ates anal ‘ous to the prsmatie or longitudinal coefficient. ex ‘ip thatthe Graft snd aren of waterplane have oon subsite forthe vessel length and area of midship ection. The vera! prismatic coficen. of fineness {Sdsignated as Cy and weten as follows: 2 Ce Coe Cy KER BRT (0 Volumetric Conpicient, Cy. This eetcon (or ales ratio) is defined nate volume af dplacement tivided bythe eae of one tenth of the veses length, Cy = BHENOF In essence, it the dimensionless equialat of dis pucemen length ra, testy ad the pas, whore ie ship placement in long tos in faltwater, and fish length in feet. Tose cof [Sent enpros the placement of essa in tera Of its onth: Ships ith low voltmetrieevefBlents imi be fad tobe "thin" whe Ose ih a high (eficest are “fst” Values ofthe volumetec coat ‘Sent range from about 10 for hgbt, Tong ships ike ‘lstrayer, to 18 for shore heavy shia lke tater (a) Ration of Dimensions The ree penal & snttaions of the underwater body are sometines re {ered to in ato form, Thee are nated bdow, With opvoximate ranges for enh Ratio of length to Breadth = 1/8 Approx ange Rati of length to draft = L/T" Approx range Ti toa. Ratio of breadth to draft = /T Approx rane Tes In view ofthe confusion which can arse when di ferent defiions of dimensions especaly length tre used by diferent designers informing ‘he above {Soficents and ratio, et suggested that ht ba tween perpendiculart—on sngleserew.shge-and "ole bresdth atthe design watering snc a ami ‘hips be used in forming tone ration. The gt on the DWLie preferred fori scre ais (te Secon 113) The definitions adapted should always be spect fed "33 Geomahical Medifation te nes It. fre quently happens during the design of # ship that un ‘pected "Peguiements which were nat foreseen fecesitate a change in dimensions without changing the coefcionts of form, Examples are an teres It ‘breadth to prove greater sabi, decrease in de. tig daft bo allow entering a poet with resteeted ‘ster depth, or am inreate i length to rede wave ‘making stance ft should happen aftr prem inary nce a faire, it seemingly requtes that 2 =PrINCIPES OF NAVAL ARCHITECTURE snowy poole okcompletly new sat of Hines be dra and faired How ret by taking systematic changes inthe offs mmay be poasble accomplish the desire transfor ration without disturbing the fainese of the lies, {nd witout necessitating compete recatelatin ofthe ‘eves of form For example simple respacing of body plan ata tion leads to sn elongation oe shortening o the ines Stveonstant breadth and. draft, with isplacement ‘hanging in direct proportion tothe station spacing: the Tor coeficiente Cm Cys Cyr Cyr aod Cyy i na ‘ange, andthe fairness of ines wl be peste. OF the curves of form, changes wil be experienced only Ines quanti which depend upon lenge andi Dlscement including Cy. Correspondingly. an ierease Inwaterine spacing leas toa proporuouate change in duplacement wilh nochange in Cy. Cy Cu Cup St (Gay howe curves of form which ar dependon® upon ‘GEjicement and draft are the only ones which il ‘haoge. Similar conclusions are reached insofar as ‘hanged in buttock spacing—that i, changes in hal tteadth—are concerned. “The combined eet of two or more af such changes is mulapieatve For example, the length of the eeel were to iereae TO percent by an ierese it ation spicing. the breadth ware to increase percent tan increas halfbreadih, apd the draft wee to ‘crease & perent by a reduction in watering sping, the reali volume of displacement 7, woul be ob tained fom? he inital volume of dpacement, ‘Anew body plas, watertines plan and profile could te drawn deel in which new longitodina distances 2: are obtained from old fngitudinl distances «by 2ST ew halforeaathsy, a obtained from a Fares , by vs = 1.05 yet ‘Changes inthe moe important curves of form, de ‘ied in Seton 5, would ie, 9, = 050, Pom = 11 STP, ior, = 14108 es, = 11 u08, Ku, = KB, + = 090, + (¢ 2) a, 7-185) oy mn, = 09278, + (eM Wetted surface, which depends upon girhod di tanoes, docs nat vary in asimple manner and wovld fave tobe rcompated forthe transformed desi, Methods have been developed (Rawson & Tupper 1980) to estinate modiheatons to the geometiea ‘anttes on tebe of partial derivatives: Inasmuch (Uthese methods aesune intestinal changes te ependent variables, ZB, ety they may Pad 10 accuracies in praca. On the other hand. direct Csleulations to Bnd the ranaormed quanes sre by {heir mature both exaer and comet, and therfore they ty recommended. ‘aula ad practical way of shifting eh LOB t's new design withovt changing deplacement ie Known as the method of swinging stations. Fig. 18 Shows the seeonal area curve of ahip and de ce troll of the arew under the uve. the latter hing ten found Grom both axes (and Ifthe sented ow be moved forward (or sf) 8 dance Bx and ‘etght liebe drawn through the shifted posit and ‘rGgnal base, twill establish an ange by wheb all fmt on the curve maybe similarly salted 5 that the desired shift of LCB. decors. Any origina body Plan station such a station must then be sited bs {isance ar, This allows one ffl the shift af ny ‘et (height or halfbreadth forward or aft dees ftom te transformed sation aren care, Hom, the Waterines and pele views onthe line plan ay be redrawn without refaiing being require. From the Fedrawn waterines and profile new body play, wih ‘Shualy spaced stations, may then be construct “h somewhat sitar transformation canbe dan to the septate ends of sectional aren curve wit some ral middle body if one wishes to change Se Tul fess ofthe design, Lets suppose the frebady of ven sonia area surve ata primate coeficent fF Coobut't ie dosed to inereave ths by rspucing etcbs to gain more dplacement The new forbods Prismatic tobe Cree Thus 8Crp = Cory — Cor, Athen it can be shown (ackenby” 960) that fie the dimensionless tance from tbe lefUhand 2x of the curve, where 2 les between O and 0, the shift forward to give the required ne prismati coo fica of the frehady is ebained fromBC llt ~ Cor Bx = BC yfft ‘This procedure, which i known a the oneominus pmomate rie, llstrated in Fig. 14 (ackenby, {350 Having modified the eeetonal aca curve inthe Ipdleated wa, body plan statins must now be shifted {herndiatd amount Thos, the waterines and profile ‘ews nthe entrance may be redrawn, with § new Tay plan for the forebody to suit equally epaced st tion should be noted, however that having Ast transformed the forshody asimiar transformation of the afterbody im general lead to 2 combined long tudinal center of fuoyaney of the entire ship which ‘wil difer from that of the base ship before the Ueansformation zy Cod Sing ta (971) show an extensive castor: tion ofa existing eontanersip design oa design o Widely diferent fardeaaes folowing generally the Thethods of Lackeny 1950, Section 4 41 ena, For 8 varity of reatons it 6 nee etary (0 beable to calouat Senn eto, or Ser_-and other geomeial charactersties—of ‘Hip orn when axing any preceried wateri ‘Xia of the immersed cont sectnal aren at ech Ste sation anf ech waterpiane gre of Pa tial Incest” pot ony for thet own sake but be fuse—ai wil be shown later-volumes canbe SSleiated fom area Beaute of the symmety of fhe to ids of ort vanes most of ee elu ‘ons nod be performed for only one side of the ship td then ruled by 2 ach ofthe half transtree sections, or half water plane frm a closed ary, noch a2 OABD-—GH fa Fig. te area eneleed ay he found by integral clus, proved ABe“G ha curve whowe mathe ‘hates ‘quston is known, Inamuch most ship {aves arénot maternal curves, customary ipremnnt th ea yen tation Tiporant property of uth cloned curve ts centol ich & ste a a dance from the ais SSP equal io, whore # the quent of the fst tomestot the aca aout axis OY dived by the area ioe tthe care O4BD-GH were to rererent & ‘hn amin of uniform cet ado constant tek tes, then the centroid woul represent the fcaion Fu center of ase (generally known ax center of ann “22 Fermolos For Arve, Moment, Control Moment tlre nd Gyre” In ip Toth area cncoced She td ce ete See ABDC ate ‘Coster us ore of many smal rectangles Such SO°NBPO, of dimensions y and Ox, where 5:8 very 19 Rules and Methods inal Using methods ofthe ealeaus, we may derive “nprecsions forthe area of Ui curvilinear fore and for various propertze ofthe ars. (o) Areas Let BA be the area of te elementary rettanfc NPQ. Then 8A = yor, and teenie area Sher fhe curve Een By he surat of A= 38d = 2y8s Putting this in the fort of x defiite integral between the limits 0 and am [ree © () Moments and Centroids, Lat 1, be the fst (Rementef the area ofthe clementary rangle NBPQ bout axe OY. Then 8M, ~ (0A)e ~ zybz. Hence, ihe moment of the entire rea under Ui eurve about nis OF may be weit wx M = 2ybe, which may Ee expressed as the definite Integral, M [fee o The distance # ofthe centroid of the aren from axis BY is given by the quotent of moment about OY Alvida by tea o, [ve yee eLe BM, be the fest moment of the lementary area NiBPQ aout the bacline OX. Then a, = all = Ye Te monent of the ene aren abot the busine becomes, 1, = } zy, or inthe form of an integral ® ‘The ditance J of the centrid of the area from the Iselin O2 i the quotient of moment about Ue base: line dvded by sce, on Ef" yee ue { nn) t second moment, or moment of inert, of the aren of the elementary rstangle NBPQ sbout suis OF. Then Sl, Sea 2° = aybe, Hence the moment of inertia the tie aren under the carve about OY, 1,= Sysror,~ [eed an) ‘The gyradio of the area about axis OY is given bythe equnre roo of the quotient of moment oferta fe fe IE J, be the longitadna) moment of inertia of the area ider the curve about a raneverse ax through ‘he centroid xs paral tothe ax), we have by ‘the parallel axis prnepo of mechanic, Jy = Ty ae 0 “Te area under the curve AG may also be eonaidered ss campriel of many sal auares suchas Sy, 15. Ther let be the second moment, or moment f ira hate of canny were it a elne OX. But bl, = 626y-y Thus the moment of Stet ofthe ec aon der the curve tht Ue tbtine/, may be wetien as = Sorby, or Since [rnp oer "The eyraiusr, ofthe area about the basiline OX is given by, 9 Inorder ta evaluate theae integral, naval architects again overcome the lation Ut ost hip nes are fot represented by rathemteal formulae by ating Spproximate rales of integration Arle of iagration ‘Eoumes thatthe curve te intagrated ix ely a ‘ronimatedby'a mathematical curve that has the same ‘fects (or ordinate) a the actual shipcurve at series of stations, The desied integrals re ten approx ‘ated by taking the tom of profuels of feta and [arteular multupers developed foreach ruleand mul {llping te su ban integrating facta, a deseibod a de following subsections. 43. Tropeasdel ula. In Fig. 16 esch portion of the eurve AAC between pate of ordinates a8 4B, BC; et considered tobe sppreximated by straight Tie throug each aio points If the spacing between tench pir of ordinates iss then the area of trapezoid ABN’ sty, ho area of trapezod NECM ily. 1 4nd the area of trapezoid JFGH = Sofie + YO. if the areas of all'n wapazoide are Silded ‘Beir cofained area, and the approxinate ares ‘Rnder the curve is, ee ee ee ee CrYSEXULICK ICCC errr rrr rrrrrrrrrrrrrririiciiiiicaraa“This i known the trapezoidal rule for area. ales for moments ofthe area bane pon the rap szoidl rue may be derived. Ths, the moment io the combined area of ll the wapedais aboat axis OY ft eae liae tnt ons t= mt Cy a9 Coney, monet of et 1, of te ‘ombined area of al the trapezoids about the OY axis an ‘The trapersidal rule may be adapted to give trans- ‘erse moment Mand transverse moment of Inertia tot the expressions are complieated by the presence of prodaety of the ordinates yyy yy ee for Mand Bebnepaae fete dade ee or fo overeomes ths fomplasty the squares and cubes ofthe ordinates as fren by the integrals im Sect 42 are sometimes Weighted bythe trapezoidal area role malupliers to fe ugh approninatons of moment a moment of ‘Owing tothe straight line approximation inherent in the tspecadal rule, «closet spacing of ordinates i needed to approsc the sume level af accuracy Tor trom obtainable with other rules deserbed later, ad ‘application i ito in naval architectural eae [ation to finding areas In the ease af a convex curve wrth no pat of infection, the area found bythe trap ‘oll rule always lsh Un te rue arta ‘C4 Simpron's Fit Rae. ‘This rol, al that o fo low in 437 are part of 2 group of rules known a8 Nevwton-Cates Riles, Simpaon' Pit ule gorously Integrates the anon andor core ofthe type y = 0 het ext which 8 second. onder paral, ot polynomial of degree 2, by applying multipliers to Jroupe of thre equaly spaced ordinates, That iif the pron ofthe carve in Fig. 15 extending from 4 to'C us paraboi,and the ondates yay andy are ‘ually Spaced, hen the area found bf Sripeon’s rst Fe i prectely corrects Tnasmh ar mary ship Curves afe not dsmar tothe arsbos, the area 50 found ra close approximation ta tat ofthe ship and the rule fs widely used in naval aohitetare "Te rule rye devived by asroming the area is given ty the expression = eye Ey ke ¥e Even the mathematical form” of the” curve (y= a + be + ce ad opdintes at spacings, thon Yon dey, nas be vce andy. oe tht here icing the eres y valves inc tie expression for An equation for tht coefeents bande results. Bul AS aeo eal ta the deine integral, an Pade= [as bee eae = tos + 2h + See Bquatng the two expressions for A, we may eet the fobfinents of ab and e equal each ater. There Se three resulting equations inte three unknowns Ee er'and ky which may be tared simultaneously ‘Th ges, ‘The curve to bo inagrated must he divided into an even number of spaces by equally spaced ordinates. ‘The multphers for even numbered ordinates ae Dien {ound the ssrumpion tha eat such ordinate rep ‘esents the termination of one paribobe curve and the Initio of another Knuckles nthe curve are allowed at these ordinate. Hence the mali for such even Sumbered ordinates (exoypt forthe stand lad 2 ving the following form ofthe ral Am Flot Ay + 200+ + Mhen 4) 08) here seven, In order to simplify the muitipers Athen using the ist Rae ei noguneommon tose Thom by Bn which case hey are sown ag half mu Upton The fa nepration snr found by ult bing the. sured products of ordinates and Frater by an sional factr of 20 that the Integrating factar becomes 2/5. ‘Sinpuon's First Re may be adapted the exw lation of nga moment M, sd longudal me tment of inertia fins tay to that sed for fing» forms or area, with te asnumption thal the onipates of 2nd onder parsbole care ae 2, sn sry, respectively. - in prt, cstomary to perform calculations forse, longitudinal momen, ad lontuinal tr Ineot of inerta using Simpeo's First Rale by means (OF ables suchas Table deseribd in seations 53,54, tnd, Separate columns are provided inthe (able {eetbe ordinates, or Simpson's Maller, for levers, {for longitudinal momen), forthe squaes of levers {for longitudinal moment fier, and for he prodcts ofthe ordinates times the levers times Simpson's Mulupters, ste For simpy, the levers are uoualy maimensionazed by riding bythe staan opacng °\hn tis done, the tabula calelations for Sid / (ax of momenta at origin often located aid ships) may albo be expressed by the folowing for Incl, which may be found more appropriate for ‘ompster programming, taking the axis at” ~ 0 My Unt Ai + ay tt in — Ban + Abe — Maen Ye) where i even. (9) Bem Fn en + Bn Ft in — PF ee + Me — Way HD where i even. (20) 1 wil be noted that there are no yy term above be tute the axe for momenta eat x"= O where y= ye Se the lever am fae, it'sinlar dervntions tre applied to the determin tio of formulas for transverse moment of area My id tranaverse moment of ier of area, wil be {ound that onpresesns of the form, Meo bes 1 boyd + kas thay! + kay and ar cannot be solved ong tan exces of equations This fesulte from the presence of ers products of the trogen, ax noted in Sect 4S. Nevertheless, Sie fon's Fie Role routinely applied to the ealeulation ff transverse romeo of area and transverse moment tof neta of aes, by weighting the squares sn cubes Sf onan by Simpao’s ares malpere and a ordance with he integrals in Seton 42. This equ Sian ang ta he rds of the od oder rabol are andy, respectively "Therefore nthe een the squares ofthe ordinates of te curve to be inaprated: oF the cubes of the Srdinten, espctivel towels 2nd order parabobe ive the ntgratin for ranverse momen and for transverse momenta inert, by Sinpeors Fist Rule, ‘ould be preeaely comet. "Table 6 inelies enn forthe eubes of ordinates sa forthe product of thee tines Sinpeon's Mult Ble inorder to calculate transverse moment of i Era aout the sips centering) by Sinpeon' Fie Se a Teimay be shown that Simpson's Fist Rule also prociey integrates the aren Under hid order pr tho arse ofthe form, yras berets det Which passes throvgh the three given ordinates ence, Snpeon's Fist Role fr secrate enough for most ship problems. “C5 "Simp Second Role, This rule ore voprats he area under a third order parsbote care ‘rpolynomil of degre 8, when four equally spaced lator are proved The drain of pproate Simpeon's muliples is acheveluting shar steps to these outne n Sct. 44 Te maybe shawn tha if we sesume d= fy jut Bf, 4 he Ye © ty Yo he, ies de78 aad ='E, = 5/8 wna’ the ‘ation Spacing. Thu, in general, the area under an ‘etary curve by Simpsons Second fut ‘As with impto's Fst Rul, separate parabolic curve in assumed between the extremities of each gro of intervals Uae intrras inte ase ofthe ‘ond'Rule-and knuckles in the curve to be it Ieated are pert at these points ‘Simp! Second Rule'may’ be applied to the cl culation of tongitudinal moment of aoa Mand tn fstndinal moment of inern of area [by combining Ee/sand eB eepectively, with tho Simpson's mil pes for are, iogether wth non-dimensional ting the Pst Ral. The resuling Mean fare not igorounly core fora parabolic carve of the third ‘rede, but are routinely ufed. The resting errors are ‘dle smal genera. “The accuracy of transverse moment of rea M, and tranaverse inert of inetn of are 7, hen eae Ista by Simpeon'e Second Rules subject the same Tmtations ae apply tothe First Rule. However, the rile is routinely ted for hex purpoet “48 Single interval Rules. Theae rules alow one to ‘und area under the carve, , longitudinal moment of rca My and longitudinal moment of teria of area {about axis OY fora singe interval between the fst fio ordinates ofa second order parabola the form Y= a br + cx when the curve fs defied by three aualyspaoed ordinates with spacing (Consider Fig. 15. The five, eght, minas one rule ster that the'aren A between odie ye and 9,8 A= By + 8 ~ ¥0. @ ‘The thre, tem, minus one eu states that the Ion sgtudinal moment My of the area batweer y. and ¥, Shout axe OF iua space, wih end eral and of cae amber of Molter for nine names é 19/288— Sb/286—= —Sa/2mB—~ 75/19/88 1 | eae Guat fase Saat NS & | ous Soret ira Stoves aM ous 3 | aa hast sree —O:ent—stoz—aneT Tage Area = © Mutipirs x Onion) distance betwee ed rns, M,~ Fn + 101, — 99 es) A sinae rule may be derived for longitudinal mo- mont of nein ofthe aren Between yan y, about cis OF. Te might called the even cre a minus {re role so, ac 1 Sant By -d —— eD Theta rls are exact forthe 2nd order parabolic curve seamed "47" Wiahar Order Corens._In the event curve ka tulived tobe more cose approximated by «higher fre paras or polynomial of higher degree the NewionCotes mulpers may be used, but a greater umber of equally space ordinates le beaded in way ofthat portion ofthe cure over which the defining parables assumed to bol. "Thus, Ave equally spaced ordinates are needed to ofing curve Inthe form y —a' bet cee + de “teezs may be shown Dat the area A under such eure is given by, A= fn +6 42 66s 2 Biy combining end ordinates for two or mare groups of four equal iteraly aru analagous to Sapeons First or Second fale hay be deve. ‘Based upon Miler 1955, mulilors for higher o- dercurves would be as shown in Table neath ease, the area under the curve would be the product of the ‘stance between end ordinates and the sum of prod ‘iets of multpiers and ordinates. Ie may be nod that {hesum of the ordinates in Table 3 equal 1.0 Tor each polyoma "ta Wattspoced Ordinotes. Near the ends of ship it is eustomary to introduce atonal body plan stations midway betwean pits of th normal 10 or 20 ‘ations inthe length between perpendiclars. Tiss ‘done to better define the ll form a these repos, ‘siti usually changing more pil th longitudinal ‘stance than nent midship. In ard to improve the Scoaraey of integration, one may take advantage of foe enh Placed ase a {ip 18 and 19 in 8 20etation length, The foregoing fais of intagration may be enily moet this end ‘The modifesson min thatthe dance over which the curve tobe integrated may be mtumed to maleh the Rypotheteal eure eut in half Tp the sbove case, assuming Simpson's Fist Rule, cach separate partote curve woul be aseumed to fstend from station Oto 1, to If to 19 end 19 to Shute the mse porn of the ship operate pttabola would be considered to extend fom station Bio ang 18 in onder to acommate this combination of spacings, the Simyeo’s multipliers fre reduced to one bal Set normal values fn Way of the half statins ‘hig 16 shows the arrangement of half stations at te thd ofa 10staton ships long wth the Simpson's hal ultpiers appropriate to ie Pest Rule "As important cansidration isan ship calalation ie whether the aren (or quantley bag intograted) is complete or apps to one side of Uw ship onl I the ister, «factor of 2 must be itrodyod into the ea Calation to obtain the taal fr Be hp ‘49. Tehebychtls Ruler, "Tho Tehebychelf Roles use rarying numbers of ordinates lated a relat Intervals along the base ne, spaced in sucha way that the sum of the ordinates i dire proportianal to the area under the anv Te curve tobe lneprated Ie attuned parsbol te, y =a be cet ‘he" The number of onibates necdal lathe same a5 the order of parabola ested. Th length of curve ls taken a2, an Fg. 17 Tho ality ofthe rule is based upon the leation of the ordinates, which are ymmetnallydlepoed sbout the midle, such ts p, thd y, st casons and —2 ‘Cntider& seen order parabola, with origin ashown in Fi. 17. Assume the area under the curve ftom D to E's gen by, ean pear Siete a Ure 2 Tat But A= ff yar far + 0 a we | -mo@ | Equatng coofiients of snd | { 2pm epee | rT is e 4 waft) nL 4 =~ 4 = ogra. i “i ; Then he re, | Armen es where ys and ys ae at loeatons + 0577358 from the Fable «shows the loeation of ordinates for numbers of orinaes up to 10. Tt wl be noted that nthe ease ‘fan od murber the mile ordinate is tthe mile ot thereto rg of igo each ae he ‘tea under the carve we found as the average length Stone gn ye iby he Jength of the baseline 2 Ee “integration For Atitonly Spaced Ord ots. It fequenty nappens tht Yeheknegrating 1 ihigiewaterlane, the extremitin of the curve ether St bow or stern, do not fall at integral stations—in particular the FP or AP-—but instead the curve orig Irate either forward of of abaft the perpendicular Nanber of grdiates Tolle 4 Spacing of Thsbyha's Ornate Poson of orints from mile of base, ‘tacts of tale lngte a tase i ooo ‘ Sue be 5 OG an an § (2s ony bso 1 | Feats aac anit i 10 aoe eh so ne 5 28 ert sa 8D god Sone 8 Bas iat bso Ons Sone|-_—.——| Fig. 18 shows such a curve extending aba the AP, ritation 20, To handle the situation, one may dd ‘tad measure an sdtonal ordinate miiray between AAP and Gurdiate and add a Simpson's First Rule integration to that for the wateine se whole, using methods in Set 11 In ease the carve terminates forward of AP, ain Fig 19, the carve may be extended by th dotted line ania feutioas negative ordinate or ordinates, such ‘S'ymr may be read Assuming the extremity of the Shetek, were othe station interval andthe urve a second onder parabola tay be shown that the area A under the real part of the curve abeft ‘Stiuon ste gwen O3 ifm bebes (6a enw (LSE hepa] ‘Tis form might be known as the partial area rule Depending upon whether fi les or more than unity ‘her ym OF Ym and due Would be negative ‘Ae av example, fig 19, It k= 03. Then the ‘aleuaton for aren under the curve 4 from ts &x tremity to station TS woul be, (0.280 ym + 8.75 y5 + LOB) [may te seen that this formula reverts to Simon's Fest ule when fr 0."The five, eight, minus one ‘ade multpiers result when F~ 10 “alton nteprting rales oul bo derived sing soncqualiespaced stations, with multipliers depen dent apor the specie station locations chosen and protieatnd on the uae oft parabobc curv, but there Fras inthe pat been ithe need for these 431 antag des fy Ay Neo ne tet Spears eel dite Sonal hed hh nape Sirbatenkel tcl egceny eng Ton Retr Sere ge nanny Sraryte hairiest or Sta ett Une oy td See rs tee ke Tne at Tee tiopci ah ts, tay pee Tope natae fi operon re Soe Se a en tan Srieedlcd spe ered rsp Tupi ern 1 A hc ae ight enn ad ferent aay he BER ese Be jor Sn lf a ea mpd yt fae + = Te caleaton thes te frm sown OF Tale 6th intgating factor i$, appropriate tothe First Rule. Aso shown in Table are multpins when the peinary portion s Inuageated using the Second Rale “Cia. Polr imtagrton. Whereas most ship curves are dosed n rectangle cordnate, there are eater ‘where polar coordinates are more convenient For ex ‘plein elelations relating to stats sabi, por ‘Hone of tranaversesetons of ship night be wedge Shaped such as O4CO in Fig. 2. "The clementary cross ateied, fourided figure in 20 ha des af length 780 and Br Thus, the area of the seetor OACO i A= BXosnar = [[" ener Here th tans rom he ri tral (ofr, fo any point Pin the carved side ofthe figure, Sand the angle Oi in adn or given wedgeshaped figure, the foregoing in tegration may be performed by any af the racial ules for integration previously desert The qua {tee pend above are analogous tthe quaoties 1 ani’ respectively inthe equation forthe area of Splines he ine ord find OC are the end radial dstantoscoresponding totherend ordinates O4 and HG of Pig. 18, The angle ‘AOC is analogons tothe length of base OF in ig. 18. ‘The angle AOC is divided by radial Ines through © inte a sutable nunber of equal part. The length of tach rail line i squared, and thereafter seated inthe came ranner as an ordinate; tha: by applying the proper ordinate mulipier as reqused by the patticular integrating rule that ie Being used. In polar Integration for ares th factor 1/2 Ut appear before the'ign of intagration must be used, whereas no such fractional factor ists infront of the integral [yee for the aren of a figure determined by rectangular fecrdinates, Also i polar inagration, the common Interval the angular distance in radian betwech the ‘ijecont radi ies Ie is analogous ta the linea con thon interval # of retangula integration. Tn Fig 20, the centroid of the small elementary tsk angie BOQ ‘sat 2 datance from 0 of (Bp. The ‘moment of ths elementary wiangle about any ax in {he plane may be sbtained by mailing uw area by the distance othe centroid from that ax. Thus, the Fam Cane br tdatance of the centrid from OY i (2/3) pcos and k hemomentof te clementary trangle POQsboxt OF the distance F trom OY of the centroid, g of the | 5 ‘igure QACO may be obtained by aiding themoment | GF OACO about OF bythe area Thus dstane x of 9 from OY i 1 rao? 1 deta p con 0 = Sp cos 8a ‘The moment M, of the gure ACO about OY it Le @ wa= 3) pf cos 6 8. 60) Toble S— Typical ntgitions Using Combined | 1 r t & 5 g i ie i : a gh i E Ht oe in . ota es a | } ‘ } é i i Be 5 ih Be aah in Areva = 35 3d, tate cg.Similarly, the moment of the figure OACO about (OX, roprvonted by the symbol My, may be weten, “if esnea ‘Also, the distance from OX of the centroid of the ent figure, may be obtained by dvaing A, by the aren This distance of 9 from O& i, ifrwew ire ‘The integration indicat by equations for My, snd Ma may be done in the sme way ae that previbely deere for integrating the area equation. Tn order tn find moment of inet about Use axis for example, it convenient agai to thnk of the ementary russ atehed portion show Big, 20 ‘Thus, the moment of ers ofthe seetor OACO shout the OX aa 2 eo 1,= SE camerirsingy = [ow eae 1 meaty or for moment af inertia, bas pon polar co edits, (1/5) pin 8 and (14) ai # respectively woul replace the (1/2 and (1/ terme in simi Cleulations based pon rectangular coondintes, de eribed in Section 42 pisint odo (4) Integreton, For many years there ave boen availabe mechaniea Instruments: losing the important geometrical properties of any Pane curve tobe determined witha he neceny of ending ordinates and performing ecalulton Tat Ete inal rents ave obuaned dre fom dean {he instrament. Unfaranately, the nly way to very {he rests of such determination st tepeat the bperation Mecha integrators are nefece a form Fale computer. ‘The plsimeter sed tnd the sea of any closed cure the integrator to fd the moment of an are fhoutachasen us nd sometimes iso te moment ‘teria With the integraph the aes f any gure tay be obtained fom fr itegral curve, which {rawr by the instrument. Wiha map measure, the perimeter of any figure or any par af maybe de {Ermine Of thse, the painter and the negeator sre thove ost commonly used Mecha nspraon i pariulrly woeful in checking the role abled felts, od so in ta guy oly Porosately, many of the quantita thats pede Eke eany stage of he design ofa ven Today the wos common method of aleulation i the ust of eesteonie digital computers that employ me ‘ere methods. See sect 516. Many of the ca Calations ean be” performed. on han programmable caesar, Cia "the Ponmoter. The plaimetr isa fata ment for nding the trea of any pane Sure. A per $pectve view ofa usual and yp! orm, Koon So Polar Plnimeter’ ir ahown in ig 2 "Therarea tobe found bounded by ihe closed curve PHEFP. hay gorton of the enclosing ive may be Saat, cure or iregular. The ohametr hs 8 tracing pint at one end of a maving bar PA; in ‘operation this traci pot a mowed by hand oa to face entely around the closed care, Ang point on fhe curve may be selected from wich to are od {he motion ts Wualy fa oes recton and on {inves un the trig point arves back ate star Inupoint The othr endef he moving bar Paine ated toa weighed sO, and tis tk i free to Fotate about the oit 0. Dung the operation ofthe Blanimeter, the pint 0, whch oeated ata needle Pont onthe inteoment i xed in postion on the ple ff the table or gape on whch the given are is rae, tht O shouldbe cutie of the giver aren ‘Attached to the bar PA, and paral to i shaft ‘on which is mounted the measuring wheel fe which fests onthe table oF plane ofthe given Aare, The ‘reumferential fe offs thin oto nse simost {inglegoint contact wih the borzetal plane Tis Point contac the acing point and the support ‘hee W const the thee pnt of support of the Sar'BA assembly upon the table a operation, themovement of the assembly ean rotate sbout ais ‘The wheal caries aeale which ven tho area read Ing for he Ggure PAEFP afer ius been Wace onsier the shaded aren PQRS i Fig. 22. Are PQ sea ale yori he unc 2h a {oQ.co thatthe maving bar JQ remain parallel to toe Aee QR is cncolar about Pas centr and are SP Mvelae about san center Are Fis circular, oy tained by moving the racing pont from 8 to So that the'morf bar tensins pall to [Since rotation tf the weal recur only from motion normal to the moving bar, the increase in revolutions fom move Ten the tating oun from P to Qi proprtonal {eth area of APO) and the decrease in evolutions te movi trom 10 3 proprdonal tote ares of LARD See sectors APS and TOP are of equal are, itary ares QW aid SP cancel ou, andthe cross Fetch are PQRS equale the area of APQF mines theStee of ASAI. Hone, the diferenee in whee re Shuto before and er tracing rath aoand PQRS ‘Spropertina tots area By approxmatngany sed ave yan inresingiy large number of smalet {Xdoed curses generated nthe same manne’ as PQRS, may presente arbtary curve a cose a este! ehfc'thows tht te area within any closed Ee i rotate difrece hol ree inion a Feu of tracing right around the cure Trench actual ee fa whe to ealirate the instru ment ty tating 2 restangle of known are and ob Uainng calibration facta C15. The integrates The integrator isan intra rent for obtannng the are of any pane sed igure Che moment of tt tren boo = sen ax ‘tet ype of negetors means are also rove for Shain the moment of inert ofthe gvenaren about {hese ais Since cs ed primary fr obtaining ross curves of salty, wil be deserbed and d+ used in Chaper Tl Section 5 Hydrostatic Curves and Calculations 51. Curves of frm. [tie customary in the design ofa ship to esis and potas cures number of Adeostatic properties of te reas form st «Series tFdeats. Such curves ate ef in loading and sa bhi studies daring the design pase. Large scale lod f these curves for» newly bull ship are then {Rade forthe asistance ofthe vessel's operating per Sonpt Sh ces ar aowa a the eels ces of form. or syoonymonsiy, hydrostatic curves. Fg. i Grows the curves of form for to vesel shown in Ret ‘Eurves of form are generally drawn ona large sheet of gph paper witha euvesploted against vertical fedle of draft and withthe botom ofthe vessel 2er0 tft a the for ofthe thee. In order to avo show Inge teparate sale foreach carve ose bron sale ‘tants may be provide, together with separate eon ‘ovion factors for most of the curves. The practice ‘oF proving borigontal tale of laches, instead of na, often followed inthe past, snot recommended ltvew ofthe oct of reproducing the curve sheet tga diferent from that of the orignal Pint curves of formas furnished for we by ship's personnel te usually loted against drat ts measured {the ltom ofthe hel: However it nl uncommon {pte Geign stage to pt the curves aganst molded ate ‘The curves of form are costar aleated with the ship in an even eal condition (a trim). The draft lets dented ae mean dra ad is sumed that the elect of tem at constant mean drafton most of the plotted quatites smal This ie equivalent to ‘suming thatthe vsel ie wallsded—that i ection Shapes way ofthe povallng waterline wre vera ‘Thaltfestot tim fon show, however, by iar "The range of drafts to which the curves are potted should extend fom below the lightest pssble oper tonal draft tthe deepest posible draft. The des flncment curve sal extend dow orn, Fd to peovie information for elelating the height Uk the enter of huoyaney, ax deserted in section 5.10 {32 Goletons Required. Caeustions of hydro. state proper f te ship's ball requteapplieaion St the methods of integration described Section 4 ‘The ealulatins take three forms: integrations ofplaoe areas to find quantities which aro only area re Et, inegratons to nd yolumes and related quan ‘hes integrations which are accomplished fran are, but for whieh the answer required also makes Use of volute ‘Where cleulations for volume of dgplacement are eae, the tegration may be done with ether fn [toda stance oe vera! Gstance a te idepen ent variable. Both sueh integrations are sometimes tone forthe tame volume, to serve as cheeks In all such intrations, the ship's offset ae used. ‘Those shoolé always be recorded, and pinto out when Compstr ealealatons are undertaken 'forialized tabular method of performing and re conding the alultions makes use of «displacement ‘hee, which fas large printed form with spaces fo tering all ofete tee, mltiphers for the rule of inzagration adopted, and products of thse. Te di- Plscentent sheet form a permanent record of the ea EBlatione, but has the, daadvantage of lack of fatefaigal Reni, sod the large sost maybe ‘Swhrard to fle The majority af suck caalaion are tow scconplshed by programmed gis computers ‘The procedure in th cage thould inl eareul the of the input dats, anda asvurance Ut the falelation routines inherent in the computer program Gre understandable to the tee, have adoquate pret Sn, and are compatible with the data of the pa edi form tbe integrated 12) Arwe of Waterloo; Tons par Ut Immersion, Longitudinal Canter of itahan. ‘The stipe water: Plan aren mune he alelaed at suet large fhumber of waterines ta allow a wall-dfned curve to be'drawn over the range of drafts needed If 30 anysuch waterline the draft were wo increase by a small mount with no change of trim, the volume of di Placement would ineeate very pealy by an amour {ual tothe produc of wateplane ares andthe i ‘save in drat or nereaee in immersion, The corre ‘ding inrese in saplacement would be found by ttutupping by the dsoaty of the water. Tn tho past Sn inereae in dra of one eh wae assumed, ving {he Tone per Inch meron in sa water, TPL = Ayp/12 X35 = Ay/620 5) A prefered quantity in the metre system of me surehente metic one perem immersion (TPem). Since the density of fresh water ir mete ton por fv TP em for'a tip infec water would be, TP om = Awe! 100 there Au is waterplane are io Assuring the Spin sll water of density p= 1.028 Um TP om =p Ayy/100 = 1025 Auy/I00. (38) With ship in brackish water, intermediate values of Alenalty should be used. ‘The Canter of Flotation, whic i the poist inthe wwaterplane at whieh weight added ta veel would rouge pale inkage, with no change of im oF Fock athe contosd of waterpane area. The fr {itudinal eatin, LCP, ie found by causing the Fengtadinl moment of raterplaneafea in conjunction wick te calculation of area, Any ax of referee ay ‘eed fo find the toment such asthe FP ar AP. A rahi ens oven preferred, a ardr to rete the frnznitog of numbers whieh result. Peiivedistance [Bastomarly taken forward of amidships; negative % SSSR ges: season. = = Prod, batty Waele co, Cop = Aap xB) Lang Cesar of Ftaton LCF = Cy ) x 2 = (-B4S10/199460 5 15100 ~ 420. hat Sia. 5 Lang mument of inertia abot LOR, = 8257400 — 268877 x (IOP = 2.212200 mt Tran mst oer, Jy = 2 x $= 18008 % BBL = 1088800 Mare mm iv tay = waawrTass Sly ge oo natefs aba amidehie. LCP is then moment vied by Taos aback ee un tise The rule of integration ted a Simpson's Fist Role with half mules the integrating factor for are, in accordance with section 4.2 (0) is 2-2, The results. aly tothe ull waterpane (oth sides of ship ‘The itegeting factor for Tongitaaioal moments 2 sionless distance from aidshipe, in units of station ‘Suc, ¢ Alo incuded with Tale the ealealaton fhe waterplanecoeficient Cyp, diseased in Section 3 ’ 5 since cach ordinate is weighted by is dimen Waterplane area Cop = Materia ore Here i the length between perpendicular, lthough the seul length of the example waterplane excoels TURP. Both the TPem and LCF carves are useful for ‘hocking the orretnees of pat dats, n that erors In'ofats ured in calealating hase to curves are ‘sualydetetable inthe uncharacteristic appearance ofthe carves. 54 ranavarte Matcantic Radin Height of Tr verse Matec, The terns transverse metaconter nd immerse melacentrie height are defined and ‘Toearsed tn Chapter Il, There is shown thatthe ‘era distance from the eenber of buoyancy tothe {Winsvese metaceter called ranaver mcincontne radius BM, where WI, @ nd J is transverse moment of inertia of enti wa {erplane aren about the longed centerline and 7 ir volume of displacement, Molded dimensions and vol gee cmos nication aston “Table 6 includes the elelation for inasmuch the waterplae halfresiths needed are aia from the waterplane area cleulation Te ntograting factor le the tame ne for waterplane ares, but maluplied by T/S"end hlfbyendthe must be evbed in stcordance with Section 42 ‘Also shown with Tale 6 i the ealeulation of BB Hore the volume of diplacement @ may be obtained by dapscementcalelations up the sane waterline, ‘tng be read from the molded daplacement curve “The eight of the transverse melacentr above the wold barline i ealod KB, or singly KAP. This found by adding the height ofthe centr of buoyancy EB tothe matacontric radian BME That, Ei = BB + BY. os) ‘The carves of form inchadetranaverse KI, which in anigportan quay fr sip from consierations ft stats Tei important to datinguish between the eign of metcenter i, wich barely eae Iretnea! quantity, and the metacentre height, ttich nvelves the loetian of to ships conte of grav yy a dlscussed in Chapter I situina! Metocantrs The terms longitudinal me eecnter and Tonptudinal metacenric height 3 lip disasued and defined in Captor Longitudinal Inetacentsc radius i there defined ws BY, where BM, = 19 9) ‘and Js lnituinl moment of neta of entire wa ieee ares about tranever axis through the lor {Badin center of otation LCF. "Table slo inlads the elculato for longitudinal moment of inert of the waterplane bout ashe, rich requires the waterplane haftreadths. In per Forming, ‘the calslaton, each ornate must. be ‘eSgnet by the square of fe dilate from the rot ‘rene axe! This done nondimensinaly in units of fe common interval, or station spasing ©. The Inte rating factor 20. Inordee tocorect the longitudinal nomentof inertia tolt tranarne agi through the LCF, the product of “iet-ECRy i dete frm the longcuinal moment ‘neriaeboutamahipo, n accordance with section {tats callin ie shown at theft of Tube 6 “ne longtainal metacentrie ads BM, is then el culated ni the height ofthe lngitalinal metacenter shove the baseline Es found, where Mt, = KB + ao As in the case of the transverse metacenter, the elit ofthe longitudinal metacener EM, should not revEonfused with longitudinal metacentric height, Which ie dsconed i Chaptc I {36 Molded Displacement ond, Tot Displace- iment. ‘The dplacement of veel it the product of lerwater votume--or volume of dplacenent—and the density ofthe medium in which the vessel Roa (Cire of form for an oeangoing vessel usually in. ‘hue three dhoplaserenteurver molled displacement In saltwater, nal or gross dgplacerent neat water, fd tol diplacement in fesh water, Fig. 23. Of these total placement in ale water i probably the nowt ‘useful to operaing, personne of oceangoing Tips: A stale of Guplacement in mets tons usualy provided at tho top of the curve shes ‘The volume ef the underwater portion of a sts!sou Geomerny as ble 7—Cakalaton af Diplacenant ond Longin Center of Bane oS suse MF stat lin) Ao ee pie Pog ie Po Pou ie bE iy fh LB EY ant bo ie tis ts 83 og =a eps ection] aren cirve extended beyond Staton O and to extent, a show Sect age sa act an sien a excoy. Sopag Ma ie eecned scoring. Tha, a San fae erie wale area auto = emt sium SK = (1044) : ons Fat and Second Rabe at Staton 8 and 9, SM satin x= (D+ 5) ag a San 9855, 4M =H The vlan of dpemet = 2,9 = 8 x fx 1A — SB Dinphcement & = L425 x OTST = 10000 LW) 66 vee it made up ofthe volume of the molded form TRAE Pinte volume of teste! shel plating (Serdar aprendagessueh ss rode, propel, batt SOLSRde shar drs, bge Kel, eee Section 5.15), Tee Seiden nese! tis the volume to the outs of Hering plus the volume of other appendages. anki oi plcscrew cargo veauel the volume of silegpendages usually shighty Tess than 1 percent tke molded volume, and the shell plating & by far he Regent conebutor, prbaps 0.15 percent. For very large chipe, hs pereet tends tobe fower Tes than here foes rg tanker, Inmate esis the appepuages conse a greater percent Terofite lt voane than na of see ‘OF the various curves of form, the displacement curves are of portcular importance: They ae expeciod tobe astra and are frequent tlie forthe pre- (he deer of displacement as for example at the inclining experiment and dendweightceck before Eelvery oft veel We calclated the displacement x iferent deals, the eneiients of form discussed in Section 3 esi ay ealelatad. Curves of cy, ey, ad 3" 6 ually included among the curves of fm. 59 piplecoment ond Ch. The caetation of a rnciged dipiscermnt curve requires tht all portions Pipe ene! ici the water of inleeat be I SES "Ths reguies invgration of volumes upward hadee bavelze Should the vescel extend below the eine an from drug to Use Kel ite volume of UeSnceiene would exit at oro ean roe draft Sepece thos to calculate sectional ares d ‘ry and then t otegeste them Tongtadinally. The TBogladinl center of buoyancy for the waterine of eee aio conveniently found in thi calelatio. ‘ere ahws sucha caleslaton up to cne watering fon the cnarple ship of Pg. 1 Simpsons Pst Role{9 used asthe primary rule, with half muller. In ‘ede to find the longitudinal moment of volume, the ‘tena aver are multiplied by their non-dimensional ‘stances fom amidehige, The longitudinal center of Uoyaney i then found he the quotient of moment ‘divided by volume Tn some cass te incusion of ap may have a sgnant effect. “The intograting factor for volume of daplacerent Saaimply 2978, insomuch asthe sectional areas ‘eprsent the otal sectional ares for bth sida of the Sip, as plotted for Bonjean Cures. In the case of longitudinal tmoment, the integrating factor is 227 SMilere is sation tpcing ‘Asubscantl nutter of points are desired fr the dspacement curve. Most veeals change rapily with Arafat te lower watortines Por example a ship with Stall denriae and po drag would have siege change [n° TP om between toro mean draft snd say the 03.1 swatri. Th ores to ind the area to the lowest waterline one may toe s planineter or eee 8 number of loa pated waterines together with numerical integration, ‘he later method ie often sed with digital computer ‘eulatios. ‘Calculations of volume and moment of volume for upper waterines may be simplified somewhat if they [f confined to eucoesve “layers” ofthe underwatet ieay howe he pert water fr which vale ind moment enleuaions have already been complete. ‘Thus to clelate values up wo the Sm waterline, he ‘Rrdnat® tothe curve tobe integrated may be taken As theferenes between areas for 8 mand dm water: lines The volume of dplacement increase so found trould be add to that for them waterline "As shown in Section 22, dieplacement i obtained froma displacement volume by malsplying bythe ass Abeneigy atthe tigid in which the ship aasured to float. Tn St ita ape. @ In English wits, W = po? tons 0 Correspondingly, o Sind LCB fr the 5m waterline, the longttudnal moment of volume between the 50 fd waterines nay be added to tat forthe 4m ‘aterine, LEB for the 6m waterie sciained by Tiidng total moment by teal volume. li, fa shows the eeconal area curve for the 5 m swateine, an well ass longitudinal centri, hich ‘presents LCR at molded draft of Sm wihow tem “eine, weterrlane areas ray te fund mts. eral clonly spaced, but low watrins, ao these areas IStegrated verily to fod daplacrent, However, retter accuracy is generally aitaiasle by the loo ‘Btadinal integration method. Having calelatod the displacement at, diferent rats the eoefienta of form diseased in Section 3 ‘an be really calelatad 28" Veal Canter of Buoyancy by Veta Integr tion of Woterpanos, “A bette feature of any vestl From the pst of view of stay ithe height of the ‘enter of buoyancy above te Dateline, called KB. It ‘tay be calculated by fie ding the verti moment ‘of te volume of daplacemeat sbove the baseline at any water To intogral form, the moment up to draft 7 f TAT. [Taner f TAgedT Ten KB = og ye funTiecleiaon rules acum of waterline ras waters ath thc alangank nent eon ton Fig OE The sorta loelan of of volume, for the appropriate pairs of waterline, " TTS RE Seecabove tis curve and below added wo corrsponding values forthe water belo. ; Ta ean ef ental wi KE for any given draft. Table® includes the eacalatons of volume of place See wateries,'a combination ofthe Sri tent and KB up tothe 2m waterine ruling volume of deplacoment, aod the 3i0;1 "59 Verteal Canter of Buoyancy by Intgrtion of Ca Ee ae ‘ot value may be ulized for Digplacement Carve. Another method of obtaning KB ET Pik ENE meet canpton tat the pot of water epende upon the fact thatthe curv of volume of use'Srenayainat deft resembles a parabolic curve dplacement vs, draft i the intagral ofthe curve of Bane are otlor Table shows sucha eleaaton waterplane argh. Fig. 25 shows «curve of vole of " Sea cmon of the vemel in Fig 1 Welow the Lm Saplacement 7 agalst draft 7. The area A of the “ to the integrating fart for volume of die eras hatched section between the curve and the ‘ seer, na/2 mhere’s i weterne spacing. The horontal ine atthe prevaling draft, may be ex y Pacemtig factor for moment of volume a e724 posied as te sum of many small rectangles of aren, ‘Phe same general procedure may be sed for upper BV(Z, ~ 1). Th ree 8c Yon ica an htt Cnt fob Hage abre Weegee sige ieee Merit A aR boo $ & Manet lune hn ba = $5 2 wet 88 ( tae { Values form draft fates ume ah #7929) = fx t= BI ‘tual volume, £7 = 9 + 8 = 1050 4 1869 = 912 ment of sd vam, 8M, (12 aboot Xm wate = Sree Bx mais = ois ot Moment of ued volume aon baseline = 9485 + 1855-0) = 250.5 mt Momento ttl vlume aout ksine, My = 61 + 2815 ~ S78 mt Height of enter of taayaney, EB =Am Lene moe = f(t, ~ TeV in the ti But the volume of daplaement @ = [' AyydT and 49 = AypdT, where Apis waterplane area Hence separating the integral into to parts and substung for ae [Pa.~ neon [ar ["n00 =1, P Anar - [Avtar “The ig of thete integral volume of dplacement Upto Te The second itegral represents the moment oF the vane of dplacement about the baseline If, AAT ~ Mpg 88d My, = TT ~ A. Inasmuch a the area of the rectangle formed by Ty an at Tr sioply Ty, we eve that to nd the moment of he volume of dipiacement about the base Fie cis merely necenary to find the eros hatched arei A and deduct from the product of Z, = 7. ‘Alternatively, one ean itagrate the n-vosshtiched Aten under the carve drely. The verbal enter of bonne KB My dtitn, snd hers, «a ‘his provides a single way of fd the vertical igh ofthe contr of bunyancy at a7 drat In prac toe depacoment curve mart be sralable extending Ek’ to Ge baseline, The procedure to follow i 19 Se vereal ine atthe Genre doplacement and erty measure the area between te base ine and fheveure by a rue of integeation oe by patimeter Then ding the measured area by he daplacement Tay be outed theo se which the diaplacetent curve usualy plted prevents no pro fer ere nasmach the Sale factor rea to ‘Fancls when ting the quotent This method is eonsered the most accurate for foun HB st tw rat, bat tequns that he dig Hscetent carve ot ts lower end te careful defied Ug longitudinal integeston as deserbed in Sec. 5., fing peice values of placement at Low Water: Tes shoul not pose «problem, "Sto “Appronimate Former for Yaricl Canter of Aueyancy "i te nil sagen of design, te height Fhe iter of buoyancy may be rere, Yet ad placement curve i fot avaiable, preduding a cle [Btn of KE bythe method of Secon 5. To this end approximate formas may be med as given below "fhe Morih formula Orr, 1892 slo known as Normans foul ges the ditancrloe the DW (tthe center of buoyancy a8, iG tas) Where 7 ig molded mean draft, 7 & corresponding Volume of dixplacement sid is corresponding wa {erplane are, alin consistent system of unite The ‘expression may be weiten more Grey aEE 1eT_ 2 if ~ an) 3 perience has shown that for veses of ordinary form the formula gives clase approximation to the Fesght of the conte of buoyany, not only for fad iat bat aso for lighter draft ‘The formals may be derived from a diagram such ae Pig. fin which KUP is ucorveufwaterplane areas ltd ayaint moled drafts LPeual Avy, water ne arth at meen mold draft , which equals KE {Pye ars of the gore CUPL ie equal to, volume shalsplacerent, thd the centroid of ths fue sat the same Height above the baseline asthe center of bhoyaney. I sasumed thatthe contri ofthe pl PO EABPL i at the same ext a the eoneod of xvi ‘Anoter approximation which ives values quite clot to tows of Pig 23 is Poedunne's formula Pos Stoning 1328), ) Wy 1 ‘The symbols have the same meaning a forthe pre ‘Beperence with thi forma indicates pascularly ‘god agrocment with hie of high midahip coon, oe “E11 Change of Displacement with Tim. Cres of form arecastrariy eaeuated for aneve Keel (0 ‘Setel changes trim by a moderato amount because of {he movement of weight forward or aft the daft ernaina constant atthe cener of Botauon. Thu, if {he center of fotation i sbaft amidships, a weight ‘Shi eousing tim by the stern wil reult in reduction Inmeen drat Therefore, f tbe stipulated that mean ‘dat remain constant, a nerease in deplacement re ‘fits fom trim by th stern in thi ease The approx ‘mate increase in ielacement int per em, (or tons erin) of trim bythe tera (ee Chapter 1, 88, xB ~ (es Tem d/t “) etal a) whore distance LCP i abaft amas, = length of ship between draft marks Ii important that the dieetan of tim. by bow or er andthe sig of th change i placement, be ‘early labeled on the curve "Rs ne ofthe carver of farm, change of displace ‘ment ith trim wally shares with ongitunal een Gee buoyancy, and longitudinal enter of foto, ‘StoparateYeterence ais rom the daplacenent curve TPMES'TCH curve crosses amdship, the value of tha Change of daplacemen eure sil be zero Ue daft ‘Stwtsh eames. ‘512° Mement te Change Tein, ‘The moment nec essary to change teim by fed quantity fan i portant characteristic of veel and one frequently The for loafing stadier The Moment fo Chonge Trim Tom (ftom) tay be found using prinpes cubed in Chap HL The expression i, A.M, tom = 5-558 whete& is ship displacement in metric ton, GH is Tongitadinal metacente height ~ AM, — KG in Lis Teng of ship between draft marks in In English units, long tons aod ft ary ~ 03 «s ‘The value of FM, found as noted in Sct 55 for any draft. The height of enter of gravity KC, wil ‘lend upon the leading condition of the ship. How rer, for most ship, the range of values o KG to be ‘apectd n sore oa rlatively small percentage of {Gif andi sully accurate to assume a ta died and reasonable location, For many ships the feighe of the conte of gravy isnot far from the preva draft and that cation aometines chosen [orthe curve of form. However, for tie exami ship, the height of the center of avy is assumed to be the sume asthe height of the center of buoyancy, so that Gi, = Bat Tasmuch a it i drectiy propor w displace ment iti evidee that Mom wil Yary cet with Water density. Thus, at any draft AvTem shold in {renee when fn alt water, compared with ralue in Sesh water 13" Duplacamant of Appandages_In certo find the tatal depacement of tahip, bse dspacement of the eppendages shell plating, rudder, propeller, bigs eels essing, ete™—up to any given watering must be eilelatd snd added othe dspicement ofthe molded form. The dsplcement ofthese appen Sages ry be elated from the shel expansion trip acto, and deal drawings of the various mee "ype exampleof such an appendage isthe boss ing ota twin eon thip. Fig. shows tansverse ‘aon trough such a boss andthe lngtadial Atrio of areas asoelated with for sectional fre curveAs ire aue ofthe ship's molded form, {ie arn othe nottonal aren care represets the ‘tame of siplacement of the bossing ‘any hp bul raceoe year are ud with tran verse truster, which take the form of # elidel [Ganverse fe'doding tunnel trough the Ep st iow materne‘Thovefeponendepartaree {ry tho told form tthe ship and may te accounted for as Tesegetie” appendage thay the bt free oing Yolunt of the tunnel shold be deducted from the Volume of other appendages, Tn case of naval sips Wit ange sonar drs, te dome may be tested 82 Tart of to mold form, or alternatively as an aper Eige The conmention adopted shoul be dearly sated on the curve sheet In caloulating the displacement of te shell plating, any strakes of "oot plating must te properly ae footed for For example if he fat plate Wel 3 cout” state, the volume between i inter surface and the molded frm is also treated as appendage 14" Curves af Form for Partita Types of Vo in“ cartain specaned verocls tay cal for 20 {na carves of form beyond those dscussed in the {orerolog, For example, bul earring veseols such as {ankers nd ore carrer can experince more than ‘felnifeant degrees of bull einer bending in sill tater ana result of canentrated weights. 1f the de ection oft hl gleder ean be pede ths can be ccounted for in hydrostatic characteticn, such as ‘ispinement for drafts read at ow ad stern, RS but not unneaise bull grder dection curve 4 second order parabola y = ax where y is {he deflation from the Zero bending woment ease, longitudinal distance fon amidshps, nondiner onalied bythe length ofthe ship, aad a verti {deection atthe en of the ship reeling ie Bog ot ag, compared with amidships ‘fond the increase in diplacerent with sag, wa terplane balfeeadthe must be weighted, frst by th efecto, taken ae (a 9), and then by the rule of Integration multipliers Simon's multipiers). Table S shows diagrammatically how the calculation maybe Derformed he erase dsplacerent wth sag being Etat ts be added to the deplacerent from daft read Ste ends of the vase, assuming a straight kea, Inca te effec of trim on daplaoament cond ‘ered io be of tausual importance, bum correction ‘urves pay be caleulated by assuming series of framed waterline, uy for 1m tem, 2m tim, ce by both bow and seer, tnd ata series of draft, Sach fiicalstions are facitated by the we of Bonjan Surv, ae diauseed in Seton 6. Resulting trim co fection in diplacement are more searate Uhn ean te obtained by the change in dsplacenent with tin frvedeseribed in Seton 1, tasach a they do fot sesume the vessels walled ‘Unusual hydrostatic properties rar be found for pavicular per of veto, nluding eating dry fncks, offshore. mobile platforms, tegrated. tug brrges and spe with large eompartnents whic are reuinaly fre oded, such asthe desk are on Rout. hilt of barge earrers. The eures of form in these ses tay be characterized by Knuckles atthe draft ST'whlch large elements of buoyancy are immersed ‘rly several curves of the same quatity, depending on dhe ships condo Careful Ssh needed analysing tach versla However, he calculation of laplcement, and diplacemert related curves, ay fevmore dirccly. done when the undervater body St largely composed of simple geometreal bodies— Sars pita thn sacs ofToble 9 Calan fo Finding neased Diplcement sa ESL) Done ge Product ¢ 96. woof, ye Fg { Sh Wo fy OF baa, 4 ts se Rb eR i 8 oa oP pe ie : a wea RE Be , 3k BR teh oo res ost i Assumed detciony = 4x (5) Increased volun ot dilacemest per mater ag = Xo > in mw Both ies of tip, whe statin asco Tobie 10-—Condnad Sumnary of Cues of Form Vues vem ant |, Depent a maim) 1 ong | LE, ag | HE Cnr | Toe Met vote | ueinreme cm, | tees |e | Fags | TP See : | me | ape | at | Ba | it : | ge age | Hk) Gg | Be | + | BS fae | ig | am | Bs) gt vest | omen, | Hae | Be | ns | deen, | Me™ | tthe | | cu | Se | wae Sesh chine” | trie |G. |G! | a |i | in| wan | a se alee |e | Sah) | ak ae | sce | Me | aa in 5 Ht S| aes | 88% | Oeh | Ba | see : a BiB | ha | Sb | aa = : i sat) su | oes | oe & i i eae a u mc sen] Sym | Ses | Sis 3 cal Ship Dine ngs ea res | sg dt met 2 Fe Soe epee, = 1 | Bale et aes intaw. oe Be ies reas 15 | cert ei hae SSRI anc ancines w 088 | ta’ 3se oer lust, abou narra hough LCP ire dan ory eases EIN sm a 0 ond a ne rt 5 NS Bi Steen Re mB ow ‘Sega eer mv, a pe Em veel aber eae i asian Gotan ae AAS. Summary of Caleta. concise summary of route should be fumited with the cares of form ‘Suoulatons to seit ploiag the curves and serve {2d permanent record. Values shouldbe listed tall, ‘date at whieh caleulations aro performed. Drafts Should be eyaced covly enough to allow drawing the ‘urveo without ambiguity. Table 10 a condonsed fStinmariation ofthe loted vals in Fig. 28 forthe trample ship For most shipshaped forms, the plated curves wil be fr, with few pomnta of ifoeton. The presence of ry unfaimess ‘usally indiaten an eror in the cake fnlaone-vas from inerret input data--of an ero in plo. ilot the data given in Table 10 apply tothe molded form withthe exeopton of tts displacement in fresh lind alt water, and weted surface, deseibed in See. tion Ordinarily, the other data, bated onthe molded form are deed ‘without eorrectiag for the elect of fypeidages,bucause sich effects ae co all as to PePocglgibie as far en proctcal purposes are cot ecned-excep in some caves for LCD. (Seetion 8. ine dial curves of form are for the benefit of coperting personnel, the carve shee furnished the ship (ner shoold show drafls tothe bottom of the kel, (wih the distance from the molded base fine tothe bottom of kel teary noted. 516 Computer Appicatins. Calculations for curves of form reguite numerous rpettie calcula Lona which were formerly performed on desk eae Intors”Conscquenty one of the eariest applications tt aig conpaters in naval achtrture wast the niulatiog of hydrostatic properties Aczording to Esky and Dasdole (917), ma suey of computer blstien by more than 00 ahi design oftes, the Target area of dangn activity to which eomptere ae ‘applied i hydrostation, wih about 8 perent of the Teonders uo involved There are kneen to bea large uber of programs in exstenctforsueh hydrostatic ‘aeuletiona end the aleady widegeesd application St such programs is expocted to gry "The sie iat mua be the overall dimensions of the ship andthe offets at series of waterlines and Stans together mith a defi of the end profes, ‘Sdted or iplied. eis a mater of adgrentas to how trang wateries and body plan stations are needed to ‘ata dma caus Clary mre ‘houely apnced waterines are needed ve the vessels form changes rapadly with dra 28 erally spplies Aine lowest drat, but the spacing shoul be appre- priate (othe rule of intngration adopted, Figure 23 hows a possible sequential scheme far performing the ‘anus calculations. Fig. 90 shows a ypical computer gested dy pan dred from bred fel ‘Some, programs perform many ofthe hydrostatic calculations needed for itace and damage stability ‘dies deerbed in Chapters I nd yin adion to farves of form, inasmuch asthe hl surface offsets, nce defied bythe computer, can sorve as common Input data: Wren the computes hed tn eathoge Fay ope andor plotter, the vers may be di played for checking and/or hard op) curves can be mt WASsu GeoneTRY « ote, adliton to sppearng inthe computer output [tabu frm “Tie US, Navy's Shp Hall haracteritiea Program (SHEP) NAVSEN (190) incorporates thse features od widely uted in US, design offes and shipyards {or both commercial sad tavalehipe, I omen ¢ fet of subprograms which perform any oral of the {ollowing naval architectural calelabons: fe Curves of form and Bonjean Curves 4 apa sear anni moment seater and in wave 4s Trim tines after foding 2 Fhoosbte leg Limiting eats for survival efter Gooding. CGorves of intact stati stability and cross curves. 1 Curves of stati stability and trove curves, da aged Cron input forthe above are the hull ots, which may be read from the lines drawing al entered Tpmeans of punched cards, Or igser maybe sod tS tzce te dy an ed the pots and ete them in the computer. Amare economeal procedure ito ner the oets dircty from the stored HULDEF (ata Seeton 119, . ‘Wien utlzing tis program the users not obliged to use the station or waterine Iocan and space foe which the lines have been dra rather, a0 umber (init 3, asium 4) of body plan sta tions ate choven Bach etaton mits have & non sero ection area when fll immersed Section ofets are ‘Speed at betmeen 2 and 29 pone for exch body plas ‘lation which ls assumed deserbable by x serie of {Eoterder curve segments. These topren are on ‘tery taken between odd numbered wateries, or Integration by Siopsons Fist Re Frum the ests the Ship Data Table (SDT) ia act up, whieh ie the common data face for ll of the sub- programe, Tt contann the following calculated by Sinpoon's Fist Rul, for each pola (witerine) on each Va) Halthreadth and height above baseline; and cu rmilaive properties (above basting). (0) Pal econ area (oth se). (6) Traneverae centroid of ba ection. (G@ Werte contol of secon (o) Halen ‘The SDT can be printed out and/or retained inthe Tn subuguentfleltonsSimprn's Frat Rel ig ake sed betnecnoddnumbered sation for log {oon integration. In order co handle extemiin of ftv wich dol erased ann, he frog ftuelfertraplaten the carve t be ax and Seger ge fletmay eon tv eres "to first sprogrn produces he data fr he usual ges frm or wp to 2 ater sn Ekislatee propersee ate presenta In talular form, fs eponal gots are provised of cura of form, ‘aterlins and sectinl areas (Bonen erves). Tig fl shows atypia spacing of seine for a small vessel Integrated using the SHCF. Table 11 hows part ofthe otput, in Hogs uns a custom Ay wted by the US Navy. T computer ouput i 6 serve as the Sua resord for use by ships personne eis important that the Ata be presented n't completely clear ny, bearing it'mind the environment in wich they wil be sed